Engine Selection Guide: Two-Stroke MC/MC-C Engines

Engine Selection Guide Two-stroke MC/MC-C Engines This book describes the general technical features of the MC Programme This Engine Selection Guide is intended as a 'tool' for assistance in the initial stages of a project. As differences may appear in the individual suppliers’ extent of delivery, please contact the relevant engine supplier for a confirmation of the actual execution and extent of delivery. For further informatoin see the Project Guide for the relevant engine type. This Engine Selection Guide and most of the Project Guides are available on a CD ROM. The data and other information given is subject to change without notice. 5th Edition February 2000 MAN B&W Diesel A/S Engine Selection Guide Engine Data Engine Power Specific fuel oil consumption (SFOC) The table contains data regarding the engine power, speed and specific fuel oil consumption of the engines of the MC Programme. Specific fuel oil consumption values refer to brake power, and the following reference conditions: Engine power is specified in both BHP and kW, in rounded figures, for each cylinder number and layout points L1, L2, L3 and L4: L1 designates nominal maximum continuous rating (nominal MCR), at 100% engine power and 100% engine speed. L2, L3 and L4 designate layout points at the other three corners of the layout area, chosen for easy reference. ISO 3046/1-1986: Blower inlet temperature . . . . . . . . . . . . . . . . 25 °C Blower inlet pressure . . . . . . . . . . . . . . . 1000 mbar Charge air coolant temperature . . . . . . . . . . . 25 °C Fuel oil lower calorific value . . . . . . . . 42,700 kJ/kg (10,200 kcal/kg) Although the engine will develop the power specified up to tropical ambient conditions, the specific fuel oil consumption varies with ambient conditions and fuel oil lower calorific value. For calculation of these changes, see section 2. Power L1 L3 L2 L4 SFOC guarantee The figures given in this project guide represent the values obtained when the engine and turbocharger are matched with a view to obtaining the lowest possible SFOC values and fulfilling the IMO NOx emission limitations. Speed Fig. 1.01: Layout diagram for engine power and speed The Specific Fuel Oil Consumption (SFOC) is guaranteed for one engine load (power-speed combination), this being the one in which the engine is optimised. Overload corresponds to 110% of the power at MCR, and may be permitted for a limited period of one hour every 12 hours. The guarantee is given with a margin of 5%. The engine power figures given in the tables remain valid up to tropical conditions at sea level, ie.: As SFOC and NOx are interrelated parameters, an engine offered without fulfilling the IMO NOx limitations is subject to a tolerance of only 3% of the SFOC. Blower inlet temperature . . . . . . . . . . . . . . . . 45 °C Blower inlet pressure . . . . . . . . . . . . . . . 1000 mbar Seawater temperature . . . . . . . . . . . . . . . . . . 32 °C Lubricating oil data The cylinder oil consumption figures stated in the tables are valid under normal conditions. During running-in periods and under special conditions, feed rates of up to 1.5 times the stated values should be used. 430100 400 198 22 27 1.01 MAN B&W Diesel A/S Engine Selection Guide The engine types of the MC programme are identified by the following letters and figures 6 S 70 MC - C C Compact engine Design S Stationary plant C Camshaft controlled Concept E Electronic controlled (Intelligent Engine) S Super long stroke approximately 4.0 L Long stroke approximately 3.2 K Short stroke approximately 2.8 Engine programme Diameter of piston in cm Stroke/bore ratio Number of cylinders 178 34 39-1.0 Fig. 1.02: Engine type designation 430100 400 198 22 27 1.02 MAN B&W Diesel A/S Engine Selection Guide Power Engine type Mean Layout Engine effective point speed pressure r/min bar K98MC L1 94 18.2 Bore 980 mm Stroke 2660 mm L2 94 14.6 L3 84 18.2 L4 84 14.6 K98MC-C L1 104 18.2 Bore 980 mm Stroke 2400 mm L2 104 14.6 L3 94 18.2 L4 94 14.6 S90MC-C L1 76 19.0 Bore 900 mm Stroke 3188 mm L2 76 15.2 L3 61 19.0 L4 61 15.2 L90MC-C L1 83 19.0 Bore 900 mm Stroke 2916 mm L2 83 12.2 L3 62 19.0 L4 62 12.2 K90MC L1 94 18.0 Bore 900 mm Stroke 2550 mm L2 94 11.5 L3 71 18.0 L4 71 11.5 KW BHP Number of cylinders 4 18280 24880 11700 15920 13720 18640 8800 11960 5 22850 31100 14650 19900 17150 23300 11000 14950 6 34320 46680 27480 37320 30660 41700 24540 33360 34260 46560 27420 37260 30960 42120 24780 33720 29340 39900 23520 31980 23580 32060 18840 25610 29340 39480 18780 25500 21900 29760 14040 19080 27420 37320 17580 23880 20580 27960 13200 17940 7 40040 54460 32060 43540 35770 48650 28630 38920 39970 54320 31990 43470 36120 49140 28910 39270 34230 46550 27440 37300 27510 37400 21980 29880 34230 46480 21910 29750 25550 34720 16380 22260 31990 43540 20510 27860 24010 32620 15400 20930 8 45760 62240 36640 49760 40880 55600 32720 44480 45680 62080 36560 49680 41280 56160 33040 44880 39120 53200 31360 42640 31440 42750 25120 34150 39120 53120 25040 34000 29200 39680 18720 25440 36560 49760 23440 31840 27440 37280 17600 23920 9 51480 70020 41220 55980 45990 62550 36810 50040 51390 69840 41130 55890 46440 63180 37170 50490 44010 59850 35280 47970 35370 48090 28260 38420 44010 59760 28170 38250 32850 44640 21060 28620 41130 55980 26370 35820 30870 41940 19800 26910 10 57200 77800 45800 62200 51110 69500 40900 55600 57100 77600 45700 62100 51600 70200 41300 56100 11 62920 85580 50380 68420 56210 76450 44990 61160 62810 85360 50270 68310 56760 77220 45430 61710 12 68640 93360 54960 74640 61320 83400 49080 66720 68520 93120 54840 74520 61920 84240 49560 67320 48900 66400 31300 42500 36500 49600 23400 31800 45700 62200 29300 39800 34300 46600 22000 29900 53790 73040 34430 46750 40150 54560 25740 34980 50270 68420 32230 43780 37730 51260 24200 32890 58680 79680 37560 51000 43800 59520 28080 38160 54840 74640 35160 47760 41160 55920 26400 35880 178 46 78-9.0 Fig. 1.03a: Power and speed 430100 400 198 22 27 1.03 MAN B&W Diesel A/S Engine Selection Guide Power Engine type Mean Layout Engine effective point speed pressure r/min bar K90MC-C L1 104 18.0 Bore 900 mm Stroke 2300 mm L2 104 14.4 L3 89 18.0 L4 89 14.4 S80MC-C L1 76 19.0 Bore 800 mm Stroke 3200 mm L2 76 12.2 L3 57 19.0 L4 57 12.2 S80MC L1 79 19.0 Bore 800 mm Stroke 3056 mm L2 79 12.2 L3 59 19.0 L4 59 12.2 L80MC L1 93 18.0 Bore 800 mm Stroke 2592 mm L2 93 11.5 L3 70 18.0 L4 70 11.5 K80MC-C L1 104 18.0 Bore 800 mm Stroke 2300 mm L2 104 14.4 L3 89 18.0 L4 89 14.4 kW BHP Number of cylinders 4 14560 19760 9320 12640 10960 14880 7000 9520 5 18200 24700 11650 15800 13700 18600 8750 11900 6 27360 37260 21900 29820 23280 31620 18600 25320 23280 31680 14880 20280 17460 23760 11160 15180 15360 20880 9840 13360 11480 15600 7360 10040 21840 29640 13980 18960 16440 22320 10500 14280 21660 29400 17340 23520 18540 25200 14820 20160 7 31920 43470 25550 34790 27160 36890 21700 29540 27160 36960 17360 23660 20370 27720 13020 17710 19200 26100 12300 16700 14350 19500 9200 12550 25480 34580 16310 22120 19180 26040 12250 16660 25270 34300 20230 27440 21630 29400 17290 23520 8 36480 49680 29200 39760 31040 42160 24800 33760 31040 42240 19840 27040 23280 31680 14880 20240 23040 31320 14760 20040 17220 23400 11040 15060 29120 39520 18640 25280 21920 29760 14000 19040 28880 39200 23120 31360 24720 33600 19760 26880 9 41040 55890 32850 44730 34920 47430 27900 37980 10 45600 62100 36500 49700 38800 52700 31000 42200 11 50160 68310 40150 54670 42680 57970 34100 46420 12 54720 74520 43800 59640 46560 63240 37200 50640 26880 36540 17220 23380 20090 27300 12880 17570 32760 44460 20970 28440 24660 33480 15750 21420 32490 44100 26010 35280 27810 37800 22230 30240 30720 41760 19680 26720 22960 31200 14720 20080 36400 49400 23300 31600 27400 37200 17500 23800 36100 49000 28900 39200 30900 42000 24700 33600 34560 46980 22140 30060 25830 35100 16560 22590 40040 54340 25630 34760 30140 40920 19250 26180 39710 53900 31790 43120 33990 46200 27170 36960 43680 59280 27960 37920 32880 44640 21000 28560 43320 58800 34680 47040 37080 50400 29640 40320 178 46 78-9.0 Fig. 1.03b: Power and speed 430100 400 198 22 27 1.04 MAN B&W Diesel A/S Engine Selection Guide Power Engine type Mean Layout Engine effective point speed pressure r/min bar S70MC-C L1 91 19.0 Bore 700 mm Stroke 2800 mm L2 91 12.2 L3 68 19.0 L4 68 12.2 S70MC L1 91 18.0 Bore 700 mm Stroke 2674 mm L2 91 11.5 L3 68 18.0 L4 68 11.5 L70MC L1 108 18.0 Bore 700 mm Stroke 2268 mm L2 108 11.5 L3 81 18.0 L4 81 11.5 S60MC-C L1 105 19.0 Bore 600 mm Stroke 2400 mm L2 105 12.2 L3 79 19.0 L4 79 12.2 S60MC L1 105 18.0 Bore 600 mm Stroke 2292 mm L2 105 11.5 L3 79 18.0 L4 79 11.5 kW BHP Number of cylinders 4 12420 16880 7940 10800 9320 12660 5960 8100 11240 15280 7200 9760 8440 11440 5400 7320 11320 15380 7240 9840 8480 11540 5420 7380 9020 12280 5780 7860 6760 9200 4340 5880 8160 11120 5240 7120 6120 8320 3920 5320 5 15525 21100 9925 13500 11650 15825 7450 10125 14050 19100 9000 12200 10550 14300 6750 9150 14150 19225 9050 12300 10600 14425 6775 9225 11275 15350 7225 9825 8450 11500 5425 7350 10200 13900 6550 8900 7650 10400 4900 6650 6 18630 25320 11910 16200 13980 18990 8940 12150 16860 22920 10800 14640 12660 17160 8100 10980 16980 23070 10860 14760 12720 17310 8130 10070 13530 18420 8670 11790 10140 13800 6510 8820 12240 16680 7860 10680 9180 12480 5880 7980 7 21735 29540 13895 18900 16310 22155 10430 14175 19670 26740 12600 17080 14770 20020 9450 12810 19810 26915 12670 17220 14840 20195 9485 12915 15785 21490 10115 13755 11830 16100 7595 10290 14280 19460 9170 12460 10710 14560 6860 9310 8 24840 33760 15880 21600 18640 25320 11920 16200 22480 30560 14400 19520 16880 22880 10800 14640 22640 30760 14480 19680 16960 23080 10840 14760 18040 24560 11560 15720 13520 18400 8680 11760 16320 22240 10480 14240 12240 16640 7840 10640 9 10 11 12 178 46 78-9.0 Fig. 1.03c: Power and speed 430100 400 198 22 27 1.05 MAN B&W Diesel A/S Engine Selection Guide Power Engine type Mean Layout Engine effective point speed pressure r/min bar L60MC L1 123 17.0 Bore 600 mm Stroke 1944 mm L2 123 10.9 L3 92 17.0 L4 92 10.9 S50MC-C L1 127 19.0 Bore 500 mm Stroke 2000 mm L2 127 12.2 L3 95 19.0 L4 95 12.2 S50MC L1 127 18.0 Bore 500 mm Stroke 1910 mm L2 127 11.5 L3 95 18.0 L4 95 11.5 L50MC L1 148 17.0 Bore 500 mm Stroke 1620 mm L2 148 10.9 L3 111 17.0 L4 111 10.9 S46MC-C L1 129 19.0 Bore 460 mm Stroke 1932 mm L2 129 15.2 L3 108 19.0 L4 108 15.2 kW BHP Number of cylinders 4 5 6 7 8 7680 9600 11520 13440 15360 10400 13000 15600 18200 20800 4920 6150 7380 8610 9840 6680 8350 10020 11690 13360 5760 7200 8640 10080 11520 7800 9750 11700 13650 15600 3680 4600 5520 6440 7360 5000 6250 7500 8750 10000 6320 7900 9480 11060 12640 8580 10725 12870 15015 17160 4040 5050 6060 7070 8080 5500 6875 8250 9625 11000 4740 5925 7110 8295 9480 6440 8050 9660 11270 12880 3040 3800 4560 5320 6080 4120 5150 6180 7210 8240 5720 7150 8580 10010 11440 7760 9700 11640 13580 15520 3640 4550 5460 6370 7280 4960 6200 7440 8680 9920 4280 5350 6420 7490 8560 5840 7300 8760 10220 11680 2760 3450 4140 4830 5520 3720 4650 5580 6510 7440 5320 6650 7980 9310 10640 7240 9050 10860 12670 14480 3400 4250 5100 5950 6800 4640 5800 6960 8120 9280 4000 5000 6000 7000 8000 5440 6800 8160 9520 10880 2560 3200 3840 4480 5120 3480 4350 5220 6090 6960 5240 6550 7860 9170 10480 7140 8925 10710 12495 14280 4200 5250 6300 7350 8400 5700 7125 8550 9975 11400 4400 5500 6600 7700 8800 5980 7475 8970 10465 11960 3520 4400 5280 6160 7040 4780 5975 7170 8365 9560 9 10 11 12 178 46 78-9.0 Fig. 1.03d: Power and speed 430100 400 198 22 27 1.06 MAN B&W Diesel A/S Engine Selection Guide Power Engine type Mean Layout Engine effective point speed pressure r/min bar S42MC L1 136 19.5 Bore 420 mm Stroke 1764 mm L2 136 15.6 L3 115 19.5 L4 115 15.6 L42MC L1 176 18.0 Bore 420 mm Stroke 1360 mm L2 176 11.5 L3 132 18.0 L4 132 11.5 S35MC L1 173 19.1 Bore 350 mm Stroke 1400 mm L2 173 15.3 L3 147 19.1 L4 147 15.3 L35MC L1 210 18.4 Bore 350 mm Stroke 1050 mm L2 210 14.7 L3 178 18.4 L4 178 14.7 S26MC L1 250 18.5 Bore 260 mm Stroke 980 mm L2 250 14.8 L3 212 18.5 L4 212 14.8 kW BHP Number of cylinders 4 4320 5880 3460 4700 3660 4960 2920 3980 3980 5420 2540 3460 2980 4060 1920 2600 2960 4040 2380 3220 2520 3420 2020 2740 2600 3520 2080 2820 2200 3000 1760 2400 1600 2180 1280 1740 1360 1860 1100 1480 5 5400 7350 4325 5875 4575 6200 3650 4975 4975 6775 3175 4345 3725 5075 2400 3250 3700 5050 2975 4025 3150 4275 2525 3425 3250 4400 2600 3525 2750 3750 2200 3000 2000 2725 1600 2175 1700 2325 1375 1850 6 7 8 6480 7560 8640 8820 10290 11760 5190 6055 6920 7050 8225 9400 5490 6405 7320 7440 8680 9920 4380 5110 5840 5970 6965 7960 5970 6965 7960 8130 9485 10840 3810 4445 5080 5190 6055 6920 4470 5215 5960 6090 7105 8120 2880 3360 3840 3900 4550 5200 4440 5180 5920 6060 7070 8080 3570 4165 4760 4830 5635 6440 3780 4410 5040 5130 5985 6840 3030 3535 4040 4110 4795 5480 3900 4550 5200 5280 6160 7040 3120 3640 4160 4230 4935 5640 3000 3850 4400 4500 5250 6000 2640 3080 3520 3600 4200 4800 2400 2800 3200 3270 3815 4360 1920 2240 2560 2610 3045 3480 2040 2380 2720 2790 3255 3720 1650 1925 2200 2220 2590 2960 9 9720 13230 7785 10575 8235 11160 6570 8955 8955 12195 5715 7785 6705 9135 4320 5850 6660 9090 5355 7245 5670 7695 4545 6165 5850 7920 4680 6345 4950 6750 3960 5400 3600 4905 2880 3915 3060 4185 2475 3330 10 10800 14700 8650 11750 9150 12400 7300 9950 9950 13550 6350 8650 7450 10150 4800 6500 7400 10100 5950 8050 6300 8550 5050 6850 6500 8800 5200 7050 5500 7500 4400 6600 4000 5450 3200 4350 3400 4650 2750 3700 11 11880 16170 9515 12925 10065 13640 8030 10945 10945 14905 6985 9515 8195 11165 5280 7150 8140 11110 6545 8855 6930 9405 5555 7535 7150 9680 5720 7755 6050 8250 4840 6600 4400 5995 3520 4785 3740 5115 3025 4070 12 12960 17640 10380 14100 10980 14880 8760 11940 11940 16260 7620 10380 8940 12180 5760 7800 8880 12120 7140 9660 7560 10260 6060 8220 7800 10560 6240 8460 6600 9000 5280 7200 4800 6540 3840 5220 4080 5580 3300 4440 178 46 78-9.0 Fig. 1.03e: Power and speed 430100 400 198 22 27 1.07 MAN B&W Diesel A/S Engine Selection Guide g/kWh g/BHPh Specific fuel oil consumption With high efficiency turbochargers At load layout point K98MC and K98MC-C S90MC-C L90MC-C K90MC 100% 80% L1 171 126 165 121 L2 162 119 158 116 L3 171 126 165 121 L4 162 119 158 116 L1 167 123 165 121 L2 160 118 157 116 L3 167 123 165 121 L4 160 118 157 116 L1 167 123 165 121 L2 155 114 154 113 L3 167 123 165 121 L4 155 114 154 113 L1 171 126 169 124 L2 159 117 158 116 L3 171 126 169 124 L4 159 117 158 116 Lubricating oil consumption System oil Cylinder oil Approx. kg/cyl. 24h g/kWh g/BHPh 7.5-11 0.8-1.2 0.6-0.9 7-10 0.95-1.5 0.7-1.1 7-10 0.8-1.2 0.6-0.9 7-10 0.8-1.2 0.6-0.9 178 46 79-2.0 Fig. 1.04a: Fuel and lubricating oil consumption 430 100 100 198 22 28 1.08 MAN B&W Diesel A/S Engine Selection Guide g/kWh g/BHPh Specific fuel oil consumption With high efficiency turbochargers At load layout point K90MC-C S80MC-C S80MC L80MC 100% 80% L1 171 126 169 124 L2 165 121 162 119 L3 171 126 169 124 L4 165 121 162 119 L1 167 123 165 121 L2 155 114 154 113 L3 167 123 165 121 L4 155 114 154 113 L1 167 123 165 121 L2 155 114 154 113 L3 167 123 165 121 L4 155 114 154 113 L1 174 128 171 126 L2 162 119 160 118 L3 174 128 171 126 L4 162 119 160 118 Lubricating oil consumption System oil Cylinder oil Approx. kg/cyl. 24h g/kWh g/BHPh 7-10 0.8-1.2 0.6-0.9 6-9 0.95-1.5 0.7-1.1 6-9 0.95-1.5 0.7-1.1 6-9 0.8-1.2 0.6-0.9 178 46 79-2.0 Fig. 1.04b: Fuel and lubricating oil consumption 430 100 100 198 22 28 1.09 MAN B&W Diesel A/S Specific fuel oil consumption g/kWh g/BHPh With conventional turbochargers With high efficiency turbochargers System oil Cylinder oil 100% 80% Approx. kg/cyl. 24h g/kWh g/BHPh L1 171 126 169 124 L2 165 121 162 119 6-9 0.8-1.2 0.6-0.9 5.5-7.5 0.95-1.5 0.7-1.1 5.5-7.5 0.95-1.5 0.7-1.1 5.5-7.5 0.8-1.2 0.6-0.9 At load layout point K80MC-C S70MC-C S70MC L70MC Engine Selection Guide 100% 80% Lubricating oil consumption L3 171 126 169 124 L4 165 121 162 119 L1 171 126 169 124 169 124 166 122 L2 159 117 158 116 156 115 155 114 L3 171 126 169 124 169 124 166 122 L4 159 117 158 116 156 115 155 114 L1 171 126 169 124 169 124 166 122 L2 159 117 158 116 156 115 155 114 L3 171 126 169 124 169 124 166 122 L4 159 117 158 116 156 115 155 114 L1 174 128 171 126 L2 162 119 160 118 L3 174 128 171 126 L4 162 119 160 118 178 46 79-2.0 Fig. 1.04c: Fuel and lubricating oil consumption 430 100 100 198 22 28 1.10 MAN B&W Diesel A/S At load layout point S60MC-C S60MC L60MC S50MC-C Engine Selection Guide Specific fuel oil consumption g/kWh g/BHPh With conventional turbochargers With high efficiency turbochargers System oil Cylinder oil Approx. kg/cyl. 24h g/kWh g/BHPh 5-6.5 0.95-1.5 0.7-1.1 5-6.5 0.95-1.5 0.7-1.1 5-6.5 0.8-1.2 0.6-0.9 4-5 0.95-1.5 0.7-1.1 Lubricating oil consumption 100% 80% 100% 80% L1 173 127 170 125 170 125 167 123 L2 160 118 159 117 158 116 156 115 L3 173 127 170 125 170 125 167 123 L4 160 118 159 117 158 116 156 115 L1 173 127 170 125 170 125 167 123 L2 160 118 159 117 158 116 156 115 L3 173 127 170 125 170 125 167 123 L4 160 118 159 117 158 116 156 115 L1 174 128 171 126 171 126 169 124 L2 162 119 160 118 159 117 158 116 L3 174 128 171 126 171 126 169 124 L4 162 119 160 118 159 117 158 116 L1 174 128 171 126 171 126 169 124 L2 162 119 160 118 159 117 158 116 L3 174 128 171 126 171 126 169 124 L4 162 119 160 118 159 117 158 116 178 46 79-2.0 Fig. 1.05d: Fuel and lubricating oil consumption 430 100 100 198 22 28 1.11 MAN B&W Diesel A/S At load layout point S50MC L50MC S46MC-C S42MC Engine Selection Guide Specific fuel oil consumption g/kWh g/BHPh With conventional turbochargers With high efficiency turbochargers System oil Cylinder oil Approx. kg/cyl. 24h g/kWh g/BHPh 4-5 0.95-1.5 0.7-1.1 4-5 0.8-1.2 0.6-0.9 3.5-4.5 0.95-1.5 0.7-1.1 3-4 0.95-1.5 0.7-1.1 Lubricating oil consumption 100% 80% 100% 80% L1 174 128 171 126 171 126 169 124 L2 162 119 160 118 159 117 158 116 L3 174 128 171 126 171 126 169 124 L4 162 119 160 118 159 117 158 116 L1 175 129 173 127 173 127 170 125 L2 163 120 162 119 160 118 159 117 L3 175 129 173 127 173 127 170 125 L4 163 120 162 119 160 118 159 117 L1 174 128 173 127 L2 169 124 167 123 L3 174 128 173 127 L4 169 124 167 123 L1 177 130 175 129 L2 171 126 170 125 L3 177 130 175 129 L4 171 126 170 125 178 46 79-2.0 Fig. 1.05e: Fuel and lubricating oil consumption 430 100 100 198 22 28 1.12 MAN B&W Diesel A/S Engine Selection Guide g/kWh g/BHPh Specific fuel oil consumption With conventional turbochargers At load layout point L42MC S35MC L35MC S26MC 100% 80% L1 177 130 174 129 L2 165 121 163 120 L3 177 130 174 129 L4 165 121 163 120 L1 178 131 177 130 L2 173 127 171 126 L3 178 131 177 130 L4 173 127 171 126 L1 177 130 175 129 L2 171 126 170 125 L3 177 130 175 129 L4 171 126 170 125 L1 179 132 178 131 L2 174 128 173 127 L3 179 132 178 131 L4 174 128 173 127 Lubricating oil consumption System oil Cylinder oil Approx. kg/cyl. 24h g/kWh g/BHPh 3-4 0.8-1.2 0.6-0.9 2-3 0.95-1.5 0.7-1.1 2-3 0.8-1.2 0.6-0.9 1.5-3 0.95-1.5 0.7-1.1 178 46 79-2.0 Fig. 1.05f: Fuel and lubricating oil consumption 430 100 100 198 22 28 1.13 MAN B&W Diesel A/S Engine Selection Guide 178 32 80-6.1 Fig. 1.05: K98MC engine cross section 430 100 018 198 22 29 1.14 MAN B&W Diesel A/S Engine Selection Guide 178 36 24-7.0 Fig. 1.06: S80MC engine cross section 430 100 018 198 22 29 1.15 MAN B&W Diesel A/S Engine Selection Guide 178 44 14-4.1 Fig. 1.07: S70MC-C engine cross section 430 100 018 198 22 29 1.16 MAN B&W Diesel A/S Engine Selection Guide 178 32 19-8.0 Fig. 1.08: S60MC engine cross section 430 100 018 198 22 29 1.17 MAN B&W Diesel A/S Engine Selection Guide 178 16 07-0.0 Fig. 1.09: S50MC-C engine cross section 430 100 018 198 22 29 1.18 MAN B&W Diesel A/S Engine Selection Guide 178 43 10-1.0 Fig. 1.10: L42MC engine cross section 430 100 018 198 22 29 1.19 MAN B&W Diesel A/S Engine Selection Guide 178 42 12-5.0 Fig. 1.11: S26MC engine cross section 430 100 018 198 22 29 1.20 MAN B&W Diesel A/S Engine Selection Guide 2 Engine Layout and Load Diagrams Propulsion and Engine Running Points Propeller curve The relation between power and propeller speed for a fixed pitch propeller is as mentioned above described by means of the propeller law, i.e. the third power curve: Pb = c x n3 , in which: 178 05 41-5.3 Pb = engine power for propulsion n = propeller speed c = constant Line 2 Propulsion curve, fouled hull and heavy weather (heavy running), recommended for engine layout Line 6 Propulsion curve, clean hull and calm weather (light running), for propeller layout MP Specified MCR for propulsion SP Continuous service rating for propulsion PD Propeller design point HR Heavy running LR Light running The power functions Pb = c x ni will be linear functions when using logarithmic scales. Therefore, in the Layout Diagrams and Load Diagrams for diesel engines, logarithmic scales are used, making simple diagrams with straight lines. Fig. 2.01: Ship propulsion running points and engine layout Propeller design point hull surfaces, the fouling after sea trial, therefore, will involve a relatively higher resistance and thereby a heavier running propeller. Normally, estimations of the necessary propeller power and speed are based on theoretical calculations for loaded ship, and often experimental tank tests, both assuming optimum operating conditions, i.e. a clean hull and good weather. The combination of speed and power obtained may be called the ship’s propeller design point (PD), placed on the light running propeller curve 6. See Fig. 2.01. On the other hand, some shipyards, and/or propeller manufacturers sometimes use a propeller design point (PD’) that incorporates all or part of the so-called sea margin described below. Sea margin at heavy weather If, at the same time the weather is bad, with head winds, the ship’s resistance may increase compared to operating at calm weather conditions. When determining the necessary engine power, it is therefore normal practice to add an extra power margin, the so-called sea margin, see Fig. 2.02 which is traditionally about 15% of the propeller design (PD) power. Fouled hull When the ship has sailed for some time, the hull and propeller become fouled and the hull’s resistance will increase. Consequently, the ship speed will be reduced unless the engine delivers more power to the propeller, i.e. the propeller will be further loaded and will be heavy running (HR). Engine layout (heavy propeller) When determining the necessary engine speed considering the influence of a heavy running propeller for operating at large extra ship resistance, it is recommended - compared to the clean hull and calm weather propeller curve 6 - to choose a heavier propeller curve 2 for engine layout, and the propeller As modern vessels with a relatively high service speed are prepared with very smooth propeller and 402 000 004 198 22 30 2.01 MAN B&W Diesel A/S Engine Selection Guide curve for clean hull and calm weather in curve 6 will be said to represent a “light running” (LR) propeller, see area 6 on Figs. 2.07a and 2.07b. Compared to the heavy engine layout curve 2 we recommend to use a light running of 3.0-7.0% for design of the propeller, with 5% as a good average. 178 05 67-7.1 Fig. 2.02: Sea margin based on weather conditions in the North Atlantic Ocean. Percentage of time at sea where the service speed can be maintained, related to the extra power (sea margin) in % of the sea trial power. Engine margin Besides the sea margin, a so-called “engine margin” of some 10% is frequently added. The corresponding point is called the “specified MCR for propulsion” (MP), and refers to the fact that the power for point SP is 10% lower than for point MP, see Fig. 2.01. Point MP is identical to the engine’s specified MCR point (M) unless a main engine driven shaft generator is installed. In such a case, the extra power demand of the shaft generator must also be considered. Note: Light/heavy running, fouling and sea margin are overlapping terms. Light/heavy running of the propeller refers to hull and propeller deterioration and heavy weather and, – sea margin i.e. extra power to the propeller, refers to the influence of the wind and the sea. However, the degree of light running must be decided upon experience from the actual trade and hull design. 402 000 004 198 22 30 2.02 MAN B&W Diesel A/S Engine Selection Guide Influence of propeller diameter and pitch on the optimum propeller speed In general, the larger the propeller diameter, the lower is the optimum propeller speed and the kW required for a certain design draught and ship speed, see curve D in Fig. 2.03. Once an optimum propeller diameter of maximum 7.2 m has been chosen, the pitch in this point is given for the design speed of 14.5 knots, i.e. P/D = 0.70. The maximum possible propeller diameter depends on the given design draught of the ship, and the clearance needed between the propeller and the aft-body hull and the keel. However, if the optimum propeller speed of 100 r/min does not suit the preferred / selected main engine speed, a change of pitch will only cause a relatively small extra power demand, keeping the same maximum propeller diameter: The example shown in Fig. 2.03 is an 80,000 dwt crude oil tanker with a design draught of 12.2 m and a design speed of 14.5 knots. • going from 100 to 110 r/min (P/D = 0.62) requires 8,900 kW i.e. an extra power demand of 80 kW. When the optimum propeller diameter D is increased from 6.6 m to 7.2. m, the power demand is reduced from about 9,290 kW to 8,820 kW, and the optimum propeller speed is reduced from 120 r/min to 100 r/min, corresponding to the constant ship speed coefficient a = 28 (see definition of a in next section). • going from 100 to 91 r/min (P/D = 0.81) requires 8,900 kW i.e. an extra power demand of 80 kW. In both cases the extra power demand is only of 0.9%, and the corresponding 'equal speed curves' are a =+0.1 and a =-0.1, respectively, so there is a certain interval of propeller speeds in which the 'power penalty' is very limited. 178 47 03-2.0 Fig. 2.03: Influence of diameter and pitch on propeller design 402 000 004 198 22 30 2.03 MAN B&W Diesel A/S Engine Selection Guide MCR point "MP1", selected in the layout area and parallel to one of the a-lines, another specified propulsion MCR point "MP2" upon this line can be chosen to give the ship the same speed for the new combination of engine power and speed. Constant ship speed lines The constant ship speed lines a, are shown at the very top of Fig. 2.04. These lines indicate the power required at various propeller speeds to keep the same ship speed provided that the optimum propeller diameter with an optimum pitch diameter ratio is used at any given speed, taking into consideration the total propulsion efficiency. Fig. 2.04 shows an example of the required power speed point MP1, through which a constant ship speed curve a = 0.25 is drawn, obtaining point MP2 with a lower engine power and a lower engine speed but achieving the same ship speed. Normally, the following relation between necessary power and propeller speed can be assumed: Provided the optimum pitch/diameter ratio is used for a given propeller diameter the following data applies when changing the propeller diameter: P2 = P1 (n2/n1)a where: P = Propulsion power n = Propeller speed, and a = the constant ship speed coefficient. for general cargo, bulk carriers and tankers a = 0.25 -0.30 and for reefers and container vessels a = 0.15 -0.25 For any combination of power and speed, each point on lines parallel to the ship speed lines gives the same ship speed. When changing the propeller speed by changing the pitch diameter ratio, the a constant will be different, see above. When such a constant ship speed line is drawn into the layout diagram through a specified propulsion 178 05 66-7.0 Fig. 2.04: Layout diagram and constant ship speed lines 402 000 004 198 22 30 2.04 MAN B&W Diesel A/S Engine Selection Guide Engine Layout Diagram The layout procedure has to be carefully considered because the final layout choice will have a considerable influence on the operating condition of the main engine throughout the whole lifetime of the ship. The factors that should be conisdered are operational flexibility, fuel consumption, obtainable power, possible shaft generator application and propulsion efficiency. Power L1 L3 L2 L4 An engine’s layout diagram is limited by two constant mean effective pressure (mep) lines L1-L3 and L2-L4, and by two constant engine speed lines L1-L2 and L3-L4, see Fig. 2.04. The L1 point refers to the engine’s nominal maximum continuous rating. Speed Layout diagram of 100 - 64% power and 100 - 75% speed range valid for the types: L90MC-C S60MC-C K90MC S60MC S80MC-C L60MC S80MC S50MC-C L80MC S50MC S70MC-C L50MC S70MC L42MC L70MC Please note that the areas of the layout diagrams are different for the engines types, see Fig. 2.05. Power L1 L3 Within the layout area there is full freedom to select the engine’s specified MCR point M which suits the demand of propeller power and speed for the ship. L2 Layout diagram of 100 - 80% power and 100 - 80% speed range valid for the types: S90MC-C L4 On the X-axis the engine speed and on the Y-axis the engine power are shown in percentage scales. The scales are logarithmic which means that, in this diagram, power function curves like propeller curves (3rd power), constant mean effective pressure curves (1st power) and constant ship speed curves (0.15 to 0.30 power) are straight lines. Speed Power L1 L3 Fig. 2.06 shows, by means of superimposed diagrams for all engine types, the entire layout area for the MC-programme in a power/speed diagram. As can be seen, there is a considerable overlap of power/speed combinations so that for nearly all applications, there is a wide section of different engines to choose from all of which meet the individual ship's requirements. L2 Layout diagram of 100 - 80% power and 100 - 85% speed range valid for the types: K90MC-C K80MC-C L4 S46MC-C S42MC S35MC Speed L35MC S26MC Specified maximum continuous rating, SMCR = “M” Power L3 Based on the propulsion and engine running points, as previously found, the layout diagram of a relevant main engine may be drawn-in. The specified MCR point (M) must be inside the limitation lines of the layout diagram; if it is not, the propeller speed will have to be changed or another main engine type must be chosen. Yet, in special cases point M may be located to the right of the line L1-L2, see “Optimising Point”. L4 L1 L2 Layout diagram of 100 - 80% power and 100 - 90% speed range valid for the types: K98MC K98MC-C Speed Fig. 2.05: Layout diagram sizes 402 000 004 178 13 85-1.4 198 22 30 2.05 MAN B&W Diesel A/S Engine Selection Guide 178 13 80-2.8 Fig. 2.06: Layout diagrams of the two-stroke engine MC-programme as per January 2000 402 000 004 198 22 30 2.06 MAN B&W Diesel A/S Engine Selection Guide Continuous service rating (S) Engines with VIT The Continuous service rating is the power at which the engine is normally assumed to operate, and point S is identical to the service propulsion point (SP) unless a main engine driven shaft generator is installed. The optimising point O is placed on line 1 of the load diagram, and the optimised power can be from 85 to 100% of point M's power, when turbocharger(s) and engine timing are taken into consideration. When optimising between 93.5% and 100% of point M's power, 10% overload running will still be possible (110% of M). Optimising point (O) The optimising point O is to be placed inside the layout diagram. In fact, the specified MCR point M can, in special cases, be placed outside the layout diagram, but only by exceeding line L1-L2, and of course, only provided that the optimising point O is located inside the layout diagram and provided that the specified MCR power is not higher than the L1 power. The optimising point O is the rating at which the turbocharger is matched, and at which the engine timing and compression ratio are adjusted. On engines with Variable Injection Timing (VIT) fuel pumps, the optimising point (O) can be different than the specified MCR (M), whereas on engines without VIT fuel pumps “O” has to coincide with “M”. Engine without VIT Optimising point (O) = specified MCR (M) The large engine types have VIT fuel pumps as standard, but on some types these pumps are an option. Small-bore engines are not fitted with VIT fuel pumps. Type K98MC K98MC-C S90MC-C L90MC-C K90MC K90MC-C S80MC-C S80MC L80MC S70MC-C S70MC L70MC S60MC-C S60MC L60MC S50MC-C S50MC S46MC-C S42MC L42MC S35MC L35MC S26MC With VIT Basic Basic Basic Basic Basic Basic Basic Basic Basic Optional Basic Basic Optional Basic Basic Optional Basic On engine types not fitted with VIT fuel pumps, the specified MCR – point M has to coincide with point O. Without VIT Basic Basic Basic Basic Basic Basic Basic Basic Basic 402 000 004 198 22 30 2.07 MAN B&W Diesel A/S Engine Selection Guide Line 4: Represents the limit at which an ample air supply is available for combustion and imposes a limitation on the maximum combination of torque and speed. Load Diagram Definitions The load diagram, Figs. 2.07, defines the power and speed limits for continuous as well as overload operation of an installed engine having an optimising point O and a specified MCR point M that confirms the ship’s specification. Line 5: Represents the maximum mean effective pressure level (mep), which can be accepted for continuous operation. Point A is a 100% speed and power reference point of the load diagram, and is defined as the point on the propeller curve (line 1), through the optimising point O, having the specified MCR power. Normally, point M is equal to point A, but in special cases, for example if a shaft generator is installed, point M may be placed to the right of point A on line 7. Line 7: Represents the maximum power for continuous operation.7 Limits for overload operation The overload service range is limited as follows: The service points of the installed engine incorporate the engine power required for ship propulsion and shaft generator, if installed. Line 8: Represents the overload operation limitations. The area between lines 4, 5, 7 and the heavy dashed line 8 is available for overload running for limited periods only (1 hour per 12 hours). Limits for continuous operation The continuous service range is limited by four lines: Line 3 and line 9: Line 3 represents the maximum acceptable speed for continuous operation, i.e. 105% of A. A 100% reference point If, in special cases, A is located to the right of line L1-L2, the maximum limit, however, is 105% of L1. M Specified MCR point O Optimising point During trial conditions the maximum speed may be extended to 107% of A, see line 9. Line 1 Propeller curve through optimising point (i = 3) (engine layout curve) Line 2 Propeller curve, fouled hull and heavy weather – heavy running (i = 3) Line 3 Speed limit Line 4 Torque/speed limit (i = 2) Line 5 Mean effective pressure limit (i = 1) Line 6 Propeller curve, clean hull and calm weather – light running (i = 3), for propeller layout Line 7 Power limit for continuous running (i = 0) Line 8 Overload limit Line 9 Speed limit at sea trial The above limits may in general be extended to 105%, and during trial conditions to 107%, of the nominal L1 speed of the engine, provided the torsional vibration conditions permit. The overspeed set-point is 109% of the speed in A, however, it may be moved to 109% of the nominal speed in L1, provided that torsional vibration conditions permit. Running above 100% of the nominal L1 speed at a load lower than about 65% specified MCR is, however, to be avoided for extended periods. Only plants with controllable pitch propellers can reach this light running area. Point M to be located on line 7 (normally in point A) Regarding “i” in the power functions Pb = c x ni, see page 2.01 402 000 004 198 22 30 2.08 MAN B&W Diesel A/S Engine Selection Guide Fig. 2.07a: Engine load diagram for engine with VIT 178 05 42-7.3 178 39 18-4.1 Fig. 2.07b: Engine load diagram for engine without VIT 402 000 004 198 22 30 2.09 MAN B&W Diesel A/S Engine Selection Guide Recommendation Examples of the use of the Load Diagram Continuous operation without limitations is allowed only within the area limited by lines 4, 5, 7 and 3 of the load diagram, except for CP propeller plants mentioned in the previous section. In the following see Figs. 2.08 - 2.13, are some examples illustrating the flexibility of the layout and load diagrams and the significant influence of the choice of the optimising point O. The area between lines 4 and 1 is available for operation in shallow waters, heavy weather and during acceleration, i.e. for non-steady operation without any strict time limitation. The upper diagrams of the examples 1, 2, 3 and 4 show engines with VIT fuel pumps for which the optimising point O is normally different from the specified MCR point M as this can improve the SFOC at part load running. The lower diagrams also show engine wihtout VIT fuel pumps, i.e. point A=O. After some time in operation, the ship’s hull and propeller will be fouled, resulting in heavier running of the propeller, i.e. the propeller curve will move to the left from line 6 towards line 2, and extra power is required for propulsion in order to keep the ship’s speed. Example 1 shows how to place the load diagram for an engine without shaft generator coupled to a fixed pitch propeller. In example 2 are diagrams for the same configuration, here with the optimising point to the left of the heavy running propeller curve (2) obtaining an extra engine margin for heavy running. In calm weather conditions, the extent of heavy running of the propeller will indicate the need for cleaning the hull and possibly polishing the propeller. Once the specified MCR (and the optimising point) has been chosen, the capacities of the auxiliary equipment will be adapted to the specified MCR, and the turbocharger etc. will be matched to the optimised power, however considering the specified MCR. As for example 1 example 3 shows the same layout for an engine with fixed pitch propeller, but with a shaft generator. Example 4 shows a special case with a shaft generator. In this case the shaft generator is cut off, and the GenSets used when the engine runs at specified MCR. This makes it possible to choose a smaller engine with a lower power output. If the specified MCR (and/or the optimising point) is to be increased later on, this may involve a change of the pump and cooler capacities, retiming of the engine, change of the fuel valve nozzles, adjusting of the cylinder liner cooling, as well as rematching of the turbocharger or even a change to a larger size of turbocharger. In some cases it can also require larger dimensions of the piping systems. Example 5 shows diagrams for an engine coupled to a controllable pitch propeller, with or without a shaft generator, (constant speed or combinator curve operation). Example 6 shows where to place the optimising point for an engine coupled to a controllable pitch propeller, and operating at constant speed. It is therefore of utmost importance to consider, already at the project stage, if the specification should be prepared for a later power increase. For a project, the layout diagram shown in Fig. 2.14 may be used for construction of the actual load diagram. 402 000 004 198 22 30 2.10 MAN B&W Diesel A/S Engine Selection Guide Example 1: Normal running conditions. Engine coupled to fixed pitch propeller (FPP) and without shaft generator With VIT 178 05 44-0.6 Without VIT M S O A MP SP Specified MCR of engine Continuous service rating of engine Optimising point of engine Reference point of load diagram Specified MCR for propulsion Continuous service rating of propulsion Point A of load diagram is found: Line 1 Propeller curve through optimising point (O) is equal to line 2 Line 7 Constant power line through specified MCR (M) Point A Intersection between line 1 and 7 178 39 20-6.1 Fig. 2.08a: Example 1, Layout diagram for normal running conditions, engine with FPP, without shaft generator Fig. 2.08b: Example 1, Load diagram for normal running conditions, engine with FPP, without shaft generator For engines with VIT, the optimising point O and its propeller curve 1 will normally be selected on the engine service curve 2, see the upper diagram of Fig. 2.08a. on the engine service curve 2 (for fouled hull and heavy weather), as shown in the lower diagram of Fig. 2.08a. For engines without VIT, the optimising point O will have the same power as point M and its propeller curve 1 for engine layout will normally be selected Point A is then found at the intersection between propeller curve 1 (2) and the constant power curve through M, line 7. In this case point A is equal to point M. 402 000 004 198 22 30 2.11 MAN B&W Diesel A/S Engine Selection Guide Example 2: Special running conditions. Engine coupled to fixed pitch propeller (FPP) and without shaft generator With VIT 178 05 46-4.6 Without VIT M S O A MP SP Specified MCR of engine Continuous service rating of engine Optimising point of engine Reference point of load diagram Specified MCR for propulsion Continuous service rating of propulsion Point A of load diagram is found: Line 1 Propeller curve through optimising point (O) is equal to line 2 Line 7 Constant power line through specified MCR (M) Point A Intersection between line 1 and 7 Fig. 2.09a: Example 2, Layout diagram for special running conditions, engine with FPP, without shaft generator Fig. 2.09b: Example 2, Load diagram for special running conditions, engine with FPP, without shaft generator Once point A has been found in the layout diagram, the load diagram can be drawn, as shown in Fig. 2.08b and hence the actual load limitation lines of the diesel engine may be found by using the inclinations from the construction lines and the %-figures stated. A similar example 2 is shown in Figs. 2.09. In this case, the optimising point O has been selected more to the left than in example 1, obtaining an extra engine margin for heavy running operation in heavy weather conditions. In principle, the light running margin has been increased for this case. 178 39 23-1.0 402 000 004 198 22 30 2.12 MAN B&W Diesel A/S Engine Selection Guide Example 3: Normal running conditions. Engine coupled to fixed pitch propeller (FPP) and with shaft generator With VIT 178 05 48-8.6 Without VIT M S O A MP SP SG Specified MCR of engine Continuous service rating of engine Optimising point of engine Reference point of load diagram Specified MCR for propulsion Continuous service rating of propulsion Shaft generator power Point A of load diagram is found: Line 1 Propeller curve through optimising point (O) Line 7 Constant power line through specified MCR (M) Point A Intersection between line 1 and 7 Fig. 2.10a: Example 3, Layout diagram for normal running conditions, engine with FPP, without shaft generator Fig. 2.10b: Example 3, Load diagram for normal running conditions, engine with FPP, with shaft generator In example 3 a shaft generator (SG) is installed, and therefore the service power of the engine also has to incorporate the extra shaft power required for the shaft generator’s electrical power production. The optimising point O will be chosen on the engine service curve as shown, but can, by an approximation, be located on curve 1, through point M. 178 39 25-5.1 Point A is then found in the same way as in example 1, and the load diagram can be drawn as shown in Fig. 2.10b. In Fig. 2.10a, the engine service curve shown for heavy running incorporates this extra power. 402 000 004 198 22 30 2.13 MAN B&W Diesel A/S Engine Selection Guide Example 4: Special running conditions. Engine coupled to fixed pitch propeller (FPP) and with shaft generator With VIT 178 06 35-1.6 Without VIT M S Specified MCR of engine Continuous service rating of engine O A MP SP SG Optimising point of engine Reference point of load diagram Specified MCR for propulsion Continuous service rating of propulsion Shaft generator Point A of load diagram is found: Line 1 Propeller curve through optimising point (O) or point S Point A Intersection between line 1 and line L1 - L3 Point M Located on constant power line 7 through point A (O = A if the engine is without VIT) and with MP's speed. 178 39 28-0.2 See text on next page. Fig. 2.11a: Example 4. Layout diagram for special running conditions, engine with FPP, with shaft generator Fig. 2.11b: Example 4. Load diagram for special running conditions, engine with FPP, with shaft generator 402 000 004 198 22 30 2.14 MAN B&W Diesel A/S Engine Selection Guide Also in this special case, a shaft generator is installed but, compared to Example 3, this case has a specified MCR for propulsion, MP, placed at the top of the layout diagram, see Fig. 2.11a. In choosing the latter solution, the required specified MCR power can be reduced from point M’ to point M as shown in Fig. 2.11a. Therefore, when running in the upper propulsion power range, a diesel generator has to take over all or part of the electrical power production. This involves that the intended specified MCR of the engine M’ will be placed outside the top of the layout diagram. However, such a situation will seldom occur, as ships are rather infrequently running in the upper propulsion power range. One solution could be to choose a larger diesel engine with an extra cylinder, but another and cheaper solution is to reduce the electrical power production of the shaft generator when running in the upper propulsion power range. Point A, having the highest possible power, is then found at the intersection of line L1-L3 with line 1, see Fig. 2.11a, and the corresponding load diagram is drawn in Fig. 2.11b. Point M is found on line 7 at MP’s speed. Example 4: 402 000 004 198 22 30 2.15 MAN B&W Diesel A/S Engine Selection Guide Example 5: Engine coupled to controllable pitch propeller (CPP) with or without shaft generator Without VIT M Specified MCR of engine S Continuous service rating of engine With VIT O A Optimising point of engine Reference point of load diagram 178 39 31-4.1 Fig. 2.12: Example 5: Engine with Controllable Pitch Propeller (CPP), with or without shaft generator Fig. 2.12 shows two examples: on the left diagrams for an engine without VIT fuel pumps (A = O = M), on the right, for an engine with VIT fuel pumps (A = M). The procedure shown in examples 3 and 4 for engines with FPP can also be applied here for engines with CPP running with a combinator curve. Layout diagram - without shaft generator If a controllable pitch propeller (CPP) is applied, the combinator curve (of the propeller) will normally be selected for loaded ship including sea margin. The optimising point O for engines with VIT may be chosen on the propeller curve through point A = M with an optimised power from 85 to 100% of the specified MCR as mentioned before in the section dealing with optimising point O. The combinator curve may for a given propeller speed have a given propeller pitch, and this may be heavy running in heavy weather like for a fixed pitch propeller. Load diagram Therefore, when the engine’s specified MCR point (M) has been chosen including engine margin, sea margin and the power for a shaft generator, if installed, point M may be used as point A of the load diagram, which can then be drawn. Therefore it is recommended to use a light running combinator curve as shown in Fig. 2.12 to obtain an increased operation margin of the diesel engine in heavy weather to the limit indicated by curves 4 and 5. The position of the combinator curve ensures the maximum load range within the permitted speed range for engine operation, and it still leaves a reasonable margin to the limit indicated by curves 4 and 5. Layout diagram - with shaft generator The hatched area in Fig. 2.12 shows the recommended speed range between 100% and 96.7% of the specified MCR speed for an engine with shaft generator running at constant speed. Example 6 will give a more detailed description of how to run constant speed with a CP propeller. The service point S can be located at any point within the hatched area. 402 000 004 198 22 30 2.16 MAN B&W Diesel A/S Engine Selection Guide Example 6: Engines with VIT fuel pumps running at constant speed with controllable pitch propeller (CPP) Fig. 2.13a Constant speed curve through M, normal and correct location of the optimising point O Irrespective of whether the engine is operating on a propeller curve or on a constant speed curve through M, the optimising point O must be located on the propeller curve through the specified MCR point M or, in special cases, to the left of point M. Constant speed service curve through M The reason is that the propeller curve 1 through the optimising point O is the layout curve of the engine, and the intersection between curve 1 and the maximum power line 7 through point M is equal to 100% power and 100% speed, point A of the load diagram - in this case A=M. Fig. 2.13a: Normal procedure In Fig. 2.13a the optimising point O has been placed correctly, and the step-up gear and the shaft generator, if installed, may be synchronised on the constant speed curve through M. Constant speed service curve through M Fig. 2.13b: Constant speed curve through M, wrong position of optimising point O Fig. 2.13b: Wrong procedure If the engine has been service-optimised in point O on a constant speed curve through point M, then the specified MCR point M would be placed outside the load diagram, and this is not permissible. Fig. 2.13c: Recommended constant speed running curve, lower than speed M In this case it is assumed that a shaft generator, if installed, is synchronised at a lower constant main engine speed (for example with speed equal to O or lower) at which improved CP propeller efficiency is obtained for part load running. Constant speed service curve with a speed lower than M Fig. 2.13c: Recommended procedure In this layout example where an improved CP propeller efficiency is obtained during extended periods of part load running, the step-up gear and the shaft generator have to be designed for the applied lower constant engine speed. Logarithmic scales M: Specified MCR O: Optimised point A: 100% power and speed of load diagram (normally A=M) 178 19 69-9.0 Fig. 2.13: Running at constant speed with CPP 402 000 004 198 22 30 2.17 MAN B&W Diesel A/S Engine Selection Guide Fig. 2.14 contains a layout diagram that can be used for construction of the load diagram for an actual project, using the %-figures stated and the inclinations of the lines. 178 46 87-5.0 Fig. 2.14: Diagram for actual project 402 000 004 198 22 30 2.18 MAN B&W Diesel A/S Engine Selection Guide Emission Control IMO NOx emission limits All MC engines are delivered so as to comply with the IMO speed dependent NOx limit, measured according to ISO 8178 Test Cycles E2/E3 for Heavy Duty Diesel Engines. More detailed information can be found in our publications: P. 331 Emissions Control, Two-stroke Low-speed Engines P. 333 How to deal with Emission Control. The Specific Fuel Oil Consumption (SFOC) and the NOx are interrelated parameters, and an engine offered with a guaranteed SFOC and also guaranteed to comply with the IMO NOx limitation will be subject to a 5% fuel consumption tolerance. 30-50% NOx reduction Water emulsification of the heavy fuel oil is a well proven primary method. The type of homogenizer is either ultrasonic or mechanical, using water from the freshwater generator and the water mist catcher. The pressure of the homogenised fuel has to be increased to prevent the formation of the steam and cavitation. It may be necessary to modify some of the engine components such as the fuel pumps, camshaft, and the engine control system. Up to 95-98% NOx reduction This reduction can be achieved by means of secondary methods, such as the SCR (Selective Catalytic Reduction), which involves an after-treatment of the exhaust gas. Plants designed according to this method have been in service since 1990 on four vessels, using Haldor Topsøe catalysts and ammonia as the reducing agent, urea can also be used. The compact SCR unit can be located separately in the engine room or horizontally on top of the engine. The compact SCR reactor is mounted before the turbocharger(s) in order to have the optimum working temperature for the catalyst. 402 000 004 198 22 30 2.19 MAN B&W Diesel A/S Engine Selection Guide Specific Fuel Oil Consumption Engine with from 98 to 50 cm bore engines are as standard fitted with high efficiency turbochargers. The smaller bore from 46 to 26 cm are fitted with the so-called "conventional" turbochargers With a conventional turbocharger the amount of air required for combustion purposes can, however, be adjusted to provide a higher exhaust gas temperature, if this is needed for the exhaust gas boiler. The matching of the engine and the turbocharging system is then modified, thus increasing the exhaust gas temperature by 20 °C. High efficiency/conventional turbochargers Some engine types are as standard fitted with high efficiency turbochargers but can alternatively use conventional turbochargers. These are: S70MC-C, S70MC, S60MC-C, S60MC, L60MC, S50MC-C, S50MC and L50MC. This modification will lead to a 7-8% reduction in the exhaust gas amount, and involve an SFOC penalty of up to 2 g/BHPh, see the example in Fig. 2.15. The calculation of the expected specific fuel oil consumption (SFOC) can be carried out by means of the following figures for fixed pitch propeller and for controllable pitch propeller, constant speed. Throughout the whole load area the SFOC of the engine depends on where the optimising point O is chosen. The high efficiency turbocharger is applied to the engine in the basic design with the view to obtaining the lowest possible Specific Fuel Oil Consumption (SFOC) values. 178 47 08-1.0 Fig. 2.15: Example of part load SFOC curves for the two engine versions 402 000 004 198 22 30 2.20 MAN B&W Diesel A/S Engine Selection Guide SFOC at reference conditions Examples of graphic calculation of SFOC The SFOC is based on the reference ambient conditions stated in ISO 3046/1-1986: Diagram 1 in the following figures are valid for fixed pitch propeller and constant speed, respectively, shows the reduction in SFOC, relative to the SFOC at nominal rated MCR L1. 1,000 mbar ambient air pressure 25 °C ambient air temperature 25 °C scavenge air coolant temperature The solid lines are valid at 100, 80 and 50% of the optimised power (O). and is related to a fuel oil with a lower calorific value of 10,200 kcal/kg (42,700 kJ/kg). The optimising point O is drawn into the abovementioned Diagram 1. A straight line along the constant mep curves (parallel to L1-L3) is drawn through the optimising point O. The line intersections of the solid lines and the oblique lines indicate the reduction in specific fuel oil consumption at 100%, 80% and 50% of the optimised power, related to the SFOC stated for the nominal MCR (L1) rating at the actually available engine version. For lower calorific values and for ambient conditions that are different from the ISO reference conditions, the SFOC will be adjusted according to the conversion factors in the below table provided that the maximum combustion pressure (Pmax) is adjusted to the nominal value (left column), or if the Pmax is not re-adjusted to the nominal value (right column). With Pmax adjusted SFOC Condition change change Without Pmax adjusted SFOC change Parameter Scav. air coolant per 10 °C rise temperature + 0.60% + 0.41% Blower inlet temperature per 10 °C rise + 0.20% + 0.71% Blower inlet pressure per 10 mbar rise - 0.02% - 0.05% Fuel oil lower calorific value rise 1% (42,700 kJ/kg) -1.00% The SFOC curve for an engine with conventional turbocharger is identical to that for an engine with high efficiency turbocharger, but located at 2 g/BHPh higher level. In Fig. 2.24 an example of the calculated SFOC curves are shown on Diagram 2, valid for two alternative engine ratings: O1 = 100% M and O2 = 85%M for a 6S70MC-C with VIT fuel pumps. - 1.00% With for instance 1 °C increase of the scavenge air coolant temperature, a corresponding 1 °C increase of the scavenge air temperature will occur and involves an SFOC increase of 0.06% if Pmax is adjusted. SFOC guarantee The SFOC guarantee refers to the above ISO reference conditions and lower calorific value, and is guaranteed for the power-speed combination in which the engine is optimised (O). The SFOC guarantee is given with a margin of 5% for engines fulfilling the IMO NOx emission limitations. As SFOC and NOx are interrelated paramaters, an engine offered without fulfilling the IMO NOx limitations only has a tolerance of 3% of the SFOC. 402 000 004 198 22 30 2.21 MAN B&W Diesel A/S Engine Selection Guide 178 44 22-7.1 SFOC in g/BHPh at nominal MCR (L1) Engine kW/cyl. BHP/cyl. r/min g/kWh g/BHPh 6-12K98MC 5720 7780 94 171 126 6-12K98MC-C 5710 7760 104 171 126 Data optimising point (O): 178 87 11-3.0 Power: 100% of (O) BHP Speed: 100% of (O) r/min SFOC found: g/BHPh These figures are valid both for engines with fixed pitch propeller and for engines running at constant speed. Fig. 2.16a: SFOC for engines with fixed pitch propeller, K98MC and K98MC-C 402 000 004 198 22 30 2.22 MAN B&W Diesel A/S Engine Selection Guide 178 44 22-7.0 178 44 22-7.1 Fig. 2.16b: SFOC for engines with constant speed, 402 000 004 198 22 30 2.23 MAN B&W Diesel A/S Engine Selection Guide 178 37 74-4.0 SFOC in g/BHPh at nominal MCR (L1) Engine 6-9S90MC-C kW/cyl. BHP/cyl. r/min g/kWh g/BHPh 4890 6650 76 167 123 178 87 12-5.0 Fig. 2.17a: Example of SFOC for engines with fixed pitch propeller, S90MC-C 402 000 004 198 22 30 2.24 MAN B&W Diesel A/S Engine Selection Guide 178 37 75-6.0 178 11 68-5.0 Fig. 2.17b: Example of SFOC for engines with constant speed, 402 000 004 198 22 30 2.25 MAN B&W Diesel A/S Engine Selection Guide 178 06 87-7.0 SFOC in g/BHPh at nominal MCR (L1) )Engine kW/cyl. BHP/cyl. r/min g/kWh g/BHPh 6-12K90MC-C 4560 6210 104 171 126 6-12K80MC-C 3610 4900 104 171 126 Data optimising point (O): Power: 100% of (O) BHP Speed: 100% of (O) r/min SFOC: 178 87 13-7.0 g/BHPh 178 39 35-1.0 Fig. 2.18a: Example of SFOC for engines with fixed pitch propeller, 402 000 004 198 22 30 2.26 MAN B&W Diesel A/S Engine Selection Guide 178 06 89-0.0 178 44 22-7.1 Fig. 2.18b: Example of SFOC for engines with constant speed, 402 000 004 198 22 30 2.27 MAN B&W Diesel A/S Engine Selection Guide 178 15 92-3.0 Engine 6-12L90MC-C 4-12K90MC 6-8S80MC-C 4-9S80MC 4-12L80MC 4-8S70MC-C* 4-8S70MC 4-8L70MC 4-8S60MC-C* 4-8S60MC 4-8L60MC 4-8S50MC-C* 4-8S50MC 4-8L50MC 4-12L42MC* kW/cyl. 4890 4570 3880 3840 3640 3105 2810 2830 2255 2040 1920 1580 1430 1330 995 BHP/cyl. 6650 6220 5280 5220 4940 4220 3820 3845 3070 2780 2600 2145 1940 1810 1355 SFOC in g/BHPh at nominal MCR (L1) Turbochargers High efficiency Conventional g/kWh g/BHPh g/kWh g/BHPh 167 123 171 126 167 123 167 123 174 128 169 124 171 126 169 124 171 126 174 128 170 125 173 127 170 125 173 127 171 126 174 128 171 126 174 128 171 126 174 128 173 127 175 129 177 130 r/min 83 94 76 79 93 91 91 108 105 105 123 127 127 148 176 * Note: Engines without VIT fuel pumps have to be optimised at the specified MCR power These figures are valid both for engines with fixed pitch propeller and for engines running at constant speed. Data optimising point (O): Power: 100% of (O) Speed: 100% of (O) SFOC found: BHP r/min g/BHPh 178 43 63-9.0 Fig. 2.19a: Example of SFOC for engines with fixed pitch propeller 402 000 004 198 22 30 2.28 MAN B&W Diesel A/S Engine Selection Guide 178 15 91-1.0 178 43 63-9.0 Fig. 2.19b: Example of SFOC for engines with constant speed 402 000 004 198 22 30 2.29 MAN B&W Diesel A/S Engine Selection Guide Specified MCR (M) = optimised point (O) 178 06 88-9.0 SFOC in g/BHPh at nominal MCR (L1) Engine kW/cyl. BHP/cyl. r/min g/kWh g/BHPh 4-8S46MC-C 1310 1785 129 174 128 4-12S42MC 1080 1470 136 177 130 4-12S35MC 740 1010 173 178 131 4-12L35MC 650 880 210 177 130 4-12S26MC 400 545 250 179 132 178 87 15-0.0 Data optimising point (O): Power: 100% of (O) BHP Speed: 100% of (O) r/min These figures are valid both for engines with fixed pitch propeller and for engines running at constant speed. Fig. 2.20a: Example of SFOC for engines with fixed pitch propeller 402 000 004 198 22 30 2.30 MAN B&W Diesel A/S Engine Selection Guide Specified MCR (M) = optimised point (O) 178 06 90-0.0 178 43 63-9.0 Fig. 2.20b: Example of SFOC for engines with constant speed 402 000 004 198 22 30 2.31 MAN B&W Diesel A/S Engine Selection Guide 178 15 88-8.0 Data at nominal MCR (L1): 6S70MC-C Data of optimising point (O) O1 100% Power: 25,320 BHP 91 r/min 100% Speed: 124 g/BHPh High efficiency turbocharger: Power: 100% of O 21,000 BHP 17,850 BHP Speed: 100% of O 81.9 r/min 77.4 r/min SFOC found: 122.1 g/BHPh 119.7 g/BHPh Note: Engines without VIT fuel pumps have to be optimised at the specified MCR power O2 178 43 66-4.0 O1: Optimised in M O2: Optimised at 85% of power M Point 3: is 80% of O2 = 0.80 x 85% of M = 68% M Point 4: is 50% of O2 = 0.50 x 85% of M = 42.5% M 178 43 67-6.0 Fig. 2.21: Example of SFOC for 6S70MC-C with fixed pitch propeller, high efficiency turbocharger and VIT fuel pumps 402 000 004 198 22 30 2.32 MAN B&W Diesel A/S Engine Selection Guide Fuel Consumption at an Arbitrary Load Once the engine has been optimised in point O, shown on this Fig., the specific fuel oil consumption in an arbitrary point S1, S2 or S3 can be estimated based on the SFOC in points “1" and ”2". The SFOC curve through points S2, to the left of point 1, is symmetrical about point 1, i.e. at speeds lower than that of point 1, the SFOC will also increase. These SFOC values can be calculated by using the graphs for fixed pitch propeller (curve I) and for the constant speed (curve II), obtaining the SFOC in points 1 and 2, respectively. The above-mentioned method provides only an approximate figure. A more precise indication of the expected SFOC at any load can be calculated by using our computer program. This is a service which is available to our customers on request. Then the SFOC for point S1 can be calculated as an interpolation between the SFOC in points “1" and ”2", and for point S3 as an extrapolation. 178 05 32-0.1 Fig. 2.22: SFOC at an arbitrary load 402 000 004 198 22 30 2.33 MAN B&W Diesel A/S Engine Selection Guide 3 Turbocharger Choice Turbocharger Types Location of turbochargers The MC engines are designed for the application of either MAN B&W, ABB or Mitsubishi (MHI) turbochargers which are matched to comply with the IMO speed dependent NOx emission limitations, measured according to ISO 8178 Test Cycles E2/E3 for Heavy Duty Diesel Engines. • On the exhaust side: On all 98, 90, 80, 70, 60-bore engines On 10-12 cylinder 42, 35 and 26-bore engines. Optionally on 50 and 46-bore engines. Engine type Conventional turbocharger K98MC K98MC-C S90MC-C L90MC-C K90MC K90MC-C S80MC-C S80MC L80MC K80MC-C S70MC-C S70MC L70MC S60MC-C S60MC L60MC S50MC-C S50MC L50MC S46MC-C S42MC L42MC S35MC L35MC S26MC O O O O O O O O S S S S S S • One turbocharger on the aft end: On all 50 and 46-bore engines On 4-9 cylinder 42, 35 and 26-bore engines. Optionally on 60-bore engines. High efficiency turbocharger S S S S S S S S S S S S S S S S S S S For other layout points than L1, the number or size of turbochargers may be different, depending on the point at which the engine is optimised. Two turbochargers can be applied at extra cost for those stated with one, if this is desirable due to space requirements, or for other reasons. In order to clean the turbine blades and the nozzle ring assembly during operation, the exhaust gas inlet to the turbocharger(s) is provided with a dry cleaning system using nut shells and a water washing system. Coagency of SFOC and Exhaust Gas Data Conventional turbocharger(s) For certain engine types the amount of air required for the combustion can, however, be adjusted to provide a higher exhaust gas temperature, if this is needed for the exhaust gas boiler. In this case the conventional turbochargers are to be applied, see the options in Fig. 3.01. The SFOC is then about 2 g/BHPh higher, see section 2. S = Standard design O = Optional design Fig. 3.01: Turbocharger designs 485 600 100 198 22 31 3.01 MAN B&W Diesel A/S Engine type Engine Selection Guide Number of cylinders 4 5 K98MC – – 3xNA70/T9* 3xNA70/T9 3xNA70/T9 4xNA70/T9* 4xNA70/T9 4xNA70/T9 5xNA70/T9* K98MC-C – – 3xNA70/T9* 3xNA70/T9 3xNA70/T9 4xNA70/T9* 4xNA70/T9 4xNA70/T9 5xNA70/T9* S90MC-C – – 2xNA70/T9 3xNA70/T9* 3xNA70/T9 3xNA70/T9 L90MC-C – – 2xNA70/T9 2xNA70/T9 3xNA70/T9 3xNA70/T9 3xNA70/T9 4xNA70/T9 4xNA70/T9 K90MC 6 7 8 9 10 – 11 – 12 – 2xNA57/T9 2xNA70/T9 2xNA70/T9 2xNA70/T9 3xNA70/T9 3xNA70/T9 3xNA70/T9 4xNA70/T9 4xNA70/T9 K90MC-C – – 2xNA70/T9 3xNA70/T9* 3xNA70/T9 3xNA70/T9 3xNA70/T9 4xNA70/T9 4xNA70/T9 S80MC-C – – 2xNA70/T9 2xNA70/T9 2xNA70/T9 – – – – – – – S80MC 1xNA70/T9 2xNA57/T9 2xNA70/T9 2xNA70/T9 2xNA70/T9 3xNA70/T9 L80MC 1xNA70/T9 2xNA57/T9 2xNA70/T9 2xNA70/T9 2xNA70/T9 3xNA70/T9 3xNA70/T9 3xNA70/T9 3xNA70/T9 K80MC-C – – 2xNA70/T9 2xNA70/T9 2xNA70/T9 2xNA70/T9 3xNA70/T9 3xNA70/T9 3xNA70/T9 S70MC-C 1xNA70/T9 1xNA70/T9 2xNA57/T9 2xNA70/T9 2xNA70/T9 – – – – S70MC 1xNA70/T9 1xNA70/T9 2xNA57/T9 2xNA57/T9 2xNA70/T9 – – – – L70MC 1xNA70/T9 1xNA70/T9 2xNA57/T9 2xNA57/T9 2xNA70/T9 – – – – S60MC-C 1xNA57/T9 1xNA70/T9 1xNA70/T9 1xNA70/T9 2xNA57/T9 – – – – S60MC 1xNA57/T9 1xNA57/T9 1xNA70/T9 1xNA70/T9 1xNA70/T9 – – – – L60MC 1xNA57/T9 1xNA57/T9 1xNA70/T9 1xNA70/T9 1xNA70/T9 – – – – S50MC-C 1xNA48/S 1xNA57/T9 1xNA57/T9 1xNA70/T9 1xNA70/T9 – – – – S50MC 1xNA48/S 1xNA57/T9 1xNA57/T9 1xNA57/T9 1xNA70/T9 – – – – L50MC 1xNA48/S – – – – 1xNA48/S 1xNA57/T9 1xNA57/T9 1xNA57/T9 * Turbocharger installation requires special attention – Not included in the production programme Example of full designation: 6S70MC-C requires 2xNA57/T9 at nominal MCR. 178 86 83-6.0 Fig. 3.02: MAN B&W high efficiency turbochargers for engines with nominal rating (L1) complying with IMO's NOx emission limitatoins 485 600 100 198 22 31 3.02 MAN B&W Diesel A/S Engine type Engine Selection Guide Number of cylinders 4 5 K98MC – – 2 x 85-B12 2 x 85-B12 3 x 85-B11 3 x 85-B12 3 x 85-B12 4 x 85-B11 4 x 85-B12 K98MC-C – – 2 x 85-B12 3 x 85-B11 3 x 85-B11 3 x 85-B12 3 x 85-B12 4 x 85-B11 4 x 85-B12 S90MC-C – – 2 x 85-B11 2 x 85-B12 2 x 85-B12 3 x 85-B11 L90MC-C – – 2 x 85-B11 2 x 85-B12 2 x 85-B12 3 x 85-B11 3 x 85-B11 3 x 85-B12 3 x 85-B12 K90MC 6 7 8 9 10 – 11 – 12 – 1 x 85-B12 2 x 80-B12 2 x 85-B11 2 x 85-B11 2 x 85-B12 3 x 85-B11 3 x 85-B11 3 x 85-B11 3 x 85-B12 K90MC-C – – 2 x 85-B11 2 x 85-B11 2 x 85-B12 3 x 85-B11 3 x 85-B11 3 x 85-B12 3 x 85-B12 S80MC-C – – 2 x 80-B12 2 x 85-B11 2 x 85-B11 – – – – – – – S80MC 1 x 85-B11 1 x 85-B12 2 x 80-B12 2 x 85-B11 2 x 85-B11 2 x 85-B12 L80MC 1 x 85-B11 1 x 85-B12 2 x 80-B12 2 x 85-B11 2 x 85-B11 2 x 85-B12 2 x 85-B12 3 x 85-B11 3 x 85-B11 K80MC-C – – 2 x 80-B11 2 x 80-B12 2 x 85-B11 2 x 85-B11 2 x 85-B12 2 x 85-B12 3 x 85-B11 S70MC-C 1 x 80-B12 1 x 85-B11 1 x 85-B12 2 x 80-B11 2 x 80-B12 – – – – S70MC 1 x 80-B12 1 x 85-B11 1 x 85-B11 1 x 85-B12 2 x 80-B12 – – – – L70MC 1 x 80-B12 1 x 85-B11 1 x 85-B12 2 x 80-B11 2 x 80-B12 – – – – S60MC-C 1 x 77-B12 1 x 80-B11 1 x 80-B12 1 x 85-B11 1 x 85-B12 – – – – S60MC 1 x 77-B11 1 x 80-B11 1 x 80-B12 1 x 85-B11 1 x 85-B11 – – – – L60MC 1 x 77-B11 1 x 80-B11 1 x 80-B12 1 x 85-B11 1 x 85-B11 – – – – S50MC-C 1 x 73-B12 1 x 77-B11 1 x 77-B12 1 x 80-B11 1 x 80-B12 – – – – S50MC 1 x 73-B11 1 x 77-B11 1 x 77-B12 1 x 80-B11 1 x 80-B12 – – – – L50MC 1 x 73-B11 1 x 73-B12 1 x 77-B11 1 x 77-B12 1 x 80-B11 – – – – All turbochargers in this table are of the TPL-type. - Not included in the production programme Example of full designation: 6S70MC-C requires 1 x TPL85-B12 at nominal MCR. 178 86 84-8.0 Fig. 3.03: ABB high efficiency turbochargers, type TPL, for engines with nominal rating (L1) complying with IMO's NOx emission limitations 485 600 100 198 22 31 3.03 MAN B&W Diesel A/S Engine type Engine Selection Guide Number of cylinders 4 5 6 7 8 9 10 11 12 K98MC – – n.a. 3 x 714D 3 x 714D n.a. 4 x 714D 4 x 714D n.a. K98MC-C – – n.a. 3 x 714D n.a. n.a. 4 x 714D n.a. n.a. S90MC-C – – 2 x 714D n.a. 3 x 714D 3 x 714D – – – L90MC-C – – 2 x 714D n.a. 3 x 714D 3 x 714D n.a. 4 x 714D 4 x 714D 2 x 564D 2 x 714D 2 x 714D n.a. 3 x 714D 3 x 714D 3 x 714D 4 x 714D 4 x 714D K90MC-C – – 2 x 714D n.a. 3 x 714D 3 x 714D n.a. 4 x 714D 4 x 714D S80MC-C – – 2 x 714D 2 x 714D 2 x 714D – – – – S80MC 1 x 714D 2 x 564D 2 x 714D 2 x 714D 2 x 714D 3 x 714D – – – L80MC 1 x 714D 2 x 564D 2 x 714D 2 x 714D 2 x 714D 3 x 714D 3 x 714D 3 x 714D 3 x 714D K80MC-C – – 2 x 714D 2 x 714D 2 x 714D 3 x 714D 3 x 714D 3 x 714D 3 x 714D S70MC-C 1 x 714D 1 x 714D 2 x 564D 2 x 714D 2 x 714D – – – – S70MC 1 x 714D 1 x 714D 2 x 564D 2 x 564D 2 x 714D – – – – L70MC 1 x 714D 1 x 714D 2 x 564D 2 x 714D 2 x 714D – – – – S60MC-C 1 x 564D 1 x 714D 1 x 714D 1 x 714D 2 x 564D – – – – S60MC 1 x 564D 1 x 714D 1 x 714D 1 x 714D 2 x 564D – – – – L60MC 1 x 564D 1 x 564D 1 x 714D 1 x 714D 1 x 714D – – – – S50MC-C 1 x 564D 1 x 564D 1 x 564D 1 x 714D 1 x 714D – – – – S50MC 1 x 454D 1 x 564D 1 x 564D 1 x 714D 1 x 714D – – – – L50MC 1 x 454D 1 x 564D 1 x 564D 1 x 564D 1 x 714D – – – – K90MC All turbochargers in this table are of the VTR-type and have the suffix "-32". n.a. Not applicable – Not included in the production programme Example of full designation: 6S70MC-C requires 2 x VTR564D-32 at nominal MCR. 178 86 86-1.0 Fig. 3.04: ABB high efficiency turbochargers, type VTR-32, for engines with nominal rating (L1) complying with IMO's NOx emission limitations 485 600 100 198 22 31 3.04 MAN B&W Diesel A/S Engine type Engine Selection Guide Number of cylinders 4 5 K98MC – – 2xMET83SE 2xMET90SE 2xMET90SE 3xMET83SE 3xMET90SE 3xMET90SE 3xMET90SE K98MC-C – – 2xMET83SE 2xMET90SE 3xMET83SE 3xMET83SE 3xMET90SE 3xMET90SE 4xMET83SE S90MC-C – – 2xMET83SE 2xMET83SE 2xMET90SE 2xMET90SE L90MC-C – – 2xMET83SE 2xMET83SE 2xMET90SE 2xMET90SE 3xMET83SE 3xMET83SE 3xMET90SE K90MC 6 7 8 9 10 – 11 – 12 – 1xMET90SE 2xMET71SE 2xMET83SE 2xMET83SE 2xMET90SE 2xMET90SE 3xMET83SE 3xMET83SE 3xMET90SE K90MC-C – – 2xMET83SE 2xMET83SE 2xMET90SE 2xMET90SE 3xMET83SE 3xMET83SE 3xMET90SE S80MC-C – – 2xMET71SE 2xMET83SE 2xMET83SE – – – – – – – S80MC 1xMET83SE 1xMET90SE 1xMET90SE 2xMET71SE 2xMET83SE 2xMET83SE L80MC 1xMET83SE 1xMET90SE 1xMET90SE 2xMET71SE 2xMET83SE 2xMET83SE 2xMET90SE 2xMET90SE 2xMET90SE K80MC-C – – 1xMET90SE 2xMET71SE 2xMET83SE 2xMET83SE 2xMET83SE 2xMET90SE 2xMET90SE S70MC-C 1xMET71SE 1xMET83SE 1xMET83SE 1xMET90SE 2xMET71SE – – – – S70MC 1xMET66SE 1xMET83SE 1xMET83SE 1xMET90SE 1xMET90SE – – – – L70MC 1xMET71SE 1xMET83SE 1xMET83SE 1xMET90SE 2xMET71SE – – – – S60MC-C 1xMET66SE 1xMET66SE 1xMET71SE 1xMET83SE 1xMET83SE – – – – S60MC 1xMET66SE 1xMET66SE 1xMET71SE 1xMET83SE 1xMET83SE – – – – L60MC 1xMET66SE 1xMET66SE 1xMET71SE 1xMET83SE 1xMET83SE – – – – S50MC-C 1xMET53SE 1xMET66SE 1xMET66SE 1xMET66SE 1xMET71SE – – – – S50MC 1xMET53SE 1xMET53SE 1xMET66SE 1xMET66SE 1xMET66SE – – – – L50MC 1xMET53SE 1xMET53SE 1xMET66SE 1xMET66SE 1xMET66SE – – – – – Not included in the production programme 178 86 87-3.0 Fig. 3.05: Mitsubishi high efficiency turbochargers for engines with nominal rating (L1) complying with IMO's NOx emission limitations 485 600 100 198 22 31 3.05 MAN B&W Diesel A/S Engine type Engine Selection Guide Number of cylinders 9 10 11 12 S70MC-C 1xNA57/T9 1xNA70/T9 1xNA70/T9 2xNA57/T9 2xNA57/T9 – – – – S70MC – – – – – – – – S60MC-C 1xNA57/T9 1xNA57/T9 1xNA70/T9 1xNA70/T9 1xNA70/T9 – – – – S60MC 1xNA48/S 1xNA57/T9 1xNA57/T9 1xNA70/T9 1xNA70/T9 – – – – L60MC 1xNA48/S 1xNA57/T9 1xNA57/T9 1xNA70/T9 1xNA70/T9 – – – – L70MC 4 5 6 7 8 1xNA57/T9 1xNA70/T9 1xNA70/T9 2xNA57/T9 2xNA57/T9 n.a. n.a. n.a. n.a. n.a. S50MC-C 1xNA48/S 1xNA48/S 1xNA57/T9 1xNA57/T9 1xNA70/T9 – – – – S50MC 1xNA48/S 1xNA48/S 1xNA57/T9 1xNA57/T9 1xNA57/T9 – – – – L50MC 1xNA40/S 1xNA48/S 1xNA48/S 1xNA57/T9 1xNA57/T9 – – – – S46MC-C 1xNA40/S 1xNA48/S 1xNA48/S 1xNA57/T9 1xNA57/T9 – – – – S42MC 1xNA40/S 1xNA40/S 1xNA48/S 1xNA48/S 1xNA48/S 1xNA57/T9 2xNA40/S 2xNA48/S 2xNA48/S L42MC 1xNA34/S 1xNA40/S 1xNA48/S 1xNA48/S 1xNA48/S 1xNA57/T9 2xNA40/S 2xNA40/S 2xNA48/S S35MC 1xNA34/S 1xNA34/S 1xNA40/S 1xNA40/S 1xNA48/S 1xNA48/S 2xNA34/S 2xNA40/S 2xNA40/S L35MC 1xNR29/S 1xNA34/S 1xNA34/S 1xNA40/S 1xNA40/S 1xNA40/S 2xNA34/S 2xNA34/S 2xNA34/S S26MC 1xNR20/S 1xNR24/S 1xNR29/S 1xNR29/S 1xNA34/S 1xNA34/S 2xNR24/S 2xNR24/S 2xNR29/S n.a. Not applicable - Not included in the production programme 178 86 87-3.0 Fig. 3.06: MAN B&W conventional turbochargers for engines with nominal rating (L1) complying with IMO's NOx emission limits 485 600 100 198 22 31 3.06 MAN B&W Diesel A/S Engine type Engine Selection Guide Number of cylinders 9 10 11 12 S70MC-C 1 x 80-B11 1 x 85-B11 1 x 85-B11 1 x 85-B12 2 x 80-B11 – – – – S70MC – – – – – – – – S60MC-C 1 x 77-B11 1 x 80-B11 1 x 80-B12 1 x 85-B11 1 x 85-B11 – – – – S60MC 1 x 77-B11 1 x 77-B12 1 x 80-B11 1 x 80-B12 1 x 85-B11 – – – – L60MC 1 x 77-B11 1 x 77-B12 1 x 80-B11 1 x 80-B12 1 x 85-B11 – – – – S50MC-C 1 x 73-B11 1 x 77-B11 1 x 77-B11 1 x 77-B12 1 x 80-B11 – – – – S50MC 1 x 73-B11 1 x 73-B12 1 x 77-B11 1 x 77-B12 1 x 80-B11 – – – – L50MC 1 x 73-B11 1 x 73-B12 1 x 77-B11 1 x 77-B11 1 x 77-B12 – – – – S46MC-C 1 x 73-B11 1 x 73-B11 1 x 77-B11 1 x 77-B11 1 x 77-B12 – – – – L70MC 4 5 6 7 8 1 x 80-B11 1 x 80-B12 1 x 85-B11 1 x 85-B12 2 x 80-B11 n.a. n.a. n.a. n.a. n.a. S42MC 1 x 69-A10 1 x 73-B11 1 x 73-B11 1 x 73-B12 1 x 77-B11 1 x 77-B11 2 x 73-B11 2 x 73-B11 2 x 73-B11 L42MC 1 x 69-A10 1 x 73-B11 1 x 73-B11 1 x 73-B12 1 x 73-B12 1 x 77-B11 2 x 73-B11 2 x 73-B11 2 x 73-B11 S35MC 1 x 65-A10 1 x 69-A10 1 x 69-A10 1 x 73-B11 1 x 73-B11 1 x 73-B11 2 x 69-A10 2 x 69-A10 2 x 69-A10 L35MC 1 x 65-A10 1 x 65-A10 1 x 69-A10 1 x 69-A10 1 x 73-B11 1 x 73-B11 2 x 65-A10 2 x 65-A10 2 x 69-A10 S26MC 1xTPS57D* 1xTPS57D* 1 x 61-A10 1 x 61-A10 1 x 65-A10 1 x 65-A10 2 x TPS57D* 2 x 61-A10 2 x 61-A10 All turbochargers in this table are of the TPL-type. * For 4 and 5 cylinder S26MC the full designation is listed in the table. n.a. Not applicable - Not included in the production programme Example of a full designation: 6S70MC-C requires 1 x TPL85-B11 at nominal MCR. 178 86 89-7.0 Fig. 3.07: ABB conventional turbochargers, type TPL, for engines with nominal rating (L1) complying with IMO's NOx emission limits 485 600 100 198 22 31 3.07 MAN B&W Diesel A/S Engine type Engine Selection Guide Number of cylinders 4 5 6 7 8 9 10 11 12 S70MC-C 1 x 714D 1 x 714D 2 x 564D 2 x 564D 2 x 714D – – – – S70MC 1 x 714D 1 x 714D 1 x 714D 2 x 564D 2 x 714D – – – – L70MC n.a. n.a. n.a. n.a. n.a. – – – – S60MC-C 1 x 564D 1 x 564D 1 x 714D 1 x 714D 1 x 714D – – – – S60MC 1 x 564D 1 x 564D 1 x 714D 1 x 714D 1 x 714D – – – – L60MC 1 x 564D 1 x 564D 1 x 714D 1 x 714D 1 x 714D – – – – S50MC-C 1 x 454D 1 x 564D 1 x 564D 1 x 564D 1 x 714D – – – – S50MC 1 x 454D 1 x 564D 1 x 564D 1 x 564D 1 x 714D – – – – L50MC 1 x 454D 1 x 454D 1 x 564D 1 x 564D 1 x 564D – – – – S46MC-C 1 x 454D 1 x 454D 1 x 564D 1 x 564D 1 x 564D – – – – S42MC 1 x 454P 1 x 454D 1 x 454D 1 x 564D 1 x 564D 1 x 564D 2 x 454D 2 x 454D 2 x 454D L42MC 1 x 454P 1 x 454D 1 x 454D 1 x 454D 1 x 564D 1 x 564D 2 x 454D 2 x 454D 2 x 454D S35MC 1 x 354P 1 x 354P 1 x 454D 1 x 454D 1 x 454D 1 x 454D 2 x 354P 2 x 454P 2 x 454D L35MC 1 x 354P 1 x 354P 1 x 454P 1 x 454D 1 x 454D 1 x 454D 2 x 354P 2 x 354P 2 x 454P S26MC 1 x 254P 1 x 254P 1 x 304P 1 x 304P 1 x 354P 1 x 354P 2 x 254P 2 x 304P 2 x 304P All turbochargers in this table are of the VTR-type and have the suffix "-32". Example of a full designation is VTR714D-32. n.a. Not applicable - Not included in the production programme Example of full designation: 6S70MC-C requires 2 x VTR564D-32 at nominal MCR. 178 86 90-7.0 Fig. 3.08: ABB conventional turbochargers, type VTR-32, for engines with nominal rating (L1) complying with IMO's NOx emission limits 485 600 100 198 22 31 3.08 MAN B&W Diesel A/S Engine type Engine Selection Guide Number of cylinders 9 10 11 12 S70MC-C 1xMET66SD 1xMET83SD 1xMET83SD 1xMET90SE 1xMET90SE – – – – S70MC – – – – – – – – S60MC-C 1xMET66SD 1xMET66SD 1xMET71SE 1xMET83SD 1xMET83SD – – – – S60MC 1xMET66SD 1xMET66SD 1xMET66SD 1xMET71SE 1xMET83SD – – – – L60MC 1xMET53SD 1xMET66SD 1xMET66SD 1xMET71SE 1xMET83SD – – – – S50MC-C 1xMET53SD 1xMET53SE 1xMET66SD 1xMET66SD 1xMET71SE – – – – S50MC 1xMET53SD 1xMET53SD 1xMET66SD 1xMET66SD 1xMET66SD – – – – L50MC 1xMET53SD 1xMET53SD 1xMET66SD 1xMET66SD 1xMET66SD – – – – S46MC-C 1xMET53SD 1xMET53SD 1xMET53SD 1xMET66SD 1xMET66SD – – – – L70MC 4 5 6 7 8 1xMET66SD 1xMET71SE 1xMET83SD 1xMET83SD 1xMET90SE n.a. n.a. n.a. n.a. n.a. S42MC 1xMET42SE 1xMET53SE 1xMET53SE 1xMET53SE 1xMET66SD 1xMET66SD 2xMET53SE 2xMET53SE 2xMET53SE L42MC 1xMET42SD 1xMET42SE 1xMET53SD 1xMET53SD 1xMET53SD 1xMET66SD 2xMET42SE 2xMET53SD 2xMET53SD S35MC 1xMET33SD 1xMET42SD 1xMET42SD 1xMET53SD 1xMET53SD 1xMET53SD 2xMET42SD 2xMET42SD 2xMET42SD L35MC 1xMET30SR 1xMET33SD 1xMET33SD 1xMET42SD 1xMET42SE 1xMET53SD 2xMET33SD 2xMET42SD 2xMET42SD S26MC 1xMET26SR 1xMET26SR 1xMET30SR 1xMET30SR 1xMET33SD 1xMET33SD 2xMET26SR 2xMET30SR 2xMET30SR n.a. Not applicable – Not included in the production programme 178 86 91-9.0 Fig. 3.09: Mitsubishi conventional turbochargers for engines with nominal rating (L1) complying with IMO's NOx emission limits 485 600 100 198 22 31 3.09 MAN B&W Diesel A/S Engine Selection Guide Cut-Off or By-Pass of Exhaust Gas Advantages: The exhaust gas can be cut-off or by-passed by the turbochargers using either of the following systems. • Reduced SFOC if one turbocharger is cut-out • Reduced heat load on essential engine components, due to increased scavenge air pressure. This results in less maintenance and lower spare parts requirements Turbocharger cut-out system The application of this optional system, Fig. 3.10, depends on the layout of the turbocharger(s) in each individual case. It can be economical to apply the cut-out system on an engine with two or more turbochargers if the engine is to operate for long periods at low loads of about 50% of the optimised power or below. • The increased scavenge air pressure permits running without the use of an auxiliary blower down to 20-30% of the specified MCR from 30-40%, thus saving electrical power. At 50% of the optimised power, the SFOC savings will be about 1-2 g/BHPh, and the savings will be larger at lower loads. 178 06 93-6.0 Fig. 3.10: Position of turbocharger cut-out valves 485 600 100 198 22 31 3.10 MAN B&W Diesel A/S Engine Selection Guide Valve for partial by-pass Total by-pass for emergyency running This optional system can only be applied on engines having a turbocharger capacity higher than required for the specifed MCR. The total amount of exhaust gas around the turbocharger is only by-passed in case of emergency running upon turbocharger failure, Fig. 3.12. A valve for partial by-pass of the exhaust gas around the high efficiency turbocharger(s), Fig. 3.11, can be used in order to obtain improved SFOC at part loads. For engine loads above 50% of optimised power, the turbocharger allows part of the exhaust gas to be by-passed around the turbcoharger, giving an increased exhaust temperature to the exhaust gas boiler. This enables the engine to run at a higher load than with a locked rotor during emergency conditions. If this system is applied, the engine's exhaust gas receiver will be fitted with a by-pass flange of the same diameter as the inlet pipe to the turbocharger. The emergency pipe between the exhaust receiver and the exhaust pipe after the turbocharger is yard's delivery. At loads below 50% of the optimised power, the by-pass closes automatically and the turbocharger works under improved conditions with high efficiency. Furthermore, the limit for activating the auxiliary blowers is reduced in relation to the normal limit for plants without partial bypass. 178 06 72-1.1 178 06 69-8.0 Fig. 3.11: Valve for partial by-pass Fig. 3.12: Total by-pass of exhaust gas for emergency running 485 600 100 198 22 31 3.11 MAN B&W Diesel A/S Engine Selection Guide 4 Electricity Production Introduction PTO/GCR (Power Take Off/Gear Constant Ratio): Generator coupled to a constant ratio step-up gear, used only for engines running at constant speed. Next to power for propulsion, electricity production is the largest fuel consumer on board. The electricity is produced by using one or more of the following types of machinery, either running alone or in parallel: The DMG/CFE (Direct Mounted Generator/Constant Frequency Electrical) and the SMG/CFE (Shaft Mounted Generator/Constant Frequency Electrical) are special designs within the PTO/CFE group in which the generator is coupled directly to the main engine crankshaft and the intermediate shaft, respectively, without a gear. The electrical output of the generator is controlled by electrical frequency control. • Auxiliary diesel generating sets • Main engine driven generators • Steam driven turbogenerators • Emergency diesel generating sets. Within each PTO system, several designs are available, depending on the positioning of the gear: The machinery installed should be selected based on an economical evaluation of first cost, operating costs, and the demand of man-hours for maintenance. BW I: Gear with a vertical generator mounted onto the fore end of the diesel engine, without any connections to the ship structure. In the following, technical information is given regarding main engine driven generators (PTO) and the auxiliary diesel generating sets produced by MAN B&W. BW II: A free-standing gear mounted on the tank top and connected to the fore end of the diesel engine, with a vertical or horizontal generator. The possibility of using a turbogenerator driven by the steam produced by an exhaust gas boiler can be evaluated based on the exhaust gas data. BW III: A crankshaft gear mounted onto the fore end of the diesel engine, with a side-mounted generator without any connections to the ship structure. Power Take Off (PTO) With a generator coupled to a Power Take Off (PTO) from the main engine, the electricity can be produced based on the main engine’s low SFOC and use of heavy fuel oil. Several standardised PTO systems are available, see Fig. 4.01 and the designations on Fig. 4.02: BW IV: A free-standing step-up gear connected to the intermediate shaft, with a horizontal generator. The most popular of the gear based alternatives are the type designated BW III/RCF for plants with a fixed pitch propeller (FPP) and the BW IV/GCR for plants with a controllable pitch propeller (CPP). The BW III/RCF requires no separate seating in the ship and only little attention from the shipyard with respect to alignment. PTO/RCF (Power Take Off/Renk Constant Frequency): Generator giving constant frequency, based on mechanical-hydraulical speed control. PTO/CFE (Power Take Off/Constant Frequency Electrical): Generator giving constant frequency, based on electrical frequency control. 485 600 100 198 22 32 4.01 MAN B&W Diesel A/S Engine Selection Guide Design Seating Total efficiency (%) 1a 1b BW I/RCF On engine (vertical generator) 88-91 2a 2b BW II/RCF On tank top 88-91 3a 3b BW III/RCF On engine 88-91 4a 4b BW IV/RCF On tank top 88-91 5a 5b DMG/CFE On engine 84-88 6a 6b SMG/CFE On tank top 84-88 7 BW I/GCR On engine (vertical generator) 92 8 BW II/GCR On tank top 92 9 BW III/GCR On engine 92 10 BW IV/GCR On tank top 92 PTO/GCR PTO/CFE PTO/RCF Alternative types and layouts of shaft generators 178 19 66-3.1 Fig. 4.01: Types of PTO 485 600 100 198 22 32 4.02 MAN B&W Diesel A/S Engine Selection Guide The BW III -design can be applied on all engines from the 98 to the 42 bore types. On the 60, 50, 46, and 42 type engines special attention has to be paid to the space requirements for the BW III system, if the turbocharger is located on the exhaust side. For the smaller engine types, (the L/S35 and the S26) the step-up gear and generator have to be located on a separate seating, i.e. the BW II or the BW IV system is to be used. For further information please refer to the respective project guides and our publication: P. 364 “Shaft Generators Power Take Off from the Main Engine” Which is also available at the Internet address: www.manbw.dk under “Libraries”. Power take off: BW III S70-C/RCF 700-60 50: 50 Hz 60: 60 Hz kW on generator terminals RCF: Renk constant frequency unit CFE: Electrically frequency controlled unit GCR: Step-up gear with constant ratio Engine type on which it is applied Layout of PTO: See Fig. 4.01 Make: MAN B&W 178 45 49-8.0 Fig. 4.02: Designation of PTO 485 600 100 198 22 32 4.03 MAN B&W Diesel A/S Engine Selection Guide Fig. 4.03 shows the principles of the PTO/RCF arrangement. As can be seen, a step-up gear box (called crankshaft gear) with three gear wheels is bolted directly to the frame box of the main engine. The bearings of the three gear wheels are mounted in the gear box so that the weight of the wheels is not carried by the crankshaft. In the frame box, between the crankcase and the gear drive, space is available for tuning wheel, counterweights, axial vibration damper, etc. PTO/RCF Side mounted generator, BWIII/RCF (Fig. 4.01, Alternative 3) The PTO/RCF generator systems have been developed in close cooperation with the German gear manufacturer Renk. A complete package solution is offered, comprising a flexible coupling, a step-up gear, an epicyclic, variable-ratio gear with built-in clutch, hydraulic pump and motor, and a standard generator, see Fig. 4.03. The first gear wheel is connected to the crankshaft via a special flexible coupling made in one piece with a tooth coupling driving the crankshaft gear, thus isolating it against torsional and axial vibrations. For marine engines with controllable pitch propellers running at constant engine speed, the hydraulic system can be dispensed with, i.e. a PTO/GCR design is normally used. 178 00 45-5.0 Fig. 4.03: Power Take Off with Renk constant frequency gear: BW III/RCF 485 600 100 198 22 32 4.04 MAN B&W Diesel A/S Engine Selection Guide By means of a simple arrangement, the shaft in the crankshaft gear carrying the first gear wheel and the female part of the toothed coupling can be moved forward, thus disconnecting the two parts of the toothed coupling. alarm is given depending upon the origin, severity and the extent of deviation from the permissible values. The cause of a warning or an alarm is shown on a digital display. The power from the crankshaft gear is transferred, via a multi-disc clutch, to an epicyclic variable-ratio gear and the generator. These are mounted on a common bedplate, bolted to brackets integrated with the engine bedplate. Extent of delivery for BWIII/RCF units The delivery comprises a complete unit ready to be built-on to the main engine. Fig. 4.04 shows the general arrangement. Space requirements for a specific Standard sizes of the crankshaft gears and the RCF units are designed for 700, 1200, 1800 and 2600 kW, while the generator sizes of make A. van Kaick are: The BWIII/RCF unit is an epicyclic gear with a hydrostatic superposition drive. The hydrostatic input drives the annulus of the epicyclic gear in either direction of rotation, hence continuously varying the gearing ratio to keep the generator speed constant throughout an engine speed variation of 30%. In the standard layout, this is between 100% and 70% of the engine speed at specified MCR, but it can be placed in a lower range if required. Type DSG 62 M2-4 62 L1-4 62 L2-4 74 M1-4 74 M2-4 74 L1-4 74 L2-4 86 K1-4 86 M1-4 86 L2-4 99 K1-4 The input power to the gear is divided into two paths – one mechanical and the other hydrostatic – and the epicyclic differential combines the power of the two paths and transmits the combined power to the output shaft, connected to the generator. The gear is equipped with a hydrostatic motor driven by a pump, and controlled by an electronic control unit. This keeps the generator speed constant during single running as well as when running in parallel with other generators. 440 V 1800 kVA 707 855 1056 1271 1432 1651 1924 1942 2345 2792 3222 60 Hz r/min kW 566 684 845 1017 1146 1321 1539 1554 1876 2234 2578 380 V 1500 kVA 627 761 940 1137 1280 1468 1709 1844 2148 2542 2989 50 Hz r/min kW 501 609 752 909 1024 1174 1368 1475 1718 2033 2391 178 34 89-3.1 In the case that a larger generator is required, please contact MAN B&W Diesel A/S. The multi-disc clutch, integrated into the gear input shaft, permits the engaging and disengaging of the epicyclic gear, and thus the generator, from the main engine during operation. If a main engine speed other than the nominal is required as a basis for the PTO operation, this must be taken into consideration when determining the ratio of the crankshaft gear. However, this has no influence on the space required for the gears and the generator. An electronic control system with a Renk controller ensures that the control signals to the main electrical switchboard are identical to those for the normal auxiliary generator sets. This applies to ships with automatic synchronising and load sharing, as well as to ships with manual switchboard operation. The PTO can be operated as a motor (PTI) as well as a generator by adding some minor modifications. Internal control circuits and interlocking functions between the epicyclic gear and the electronic control box provide automatic control of the functions necessary for the satisfactory operation and protection of the BWIII/RCF unit. If any monitored value exceeds the normal operation limits, a warning or an 485 600 100 198 22 32 4.05 MAN B&W Diesel A/S Engine Selection Guide Yard deliveries are: Additional capacities required for BWIII/RCF 1. Cooling water pipes to the built-on lubricating oil cooling system, including the valves. The capacities stated in the “List of capacities” for the main engine in question are to be increased by the additional capacities for the crankshaft gear and the RCF gear stated in Fig. 4.06. 2. Electrical power supply to the lubricating oil stand-by pump built on to the RCF unit. 3. Wiring between the generator and the operator control panel in the switch-board. 4. An external permanent lubricating oil filling-up connection can be established in connection with the RCF unit. The system is shown in Fig. 4.07 “Lubricating oil system for RCF gear”. The dosage tank and the pertaining piping are to be delivered by the yard. The size of the dosage tank is stated in the table for RCF gear in “Necessary capacities for PTO/RCF” (Fig. 4.06). The necessary preparations to be made on the engine are specified in Figs. 4.05a and 4.05b. 485 600 100 198 22 32 4.06 MAN B&W Diesel A/S Engine Selection Guide 178 36 29-6.0 Fig. 4.04a: Arrangement of side mounted generator PTO/RCF type BWlll RCF for engines with turbocharger on the exhaust side (98-90-80-70-60-50-46 types) 178 05 11-5.0 Fig. 4.04b: Arrangement of side mounted generator PTO/RCF type BWlll RCF for engines with turbocharger on the at end (60-50-46 types and 4-9 cylindere engine of the 42 type) 485 600 100 198 22 32 4.07 MAN B&W Diesel A/S Engine Selection Guide 178 40 42-8.0 Fig. 4.05a: Necessary preparations to be made on engine for mounting PTO (to be decided when ordering the engine) 485 600 100 198 22 32 4.08 MAN B&W Diesel A/S Engine Selection Guide Pos. 1 Special face on bedplate and frame box Pos. 2 Ribs and brackets for supporting the face and machined blocks for alignment of gear or stator housing Pos. 3 Machined washers placed on frame box part of face to ensure, that it is flush with the face on the bedplate Pos. 4 Rubber gasket placed on frame box part of face Pos. 5 Shim placed on frame box part of face to ensure, that it is flush with the face of the bedplate Pos. 6 Distance tubes and long bolts Pos. 7 Threaded hole size, number and size of spring pins and bolts to be made in agreement with PTO maker Pos. 8 Flange of crankshaft, normally the standard execution can be used Pos. 9 Studs and nuts for crankshaft flange Pos. 10 Free flange end at lubricating oil inlet pipe (incl. blank flange) Pos. 11 Oil outlet flange welded to bedplate (incl. blank flange) Pos. 12 Face for brackets Pos. 13 Brackets Pos. 14 Studs for mounting the brackets Pos. 15 Studs, nuts, and shims for mounting of RCF-/generator unit on the brackets Pos. 16 Shims, studs and nuts for connection between crankshaft gear and RCF-/generator unit Pos. 17 Engine cover with connecting bolts to bedplate/frame box to be used for shop test without PTO Pos. 18 Intermediate shaft between crankshaft and PTO Pos. 19 Oil sealing for intermediate shaft Pos. 20 Engine cover with hole for intermediate shaft and connecting bolts to bedplate/frame box Pos. 21 Plug box for electronic measuring instrument for check of condition of axial vibration damper Pos. no: 1 2 3 4 8 9 10 11 12 13 14 15 16 17 18 19 20 21 BWIII/RCF A A A A 5 B 6 7 A B A A A A A B B A A BWIII/GCR, BWIII/CFE A A A A B A B A A A A A B B A A BWII/RCF A A A A A A BWII/GCR, BWII/CFE A A A A A A A B BWI/RCF A A A A A A BWI/GCR, BWI/CFE A A DMG/CFE A A B B A B C A B A B A A A A A A A A A: Preparations to be carried out by engine builder B: Parts supplied by PTO-maker C: See text of pos. no. 178 33 84-9.0 Fig. 4.05b: Necessary preparations to be made on engine for mounting PTO (to be decided when ordering the engine) 485 600 100 198 22 32 4.09 MAN B&W Diesel A/S Engine Selection Guide Crankshaft gear lubricated from the main engine lubricating oil system The figures are to be added to the main engine capacity list: kW 700 1200 1800 2600 m3/h 4.1 4.1 4.9 6.2 kW 12.1 20.8 31.1 45.0 kW 700 1200 1800 2600 m3/h 14.1 22.1 30.0 39.0 Heat dissipation kW 55 92 134 180 El. power for oil pump kW 11.0 15.0 18.0 21.0 Dosage tank capacity m3 0.40 0.51 0.69 24V DC ± 10%, 8 amp 0.95 Nominal output of generator Lubricating oil flow Heat dissipation RCF gear with separate lubricating oil system: Nominal output of generator Cooling water quantity El. power for Renk-controller Cooling water inlet temperature: 36 °C Pressure drop across cooler: approximately 0.5 bar Fill pipe for lube oil system store tank (~ø32) Drain pipe to lube oil system drain tank (~ø40) Electric cable between Renk terminal at gearbox and operator control panel in switchboard: Cable type FMGCG 19 x 2 x 0.5 From main engine: Design lube oil pressure: 2.25 bar Lube oil pressure at crankshaft gear: min. 1 bar Lube oil working temperature: 50 °C Lube oil type: SAE 30 178 33 85-0.0 Fig. 4.06: Necessary capacities for PTO/RCF, BW III/RCF system The letters refer to the “List of flanges”, which will be extended by the engine builder, when PTO systems are built on the main engine 178 06 47-1.0 Fig. 4.07: Lubricating oil system for RCF gear 485 600 100 198 22 32 4.10 MAN B&W Diesel A/S Engine Selection Guide can be supplied by others, e.g. Fuji, Nishishiba and Shinko in Japan. DMG/CFE Generators Fig. 4.01 alternative 5, shows the DMG/CFE (Direct Mounted Generator/Constant Frequency Electrical) which is a low speed generator with its rotor mounted directly on the crankshaft and its stator bolted on to the frame box as shown in Figs. 4.08 and 4.09. For generators in the normal output range, the mass of the rotor can normally be carried by the foremost main bearing without exceeding the permissible bearing load (see Fig. 4.09), but this must be checked by the engine manufacturer in each case. The DMG/CFE is separated from the crankcase by a plate, and a labyrinth stuffing box. If the permissible load on the foremost main bearing is exceeded, e.g. because a tuning wheel is needed, this does not preclude the use of a DMG/CFE. The DMG/CFE system has been developed in cooperation with the German generator manufacturers Siemens and AEG, but similar types of generators 178 06 73-3.1 Fig. 4.08: Standard engine, with direct mounted generator (DMG/CFE) 485 600 100 198 22 32 4.11 MAN B&W Diesel A/S Engine Selection Guide 178 06 63-7.1 Fig. 4.09: Standard engine, with direct mounted generator and tuning wheel 178 56 55-3.1 Fig. 4.10: Diagram of DMG/CFE with static converter 485 600 100 198 22 32 4.12 MAN B&W Diesel A/S Engine Selection Guide In such a case, the problem is solved by installing a small, elastically supported bearing in front of the stator housing, as shown in Fig. 4.09. Yard deliveries are: 1. Installation, i.e. seating in the ship for the synchronous condenser unit, and for the static converter cubicles As the DMG type is directly connected to the crankshaft, it has a very low rotational speed and, consequently, the electric output current has a low frequency – normally in order of 15 Hz. 2. Cooling water pipes to the generator if water cooling is applied Therefore, it is necessary to use a static frequency converter between the DMG and the main switchboard. The DMG/CFE is, as standard, laid out for operation with full output between 100% and 70% and with reduced output between 70% and 50% of the engine speed at specified MCR. 3. Cabling. The necessary preparations to be made on the engine are specified in Figs. 4.05a and 4.05b. Static converter The static frequency converter system (see Fig. 4.10) consists of a static part, i.e. thyristors and control equipment, and a rotary electric machine. The DMG produces a three-phase alternating current with a low frequency, which varies in accordance with the main engine speed. This alternating current is rectified and led to a thyristor inverter producing a three-phase alternating current with constant frequency. Since the frequency converter system uses a DC intermediate link, no reactive power can be supplied to the electric mains. To supply this reactive power, a synchronous condenser is used. The synchronous condenser consists of an ordinary synchronous generator coupled to the electric mains. Extent of delivery for DMG/CFE units The delivery extent is a generator fully built-on to the main engine inclusive of the synchronous condenser unit, and the static converter cubicles which are to be installed in the engine room. The DMG/CFE can, with a small modification, be operated both as a generator and as a motor (PTI). 485 600 100 198 22 32 4.13 MAN B&W Diesel A/S Engine Selection Guide for maintaining the constant frequency of the generated electric power. PTO type: BW IV/GCR Power Take Off/Gear Constant Ratio The shaft generator system, type BW IV/GCR, installed in the shaft line (Fig. 4.01 alternative 10) can generate power on board ships equipped with a controllable pitch propeller running at constant speed. Tunnel gear with hollow flexible coupling This PTO-system is normally installed on ships with a minor electrical power take off load compared to the propulsion power, up to approximately 25% of the engine power. The PTO-system can be delivered as a tunnel gear with hollow flexible coupling or, alternatively, as a generator step-up gear with flexible coupling integrated in the shaft line. The hollow flexible coupling is only to be dimensioned for the maximum electrical load of the power take off system and this gives an economic advantage for minor power take off loads compared to the system with an ordinary flexible coupling integrated in the shaft line. The main engine needs no special preparation for mounting this type of PTO system if it is connected to the intermediate shaft. The PTO-system installed in the shaft line can also be installed on ships equipped with a fixed pitch propeller or controllable pitch propeller running in combinator mode. This will, however, also require an additional Renk Constant Frequency gear (Fig. 4.01 alternative 4) or additional electrical equipment The hollow flexible coupling consists of flexible segments and connecting pieces, which allow replacement of the coupling segments without dismounting the shaft line, see Fig. 4.11. 178 18 25-0.0 Fig. 4.11: BW IV/GCR, tunnel gear 485 600 100 198 22 32 4.14 MAN B&W Diesel A/S Engine Selection Guide ing when the clutch is disengaged, is built into the CB-Clutch. When the clutch is engaged, the thrust is transferred statically to the engine thrust bearing through the thrust bearing built into the clutch. Auxiliary Propulsion System/Take Home System From time to time an Auxiliary Propulsion System/Take Home System capable of driving the CP-propeller by using the shaft generator as an electric motor is requested. To obtain high propeller efficiency in the auxiliary propulsion mode, and thus also to minimise the auxiliary power required, a two-speed tunnel gear, which provides lower propeller speed in the auxiliary propulsion mode, is used. MAN B&W Diesel can offer a solution where the CP-propeller is driven by the alternator via a two-speed tunnel gear box. The electric power is produced by a number of GenSets. The main engine is disengaged by a conical bolt clutch (CB-Clutch) made as an integral part of the shafting. The clutch is installed between the tunnel gear box and the main engine, and conical bolts are used to connect and disconnect the main engine and the shafting. See Figure 4.12. The two-speed tunnel gear box is made with a friction clutch which allows the propeller to be clutched in at full alternator/motor speed where the full torque is available. The alternator/motor is started in the de-clutched condition with a start transformer. The system can quickly establish auxiliary propulsion from the engine control room and/or bridge, even with unmanned engine room. The CB-Clutch is operated by hydraulic oil pressure which is supplied by the power pack used to control the CP-propeller. Re-establishment of normal operation requires attendance in the engine room and can be done within a few minutes. A thrust bearing, which transfers the auxiliary propulsion propeller thrust to the engine thrust bear- 178 47 02-0.0 Fig. 4.12: Auxiliary propulsion system 485 600 100 198 22 32 4.15 MAN B&W Diesel A/S Engine Selection Guide Generator step-up gear and flexible coupling integrated in the shaft line Power Take Off/Gear Constant Ratio, PTO type: BW II/GCR For higher power take off loads, a generator step-up gear and flexible coupling integrated in the shaft line may be chosen due to first costs of gear and coupling. The system Fig. 4.01 alternative 8 can generate electrical power on board ships equipped with a controllable pitch propeller, running at constant speed. The flexible coupling integrated in the shaft line will transfer the total engine load for both propulsion and electricity and must be dimensioned accordingly. The PTO unit is mounted on the tank top at the fore end of the engine and, by virtue of its short and compact design, it requires a minimum of installation space, see Fig. 4.13. The PTO generator is activated at sea, taking over the electrical power production on board when the main engine speed has stabilised at a level corresponding to the generator frequency required on board. The flexible coupling cannot transfer the thrust from the propeller and it is, therefore, necessary to make the gear-box with an integrated thrust bearing. This type of PTO-system is typically installed on ships with large electrical power consumption, e.g. shuttle tankers. The BW II/GCR cannot, as standard, be mechanically disconnected from the main engine, but a hydraulically activated clutch, including hydraulic pump, control valve and control panel, can be fitted as an option. 178 18 22-5.0 Fig. 4.13: Power Take Off (PTO) BW II/GCR 485 600 100 198 22 32 4.16 MAN B&W Diesel A/S 5 Engine Selection Guide Installation Aspects Installation Aspects Space requirement for the engine Overhaul with double jib crane Arrangenant of epoxy shocks Mechanical top bracing Hydraulic top bracing Earthing device 400 000 050 178 50 15 MAN B&W Diesel A/S Engine Selection Guide 5 Installation Aspects The figures shown in this section are intended as an aid at the project stage. The data are subject to change without notice, and binding data is to be given by the engine builder in the “Installation Documentation”. Please note that the newest version of most of the drawings of this section can be downloaded from our website on www.manbw.dk under 'Products, 'Marine Power', 'Two-stroke Engines' where you then choose the engine type. Please note that the distances H3 and H4 given for a double-jib crane is from the centre of the crankshaft to the lower edge of the deck beam. A special crane beam for dismantling the turbocharger must be fitted. The lifting capacity of the crane beam for dismantling the turbocharger is stated in the respective Project Guides. The overhaul tools for the engine are designed to be used with a crane hook according to DIN 15400, June 1990, material class M and load capacity 1Am and dimensions of the single hook type according to DIN 15401, part 1. Space Requirements for the Engine The space requirements stated in Figs. 5.01 are valid for engines rated at nominal MCR (L1). The additional space needed for engines equipped with PTO is available on request. If, during the project stage, the outer dimensions of the turbochargers seem to cause problems, it is possible, for the same number of cylinders, to use turbochargers with smaller dimensions by increasing the indicated number of turbochargers by one, see chapter 3. The total length of the engine at the crankshaft level may vary depending on the equipment to be fitted on the fore end of the engine, such as adjustable counterweights, tuning wheel, moment compensators or PTO. Engine Masses and Centre of Gravity The total engine masses appear from Fig 5.01. The centre of gravity as well as masses of water and oil in the engine are stated in the respective Project Guides. Overhaul of Engine The distances stated from the centre of the crankshaft to the crane hook are for vertical or tilted lift, see Figs. 5.01a and 5.01b. The capacity of a normal engine room crane can be found in Fig. 5.02. The area covered by the engine room crane shall be wide enough to reach any heavy spare part required in the engine room. A lower overhaul height is, however, available by using the MAN B&W double-jib crane, built by Danish Crane Building ApS, shown in Figs. 5.02 and 5.03. 430 100 030 198 22 33 5.01 MAN B&W Diesel A/S Engine Selection Guide inders or more, it tends to twist the engine. Both forms are shown in section 7 dealing with vibrations. The guide force moments are harmless to the engine, however, they may cause annoying vibrations in the superstructure and/or engine room, if proper countermeasures are not taken. Engine Seating and Arrangement of Holding Down Bolts The dimensions of the engine seating stated in Fig. 5.04 are for guidance only. The engine is basically mounted on epoxy chocks in which case the underside of the bedplate’s lower flanges has no taper. As a detailed calculation of this system is normally not available, MAN B&W Diesel recommend that top bracing is installed between the engine’s upper platform brackets and the casing side. The epoxy types approved by MAN B&W Diesel A/S are: However the top bracing is not needed in all cases. In some cases the vibration level is lower if the top bracing is not installed. This has normally to be checked by measurements, i.e. with and without top bracing. “Chockfast Orange PR 610 TCF” from ITW Philadelphia Resins Corporation, USA, and “Epocast 36" from H.A. Springer – Kiel, Germany If a vibration measurement in the first vessel of a series shows that the vibration level is acceptable without the top bracing, then we have no objection to the top bracing being dismounted and the rest of the series produced without top bracing. The engine may alternatively, be mounted on cast iron chocks (solid chocks), in which case the underside of the bedplate’s lower flanges is with taper 1:100. Please note that the K98MC, K98MC-C and the S90MC-C are designed for mounting on epoxy chocks only. Top Bracing The so-called guide force moments are caused by the transverse reaction forces acting on the crossheads due to the connecting rod/crankshaft mechanism. When the piston of a cylinder is not exactly in its top or bottom position, the gas force from the combustion, transferred through the connecting rod will have a component acting on the crosshead and the crankshaft perpendicularly to the axis of the cylinder. Its resultant is acting on the guide shoe (or piston skirt in the case of a trunk engine), and together they form a guide force moment. It is our experience that especially the 7 cyl. engine will often have a lower vibration level without top bracing. Without top bracing, the natural frequency of the vibrating system comprising engine, ship’s bottom, and ship’s side, is often so low that resonance with the excitation source (the guide force moment) can occur close the the normal speed range, resulting in the risk of vibraiton. With top bracing, such a resonance will occur above the normal speed range, as the top bracing increases the natural frequency of the abovementioned vibrating system. The top bracing is normally placed on the exhaust side of the engine, but the top bracing can alternatively be placed on the camshaft side. The moments may excite engine vibrations moving the engine top athwartships and causing a rocking (excited by H-moment) or twisting (excited by X-moment) movement of the engine. For engines with fewer than seven cylinders, this guide force moment tends to rock the engine in transverse direction, and for engines with seven cyl- 430 100 030 198 22 33 5.02 MAN B&W Diesel A/S Engine Selection Guide Mechanical top bracing Earthing Device The mechanical top bracing shown in Figs. 5.05 and 5.06 comprises stiff connections (links) with friction plates. In some cases, it has been found that the difference in the electrical potential between the hull and the propeller shaft (due to the propeller being immersed in seawater) has caused spark erosion on the main bearings and journals of the engine. The forces and deflections for calculating the transverse top bracing’s connection to the hull structure are stated in Fig. 5.06. Mechanical top bracings can be applied on all types from 98 to the S35 and no top bracing is needed on L35 and S26 types. The mechanical top bracing is to be made by the shipyard in accordance with MAN B&W instructions. A potential difference of less than 80 mV is harmless to the main bearings so, in order to reduce the potential between the crankshaft and the engine structure (hull), and thus prevent spark erosion, we recommend the installation of a highly efficient earthing device. The sketch Fig. 5.10 shows the layout of such an earthing device, i.e. a brush arrangement which is able to keep the potential difference below 50 mV. Hydraulic top bracing We also recommend the installation of a shaft-hull mV-meter so that the potential, and thus the correct functioning of the device, can be checked. The hydraulic top bracings are available with pump station or without pump station, see Figs. 5.07, 5.08 and 5.09. The hydraulically adjustable top bracing is an alternative to the mechanical top bracing and is intended for appliction in vessels where hull deflection is foreseen to exceed the usual level. The hydraulically adjustable top bracing is intended for one side mounting, either the exhaust side (alternative 1), or the camshaft side (alternative 2). Hydraulic top bracings can be applied on all 98-50 types. Position of top bracings All engines can have a top bracing on the exhaust side. All 98-S35 engines can have a top bracing on the camshaft side, except for S70MC-C, S60MC-C and S50MC-C engines where only a hydraulic top bracing can be placed in both ends of the engine. The number of top bracings required and their location are stated in the respective Project Guides. For further information see section 7 “Vibration aspects”. 430 100 030 198 22 33 5.03 MAN B&W Diesel A/S Engine Selection Guide H3 H1 H2 E A Lmin K98 A B E H1 H2 H3 4 cyl. 5 cyl. 6 cyl. 7 cyl. 8 cyl. 9 cyl. 10 cyl. 11 cyl. 12 cyl. 4 cyl. 5 cyl. 6 cyl. 7 cyl. 8 cyl. 9 cyl. 10 cyl. 11 cyl. 12 cyl. K98-C S90-C L90-C B K90 1700 1700 1800 1699 1699 4640 4370 5000 5000 4936 1750 1750 1602 1602 1602 13075 12400 14450 13900 14050 11950 11325 13300 12800 12925 13025 12575 13425 13125 13175 12865 14615 17605 19355 21105 22855 24605 1152 1318 1528 1678 1856 2006 2157 12865 14615 17605 19355 21105 22855 24605 1100 1265 1475 1621 1797 1946 2095 12087 13689 15291 18193 1105 1235 1410 1588 12400 15502 17104 18706 20308 21910 23512 9176 10778 12380 13982 17084 18686 20288 21890 23492 1077 1279 1446 1589 1734 1877 2038 787 931 1074 1272 1411 1553 1700 1840 1980 K90-C S80-C S80 L80 Dimensions in mm 1699 1736 1736 1510 4286 5000 4824 4388 1602 1424 1424 1424 12075 14400 14050 12400 11100 13275 13150 11575 11950 13025 12950 11775 Lmin 8051 8386 9475 9810 12447 10899 10899 11234 14049 12323 12323 12658 15651 13747 13747 14082 18403 16331 16786 20005 18210 21607 19634 23209 21058 Dry masses in tons 636 580 756 681 986 805 864 791 1106 880 996 864 1253 985 1105 974 1415 1223 1120 1561 1218 1686 1339 1826 1440 178 16 77-5.0 K80-C S70-C S70 L70 S60-C S60 L60 1510 1520 1520 1323 1300 1300 4088 4390 4250 3842 3770 3478 1424 1190 1246 1246 1020 1068 11475 12400 12225 10850 10650 10500 10675 11525 11400 10075 9925 9825 11125 11250 11125 10125 9675 9550 6591 7177 7008 7781 8423 8254 11104 8971 9669 9500 12528 10161 10915 10746 13952 11351 12161 11992 16526 17950 19374 20798 774 875 984 1101 1202 1302 1423 408 480 555 624 704 413 492 562 648 722 383 448 525 592 667 5648 6668 7688 8708 9728 263 314 358 410 467 1134 3228 1068 9325 8675 8725 6116 5956 7184 7024 8252 8092 9320 9160 10388 10228 273 319 371 422 470 270 318 343 407 451 The distances H1 and H2 are from the centre of the crankshaft to the crane hook. The distance H3 for the double jib crane is from the centre of the crankshaft to the lower edge of the deck beam E - Cylinder distance H1 - Vertical lift H2 - Tilted lift H3 - Electrical double jib crane 178 87 18-6.0 Fig. 5.01a: Space requirements and masses 430 100 450 198 22 34 5.04 MAN B&W Diesel A/S Engine Selection Guide H1 H3 H2 H4 E A Lmin S50-C S50 L50 A B E H1 H2 H3 H4 1085 3150 850 8950 8375 8150 1085 2950 890 8800 8250 8100 944 2710 890 7825 7325 7400 4 cyl. 5 cyl. 6 cyl. 7 cyl. 8 cyl. 9 cyl. 10 cyl. 11 cyl. 12 cyl. 4739 5589 6439 7289 8139 5730 6620 7510 8400 9290 5615 6505 7395 8285 9175 4 cyl. 5 cyl. 6 cyl. 7 cyl. 8 cyl. 9 cyl. 10 cyl. 11 cyl. 12 cyl. 155 181 207 238 273 171 195 225 255 288 163 188 215 249 276 B S46-C S42 Dimensions in mm 986 900 2924 2670 782 748 8600 8050 8075 7525 7850 7300 Lmin 4240 4988 5736 6484 7232 7980 9476 10224 10972 Dry masses in tons 133 109 153 125 171 143 197 160 217 176 195 232 249 269 4357 5139 5921 6703 7485 178 16 76-0.0 L42 S35 L35 S26 690 2460 748 6700 6250 6350 650 2200 600 6425 6050 5925 5850 550 1980 600 5200 4850 5025 4825 420 1880 490 4825 4725 4525 4500 4661 5409 6157 6905 7653 8401 9897 10645 11393 3480 4080 4680 5280 5880 6480 7080 8280 8880 3445 4045 4645 5245 5845 6445 7645 8245 8845 2975 3465 3955 4445 4935 5425 6405 6895 7385 57 65 75 84 93 103 122 132 141 50 58 67 75 83 92 108 118 126 32 37 42 48 53 58 68 74 79 95 110 125 143 158 176 210 229 244 The distances H1 and H2 are from the centre of the crankshaft to the crane hook. The distances H3 and H4 for the double jib crane are from the centre of the crankshaft to the lower edge of the deck beam. E - Cylinder distance H1 - Vertical lift H2 - Tilted lift H3 - Electrical double jib crane H4 Manual double jib crane 178 87 19-8.0 Fig. 5.01b: Space requirements and masses 430 100 450 198 22 34 5.05 MAN B&W Diesel A/S Engine Selection Guide Lifting capacity in tons Engine type For normal overhaul For double jib crane K98MC 12.5 2 x 6.3 K98MC-C 12.5 2 x 6.3 S90MC-C 10.0 2 x 5.0 L90MC-C 10.0 2 x 5.0 K90MC 10.0 2 x 5.0 K90MC-C 10.0 2 x 5.0 S80MC-C 10.0 2 x 5.0 S80MC 8.0 2 x 4.0 L80MC 8.0 2 x 4.0 K80MC-C 6.3 2 x 4.0 S70MC-C 6.3 2 x 3.0 S70MC 5.0 2 x 2.5 L70MC 5.0 2 x 2.5 S60MC-C 4.0 2 x 2.0 S60MC 3.2 2 x 1.6 L60MC 3.2 2 x 1.6 S50MC-C 2.0 2 x 1.6 S50MC 2.0 2 x 1.0 L50MC 1.6 2 x 1.0 S46MC-C 2.0 2 x 1.0 S42MC 1.25 2 x 1.0 L42MC 1.25 2 x 1.0 S35MC 0.8 2 x 0.5 L35MC 0.63 2 x 0.5 S26MC 0.5 2 x 0.5 178 87 20-8.0 Fig. 5.02: Engine room crane capacities for overhaul 488 701 010 198 22 35 5.06 MAN B&W Diesel A/S Engine Selection Guide Deck beam MAN B&W Double Jib Crane The double-jib crane can be delivered by: Danish Crane Building A/S P.O. Box 54 Østerlandsvej 2 DK-9240 Nibe, Denmark Centreline crankshaft Telephone: + 45 98 35 31 33 Telefax: + 45 98 35 30 33 E-mail: dcb@dcb.dk 178 06 25-5.3 Fig. 5.03: Overhaul with double-jib crane 488 701 010 198 22 35 5.07 MAN B&W Diesel A/S Engine Selection Guide 178 06 43-4.2 A B Engine type 3255 2910 K98MC 3120 2775 K98MC-C 3360 3100 S90MC-T 3360 3100 L90MC-C 3420 3054 K90MC 3090 2729 K90MC-C 3275 2950 S80MC-C 3275 2950 S80MC 3040 2720 L80MC 2890 2570 K80MC-C 2880 2616 S70MC-C 2880 2616 S70MC 2670 2410 L70MC 2410 2175 S60MC-C 2410 2175 S60MC 2270 2045 L60MC 2090 1880 S50MC-C 2090 1880 S50MC 1970 1760 L50MC 1955 1755 S46MC-C 1910 1720 S42MC 1785 1595 L42MC 1616 1475 S35MC 1505 1350 L35MC 1390 1235 S26MC Jv = with vertical oil outlets C 50 50 44 44 44 44 40 40 40 40 36 36 36 30 30 30 28 28 28 28 25 25 20 20 20 D 2310 2175 2480 2480 2359 2034 2450 2320 2100 1950 2195 2046 1840 1855 1690 1565 1540 1450 1330 1435 1330 1230 1155 1035 Dimensions are stated in mm E F G H I Jh 60 1525 50 1510 30 60 1375 50 1360 30 55 1755 44 1730 30 55 1755 44 1730 30 55 1675 44 1650 30 55 1405 44 1380 30 50 1700 40 1675 25 50 1700 40 1675 25 50 1490 40 1465 25 50 1340 40 1315 25 45 1530 36 1515 22 45 1500 36 1480 22 45 1310 36 1290 20 40 1330 30 1315 20 40 1215 30 1200 20 40 1095 30 1080 20 1150 36 1110 28 1095 20 1075 36 1035 28 1020 20 1050 36 915 28 900 18 1046 32 1060 28 1045 18 830 30 955 24 980 15 880 30 870 25 855 18 940 25 855 20 840 18 775 25 720 20 705 18 745 695 20 680 15 690 Jh = with horizontal oil outlets FIg. 5.04: Profile of engine seating, epoxy chocks Jv 781 781 920 920 885 610 920 805 785 677 805 695 685 700 630 605 518 520 515 550 510 560 495 465 470 K 1700 1700 1800 1800 1699 1699 1736 1736 1510 1510 1520 1520 1323 1300 1300 1134 1088 1085 944 986 900 690 650 550 420 L 80 80 75 75 75 75 70 70 70 70 65 65 65 60 60 60 50 50 50 50 45 45 45 45 40 M 50 50 50 50 50 50 50 50 50 50 50 50 50 50 50 50 47 50 50 50 50 50 40 40 35 N 500 500 470 470 470 470 440 440 440 430 400 400 400 400 400 400 400 400 400 380 350 350 350 350 P 38 38 34 34 34 34 34 34 34 34 34 34 34 22 25 25 22 22 22 22 19 19 19 19 19 178 87 22-1.0 430 100 450 198 22 36 5.08 MAN B&W Diesel A/S Engine Selection Guide Force per mechanical top bracing and minimum horizontal rigidity at attachment to the hull Minimum horizontal Engine type rigidity in MN/m K98MC 248 230 K98MC-C 248 230 S90MC-C 209 210 L90MC-C 209 210 K90MC 209 210 K90MC-C 209 210 S80MC-C 165 190 S80MC 165 190 L80MC 165 190 K80MC-C 165 190 S70MC-C 126 170 S70MC 126 170 L70MC 126 170 S60MC-C 93 140 S60MC 93 140 L60MC 93 140 S50MC-C 64 120 S50MC 64 120 L50MC 64 120 S46MC-C 55 110 S42MC 45 100 L42MC 45 100 S35MC 32 85 L35MC * * S26MC * * * = top bracings are normally not required Force per bracing in kN 178 46 90-9.0 Top bracing should only be installed on one side, either the exhaust side, or the camshaft side 178 09 63-3.2 Fig. 5.05: Mechanical top bracing arrangement Fig. 5.06: Mechanical top bracing outline 483 110 007 198 22 37 5.09 MAN B&W Diesel A/S Engine Selection Guide Force per hydraulic top bracing and maximum horizontal deflection at attachment to the hull Max. Number of Force per bracing in horizontal top Engine type deflection kN bracings in mm per engine 11-12K98MC 6 127 0.51 6-10K98MC-C 4 127 0.51 11-12K98MC-C 6 127 0.51 6-10K98MC-C 4 127 0.51 S90MC-C 4 127 0.51 L90MC-C 4 127 0.51 K90MC 4 127 0.51 K90MC-C 4 127 0.51 S80MC-C 4 127 0.51 S80MC 4 127 0.51 L80MC 4 127 0.51 K80MC-C 4 127 0.51 S70MC-C 2 127 0.36 S70MC 2 127 0.36 L70MC 2 127 0.36 S60MC-C 2 81 0.23 S60MC 2 81 0.23 L60MC 2 81 0.23 S50MC-C 2 81 0.23 S50MC 2 81 0.23 L50MC 2 81 0.23 S46MC-C 2* 46* 0.13* S42MC 2* 46* 0.13* L42MC 2* 46* 0.13* S35MC 2* 35* 0.07* L35MC ** ** ** S26MC ** ** ** * = with mechanical top bracings only ** = top bracings are norminally not required 178 87 24-5.0 178 46 89-9.0 Fig. 5.07: Hydraulic top bracing arrangement, turbocharger located exhaust side of engine 483 110 008 198 22 39 5.10 MAN B&W Diesel A/S Engine Selection Guide With pneumatic/hydraulic cylinders only Hydraulic cylinders Accumulator unit Pump station including: two pumps oil tank filter releif valves and control box The hydraulically adjustable top bracing system consists basically of two or four hydraulic cylinders, two accumulator units and one pump station Pipe: Electric wiring: 178 16 68-0.0 Fig. 5.08a: Hydraulic top bracing layout of system with pump station, option: 4 83 122 Valve block with solenoid valve and relief valve Hull side Engine side Inlet Outlet 178 16 47-6.0 Fig. 5.08b: Hydraulic cylinder for option 4 83 122 483 110 008 198 22 39 5.11 MAN B&W Diesel A/S Engine Selection Guide With pneumatic/hydraulic cylinders only 178 18 60-7.0 Fig. 5.09a: Hydraulic top bracing layout of system without pump station, option: 4 83 123 178 15 73-2.0 Fig. 5.09b: Hydraulic cylinder for option 4 83 123 483 110 008 198 22 39 5.12 MAN B&W Diesel A/S Engine Selection Guide Cross section must not be smaller than 45 mm2 and the length of the cable must be as short as possible Hull Slipring Voltmeter for shaft-hull Silver metal graphite brushes Rudder Propeller Voltmeter for shafthull potential difference Main bearing Intermediate shaft Earthing device Propeller shaft Current 178 32 07-8.0 Fig. 5.10: Earthing device, (yard's supply) 420 600 010 198 22 40 5.13 MAN B&W Diesel A/S Engine Selection Guide 6.01 Calculation of Capacities • Central cooling water system, Figs. 6.01.02 and 6.01.04 The MC engines are available in the following three versions with respect to the Specific Fuel Oil Consumption (SFOC): • With high efficiency turbocharger(s): K98MC, K98MC-C, S90MC-C, L90MC-C, K90MC, K90MC-C, S80MC-C, S80MC, L80MC, K80MC-C and L70MC • With conventional turbocharger(s): S46MC-C, S42MC, L42MC, S35MC, L35MC and S26MC The capacities for the starting air receivers and the compressors are stated in Fig. 6.01.05 Each system is briefly described in sections 6.02 to 6.10. A detailed specification of the components can be found in the respective Project Guides. If a freshwater generator is installed, the water production can be calculated by using the formula stated later in this section and the way of calculating the exhaust gas data is also shown later in this section. The air consumption is approximately 98% of the calculated exhaust gas amount. • With high efficiency turbocharger or optionally with conventional turbocharger: S70MC-C, S70MC, S60MC-C, S60MC, L60MC, S50MC-C, S50MC and L50MC. A 2 g/BHPh penalty must be added to the SFOC if a higher exhaust gas temperature is required by using a conventional turbocharger Cooling Water Systems The capacities given in the tables are based on tropical ambient reference conditions and refer to engines with high efficiency or conventional turbocharger running at nominal MCR (L1) for: • Seawater cooling system, Figs. 6.01.01 and 6.01.03 The diagrams use the symbols shown in Fig. 6.01.19 “Basic symbols for piping”. The symbols for instrumentation can be found in section 8 of the Project Guides. Heat radiation The radiation and convection heat losses to the engine room are stated as an approximate percentage of the engine's nominal power (kW in L1). 1.1% for the 98 and 90 types 1.2% for the 80 and 70 types 1.3% for the 60 and 50 types 1.5% for the 46 and 42 types 1.8% for the 35 types, and 2.0% for the 26 type 178 11 26-4.1 Fig. 6.01.01: Diagram for seawater cooling system 178 11 27-6.1 Fig. 6.01.02: Diagram for central cooling water system 430 200 025 198 22 41 6.01.01 MAN B&W Diesel A/S Engine Selection Guide Pumps K98MC Cyl. 6 7 8 9 10 11 12 Nominal MCR at 94 r/min kW 34320 40040 45760 51480 57200 62920 68640 Fuel oil circulating pump m3/h 13.2 15.4 17.7 19.9 22.0 24.0 26.0 Fuel oil supply pump m3/h 8.8 10.2 11.7 13.2 14.6 16.1 17.6 Jacket cooling water pump m3/h 1) 305 350 395 450 495 540 600 2) 275 320 370 415 460 510 550 Seawater cooling pump* Coolers Lubricating oil pump* 3) n.a. 335 385 n.a. 480 530 n.a. 4) 275 320 370 415 460 510 550 m3/h 1) 1090 1270 1440 1630 1810 1990 2170 2) 1080 1260 1450 1620 1800 1990 2170 3) n.a. 1260 1430 n.a. 1790 1970 n.a. 4) 1080 1250 1430 1610 1790 1970 2150 m3/h 1) 750 860 980 1110 1230 1350 1480 2) 740 860 990 1110 1230 1360 1480 3) n.a. 830 950 n.a. 1190 1310 n.a. 4) 740 860 980 1110 1230 1350 1470 n.a. n.a. n.a. n.a. n.a. n.a. n.a. 14000 16340 18670 21010 23340 25670 28010 712 830 950 1068 1187 1306 1424 Booster pump for camshaft m3/h Scavenge air cooler Heat dissipation approx. kW Seawater m3/h Lubricating oil cooler Heat dissipation approx.* kW 1) 2860 3290 3720 4250 4680 5110 5630 2) 2960 3390 4010 4440 4870 5490 5920 3) n.a. 3010 3440 n.a. 4300 4730 n.a. 4) 2790 3260 3690 4180 4670 5100 5530 Lubricating oil* m3/h Seawater m3/h 1) 378 440 490 562 623 684 746 2) 368 430 500 552 613 684 746 3) n.a. 430 480 n.a. 603 664 n.a. 4) 368 420 480 542 603 664 726 1) 5040 5840 6640 7520 8320 9120 10000 2) 4800 5600 6400 7200 8000 8800 9600 3) n.a. 5880 6680 n.a. 8370 9170 n.a. 4) 4800 5600 6400 7200 8000 8800 9600 Jacket water cooler Heat dissipation approx. kW See above "Main lubricating oil pump" Jacket cooling water m3/h See above "Jacket cooling water pump" Seawater m3/h See above "Seawater quantity" for lube oil cooler Fuel oil heater kW 345 405 465 520 580 630 680 Exhaust gas flow at 235 °C** kg/h 329490 384405 439320 494235 549150 604065 658980 Air consumption of engine kg/s 89.8 104.7 119.7 134.7 149.6 164.6 179.6 * For main engine arrangements with built-on power take off (PTO) of an MAN B&W recommended type and/or torsional vibration damper the engine’s capacities must be increased by those stated for the actual system ** The exhaust gas amount and temperature must be adjusted according to the actual plant specification n.a. Not applicable 1) Engines with MAN B&W turbochargers 3) Engines with ABB turbochargers, type VTR 2) Engines with ABB turbochargers, type TPL 4) Engines with Mitsubishi turbochargers 178 86 64-5.0 Fig. 6.03a: List of capacities, K98MC with seawater system stated at the nominal MCR power (L1) for engines complying with IMO's NOx emission limitations 430 200 025 198 22 41 6.01.02 MAN B&W Diesel A/S Engine Selection Guide K98MC Pumps Nominal MCR at 94 r/min Fuel oil circulating pump Fuel oil supply pump Jacket cooling water pump Central cooling water pump* Seawater pump* Lubricating oil pump* Coolers Booster pump for camshaft Scavenge air cooler Heat dissipation approx. Central cooling water Lubricating oil cooler Heat dissipation approx.* Lubricating oil* Central cooling water Jacket water cooler Heat dissipation approx. Cyl. 6 7 8 9 10 11 12 kW 34320 40040 45760 51480 57200 62920 68640 m3/h m3/h m3/h 1) 2) 3) 4) m3/h 1) 2) 3) 4) m3/h 1) 2) 3) 4) m3/h 1) 2) 3) 4) m3/h 13.2 8.8 305 275 n.a. 275 880 870 n.a. 860 1040 1040 n.a. 1030 750 740 n.a. 740 n.a. 15.4 10.2 350 320 335 320 1020 1010 1010 1000 1210 1210 1200 1200 860 860 830 860 n.a. 17.7 11.7 395 370 385 370 1160 1160 1150 1150 1380 1380 1370 1370 980 990 950 980 n.a. 19.9 13.2 450 415 n.a. 415 1310 1300 n.a. 1290 1560 1550 n.a. 1540 1110 1110 n.a. 1110 n.a. 22.0 14.6 495 460 480 460 1450 1450 1440 1440 1730 1720 1710 1710 1230 1230 1190 1230 n.a. 24.0 16.1 540 510 530 510 1590 1600 1580 1580 1900 1900 1880 1880 1350 1360 1310 1350 n.a. 26.0 17.6 600 550 n.a. 550 1740 1740 n.a. 1720 2080 2070 n.a. 2050 1480 1480 n.a. 1470 n.a. 13890 498 16210 581 18520 664 20840 747 23150 830 25470 912 27780 995 1) 2) 3) 4) 2860 2960 n.a. 2790 3290 3390 3010 3260 5110 5490 4730 5100 5630 5920 n.a. 5530 m3/h m3/h 1) 2) 3) 4) 382 372 n.a. 362 439 429 429 419 678 688 668 668 745 745 n.a. 725 1) 2) 3) 4) 5040 4800 n.a. 4800 5840 5600 5880 5600 1) 2) 3) 4) 21790 21650 n.a. 21480 25340 25200 25100 25070 kW m3/h kW kW 3720 4250 4680 4010 4440 4870 3440 n.a. 4300 3690 4180 4670 See above "Lubricating oil pump" 496 563 620 496 553 620 486 n.a. 610 486 543 610 6640 7520 8320 9120 6400 7200 8000 8800 6680 n.a. 8370 9170 6400 7200 8000 8800 See above "Jacket cooling water" See above "Central cooling water quantity" for lube oil cooler Jacket cooling water Central cooling water Central cooler Heat dissipation approx.* m3/h m3/h Central cooling water* Seawater* m3/h m3/h Fuel oil heater kW 345 405 465 520 Exhaust gas flow at 235 °C** kg/h 329490 384405 439320 Air consumption of engine kg/s 89.8 104.7 119.7 kW 28880 32610 36150 28930 32480 36020 28640 n.a. 35820 28610 32220 35820 See above "Central cooling water pump" See above "Seawater cooling pump" 10000 9600 n.a. 9600 39700 39760 39370 39370 43410 43300 n.a. 42910 580 630 680 494235 549150 604065 658980 134.7 149.6 164.6 179.6 178 86 65-7.0 Fig. 6.04a: List of capacities, K98MC with central cooling water system stated at the nominal MCR power (L1) for engines complying with IMO's NOx emission limitations 430 200 025 198 22 41 6.01.03 MAN B&W Diesel A/S Engine Selection Guide K98MC-C Cyl. 6 7 8 9 10 11 12 Nominal MCR at 104 r/min kW 34260 39970 45680 51390 57100 62810 68520 Fuel oil circulating pump m3/h 13.2 15.4 17.6 19.8 22.0 24.0 26.0 Fuel oil supply pump m3/h 8.8 10.2 11.7 13.1 14.6 16.1 17.5 m /h 1) 305 350 395 450 495 540 600 2) 275 320 370 415 460 510 550 3) n.a. 335 n.a.s n.a. 480 n.a. n.a. 4) 275 320 370 415 460 510 550 m3/h 1) 1110 1290 1470 1660 1840 2020 2210 2) 1100 1290 1470 1650 1830 2020 2200 3) n.a. 1280 n.a. n.a. 1820 n.a. n.a. 4) 1090 1280 1460 1640 1820 2000 2190 m3/h 1) 750 860 980 1110 1230 1350 1480 2) 740 870 990 1110 1230 1360 1480 3) n.a. 830 n.a. n.a. 1190 n.a. n.a. 4) 740 860 990 1110 1230 1350 1480 n.a. n.a. n.a. n.a. n.a. n.a. n.a. 14610 17040 19480 21910 24350 26780 29220 730 852 975 1097 1218 1340 1462 1) 2860 3290 3720 4250 4680 5110 5630 2) 2960 3580 4010 4440 4870 5490 5920 Pumps Jacket cooling water pump Seawater cooling pump* Coolers Lubricating oil pump* 3 Booster pump for camshaft m3/h Scavenge air cooler Heat dissipation approx. kW Seawater m3/h Lubricating oil cooler Heat dissipation approx.* kW 3) n.a. 3010 n.a. n.a. 4300 n.a. n.a. 4) 2790 3260 3750 4180 4670 5100 5570 Lubricating oil* m3/h Seawater m3/h 1) 380 438 495 563 622 680 748 2) 370 438 495 553 612 680 738 Jacket water cooler Heat dissipation approx. kW See above "Main lubricating oil pump" 3) n.a. 428 n.a. n.a. 602 n.a. n.a. 4) 360 428 485 543 602 660 728 1) 5040 5840 6640 7520 8320 9120 10000 2) 4800 5600 6400 7200 8000 8800 9600 3) n.a. 5880 n.a. n.a. 8370 n.a. n.a. 4) 4800 5600 6400 7200 8000 8800 9600 Jacket cooling water m3/h See above "Jacket cooling water pump" Seawater m3/h See above "Seawater quantity" for lube oil cooler Fuel oil heater kW 345 405 460 520 580 630 680 Exhaust gas flow at 235 °C** kg/h 343350 400575 457800 515025 572250 629475 686700 Air consumption of engine kg/s 93.6 109.2 124.8 140.5 156.1 171.7 187.3 * For main engine arrangements with built-on power take off (PTO) of an MAN B&W recommended type and/or torsional vibration damper the engine’s capacities must be increased by those stated for the actual system ** The exhaust gas amount and temperature must be adjusted according to the actual plant specification n.a Not applicable 1) Engines with MAN B&W turbochargers 3) Engines with ABB turbochargers, type VTR 2) Engines with ABB turbochargers, type TPL 4) Engines with Mitsubishi turbochargers 178 86 66-9.0 Fig. 6.03b: List of capacities, K98MC-C with seawater system stated at the nominal MCR power (L1) for engines complying with IMO's NOx emission limitations 430 200 025 198 22 41 6.01.04 MAN B&W Diesel A/S Engine Selection Guide K98MC-C Pumps Nominal MCR at 104 r/min Fuel oil circulating pump Fuel oil supply pump Jacket cooling water pump Central cooling water pump* Seawater pump* Lubricating oil pump* Coolers Booster pump for camshaft Scavenge air cooler Heat dissipation approx. Central cooling water Lubricating oil cooler Heat dissipation approx.* Lubricating oil* Central cooling water Jacket water cooler Heat dissipation approx. Cyl. 6 7 8 9 10 11 12 kW 34260 39970 45680 51390 57100 62810 68520 m3/h m3/h m3/h 1) 2) 3) 4) m3/h 1) 2) 3) 4) m3/h 1) 2) 3) 4) m3/h 1) 2) 3) 4) m3/h 13.2 8.8 305 275 n.a. 275 890 880 n.a. 870 1070 1070 n.a. 1060 750 740 n.a. 740 n.a. 15.4 10.2 350 320 335 320 1030 1030 1020 1020 1250 1250 1230 1230 860 870 830 860 n.a. 17.6 11.7 395 370 n.a. 370 1180 1180 n.a. 1170 1420 1420 n.a. 1410 980 990 n.a. 990 n.a. 19.8 13.1 450 415 n.a. 415 1330 1320 n.a. 1310 1600 1600 n.a. 1580 1110 1110 n.a. 1110 n.a. 22.0 14.6 495 460 480 460 1470 1470 1460 1460 1760 1780 1760 1760 1230 1230 1190 1230 n.a. 24.0 16.1 540 510 n.a. 510 1620 1620 n.a. 1600 1950 1960 n.a. 1940 1350 1360 n.a. 1350 n.a. 26.0 17.5 600 550 n.a. 550 1770 1760 n.a. 1750 2130 2130 n.a. 2110 1480 1480 n.a. 1480 n.a. kW m3/h 14500 510 16910 595 19330 680 21740 765 24160 850 26580 936 28990 1021 1) 2) 3) 4) 2860 2960 n.a. 2790 3290 3580 3010 3260 5110 5490 n.a. 5100 5630 5920 n.a. 5570 m3/h m3/h 1) 2) 3) 4) 380 370 n.a. 360 435 435 425 425 684 684 n.a. 664 749 739 n.a. 729 1) 2) 3) 4) 5040 4800 n.a. 4800 5840 5600 5880 5600 1) 2) 3) 4) 22400 22260 n.a. 22090 kW kW 3720 4250 4680 4010 4440 4870 n.a. n.a. 4300 3750 4180 4670 See above "Lubricating oil pump" 500 565 620 500 555 620 n.a. n.a. 610 490 545 610 6640 7520 8320 9120 6400 7200 8000 8800 n.a. n.a. 8370 n.a. 6400 7200 8000 8800 See above "Jacket cooling water" See above "Central cooling water quantity" for lube oil cooler 10000 9600 n.a. 9600 Jacket cooling water Central cooling water Central cooler Heat dissipation approx.* m3/h m3/h Central cooling water* Seawater* m3/h m3/h Fuel oil heater kW 345 405 460 520 580 630 680 Exhaust gas flow at 235 °C** kg/h 343350 400575 457800 515025 572250 629475 686700 Air consumption of engine kg/s 93.6 109.2 124.8 140.5 156.1 171.7 kW 26040 26090 25800 25770 29690 33510 37160 40810 29740 33380 37030 40870 n.a. n.a. 36830 n.a. 29480 33120 36830 40480 See above "Central cooling water pump" See above "Seawater cooling pump" 44620 44100 n.a. 44160 187.3 178 86 67-0.0 Fig. 6.04b: List of capacities, K98MC-C with central cooling water system stated at the nominal MCR power (L1) for engines complying with IMO's NOx emission limitations 430 200 025 198 22 41 6.01.05 MAN B&W Diesel A/S Engine Selection Guide S90MC-C Cyl. 6 7 8 9 Nominal MCR at 76 r/min kW 29340 34230 39120 44010 Fuel oil circulating pump m3/h 11.3 13.2 15.1 17.0 Fuel oil supply pump m3/h 7.2 8.4 9.6 10.8 m /h 1) 250 295 335 370 2) 230 270 305 345 3) 240 n.a. 320 360 Pumps Jacket cooling water pump Seawater cooling pump* Lubricating oil pump* 3 4) 230 270 305 345 m3/h 1) 860 1000 1140 1280 2) 860 1000 1140 1290 3) 850 n.a. 1130 1270 4) 850 990 1130 1270 m3/h 1) 550 640 730 820 2) 550 640 720 820 3) 520 n.a. 700 790 Coolers 4) Booster pump for camshaft m3/h Scavenge air cooler Heat dissipation approx. kW Seawater m3/h Lubricating oil cooler Heat dissipation approx.* kW 550 640 730 820 10.4 12.1 13.9 15.6 11310 13200 15090 16970 554 647 739 832 1) 2170 2590 2920 3250 2) 2360 2690 3020 3540 3) 1980 n.a. 2640 2970 4) 2190 2520 2890 3220 Lubricating oil* m3/h Seawater m3/h 1) 306 353 401 448 2) 306 353 401 458 3) 296 n.a. 391 438 4) 296 343 391 438 1) 4120 4860 5520 6180 2) 3960 4620 5280 5940 3) 4150 n.a. 5560 6220 4) 3960 4620 5280 5940 Jacket water cooler Heat dissipation approx. kW See above "Main lubricating oil pump" Jacket cooling water m3/h See above "Jacket cooling water pump" Seawater m3/h See above "Seawater quantity" for lube oil cooler Fuel oil heater kW 295 345 395 445 Exhaust gas flow at 240 °C** kg/h 273400 319000 364600 410100 Air consumption of engine kg/s 74.5 86.9 99.4 111.8 * For main engine arrangements with built-on power take off (PTO) of an MAN B&W recommended type and/or torsional vibration damper the engine’s capacities must be increased by those stated for the actual system ** The exhaust gas amount and temperature must be adjusted according to the actual plant specification n.a. Not applicable 1) Engines with MAN B&W turbochargers 3) Engines with ABB turbochargers, type VTR 2) Engines with ABB turbochargers, type TPL 4) Engines with Mitsubishi turbochargers 178 37 42-1.2 Fig. 6.03c: List of capacities, S90MC-C with seawater system stated at the nominal MCR power (L1) for engines complying with IMO's NOx emission limitations 430 200 025 198 22 41 6.01.06 MAN B&W Diesel A/S Engine Selection Guide S90MC-C Pumps Nominal MCR at 76 r/min Fuel oil circulating pump Fuel oil supply pump Jacket cooling water pump Central cooling water pump* Seawater pump* Lubricating oil pump* Coolers Booster pump for camshaft Scavenge air cooler Heat dissipation approx. Central cooling water Lubricating oil cooler Heat dissipation approx.* Lubricating oil* Central cooling water Jacket water cooler Heat dissipation approx. Cyl. 6 7 8 9 kW m3/h m3/h m3/h 1) 2) 3) 4) m3/h 1) 2) 3) 4) m3/h 1) 2) 3) 4) m3/h 1) 2) 3) 4) m3/h 29340 11.3 7.2 250 230 240 230 720 720 710 710 840 840 830 830 550 550 520 550 10.4 34230 13.2 8.4 295 270 n.a. 270 840 830 n.a. 830 980 980 n.a. 970 640 640 n.a. 640 12.1 39120 15.1 9.6 335 305 320 305 960 950 950 950 1120 1110 1110 1110 730 720 700 730 13.9 44010 17.0 10.8 370 345 360 345 1070 1080 1060 1060 1260 1260 1250 1240 820 820 790 820 15.6 kW m3/h 11220 416 13090 485 14960 554 16840 624 kW 1) 2) 3) 4) 2170 2360 1980 2190 m3/h m3/h 1) 2) 3) 4) 304 304 294 294 kW 1) 2) 3) 4) 4120 3960 4150 3960 1) 2) 3) 4) 17510 17540 17350 17370 2590 2920 2690 3020 n.a. 2640 2520 2890 See above "Lubricating oil pump" 355 406 345 396 n.a. 396 345 396 3250 3540 2970 3220 446 456 436 436 4860 5520 6180 4620 5280 5940 n.a. 5560 6220 4620 5280 5940 See above "Jacket cooling water" See above "Central cooling water quantity" for lube oil cooler Jacket cooling water Central cooling water Central cooler Heat dissipation approx.* m3/h m3/h Central cooling water* Seawater* m3/h m3/h Fuel oil heater kW 295 345 395 445 Exhaust gas flow at 240 °C** kg/h 273400 319000 364600 410100 Air consumption of engine kg/s 74.5 86.9 99.4 111.8 kW 20540 23400 20400 23260 n.a. 23160 20230 23130 See above "Central cooling water pump" See above "Seawater cooling pump" 26270 26320 26030 26000 178 37 43-3.2 Fig. 6.04c: List of capacities, S90MC-C with central cooling water system stated at the nominal MCR power (L1) for engines complying with IMO's NOx emission limitations 430 200 025 198 22 41 6.01.07 MAN B&W Diesel A/S Engine Selection Guide L90MC-C Cyl. 6 7 8 9 10 11 12 Nominal MCR at 83 r/min kW 29340 34230 39120 44010 48900 53790 586800 Fuel oil circulating pump m3/h 11.3 13.2 15.1 17.0 18.9 21.0 23.0 Fuel oil supply pump m3/h 7.2 8.4 9.6 10.8 12.0 13.2 14.4 m /h 1) 250 285 335 370 410 455 495 2) 230 270 305 345 385 420 460 3) 240 n.a. 320 360 n.a. 440 480 4) 230 270 305 345 385 420 460 m3/h 1) 860 1000 1150 1290 1430 1580 1720 2) 860 1000 1140 1290 1430 1570 1710 3) 850 n.a. 1140 1280 n.a. 1560 1700 4) 850 990 1130 1270 1420 1560 1700 m3/h 1) 560 650 750 840 930 1040 1130 2) 570 660 750 850 940 1030 1120 3) 540 n.a. 720 810 n.a. 990 1080 4) 570 660 750 840 940 1030 1130 10.4 12.1 13.9 15.6 17.3 19.1 20.8 11300 13200 15100 17000 18900 20700 22600 554 647 739 832 924 1016 1109 Pumps Jacket cooling water pump Seawater cooling pump* Lubricating oil pump* 3 Coolers Booster pump for camshaft+exh. m3/h Scavenge air cooler Heat dissipation approx. kW Seawater m3/h Lubricating oil cooler Heat dissipation approx.* kW 1) 2240 2580 3010 3350 3690 4130 4470 2) 2430 2770 3110 3640 3980 4320 4660 3) 2050 n.a. 2730 3070 n.a. 3750 4090 4) 2250 2590 2980 3320 3720 4060 4460 Lubricating oil* m3/h Seawater m3/h 1) 306 353 411 458 506 564 611 2) 306 353 401 458 506 554 601 3) 296 n.a. 401 448 n.a. 544 591 4) 296 343 391 438 496 544 591 1) 4120 4780 5520 6180 6840 7580 8240 2) 3960 4620 5280 5940 6600 7280 7920 3) 4150 n.a. 5560 6220 n.a. 7630 8290 4) 3960 4620 5280 5940 6600 7260 7920 Jacket water cooler Heat dissipation approx. kW See above "Main lubricating oil pump" Jacket cooling water m3/h See above "Jacket cooling water pump" Seawater m3/h See above "Seawater quantity" for lube oil cooler Fuel oil heater kW 295 345 395 445 495 550 600 Exhaust gas flow at 240 °C** kg/h 273400 319000 364600 410100 455700 501300 546800 Air consumption of engine kg/s 74.5 86.9 99.4 111.8 124.2 136.6 149.0 * For main engine arrangements with built-on power take off (PTO) of an MAN B&W recommended type and/or torsional vibration damper the engine’s capacities must be increased by those stated for the actual system ** The exhaust gas amount and temperature must be adjusted according to the actual plant specification n.a. Not applicable 1) Engines with MAN B&W turbochargers 3) Engines with ABB turbochargers, type VTR 2) Engines with ABB turbochargers, type TPL 4) Engines with Mitsubishi turbochargers 178 87 00-5.0 Fig. 6.03d: List of capacities, L90MC-C with seawater system stated at the nominal MCR power (L1) for engines complying with IMO's NOx emission limitations 430 200 025 198 22 41 6.01.08 MAN B&W Diesel A/S Engine Selection Guide L90MC-C Coolers Pumps Nominal MCR at 83 r/min Fuel oil circulating pump Fuel oil supply pump Jacket cooling water pump Cyl. 6 7 8 9 10 11 12 kW 29340 34230 39120 44010 48900 53790 58680 11.3 7.2 250 230 240 230 720 720 710 710 840 840 830 830 560 570 540 570 10.4 13.2 8.4 285 270 n.a. 270 840 840 n.a. 830 980 980 n.a. 970 650 660 n.a. 660 12.1 15.1 9.6 335 305 320 305 960 960 950 950 1120 1120 1110 1110 750 750 720 750 13.9 17.0 10.8 370 345 360 345 1080 1080 1070 1070 1260 1260 1250 1250 840 850 810 840 15.6 18.9 12.0 410 385 n.a. 385 1200 1200 n.a. 1190 1400 1400 n.a. 1390 930 940 n.a. 940 17.3 21.0 13.2 455 420 440 420 1320 1320 1310 1300 1550 1540 1530 1530 1040 1030 990 1030 19.1 23.0 14.4 495 460 480 460 1440 1430 1420 1420 1680 1670 1670 1670 1130 1120 1080 1130 20.8 11200 416 13100 485 15000 554 16800 624 18700 693 20600 762 22400 832 2240 2430 2050 2250 2580 2770 n.a. 2590 4130 4320 3750 4060 4470 4660 4090 4460 304 304 294 294 355 355 n.a. 345 558 558 548 538 608 598 588 588 4120 3960 4150 3960 4780 4620 n.a. 4620 m3/h m3/h m3/h 1) 2) 3) 4) Central cooling water pump* m3/h 1) 2) 3) 4) Seawater pump* m3/h 1) 2) 3) 4) Lubricating oil pump* m3/h 1) 2) 3) 4) Booster pump for camshaft+exh. m3/h Scavenge air cooler Heat dissipation approx. kW Central cooling water m3/h Lubricating oil cooler Heat dissipation approx.* kW 1) 2) 3) 4) Lubricating oil* m3/h Central cooling water m3/h 1) 2) 3) 4) Jacket water cooler Heat dissipation approx. kW 1) 2) 3) 4) Jacket cooling water m3/h Central cooling water m3/h Central cooler Heat dissipation approx.* kW 1) 2) 3) 4) Central cooling water* m3/h Seawater* m3/h 17600 17600 17400 17400 3010 3350 3690 3110 3640 3980 2730 3070 n.a. 2980 3320 3720 See above "Lubricating oil pump" 406 456 507 406 456 507 396 446 n.a. 396 446 497 5520 6180 6840 7580 5280 5940 6600 7260 5560 6220 n.a. 7630 5280 5940 6600 7260 See above "Jacket cooling water" See above "Central cooling water quantity" for lube oil cooler 20500 20500 n.a. 20300 23500 26300 29200 23400 26400 29300 23300 26100 n.a. 23300 26100 29000 See above "Central cooling water pump" See above "Seawater cooling pump" 32300 32200 32000 31900 8240 7920 8290 7920 35100 35000 34800 34800 Fuel oil heater kW 295 345 395 445 495 550 600 Exhaust gas flow at 240 °C** kg/h 273400 319000 364600 410100 455700 501300 546800 Air consumption of engine kg/s 74.5 86.9 99.4 111.8 124.2 136.6 149.0 178 87 01-7.0 Fig. 6.04d: List of capacities, L90MC-C with central cooling water system stated at the nominal MCR power (L1) for engines complying with IMO's NOx emission limitations 430 200 025 198 22 41 6.01.09 MAN B&W Diesel A/S Engine Selection Guide K90MC Cyl. 4 5 6 7 8 9 10 11 12 Nominal MCR at 94 r/min kW 18280 22850 27420 31990 36560 41130 45700 50270 54840 Fuel oil circulating pump m3/h 7.4 9.3 11.1 13.0 14.8 16.7 18.5 20.0 22.0 Fuel oil supply pump m3/h 4.7 5.8 7.0 8.2 9.4 10.5 11.7 12.9 14.0 m /h 1) 155 200 235 270 315 350 385 430 470 2) 145 180 215 250 290 325 360 395 430 3) 150 190 225 n.a. 305 340 375 415 450 Pumps Jacket cooling water pump Seawater cooling pump* Coolers Lubricating oil pump* 3 4) 145 180 215 250 290 325 360 395 430 m3/h 1) 580 720 860 1000 1150 1290 1440 1580 1730 2) 570 720 860 1010 1150 1300 1440 1580 1720 3) 570 710 850 n.a. 1140 1280 1420 1570 1710 4) 570 710 860 1000 1140 1280 1430 1570 1710 m3/h 1) 420 530 630 730 840 940 1040 1160 1260 2) 415 520 630 730 830 950 1050 1150 1250 3) 405 510 610 n.a. 810 910 1010 1110 1210 4) 420 530 630 730 840 940 1050 1150 1260 Booster pump for camshaft m3/h n.a. n.a. n.a. n.a. n.a. n.a. n.a. n.a. n.a. Scavenge air cooler Heat dissipation approx. kW 7460 9330 11200 13060 14930 16800 18660 20530 22390 Seawater m3/h 374 467 561 654 748 841 935 1028 1121 Lubricating oil cooler Heat dissipation approx.* kW 1) 1560 1990 2350 2710 3170 3530 3890 4340 4700 2) 1630 2070 2540 2900 3260 3810 4170 4530 4890 3) 1440 1800 2160 n.a. 2880 3240 3600 3960 4320 4) 1560 1970 2370 2730 3130 3490 3910 4270 4690 Lubricating oil* m3/h Seawater m3/h 1) 206 253 299 346 402 449 505 552 609 2) 196 253 299 356 402 459 505 552 599 3) 196 243 289 n.a. 392 439 485 542 589 4) 196 243 299 346 392 439 495 542 589 1) 2670 3330 3970 4600 5320 5950 6580 7300 7930 2) 2540 3170 3810 4440 5080 5710 6350 6980 7620 3) 2670 3360 3990 n.a. 5360 5990 6630 7360 7990 4) 2540 3170 3810 4440 5080 5710 6350 6980 7620 520 580 Jacket water cooler Heat dissipation approx. kW See above "Main lubricating oil pump" Jacket cooling water m3/h See above "Jacket cooling water pump" Seawater m3/h See above "Seawater quantity" for lube oil cooler Fuel oil heater kW Exhaust gas flow at 235 °C** kg/h Air consumption of engine kg/s 195 245 290 340 390 440 485 175600 219500 263300 307200 351100 395000 438900 482800 526700 47.9 59.8 71.7 83.7 95.7 107.6 119.6 131.6 143.5 * For main engine arrangements with built-on power take off (PTO) of an MAN B&W recommended type and/or torsional vibration damper the engine’s capacities must be increased by those stated for the actual system ** The exhaust gas amount and temperature must be adjusted according to the actual plant specification n.a. Not applicable 1) Engines with MAN B&W turbochargers 3) Engines with ABB turbochargers, type VTR 2) Engines with ABB turbochargers, type TPL 4) Engines with Mitsubishi turbochargers 178 87 73-5.0 Fig. 6.03e: List of capacities, K90MC with seawater system stated at the nominal MCR power (L1) for engines complying with IMO's NOx emission limitations 430 200 025 198 22 41 6.01.10 MAN B&W Diesel A/S Engine Selection Guide K90MC Coolers Pumps Nominal MCR at 94 r/min Fuel oil circulating pump Fuel oil supply pump Jacket cooling water pump Cyl. 4 5 6 7 8 9 10 11 12 kW 18280 7.4 4.7 155 145 150 145 465 460 455 455 560 550 550 550 420 415 405 420 n.a. 22850 9.3 5.8 200 180 190 180 580 580 570 570 700 690 690 690 530 520 510 530 n.a. 27420 11.1 7.0 235 215 225 215 690 690 680 690 830 840 830 830 630 630 610 630 n.a. 31990 13.0 8.2 270 250 n.a. 250 810 810 n.a. 800 970 970 n.a. 960 730 730 n.a. 730 n.a. 36560 14.8 9.4 315 290 305 290 930 920 920 910 1110 1110 1100 1100 840 830 810 840 n.a. 41130 16.7 10.5 350 325 340 325 1040 1040 1030 1030 1250 1250 1240 1240 940 950 910 940 n.a. 45700 18.5 11.7 385 360 375 360 1150 1150 1140 1140 1390 1390 1380 1380 1040 1050 1010 1050 n.a. 50270 20.0 12.9 430 395 415 395 1270 1270 1260 1250 1530 1530 1520 1510 1160 1150 1110 1150 n.a. 54840 22.0 14.0 470 430 450 430 1390 1380 1370 1370 1670 1660 1650 1650 1260 1250 1210 1260 n.a. 7410 260 9260 326 11110 391 12960 456 14810 521 16660 586 18510 651 20370 716 22220 781 1560 1630 1440 1560 1990 2070 1800 1970 4340 4530 3960 4270 4700 4890 4320 4690 205 200 195 195 254 254 244 244 2350 2710 3170 3530 3890 2540 2900 3260 3810 4170 2160 n.a. 2880 3240 3600 2370 2730 3130 3490 3910 See above "Lubricating oil pump" 299 354 409 454 499 299 354 399 454 499 289 n.a. 399 444 489 299 344 389 444 489 554 554 544 534 609 599 589 589 2670 2540 2670 2540 3330 3170 3360 3170 3970 4600 5320 5950 6580 7300 3810 4440 5080 5710 6350 6980 3990 n.a. 5360 5990 6630 7360 3810 4440 5080 5710 6350 6980 See above "Jacket cooling water" See above "Central cooling water quantity" for lube oil cooler 7930 7620 7990 7620 11640 11580 11520 11510 14580 14500 14420 14400 195 245 m3/h m3/h m3/h 1) 2) 3) 4) Central cooling water pump* m3/h 1) 2) 3) 4) Seawater pump* m3/h 1) 2) 3) 4) Lubricating oil pump* m3/h 1) 2) 3) 4) Booster pump for camshaft+exh. m3/h Scavenge air cooler Heat dissipation approx. kW Central cooling water m3/h Lubricating oil cooler Heat dissipation approx.* kW 1) 2) 3) 4) Lubricating oil* m3/h Central cooling water m3/h 1) 2) 3) 4) Jacket water cooler Heat dissipation approx. kW 1) 2) 3) 4) Jacket cooling water m3/h Central cooling water m3/h Central cooler Heat dissipation approx.* kW 1) 2) 3) 4) Central cooling water* m3/h Seawater* m3/h Fuel oil heater kW Exhaust gas flow at 235 °C** kg/h Air consumption of engine kg/s 17430 20270 23300 26140 28980 17460 20300 23150 26180 29030 17260 n.a. 23050 25890 28740 17290 20130 23020 25860 28770 See above "Central cooling water pump" See above "Seawater cooling pump" 290 340 390 440 485 32010 31880 31690 31620 34850 34730 34530 34530 520 580 175600 219500 263300 307200 351100 395000 438900 482800 526700 47.9 59.8 71.7 83.7 95.7 107.6 119.6 131.6 143.5 178 87 74-7.0 Fig. 6.04e: List of capacities, K90MC with central cooling water system stated at the nominal MCR power (L1) for engines complying with IMO's NOx emission limitations 430 200 025 198 22 41 6.01.11 MAN B&W Diesel A/S Engine Selection Guide K90MC-C Cyl. 6 7 8 9 10 11 12 Nominal MCR at 104 r/min kW 27360 31920 36480 41040 45600 50160 54720 Fuel oil circulating pump m3/h 11.1 13.0 14.8 16.7 18.5 20.0 22.0 Fuel oil supply pump m3/h 7.0 8.2 9.3 10.5 11.7 12.8 14.0 m /h 1) 215 260 290 325 355 400 430 2) 200 230 265 295 330 365 395 3) 210 n.a. 280 310 n.a. 385 415 4) 200 230 265 295 330 365 395 m3/h 1) 890 1040 1190 1330 1480 1630 1780 2) 890 1030 1180 1330 1480 1620 1770 3) 880 n.a. 1180 1320 n.a. 1620 1760 4) 880 1030 1170 1320 1470 1610 1760 m3/h 1) 610 720 820 920 1010 1120 1220 2) 610 710 810 920 1020 1120 1220 3) 590 n.a. 790 880 n.a. 1080 1180 4) 610 710 820 910 1020 1120 1220 n.a. n.a. n.a. n.a. n.a. n.a. n.a. 11680 13630 15580 17530 19470 21420 23370 586 684 781 879 977 1074 1172 Pumps Jacket cooling water pump Seawater cooling pump* Coolers Lubricating oil pump* 3 Booster pump for camshaft m3/h Scavenge air cooler Heat dissipation approx. kW Seawater m3/h Lubricating oil cooler Heat dissipation approx.* kW 1) 2350 2810 3170 3530 3890 4340 4700 2) 2540 2900 3260 3810 4170 4530 4890 3) 2160 n.a. 2880 3240 n.a. 3960 4320 4) 2370 2730 3130 3490 3910 4270 4690 Lubricating oil* m3/h Seawater m3/h 1) 304 356 409 451 503 556 608 2) 304 346 399 451 503 546 598 3) 294 n.a. 399 441 n.a. 546 588 4) 294 346 389 441 493 536 588 1) 3970 4680 5320 5950 6580 7300 7930 2) 3810 4440 5080 5710 6350 6980 7620 3) 3990 n.a. 5360 5990 n.a. 7360 7990 4) 3810 4440 5080 5710 6350 6980 7620 Jacket water cooler Heat dissipation approx. kW See above "Main lubricating oil pump" Jacket cooling water m3/h See above "Jacket cooling water pump" Seawater m3/h See above "Seawater quantity" for lube oil cooler Fuel oil heater kW 290 340 390 440 485 520 580 Exhaust gas flow at 235 °C** kg/h 274700 320500 366200 412000 457800 503600 549400 Air consumption of engine kg/s 74.9 87.4 99.9 112.4 124.9 137.3 149.8 * For main engine arrangements with built-on power take off (PTO) of an MAN B&W recommended type and/or torsional vibration damper the engine’s capacities must be increased by those stated for the actual system ** The exhaust gas amount and temperature must be adjusted according to the actual plant specification n.a. Not applicable 1) Engines with MAN B&W turbochargers 3) Engines with ABB turbochargers, type VTR 2) Engines with ABB turbochargers, type TPL 4) Engines with Mitsubishi turbochargers 178 87 75-9.0 Fig. 6.03f: List of capacities, K90MC-C with seawater system stated at the nominal MCR power (L1) for engines complying with IMO's NOx emission limitations 430 200 025 198 22 41 6.01.12 MAN B&W Diesel A/S Engine Selection Guide K90MC-C Coolers Pumps Nominal MCR at 104 r/min Fuel oil circulating pump Fuel oil supply pump Jacket cooling water pump Cyl. 6 7 8 9 10 11 12 kW 27360 11.1 7.0 215 200 210 200 710 710 700 710 860 860 850 850 610 610 590 610 n.a. 31920 13.0 8.2 260 230 n.a. 230 840 830 n.a. 820 1010 1000 n.a. 990 720 710 n.a. 710 n.a. 36480 14.8 9.3 290 265 280 265 950 950 940 940 1150 1140 1130 1130 820 810 790 820 n.a. 41040 16.7 10.5 325 295 310 295 1070 1070 1060 1050 1290 1290 1270 1270 920 920 880 910 n.a. 45600 18.5 11.7 355 330 n.a. 330 1180 1190 n.a. 1170 1430 1430 n.a. 1420 1010 1020 n.a. 1020 n.a. 50160 20.0 12.8 400 365 385 365 1310 1300 1290 1290 1570 1570 1560 1560 1120 1120 1080 1120 n.a. 54720 22.0 14.0 430 395 415 395 1420 1420 1410 1410 1710 1710 1700 1700 1220 1220 1180 1220 n.a. 11590 410 13530 478 15460 546 17390 614 19320 683 21250 751 23190 819 2350 2540 2160 2370 2810 2900 n.a. 2730 4340 4530 3960 4270 4700 4890 4320 4690 300 300 290 300 362 352 n.a. 342 559 549 539 539 601 601 591 591 3970 3810 3990 3810 4680 4440 n.a. 4440 m3/h m3/h m3/h 1) 2) 3) 4) Central cooling water pump* m3/h 1) 2) 3) 4) Seawater pump* m3/h 1) 2) 3) 4) Lubricating oil pump* m3/h 1) 2) 3) 4) Booster pump for camshaft+exh. m3/h Scavenge air cooler Heat dissipation approx. kW Central cooling water m3/h Lubricating oil cooler Heat dissipation approx.* kW 1) 2) 3) 4) Lubricating oil* m3/h Central cooling water m3/h 1) 2) 3) 4) Jacket water cooler Heat dissipation approx. kW 1) 2) 3) 4) Jacket cooling water m3/h Central cooling water m3/h Central cooler Heat dissipation approx.* kW 1) 2) 3) 4) Central cooling water* m3/h Seawater* m3/h 17910 17940 17740 17770 3170 3530 3890 3260 3810 4170 2880 3240 n.a. 3130 3490 3910 See above "Lubricating oil pump" 404 456 497 404 456 507 394 446 n.a. 394 436 487 5320 5950 6580 7300 5080 5710 6350 6980 5360 5990 n.a. 7360 5080 5710 6350 6980 See above "Jacket cooling water" See above "Central cooling water quantity" for lube oil cooler 21020 20870 n.a. 20700 23950 26870 29790 23800 26910 29840 23700 26620 n.a. 23670 26590 29580 See above "Central cooling water pump" See above "Seawater cooling pump" 32890 32760 32570 32500 7930 7620 7990 7620 35820 35700 35500 35500 Fuel oil heater kW 290 340 390 440 485 520 580 Exhaust gas flow at 235 °C** kg/h 274700 320500 366200 412000 457800 503600 549400 Air consumption of engine kg/s 74.9 87.4 99.9 112.4 124.9 137.3 149.8 178 87 76-0.0 Fig. 6.04f: List of capacities, K90MC-C with central cooling water system stated at the nominal MCR power (L1) for engines complying with IMO's NOx emission limitations 430 200 025 198 22 41 6.01.13 MAN B&W Diesel A/S Engine Selection Guide Pumps S80MC-C Cyl. 6 7 8 Nominal MCR at 76 r/min kW 23280 27160 31040 Fuel oil circulating pump m3/h 9.6 11.2 12.7 Fuel oil supply pump m3/h 5.7 6.7 7.6 Jacket cooling water pump m3/h 1) 215 250 285 2) 200 230 265 3) 210 240 275 4) 200 230 265 m3/h 1) 700 810 920 2) 690 810 930 3) 690 800 920 Seawater cooling pump* Lubricating oil pump* 4) 690 800 920 m3/h 1) 445 510 580 2) 440 520 590 3) 420 490 560 4) Coolers 445 520 590 Booster pump for camshaft m3/h 10.4 12.1 13.9 Scavenge air cooler Heat dissipation approx. kW 8970 10460 11960 Seawater m3/h 441 515 588 Lubricating oil cooler Heat dissipation approx.* kW 1) 1770 2040 2300 2) 1850 2230 2490 3) 1580 1850 2110 4) 1750 2060 2320 Lubricating oil* m /h Seawater m3/h 1) 259 295 332 2) 249 295 342 3) 249 285 332 4) 249 285 332 1) 3590 4160 4730 2) 3430 4000 4580 3) 3620 4190 4760 4) 3430 4000 4580 Jacket water cooler Heat dissipation approx. * ** 3 kW See above "Main lubricating oil pump" Jacket cooling water 3 m /h See above "Jacket cooling water pump" Seawater m3/h See above "Seawater quantity" for lube oil cooler Fuel oil heater kW 250 295 335 Exhaust gas flow at 240 °C** kg/h 216700 252800 289000 Air consumption of engine kg/s 59.1 68.9 78.8 For main engine arrangements with built-on power take off (PTO) of an MAN B&W recommended type and/or torsional vibration damper the engine’s capacities must be increased by those stated for the actual system The exhaust gas amount and temperature must be adjusted according to the actual plant specification 1) Engines with MAN B&W turbochargers 3) Engines with ABB turbochargers, type VTR 2) Engines with ABB turbochargers, type TPL 4) Engines with Mitsubishi turbochargers 178 37 44-5.2 Fig. 6.03g: List of capacities, S80MC-C with seawater system stated at the nominal MCR power (L1) for engines complying with IMO's NOx emission limitations 430 200 025 198 22 41 6.01.14 MAN B&W Diesel A/S Engine Selection Guide S80MC-C Pumps Nominal MCR at 76 r/min Fuel oil circulating pump Fuel oil supply pump Jacket cooling water pump Central cooling water pump* Seawater pump* Lubricating oil pump* Coolers Booster pump for camshaft Scavenge air cooler Heat dissipation approx. Central cooling water Lubricating oil cooler Heat dissipation approx.* Lubricating oil* Central cooling water Jacket water cooler Heat dissipation approx. Cyl. 6 7 12 kW 23280 9.6 5.7 215 200 210 200 590 590 580 580 680 680 670 670 445 440 420 445 10.4 27160 11.2 6.7 250 230 240 230 690 690 680 680 790 790 790 790 510 520 490 520 12.1 31040 12.7 7.6 285 265 275 265 780 780 770 780 900 910 900 900 580 590 560 590 13.9 8900 334 10380 390 11860 445 1) 2) 3) 4) 1770 1850 1580 1750 2300 2490 2110 2320 m3/h m3/h 1) 2) 3) 4) 256 256 246 246 2040 2230 1850 2060 See above "Lubricating oil pump" 300 300 290 290 m3/h m3/h m3/h 1) 2) 3) 4) m3/h 1) 2) 3) 4) m3/h 1) 2) 3) 4) m3/h 1) 2) 3) 4) m3/h kW m3/h kW kW 335 335 325 335 1) 2) 3) 4) 3590 3430 3620 3430 4160 4730 4000 4580 4190 4760 4000 4580 See above "Jacket cooling water" See above "Central cooling water quantity" for lube oil cooler 1) 2) 3) 4) 14260 14180 14100 14080 16580 16610 16420 16440 See above "Central cooling water pump" See above "Seawater cooling pump" 18890 18930 18730 18760 Jacket cooling water Central cooling water Central cooler Heat dissipation approx.* m3/h m3/h Central cooling water* Seawater* m3/h m3/h Fuel oil heater kW 250 295 335 Exhaust gas flow at 240 °C** kg/h 216700 252800 289000 Air consumption of engine kg/s 59.1 68.9 78.8 kW 178 37 45-7.2 Fig. 6.04g: List of capacities, S80MC-C with central cooling water system stated at the nominal MCR power (L1) for engines complying with IMO's NOx emission limitations 430 200 025 198 22 41 6.01.15 MAN B&W Diesel A/S Engine Selection Guide Pumps S80MC Cyl. 4 5 6 7 8 9 Nominal MCR at 79 r/min kW 15360 19200 23040 26880 30720 34560 Fuel oil circulating pump m3/h 6.3 7.9 9.4 11.0 12.6 14.2 Fuel oil supply pump m3/h 3.7 4.7 5.6 6.6 7.5 8.4 Jacket cooling water pump m3/h 1) 140 175 215 250 285 325 2) 135 165 200 230 265 300 3) 140 175 210 240 275 315 4) 135 165 200 230 265 300 m3/h 1) 465 580 700 810 930 1050 2) 465 580 700 820 930 1040 3) 460 580 690 810 920 1040 4) 460 580 690 810 920 1040 m3/h 1) 305 380 460 530 610 690 2) 305 375 455 540 610 680 3) 295 365 440 510 590 660 4) 305 380 455 540 610 680 6.9 8.7 10.4 12.1 13.9 15.6 Seawater cooling pump* Coolers Lubricating oil pump* Booster pump for camshaft m3/h Scavenge air cooler Heat dissipation approx. kW 5910 7390 8860 10340 11820 13290 Seawater m3/h 294 368 441 515 588 662 Lubricating oil cooler Heat dissipation approx.* kW 1) 1190 1500 1840 2110 2390 2760 2) 1290 1570 1920 2310 2580 2860 3) 1100 1370 1650 1920 2200 2470 4) 1200 1500 1770 2090 2410 2680 Lubricating oil* m /h Seawater m3/h 1) 171 212 259 295 342 388 2) 171 212 259 305 342 378 3) 166 212 249 295 332 378 4) 166 212 249 295 332 378 1) 2370 2990 3590 4160 4730 5390 2) 2290 2860 3430 4000 4580 5150 3) 2380 2990 3620 4190 4760 5430 4) 2290 2860 3430 4000 4580 5150 Jacket water cooler Heat dissipation approx. * ** 3 kW See above "Main lubricating oil pump" Jacket cooling water m3/h See above "Jacket cooling water pump" Seawater m3/h See above "Seawater quantity" for lube oil cooler Fuel oil heater kW 165 205 245 290 330 370 Exhaust gas flow at 240 °C** kg/h 142800 178500 214200 249900 285600 321300 Air consumption of engine kg/s 38.9 48.7 58.4 68.1 77.8 87.6 For main engine arrangements with built-on power take off (PTO) of an MAN B&W recommended type and/or torsional vibration damper the engine’s capacities must be increased by those stated for the actual system The exhaust gas amount and temperature must be adjusted according to the actual plant specification 1) Engines with MAN B&W turbochargers 3) Engines with ABB turbochargers, type VTR 2) Engines with ABB turbochargers, type TPL 4) Engines with Mitsubishi turbochargers 178 36 25-9.1 Fig. 6.03h: List of capacities, S80MC with seawater system stated at the nominal MCR power (L1) f or engines complying with IMO's NOx emission limitations 430 200 025 198 22 41 6.01.16 MAN B&W Diesel A/S Engine Selection Guide S80MC Pumps Nominal MCR at 79 r/min Fuel oil circulating pump Fuel oil supply pump Jacket cooling water pump Central cooling water pump* Seawater pump* Lubricating oil pump* Coolers Booster pump for camshaft Scavenge air cooler Heat dissipation approx. Central cooling water Lubricating oil cooler Heat dissipation approx.* Lubricating oil* Central cooling water Jacket water cooler Heat dissipation approx. Cyl. 4 5 6 7 8 9 kW 15360 6.3 3.7 140 135 140 135 390 390 385 385 450 450 445 445 305 305 295 305 6.9 19200 7.9 4.7 175 165 175 165 490 485 480 480 570 560 560 560 380 375 365 380 8.7 23040 9.4 5.6 215 200 210 200 590 580 580 580 680 680 670 670 460 455 440 455 10.4 26880 11.0 6.6 250 230 240 230 680 680 670 670 790 790 780 780 530 540 510 540 12.1 30720 12.6 7.5 285 265 275 265 780 780 770 770 900 900 890 900 610 610 590 610 13.9 34560 14.2 8.4 325 300 315 300 880 870 870 870 1020 1010 1010 1010 690 680 660 680 15.6 5860 218 7330 273 8800 328 10260 382 11730 437 13190 491 1) 2) 3) 4) 1190 1290 1100 1200 1500 1570 1370 1500 2390 2580 2200 2410 2760 2860 2470 2680 m3/h m3/h 1) 2) 3) 4) 172 172 167 167 217 212 207 207 343 343 333 333 389 379 379 379 1) 2) 3) 4) 2370 2290 2380 2290 2990 2860 2990 2860 3590 4160 4730 3430 4000 4580 3620 4190 4760 3430 4000 4580 See above "Jacket cooling water" See above "Central cooling water quantity" for lube oil cooler 5390 5150 5430 5150 1) 2) 3) 4) 9420 9440 9340 9350 11820 14230 16530 18850 11760 14150 16570 18890 11690 14070 16370 18690 11690 14000 16350 18720 See above "Central cooling water pump" See above "Seawater cooling pump" 21340 21200 21090 21020 m3/h m3/h m3/h 1) 2) 3) 4) m3/h 1) 2) 3) 4) m3/h 1) 2) 3) 4) m3/h 1) 2) 3) 4) m3/h kW m3/h kW kW 1840 2110 1920 2310 1650 1920 1770 2090 See above "Lubricating oil pump" 262 298 252 298 252 288 252 288 Jacket cooling water Central cooling water Central cooler Heat dissipation approx.* m3/h m3/h Central cooling water* Seawater* m3/h m3/h Fuel oil heater kW 165 205 245 290 330 370 Exhaust gas flow at 240 °C** kg/h 142800 178500 214200 249900 285600 321300 Air consumption of engine kg/s 38.9 48.7 58.4 68.1 77.8 87.6 kW 178 36 27-2.1 Fig. 6.04h: List of capacities, S80MC with central cooling water system stated at the nominal MCR power (L1) for engines complying with IMO's NOx emission limitations 430 200 025 198 22 41 6.01.17 MAN B&W Diesel A/S Engine Selection Guide Pumps L80MC Cyl. 4 5 6 7 8 9 10 11 12 Nominal MCR at 93 r/min kW 14560 18200 21840 25480 29120 32760 36400 40040 43680 Fuel oil circulating pump m3/h 6.3 7.8 9.4 11.0 12.5 14.1 15.7 17.2 18.8 Fuel oil supply pump m3/h 3.7 4.7 5.6 6.5 7.5 8.4 9.3 10.2 11.2 Jacket cooling water pump m3/h 1) 120 145 180 210 235 275 300 325 355 2) 110 135 165 190 220 245 275 300 330 3) 115 145 175 200 230 260 290 315 345 4) 110 135 165 190 220 245 275 300 330 m3/h 1) 465 580 700 820 930 1060 1170 1290 1400 2) 465 580 700 820 930 1050 1160 1290 1400 3) 460 580 700 810 930 1040 1160 1270 1390 Seawater cooling pump* Coolers Lubricating oil pump* ** 465 580 690 810 930 1040 1160 1270 1390 350 435 530 610 700 790 870 960 1040 2) 350 435 520 610 700 780 870 960 1050 3) 335 420 510 590 670 760 840 930 1010 4) 350 435 520 610 700 780 870 960 1040 6.9 8.7 10.4 12.1 13.9 15.6 17.3 19.1 20.8 Booster pump for camshaft m3/h Scavenge air cooler Heat dissipation approx. kW 6210 7760 9310 10860 12410 13960 15510 17060 18620 Seawater m3/h 302 378 454 529 605 680 756 832 907 Lubricating oil cooler Heat dissipation approx.* kW 1) 1260 1580 1940 2230 2520 2900 3200 3490 3780 2) 1360 1650 2010 2420 2710 3000 3290 3770 4070 3) 1160 1460 1750 2040 2330 2620 2910 3200 3490 4) 1270 1580 1870 2210 2540 2830 3160 3450 3740 Lubricating oil* m /h Seawater m3/h 1) 163 202 246 291 325 380 414 458 493 2) 163 202 246 291 325 370 404 458 493 3) 158 202 246 281 325 360 404 438 483 4) 163 202 236 281 325 360 404 438 483 1) 2170 2740 3290 3820 4340 4940 5460 5990 6510 2) 2090 2610 3130 3660 4180 4700 5220 5750 6270 3) 2180 2740 3320 3840 4370 4980 5510 6030 6550 4) 2090 2610 3130 3660 4180 4700 5220 5750 6270 450 495 Jacket water cooler Heat dissipation approx. * 4) m3/h 1) 3 kW See above "Main lubricating oil pump" Jacket cooling water 3 m /h See above "Jacket cooling water pump" Seawater m3/h See above "Seawater quantity" for lube oil cooler Fuel oil heater kW Exhaust gas flow at 235 °C** kg/h Air consumption of engine kg/s 165 205 245 290 330 370 410 145700 182200 218600 255000 291500 327900 364400 400800 437200 39.7 49.7 59.6 69.5 79.5 89.4 99.4 109.3 119.2 For main engine arrangements with built-on power take off (PTO) of an MAN B&W recommended type and/or torsional vibration damper the engine’s capacities must be increased by those stated for the actual system The exhaust gas amount and temperature must be adjusted according to the actual plant specification 1) Engines with MAN B&W turbochargers 3) Engines with ABB turbochargers, type VTR 2) Engines with ABB turbochargers, type TPL 4) Engines with Mitsubishi turbochargers 178 36 26-0.1 Fig. 6.03i: List of capacities, L80MC with seawater system stated at the nominal MCR power (L1) for engines complying with IMO's NOx emission limitations 430 200 025 198 22 41 6.01.18 MAN B&W Diesel A/S Engine Selection Guide L80MC Pumps Nominal MCR at 93 r/min Fuel oil circulating pump Fuel oil supply pump Jacket cooling water pump Central cooling water pump* Seawater pump* Lubricating oil pump* Coolers Booster pump for camshaft Scavenge air cooler Heat dissipation approx. Central cooling water Lubricating oil cooler Heat dissipation approx.* Lubricating oil* Central cooling water Jacket water cooler Heat dissipation approx. Cyl. 4 5 6 7 8 9 10 11 12 kW 14560 6.3 3.7 120 110 115 110 390 390 385 390 460 460 455 455 350 350 335 350 6.9 18200 7.8 4.7 145 135 145 135 490 485 485 485 570 570 570 570 435 435 420 435 8.7 21840 9.4 5.6 180 165 175 165 590 590 580 580 690 690 680 680 530 520 510 520 10.4 25480 11.0 6.5 210 190 200 190 690 690 680 680 800 810 800 800 610 610 590 610 12.1 29120 12.5 7.5 235 220 230 220 780 780 770 780 920 920 910 910 700 700 670 700 13.9 32760 14.1 8.4 275 245 260 245 890 880 870 870 1040 1030 1030 1020 790 780 760 780 15.6 36400 15.7 9.3 300 275 290 275 980 970 970 970 1150 1140 1140 1140 870 870 840 870 17.3 40040 17.2 10.2 325 300 315 300 1080 1080 1070 1060 1260 1270 1250 1250 960 960 930 960 19.1 43680 18.8 11.2 355 330 345 330 1170 1180 1160 1160 1380 1380 1360 1360 1040 1050 1010 1040 20.8 6150 227 7690 284 9230 340 10770 397 12310 454 13850 510 15390 567 16930 624 18460 680 1) 2) 3) 4) 1260 1360 1160 1270 1580 1650 1460 1580 3490 3770 3200 3450 3780 4070 3490 3740 m3/h m3/h 1) 2) 3) 4) 163 163 158 163 206 201 201 201 1940 2230 2520 2900 3200 2010 2420 2710 3000 3290 1750 2040 2330 2620 2910 1870 2210 2540 2830 3160 See above "Lubricating oil pump" 250 293 326 380 413 250 293 326 370 403 240 283 316 360 403 240 283 326 360 403 456 456 446 436 490 500 480 480 1) 2) 3) 4) 2170 2090 2180 2090 2740 2610 2740 2610 3290 3820 4340 4940 5460 5990 3130 3660 4180 4700 5220 5750 3320 3840 4370 4980 5510 6030 3130 3660 4180 4700 5220 5750 See above "Jacket cooling water" See above "Central cooling water quantity" for lube oil cooler 6510 6270 6550 6270 1) 2) 3) 4) 9580 9600 9490 9510 12010 11950 11890 11880 165 205 m3/h m3/h m3/h 1) 2) 3) 4) m3/h 1) 2) 3) 4) m3/h 1) 2) 3) 4) m3/h 1) 2) 3) 4) m3/h kW m3/h kW kW Jacket cooling water Central cooling water Central cooler Heat dissipation approx.* m3/h m3/h Central cooling water* Seawater* m3/h m3/h Fuel oil heater kW Exhaust gas flow at 235 °C** kg/h Air consumption of engine kg/s kW 14460 16820 19170 21690 24050 14370 16850 19200 21550 23900 14300 16650 19010 21450 23810 14230 16640 19030 21380 23770 See above "Central cooling water pump" See above "Seawater cooling pump" 245 290 330 370 410 26410 26450 26160 26130 28750 28800 28500 28470 450 495 145700 182200 218600 255000 291500 327900 364400 400800 437200 39.7 49.7 59.6 69.5 79.5 89.4 99.4 109.3 119.2 178 36 28-2.1 Fig. 6.04i: List of capacities, L80MC with central cooling water system stated at the nominal MCR power (L1) for engines complying with IMO's NOx emission limitations 430 200 025 198 22 41 6.01.19 MAN B&W Diesel A/S Engine Selection Guide Pumps K80MC-C Cyl. 6 7 8 9 10 11 12 Nominal MCR at 104 r/min kW 21660 25270 28880 32490 36100 39710 43320 Fuel oil circulating pump m3/h 9.4 10.9 12.5 14.0 15.6 17.1 18.7 Fuel oil supply pump m3/h 5.5 6.5 7.4 8.3 9.2 10.2 11.1 Jacket cooling water pump m3/h 1) 175 200 225 250 285 315 340 2) 155 180 210 235 260 285 310 3) 165 190 220 250 275 300 325 4) 155 180 210 235 260 285 310 m3/h 1) 670 780 890 1000 1110 1220 1330 2) 670 780 890 1000 1110 1220 1340 3) 660 770 880 990 1100 1210 1320 Seawater cooling pump* Lubricating oil pump* 4) 660 770 880 990 1100 1210 1320 m3/h 1) 495 580 650 730 820 900 980 2) 495 570 660 740 820 900 990 3) 475 550 630 710 790 870 950 4) Coolers 490 580 660 740 820 900 980 Booster pump for camshaft m3/h 10.4 12.1 13.9 15.6 17.3 19.1 20.9 Scavenge air cooler Heat dissipation approx. kW 8840 10310 11780 13260 14730 16200 17680 Seawater m3/h 441 515 588 662 735 809 882 Lubricating oil cooler Heat dissipation approx.* kW 1) 1860 2140 2420 2700 3070 3350 3630 2) 1940 2220 2610 2890 3170 3450 3920 3) 1670 1950 2230 2510 2790 3060 3340 4) 1800 2120 2440 2720 2990 3310 3590 Lubricating oil* m /h Seawater m3/h 1) 229 265 302 338 375 411 448 2) 229 265 302 338 375 411 458 3) 219 255 292 328 365 401 438 4) 219 255 292 328 365 401 438 1) 2940 3400 3860 4330 4870 5330 5790 2) 2780 3240 3700 4170 4630 5090 5560 3) 2970 3430 3890 4450 4910 5370 5840 4) 2780 3240 3700 4170 4630 5090 5560 Jacket water cooler Heat dissipation approx. * ** 3 kW See above "Main lubricating oil pump" Jacket cooling water 3 m /h See above "Jacket cooling water pump" Seawater m3/h See above "Seawater quantity" for lube oil cooler Fuel oil heater kW 245 285 330 365 410 450 490 Exhaust gas flow at 235 °C** kg/h 207900 242600 277200 311900 346500 381200 415800 Air consumption of engine kg/s 56.7 66.1 75.5 85.0 94.4 103.9 113.3 For main engine arrangements with built-on power take off (PTO) of an MAN B&W recommended type and/or torsional vibration damper the engine’s capacities must be increased by those stated for the actual system The exhaust gas amount and temperature must be adjusted according to the actual plant specification 1) Engines with MAN B&W turbochargers 3) Engines with ABB turbochargers, type VTR 2) Engines with ABB turbochargers, type TPL 4) Engines with Mitsubishi turbochargers 178 87 79-6.0 Fig. 6.03j: List of capacities, K80MC-C with seawater system stated at the nominal MCR power (L1) for engines complying with IMO's NOx emission limitations 430 200 025 198 22 41 6.01.20 MAN B&W Diesel A/S Engine Selection Guide K80MC-C Pumps Nominal MCR at 104 r/min Fuel oil circulating pump Fuel oil supply pump Jacket cooling water pump Central cooling water pump* Seawater pump* Lubricating oil pump* Coolers Booster pump for camshaft Scavenge air cooler Heat dissipation approx. Central cooling water Lubricating oil cooler Heat dissipation approx.* Lubricating oil* Central cooling water Jacket water cooler Heat dissipation approx. Cyl. 6 7 8 9 10 11 12 kW 21660 9.4 5.5 175 155 165 155 540 530 530 530 650 650 640 640 495 495 475 490 10.4 25270 10.9 6.5 200 180 190 180 630 620 620 620 750 750 750 750 580 570 550 580 12.1 28880 12.5 7.4 225 210 220 210 710 710 700 710 860 860 850 850 650 660 630 660 13.9 32490 14.0 8.3 250 235 250 235 800 800 800 790 970 970 960 960 730 740 710 740 15.6 36100 15.6 9.2 285 260 275 260 890 890 880 880 1080 1070 1070 1060 820 820 790 820 17.3 39710 17.1 10.2 315 285 300 285 980 970 970 970 1180 1180 1170 1170 900 900 870 900 19.1 43320 18.7 11.1 340 310 325 310 1070 1070 1060 1060 1290 1290 1280 1280 980 990 950 980 20.8 8770 309 10230 360 11690 412 13150 463 14610 515 16070 566 17540 617 1) 2) 3) 4) 1860 1940 1670 1800 2140 2220 1950 2120 3350 3450 3060 3310 3630 3920 3340 3590 m3/h m3/h 1) 2) 3) 4) 231 221 221 221 270 260 260 260 414 404 404 404 453 453 443 443 1) 2) 3) 4) 2940 2780 2970 2780 3400 3240 3430 3240 1) 2) 3) 4) 13570 13490 13410 13350 15770 15690 15610 15590 m3/h m3/h m3/h 1) 2) 3) 4) m3/h 1) 2) 3) 4) m3/h 1) 2) 3) 4) m3/h 1) 2) 3) 4) m3/h kW m3/h kW kW 2420 2700 3070 2610 2890 3170 2230 2510 2790 2440 2720 2990 See above "Lubricating oil pump" 298 337 375 298 337 375 288 337 365 298 327 365 3860 4330 4870 5330 3700 4170 4630 5090 3890 4450 4910 5370 3700 4170 4630 5090 See above "Jacket cooling water" See above "Central cooling water quantity" for lube oil cooler Jacket cooling water Central cooling water Central cooler Heat dissipation approx.* m3/h m3/h Central cooling water* Seawater* m3/h m3/h Fuel oil heater kW 245 285 330 365 Exhaust gas flow at 235 °C** kg/h 207900 242600 277200 Air consumption of engine kg/s 56.7 66.1 75.5 kW 17970 20180 22550 18000 20210 22410 17810 20110 22310 17830 20040 22230 See above "Central cooling water pump" See above "Seawater cooling pump" 5790 5560 5840 5560 24750 24610 24500 24470 26960 27020 26720 26690 410 450 490 311900 346500 381200 415800 85.0 94.4 103.9 113.3 178 87 80-6.0 Fig. 6.04j: List of capacities, K80MC-C with central cooling water system stated at the nominal MCR power (L1) for engines complying with IMO's NOx emission limitations 430 200 025 198 22 41 6.01.21 MAN B&W Diesel A/S Engine Selection Guide Pumps S70MC-C Cyl. 4 5 6 7 8 Nominal MCR at 91 r/min kW 12420 15525 18630 21735 24840 Fuel oil circulating pump m3/h 5.5 6.9 8.3 9.6 11.0 Fuel oil supply pump m3/h 3.1 3.9 4.6 5.4 6.2 Jacket cooling water pump m3/h 1) 110 140 165 190 225 2) 105 130 155 180 205 3) 110 135 160 190 215 4) 105 130 155 180 205 m3/h 1) 405 500 610 710 810 2) 405 510 610 710 810 3) 400 500 600 700 800 Seawater cooling pump* Lubricating oil pump* 4) 400 500 600 700 800 m3/h 1) 265 325 390 455 530 2) 260 325 390 460 520 3) 250 315 380 440 500 4) 265 325 390 455 530 2.0 2.5 3.0 3.5 4.0 Coolers Booster pump for exh. valve act. m3/h Scavenge air cooler Heat dissipation approx. kW 5070 6330 7600 8870 10130 Seawater m3/h 269 336 404 471 538 Lubricating oil cooler Heat dissipation approx.* kW 1) 980 1200 1440 1660 1950 2) 1030 1320 1540 1840 2060 3) 880 1100 1320 1540 1760 4) 970 1200 1420 1680 1970 Lubricating oil* m /h Seawater m3/h 1) 136 164 206 239 272 2) 136 174 206 239 272 3) 131 164 196 229 262 4) 131 164 196 229 262 1) 1880 2330 2830 3280 3760 2) 1800 2250 2700 3150 3600 3) 1890 2340 2830 3340 3790 4) 1800 2250 2700 3150 3600 Jacket water cooler Heat dissipation approx. * ** 3 kW See above "Main lubricating oil pump" Jacket cooling water 3 m /h See above "Jacket cooling water pump" Seawater m3/h See above "Seawater quantity" for lube oil cooler Fuel oil heater kW 145 180 220 250 290 Exhaust gas flow at 235 °C** kg/h 117600 147000 176400 205800 235200 Air consumption of engine kg/s 32.1 40.1 48.1 56.1 64.1 For main engine arrangements with built-on power take off (PTO) of an MAN B&W recommended type and/or torsional vibration damper the engine’s capacities must be increased by those stated for the actual system The exhaust gas amount and temperature must be adjusted according to the actual plant specification 1) Engines with MAN B&W turbochargers 3) Engines with ABB turbochargers, type VTR 2) Engines with ABB turbochargers, type TPL 4) Engines with Mitsubishi turbochargers 178 45 60-4.0 Fig. 6.03k: List of capacities, S70MC-C with high efficiency turbocharger seawater system stated at the nominal MCR power (L1) for engines complying with IMO's NOx emission limitations 430 200 025 198 22 41 6.01.22 MAN B&W Diesel A/S Engine Selection Guide S70MC-C Coolers Pumps Nominal MCR at 91 r/min Fuel oil circulating pump Fuel oil supply pump Jacket cooling water pump Cyl. 4 5 6 7 8 kW 12420 5.5 3.1 110 105 110 105 310 310 305 305 380 375 375 375 265 260 250 265 2.0 15525 6.9 3.9 140 130 135 130 385 385 380 380 470 470 465 465 325 325 315 325 2.5 18630 8.3 4.6 165 155 160 155 465 460 455 455 570 560 560 560 390 390 380 390 3.0 21735 9.6 5.4 190 180 190 180 540 540 530 530 660 660 650 650 460 460 440 455 3.5 24840 11.0 6.2 225 205 215 205 620 620 610 610 750 750 750 750 530 520 500 530 4.0 5030 173 6290 216 7540 259 8800 302 10060 345 980 1030 880 980 1200 1440 1660 1320 1540 1840 1100 1320 1540 1200 1420 1680 See above "Lubricating oil pump" 169 206 238 169 201 238 164 196 228 164 196 228 1950 2060 1740 1970 1880 1800 1890 1800 2330 2830 3280 2250 2700 3150 2340 2830 3340 2250 2700 3150 See above "Jacket cooling water" See above "Central cooling water quantity" for lube oil cooler 3760 3600 3790 3600 7890 7860 7800 7810 9820 11810 13740 9860 11780 13790 9730 11690 13680 9740 11660 13630 See above "Central cooling water pump" See above "Seawater cooling pump" 15770 15720 15610 15630 m3/h m3/h m3/h 1) 2) 3) 4) Central cooling water pump* m3/h 1) 2) 3) 4) Seawater pump* m3/h 1) 2) 3) 4) Lubricating oil pump* m3/h 1) 2) 3) 4) Booster pump for exh. valve act. m3/h Scavenge air cooler kW Heat dissipation approx. Central cooling water m3/h Lubricating oil cooler Heat dissipation approx.* kW 1) 2) 3) 4) Lubricating oil* m3/h Central cooling water m3/h 1) 2) 3) 4) Jacket water cooler Heat dissipation approx. kW 1) 2) 3) 4) Jacket cooling water m3/h Central cooling water m3/h Central cooler Heat dissipation approx.* kW 1) 2) 3) 4) Central cooling water* m3/h Seawater* m3/h 137 137 132 132 275 275 265 265 Fuel oil heater kW 145 180 220 250 290 Exhaust gas flow at 235 °C** kg/h 117600 147000 176400 205800 235200 Air consumption of engine kg/s 32.1 40.1 48.1 56.1 64.1 178 45 61-6.0 Fig. 6.04k: List of capacities, S70MC-C with high efficiency turbocharger central cooling water system stated at the nominal MCR power (L1) for engines complying with IMO's NOx emission limitations 430 200 025 198 22 41 6.01.23 MAN B&W Diesel A/S Engine Selection Guide Pumps S70MC Cyl. 4 5 6 7 8 Nominal MCR at 91 r/min kW 11240 14050 16860 19670 22480 Fuel oil circulating pump m3/h 5.2 6.4 7.7 9.0 10.3 Fuel oil supply pump m3/h 2.8 3.5 4.2 4.9 5.6 Jacket cooling water pump m3/h 1) 94 115 135 155 190 2) 85 105 125 150 170 3) 90 110 135 155 180 4) 85 105 125 150 170 m3/h 1) 355 440 530 620 710 2) 355 440 530 620 710 3) 350 440 530 610 700 Seawater cooling pump* Coolers Lubricating oil pump* ** 350 440 530 610 700 245 305 370 425 490 2) 245 305 365 425 490 3) 235 295 355 410 470 4) 245 305 365 425 485 6.2 7.8 9.4 10.9 12.5 Booster pump for camshaft m3/h Scavenge air cooler Heat dissipation approx. kW 4460 5570 6690 7800 8920 Seawater m3/h 231 289 347 404 462 Lubricating oil cooler Heat dissipation approx.* kW 1) 890 1090 1310 1510 1780 2) 930 1180 1380 1580 1860 3) 800 990 1190 1390 1590 4) 870 1100 1300 1520 1710 Lubricating oil* m /h Seawater m3/h 1) 124 151 183 216 248 2) 124 151 183 216 248 3) 119 151 183 206 238 4) 119 151 183 206 238 1) 1710 2110 2570 2980 3410 2) 1630 2030 2440 2850 3260 3) 1720 2130 2570 2980 3440 4) 1630 2030 2440 2850 3260 Jacket water cooler Heat dissipation approx. * 4) m3/h 1) 3 kW See above "Main lubricating oil pump" Jacket cooling water 3 m /h See above "Jacket cooling water pump" Seawater m3/h See above "Seawater quantity" for lube oil cooler Fuel oil heater kW 135 170 200 235 270 Exhaust gas flow at 235 °C** kg/h 106300 132800 159400 186000 212500 Air consumption of engine kg/s 29.0 36.2 43.4 50.7 57.9 For main engine arrangements with built-on power take off (PTO) of an MAN B&W recommended type and/or torsional vibration damper the engine’s capacities must be increased by those stated for the actual system The exhaust gas amount and temperature must be adjusted according to the actual plant specification 1) Engines with MAN B&W turbochargers 3) Engines with ABB turbochargers, type VTR 2) Engines with ABB turbochargers, type TPL 4) Engines with Mitsubishi turbochargers 178 87 81-8.0 Fig. 6.03l: List of capacities, S70MC with high efficiency turbocharger seawater system stated at the nominal MCR power (L1) for engines complying with IMO's NOx emission limitations 430 200 025 198 22 41 6.01.24 MAN B&W Diesel A/S Engine Selection Guide S70MC Pumps Nominal MCR at 91 r/min Fuel oil circulating pump Fuel oil supply pump Jacket cooling water pump Central cooling water pump* Seawater pump* Lubricating oil pump* Coolers Booster pump for camshaft Scavenge air cooler Heat dissipation approx. Central cooling water Lubricating oil cooler Heat dissipation approx.* Lubricating oil* Central cooling water Jacket water cooler Heat dissipation approx. Cyl. 4 5 6 7 8 kW 11240 5.2 2.8 94 85 90 85 290 285 285 285 335 335 330 330 245 245 235 245 6.2 14050 6.4 3.5 115 105 110 105 360 360 355 355 420 420 415 415 305 305 295 305 7.8 16860 7.7 4.2 135 125 135 125 430 430 425 425 500 500 495 495 370 365 355 365 9.4 19670 9.0 4.9 155 150 155 150 500 500 495 495 590 580 580 580 425 425 410 425 10.9 22480 10.3 5.6 190 170 180 170 580 570 570 570 670 670 660 660 490 490 470 485 12.5 4420 164 5530 205 6630 246 7740 287 8840 328 1) 2) 3) 4) 890 930 800 870 1780 1860 1590 1710 m3/h m3/h 1) 2) 3) 4) 126 121 121 121 1090 1310 1510 1180 1380 1580 990 1190 1390 1100 1300 1520 See above "Lubricating oil pump" 155 184 213 155 184 213 150 179 208 150 179 208 m3/h m3/h m3/h 1) 2) 3) 4) m3/h 1) 2) 3) 4) m3/h 1) 2) 3) 4) m3/h 1) 2) 3) 4) m3/h kW m3/h kW kW 252 242 242 242 1) 2) 3) 4) 1710 1630 1720 1630 2110 2570 2980 2030 2440 2850 2130 2570 2980 2030 2440 2850 See above "Jacket cooling water" See above "Central cooling water quantity" for lube oil cooler 3410 3260 3440 3260 1) 2) 3) 4) 7020 6980 6940 6920 8730 10510 12230 8740 10450 12170 8650 10390 12110 8660 10370 12110 See above "Central cooling water pump" See above "Seawater cooling pump" 14030 13960 13870 13810 Jacket cooling water Central cooling water Central cooler Heat dissipation approx.* m3/h m3/h Central cooling water* Seawater* m3/h m3/h Fuel oil heater kW 135 170 200 235 270 Exhaust gas flow at 235 °C** kg/h 106300 132800 159400 186000 212500 Air consumption of engine kg/s 29.0 36.2 43.4 50.7 57.9 kW 178 87 83-1.0 Fig. 6.04l: List of capacities, S70MC with high efficiency turbocharger and central cooling water system stated at the nominal MCR power (L1) for engines complying with IMO's NOx emission limitations 430 200 025 198 22 41 6.01.25 MAN B&W Diesel A/S Engine Selection Guide Pumps L70MC Cyl. 4 5 6 7 8 Nominal MCR at 108 r/min kW 11320 14150 16980 19810 22640 Fuel oil circulating pump m3/h 5.3 6.6 7.9 9.2 10.6 Fuel oil supply pump m3/h 2.9 3.6 4.3 5.1 5.8 Jacket cooling water pump m3/h 1) 105 125 150 175 205 2) 94 120 140 165 190 3) 99 125 150 175 200 4) 94 120 140 165 190 m3/h 1) 375 465 560 650 750 2) 370 465 560 650 740 3) 370 460 550 650 740 Seawater cooling pump* Coolers Lubricating oil pump* ** 370 460 550 640 740 255 320 385 445 510 2) 255 320 380 450 510 3) 245 310 370 430 490 4) 260 320 380 445 520 6.2 7.8 9.4 10.9 12.5 Booster pump for camshaft m3/h Scavenge air cooler Heat dissipation approx. kW 4820 6030 7240 8440 9650 Seawater m3/h 248 310 372 434 496 Lubricating oil cooler Heat dissipation approx.* kW 1) 890 1090 1310 1510 1780 2) 930 1190 1380 1660 1860 3) 800 990 1190 1390 1590 4) 880 1100 1300 1520 1760 Lubricating oil* m /h Seawater m3/h 1) 127 155 188 216 254 2) 122 155 188 216 244 3) 122 150 178 216 244 4) 122 150 178 206 244 1) 1720 2130 2590 3000 3440 2) 1640 2050 2460 2870 3280 3) 1730 2140 2590 3060 3470 4) 1640 2050 2460 2870 3280 Jacket water cooler Heat dissipation approx. * 4) m3/h 1) 3 kW See above "Main lubricating oil pump" Jacket cooling water 3 m /h See above "Jacket cooling water pump" Seawater m3/h See above "Seawater quantity" for lube oil cooler Fuel oil heater kW 140 175 205 240 280 Exhaust gas flow at 235 °C** kg/h 113400 141800 170100 198500 226800 Air consumption of engine kg/s 30.9 38.7 46.4 54.1 61.9 For main engine arrangements with built-on power take off (PTO) of an MAN B&W recommended type and/or torsional vibration damper the engine’s capacities must be increased by those stated for the actual system The exhaust gas amount and temperature must be adjusted according to the actual plant specification 1) Engines with MAN B&W turbochargers 3) Engines with ABB turbochargers, type VTR 2) Engines with ABB turbochargers, type TPL 4) Engines with Mitsubishi turbochargers 178 87 84-3.0 Fig. 6.03m: List of capacities, L70MC with seawater system stated at the nominal MCR power (L1) for engines complying with IMO's NOx emission limitations 430 200 025 198 22 41 6.01.26 MAN B&W Diesel A/S Engine Selection Guide L70MC Pumps Nominal MCR at 108 r/min Fuel oil circulating pump Fuel oil supply pump Jacket cooling water pump Central cooling water pump* Seawater pump* Lubricating oil pump* Coolers Booster pump for camshaft Scavenge air cooler Heat dissipation approx. Central cooling water Lubricating oil cooler Heat dissipation approx.* Lubricating oil* Central cooling water Jacket water cooler Heat dissipation approx. Cyl. 4 5 6 7 8 kW 11320 5.3 2.9 105 94 99 94 295 295 295 295 355 350 350 350 255 255 245 260 6.2 14150 6.6 3.6 125 120 125 120 370 370 365 365 440 440 435 435 320 320 310 320 7.8 16980 7.9 4.3 150 140 150 140 445 440 440 440 530 530 520 520 385 380 370 380 9.4 19810 9.2 5.1 175 165 175 165 520 520 510 510 620 620 610 610 445 450 430 445 10.9 22640 10.6 5.8 205 190 200 190 590 590 590 590 710 700 700 700 510 510 490 520 12.5 4790 172 5990 215 7180 258 8380 301 9580 344 1) 2) 3) 4) 890 930 800 880 1780 1860 1590 1760 m3/h m3/h 1) 2) 3) 4) 123 123 123 123 1090 1310 1510 1190 1380 1660 990 1190 1390 1100 1300 1520 See above "Lubricating oil pump" 155 187 219 155 182 219 150 182 209 150 182 209 m3/h m3/h m3/h 1) 2) 3) 4) m3/h 1) 2) 3) 4) m3/h 1) 2) 3) 4) m3/h 1) 2) 3) 4) m3/h kW m3/h kW kW 246 246 246 246 1) 2) 3) 4) 1720 1640 1730 1640 2130 2590 3000 2050 2460 2870 2140 2590 3060 2050 2460 2870 See above "Jacket cooling water" See above "Central cooling water quantity" for lube oil cooler 3440 3280 3470 3280 1) 2) 3) 4) 7400 7360 7320 7310 9210 11080 12890 9230 11020 12910 9120 10960 12830 9140 10940 12770 See above "Central cooling water pump" See above "Seawater cooling pump" 14800 14720 14640 14620 Jacket cooling water Central cooling water Central cooler Heat dissipation approx.* m3/h m3/h Central cooling water* Seawater* m3/h m3/h Fuel oil heater kW 140 175 205 240 280 Exhaust gas flow at 235 °C** kg/h 113400 141800 170100 198500 226800 Air consumption of engine kg/s 30.9 38.7 46.4 54.1 61.9 kW 178 87 85-5.0 Fig. 6.04m: List of capacities, L70MC with central cooling water system stated at the nominal MCR power (L1) for engines complying with IMO's NOx emission limitations 430 200 025 198 22 41 6.01.27 MAN B&W Diesel A/S Engine Selection Guide Pumps S60MC-C Cyl. 4 5 6 7 8 Nominal MCR at 105 r/min kW 9020 11275 13530 15785 18040 Fuel oil circulating pump m3/h 4.5 5.6 6.8 7.9 9.0 Fuel oil supply pump m3/h 2.3 2.8 3.4 3.9 4.5 Jacket cooling water pump m3/h 1) 80 105 125 140 160 2) 76 95 115 135 150 3) 79 100 120 140 160 4) 76 95 115 135 150 m3/h 1) 300 370 445 515 600 2) 300 370 445 515 590 3) 295 365 440 510 590 Seawater cooling pump* Lubricating oil pump* 4) 295 365 440 515 590 m3/h 1) 190 240 285 330 380 2) 190 240 285 335 380 3) 185 230 275 320 370 4) 190 240 290 335 380 1.6 2.0 2.4 2.8 3.2 Coolers Booster pump for exh. valve act. m3/h Scavenge air cooler Heat dissipation approx. kW 3670 4590 5500 6420 7340 Seawater m3/h 198 247 297 346 395 Lubricating oil cooler Heat dissipation approx.* kW 1) 700 900 1060 1220 1400 2) 760 950 1110 1340 1500 3) 640 800 960 1120 1280 4) 710 870 1050 1220 1380 Lubricating oil* m /h Seawater m3/h 1) 97 128 148 174 195 2) 97 123 148 174 195 3) 97 123 143 164 195 4) 97 118 143 164 195 1) 1390 1730 2060 2390 2770 2) 1320 1650 1980 2310 2640 3) 1380 1740 2070 2400 2770 4) 1320 1650 1980 2310 2640 Jacket water cooler Heat dissipation approx. * ** 3 kW See above "Lubricating oil pump" Jacket cooling water 3 m /h See above "Jacket cooling water pump" Seawater m3/h See above "Seawater quantity" for lube oil cooler Fuel oil heater kW 120 145 180 205 235 Exhaust gas flow at 235 °C** kg/h 85260 106575 127890 149205 170520 Air consumption of engine kg/s 23.2 29.0 34.9 40.7 46.5 For main engine arrangements with built-on power take off (PTO) of an MAN B&W recommended type and/or torsional vibration damper the engine’s capacities must be increased by those stated for the actual system The exhaust gas amount and temperature must be adjusted according to the actual plant specification 1) Engines with MAN B&W turbochargers 3) Engines with ABB turbochargers, type VTR 2) Engines with ABB turbochargers, type TPL 4) Engines with Mitsubishi turbochargers 178 45 58-2.0 Fig. 6.03n: List of capacities, S60MC-C with high efficiency turbocharger seawater system stated at the nominal MCR power (L1) for engines complying with IMO's NOx emission limitations 430 200 025 198 22 41 6.01.28 MAN B&W Diesel A/S Engine Selection Guide S60MC-C Coolers Pumps Nominal MCR at 105 r/min Fuel oil circulating pump Fuel oil supply pump Jacket cooling water pump Cyl. 4 5 6 7 8 kW 9020 4.5 2.3 80 76 79 76 225 225 225 225 275 275 270 270 190 190 185 190 1.6 11275 5.6 2.8 105 95 100 95 285 280 280 280 345 340 340 340 240 240 230 240 2.0 13530 6.8 3.4 125 115 120 115 340 335 335 335 410 410 405 405 285 285 275 290 2.4 15785 7.9 3.9 140 135 140 135 395 395 390 390 480 480 475 475 330 335 320 335 2.8 18040 9.0 4.5 160 150 160 150 450 450 445 445 550 550 540 540 380 380 370 380 3.2 3640 126 4550 158 5460 189 6380 221 7290 252 700 760 640 710 900 1060 1220 950 1110 1340 800 960 1120 870 1050 1220 See above "Lubricating oil pump" 127 151 174 122 146 174 122 146 169 122 146 169 1400 1500 1280 1380 1390 1320 1380 1320 1730 2060 2390 1650 1980 2310 1740 2070 2400 1650 1980 2310 See above "Jacket cooling water" See above "Central cooling water quantity" for lube oil cooler 2770 2640 2770 2640 5730 5720 5660 5670 7180 8580 9990 7150 8550 10030 7090 8490 9900 7070 8490 9910 See above "Central cooling water pump" See above "Seawater cooling pump" 11460 11430 11340 11310 m3/h m3/h m3/h 1) 2) 3) 4) Central cooling water pump* m3/h 1) 2) 3) 4) Seawater pump* m3/h 1) 2) 3) 4) Lubricating oil pump* m3/h 1) 2) 3) 4) Booster pump for exh. valve act. m3/h Scavenge air cooler kW Heat dissipation approx. Central cooling water m3/h Lubricating oil cooler Heat dissipation approx.* kW 1) 2) 3) 4) Lubricating oil* m3/h Central cooling water m3/h 1) 2) 3) 4) Jacket water cooler Heat dissipation approx. kW 1) 2) 3) 4) Jacket cooling water m3/h Central cooling water m3/h Central cooler Heat dissipation approx.* kW 1) 2) 3) 4) Central cooling water* m3/h Seawater* m3/h 99 99 99 99 198 198 193 193 Fuel oil heater kW 120 145 180 205 235 Exhaust gas flow at 235 °C** kg/h 85260 106575 127890 149205 170520 Air consumption of engine kg/s 23.2 29.0 34.9 40.7 46.5 178 45 59-4.0 Fig. 6.04n: List of capacities, S60MC-C with high efficiency turbocharger central cooling system stated at the nominal MCR power (L1) for engines complying with IMO's NOx emission limitations 430 200 025 198 22 41 6.01.29 MAN B&W Diesel A/S Engine Selection Guide Pumps S60MC Cyl. 4 5 6 7 8 Nominal MCR at 105 r/min kW 8160 10200 12240 14280 16320 Fuel oil circulating pump m3/h 4.2 5.3 6.4 7.4 8.5 Fuel oil supply pump m3/h 2.0 2.5 3.1 3.6 4.1 Jacket cooling water pump m3/h 1) 67 82 100 120 135 2) 62 78 93 110 125 3) 66 83 98 115 130 4) 62 78 93 110 125 m3/h 1) 265 325 395 455 520 2) 260 325 390 460 520 3) 260 325 390 455 520 Seawater cooling pump* Coolers Lubricating oil pump* ** 260 325 390 455 520 175 220 265 310 350 2) 175 220 265 310 350 3) 170 210 255 295 340 4) 180 220 265 310 350 5.2 6.5 7.8 9.1 10.4 Booster pump for camshaft m3/h Scavenge air cooler Heat dissipation approx. kW 3240 4050 4860 5670 6480 Seawater m3/h 172 215 258 301 344 Lubricating oil cooler Heat dissipation approx.* kW 1) 640 780 960 1100 1250 2) 680 850 1000 1200 1340 3) 580 720 860 1010 1150 4) 650 790 950 1110 1250 Lubricating oil* m /h Seawater m3/h 1) 93 110 137 154 176 2) 88 110 132 159 176 3) 88 110 132 154 176 4) 88 110 132 154 176 1) 1250 1550 1860 2160 2460 2) 1190 1480 1780 2080 2380 3) 1250 1580 1880 2170 2500 4) 1190 1480 1780 2080 2380 Jacket water cooler Heat dissipation approx. * 4) m3/h 1) 3 kW See above "Main lubricating oil pump" Jacket cooling water 3 m /h See above "Jacket cooling water pump" Seawater m3/h See above "Seawater quantity" for lube oil cooler Fuel oil heater kW 110 140 170 195 225 Exhaust gas flow at 235 °C** kg/h 77300 96600 115900 135200 154600 Air consumption of engine kg/s 21.1 26.3 31.6 36.8 42.1 For main engine arrangements with built-on power take off (PTO) of an MAN B&W recommended type and/or torsional vibration damper the engine’s capacities must be increased by those stated for the actual system The exhaust gas amount and temperature must be adjusted according to the actual plant specification 1) Engines with MAN B&W turbochargers 3) Engines with ABB turbochargers, type VTR 2) Engines with ABB turbochargers, type TPL 4) Engines with Mitsubishi turbochargers 178 30 51-8.1 Fig. 6.03o: List of capacities, S60MC with high efficiency turbocharger seawater system stated at the nominal MCR power (L1) for engines complying with IMO's NOx emission limitations 430 200 025 198 22 41 6.01.30 MAN B&W Diesel A/S Engine Selection Guide S60MC Pumps Nominal MCR at 105 r/min Fuel oil circulating pump Fuel oil supply pump Jacket cooling water pump Central cooling water pump* Seawater pump* Lubricating oil pump* Coolers Booster pump for camshaft Scavenge air cooler Heat dissipation approx. Central cooling water Lubricating oil cooler Heat dissipation approx.* Lubricating oil* Central cooling water Jacket water cooler Heat dissipation approx. Cyl. 4 5 6 7 8 kW 8160 4.2 2.0 67 62 66 62 210 210 210 210 245 245 240 240 175 175 170 180 5.2 10200 5.3 2.5 82 78 83 78 265 265 260 260 305 305 300 300 220 220 210 220 6.5 12240 6.4 3.1 100 93 98 93 320 315 315 315 365 365 360 360 265 265 255 265 7.8 14280 7.4 3.6 120 110 115 110 370 370 365 365 425 425 420 420 310 310 295 310 9.1 16320 8.5 4.1 135 125 130 125 420 420 420 415 485 485 485 480 350 350 340 350 10.4 3220 122 4020 152 4830 183 5630 213 6440 244 1) 2) 3) 4) 640 680 580 650 1250 1340 1150 1250 m3/h m3/h 1) 2) 3) 4) 88 88 88 88 780 960 1100 850 1000 1200 720 860 1010 790 950 1110 See above "Lubricating oil pump" 113 137 157 113 132 157 108 132 152 108 132 152 m3/h m3/h m3/h 1) 2) 3) 4) m3/h 1) 2) 3) 4) m3/h 1) 2) 3) 4) m3/h 1) 2) 3) 4) m3/h kW m3/h kW kW 176 176 176 171 1) 2) 3) 4) 1250 1190 1250 1190 1550 1860 2160 1480 1780 2080 1580 1880 2170 1480 1780 2080 See above "Jacket cooling water" See above "Central cooling water quantity" for lube oil cooler 2460 2380 2500 2380 1) 2) 3) 4) 5110 5090 5050 5060 6350 7650 8890 6350 7610 8910 6320 7570 8810 6290 7560 8820 See above "Central cooling water pump" See above "Seawater cooling pump" 10150 10160 10090 10070 Jacket cooling water Central cooling water Central cooler Heat dissipation approx.* m3/h m3/h Central cooling water* Seawater* m3/h m3/h Fuel oil heater kW 110 140 170 195 225 Exhaust gas flow at 235 °C** kg/h 77300 96600 115900 135200 154600 Air consumption of engine kg/s 21.1 26.3 31.6 36.8 42.1 kW 178 30 53-1.1 Fig. 6.04o: List of capacities, S60MC with high efficiency turbocharger central cooling system stated at the nominal MCR power (L1) for engines complying with IMO's NOx emission limitations 430 200 025 198 22 41 6.01.31 MAN B&W Diesel A/S Engine Selection Guide Pumps L60MC Cyl. 4 5 6 7 8 Nominal MCR at 123 r/min kW 7680 9600 11520 13440 15360 Fuel oil circulating pump m3/h 4.1 5.2 6.2 7.3 8.3 Fuel oil supply pump m3/h 2.0 2.4 2.9 3.4 3.9 Jacket cooling water pump m3/h 1) 64 79 99 115 130 2) 60 75 90 105 120 3) 64 79 95 110 125 4) 60 75 90 105 120 m3/h 1) 250 310 370 430 490 2) 245 310 370 430 495 3) 245 305 365 425 490 Seawater cooling pump* Coolers Lubricating oil pump* ** 245 305 365 430 490 175 220 265 305 350 2) 175 220 260 305 350 3) 170 210 255 295 340 4) 175 220 265 305 350 5.2 6.5 7.8 9.1 10.4 Booster pump for camshaft m3/h Scavenge air cooler Heat dissipation approx. kW 3060 3820 4590 5350 6110 Seawater m3/h 160 200 239 279 319 Lubricating oil cooler Heat dissipation approx.* kW 1) 630 770 950 1090 1230 2) 670 840 990 1190 1330 3) 570 710 850 990 1140 4) 640 780 940 1100 1240 Lubricating oil* m /h Seawater m3/h 1) 90 110 131 151 171 2) 85 110 131 151 176 3) 85 105 126 146 171 4) 85 105 126 151 171 1) 1210 1500 1800 2090 2380 2) 1150 1440 1720 2010 2300 3) 1210 1500 1820 2100 2390 4) 1150 1440 1720 2010 2300 Jacket water cooler Heat dissipation approx. * 4) m3/h 1) 3 kW See above "Main lubricating oil pump" Jacket cooling water 3 m /h See above "Jacket cooling water pump" Seawater m3/h See above "Seawater quantity" for lube oil cooler Fuel oil heater kW 110 135 165 190 220 Exhaust gas flow at 235 °C** kg/h 73900 92400 110900 129400 147800 Air consumption of engine kg/s 20.1 25.2 30.2 35.3 40.3 For main engine arrangements with built-on power take off (PTO) of an MAN B&W recommended type and/or torsional vibration damper the engine’s capacities must be increased by those stated for the actual system The exhaust gas amount and temperature must be adjusted according to the actual plant specification 1) Engines with MAN B&W turbochargers 3) Engines with ABB turbochargers, type VTR 2) Engines with ABB turbochargers, type TPL 4) Engines with Mitsubishi turbochargers 178 87 86-7.0 Fig. 6.03p: List of capacities, L60MC with high efficiency turbocharger seawater system stated at the nominal MCR power (L1) for engines complying with IMO's NOx emission limitations 430 200 025 198 22 41 6.01.32 MAN B&W Diesel A/S Engine Selection Guide L60MC Pumps Nominal MCR at 123 r/min Fuel oil circulating pump Fuel oil supply pump Jacket cooling water pump Central cooling water pump* Seawater pump* Lubricating oil pump* Coolers Booster pump for camshaft Scavenge air cooler Heat dissipation approx. Central cooling water Lubricating oil cooler Heat dissipation approx.* Lubricating oil* Central cooling water Jacket water cooler Heat dissipation approx. Cyl. 4 5 6 7 8 kW 7680 4.1 2.0 64 60 64 60 200 200 200 200 235 230 230 230 175 175 170 175 5.2 9600 5.2 2.4 79 75 79 75 250 250 245 250 290 290 285 290 220 220 210 220 6.5 11520 6.2 2.9 99 90 95 90 300 300 300 295 350 345 345 345 265 260 255 265 7.8 13440 7.3 3.4 115 105 110 105 350 350 345 345 405 405 400 400 305 305 295 305 9.1 15360 8.3 3.9 130 120 125 120 400 400 395 395 465 465 460 460 350 350 340 350 10.4 3030 113 3790 142 4550 170 5300 199 6060 227 1) 2) 3) 4) 630 670 570 640 1230 1330 1140 1240 m3/h m3/h 1) 2) 3) 4) 87 87 87 87 770 950 1090 840 990 1190 710 850 990 780 940 1100 See above "Lubricating oil pump" 108 130 151 108 130 151 103 130 146 108 125 146 m3/h m3/h m3/h 1) 2) 3) 4) m3/h 1) 2) 3) 4) m3/h 1) 2) 3) 4) m3/h 1) 2) 3) 4) m3/h kW m3/h kW kW 173 173 168 168 1) 2) 3) 4) 1210 1150 1210 1150 1500 1800 2090 1440 1720 2010 1500 1820 2100 1440 1720 2010 See above "Jacket cooling water" See above "Central cooling water quantity" for lube oil cooler 2380 2300 2390 2300 1) 2) 3) 4) 4870 4850 4810 4820 6060 7300 8480 6070 7260 8500 6000 7220 8390 6010 7210 8410 See above "Central cooling water pump" See above "Seawater cooling pump" 9670 9690 9590 9600 Jacket cooling water Central cooling water Central cooler Heat dissipation approx.* m3/h m3/h Central cooling water* Seawater* m3/h m3/h Fuel oil heater kW 110 135 165 190 220 Exhaust gas flow at 235 °C** kg/h 73900 92400 110900 129400 147800 Air consumption of engine kg/s 20.1 25.2 30.2 35.3 40.3 kW 178 87 87-9.0 Fig. 6.04p: List of capacities, L60MC with high efficiency turbocharger central cooling system stated at the nominal MCR power (L1) for engines complying with IMO's NOx emission limitations 430 200 025 198 22 41 6.01.33 MAN B&W Diesel A/S Engine Selection Guide Pumps S50MC-C Cyl. 4 5 6 7 8 Nominal MCR at 127 r/min kW 6320 7900 9480 11060 12640 Fuel oil circulating pump m3/h 3.7 4.6 5.6 6.5 7.4 Fuel oil supply pump m3/h 1.6 2.0 2.4 2.8 3.2 Jacket cooling water pump m3/h 1) 53 70 84 100 115 2) 53 66 79 92 105 3) 56 69 83 97 110 4) 53 66 79 92 105 m3/h 1) 195 245 340 345 390 2) 195 245 335 340 390 3) 195 240 335 340 385 Seawater cooling pump* Lubricating oil pump* 4) 195 245 335 340 385 m3/h 1) 135 165 200 235 265 2) 135 165 195 230 260 3) 125 160 190 220 255 4) 130 165 200 230 265 1.5 2.0 2.0 2.5 2.5 Coolers Booster pump for exh. valve act. m3/h Scavenge air cooler Heat dissipation approx. kW 2570 3210 3850 4490 5130 Seawater m3/h 126 158 234 221 252 Lubricating oil cooler Heat dissipation approx.* kW 1) 530 610 720 870 980 2) 520 650 760 900 1010 3) 440 550 660 770 880 4) 495 620 730 840 970 Lubricating oil* m /h Seawater m3/h 1) 69 87 106 124 138 2) 69 87 101 119 138 3) 69 82 101 119 133 4) 69 87 101 119 133 1) 920 1220 1450 1690 1920 2) 920 1150 1380 1610 1840 3) 980 1210 1440 1700 1930 4) 920 1150 1380 1610 1840 Jacket water cooler Heat dissipation approx. 3 kW See above "Main lubricating oil pump" Jacket cooling water 3 m /h See above "Jacket cooling water pump" Seawater m3/h See above "Seawater quantity" for lube oil cooler Fuel oil heater kW 97 120 145 170 195 Exhaust gas flow at 235 °C** kg/h 59600 74600 89500 104400 119300 Air consumption of engine kg/s 16.2 20.3 24.4 28.4 32.5 * For main engine arrangements with built-on power take off (PTO) of an MAN B&W recommended type and/or torsional vibration damper the engine’s capacities must be increased by those stated for the actual system ** The exhaust gas amount and temperature must be adjusted according to the actual plant specification n.a. Not applicable 1) Engines with MAN B&W turbochargers 3) Engines with ABB turbochargers, type VTR 2) Engines with ABB turbochargers, type TPL 4) Engines with Mitsubishi turbochargers 178 32 47-3.2 Fig. 6.03q: List of capacities, S50MC-C with high efficiency turbocharger seawater system stated at the nominal MCR power (L1) for engines complying with IMO's NOx emission limitations 430 200 025 198 22 41 6.01.34 MAN B&W Diesel A/S Engine Selection Guide S50MC-C Coolers Pumps Nominal MCR at 127 r/min Fuel oil circulating pump Fuel oil supply pump Jacket cooling water pump Cyl. 4 5 6 7 8 kW 6320 3.7 1.6 53 53 56 53 170 170 170 170 190 190 190 190 135 135 125 130 1.5 7900 4.6 2.0 70 66 69 66 215 215 210 215 240 240 235 235 165 165 160 165 2.0 9480 5.6 2.4 84 79 83 79 260 255 255 255 285 285 285 285 200 195 190 200 2.0 11060 6.5 2.8 100 92 97 92 300 300 300 295 335 335 330 330 235 230 220 230 2.5 12640 7.4 3.2 115 105 110 105 345 340 340 340 385 380 380 380 265 260 255 265 2.5 2550 103 3190 128 3820 154 4460 180 5100 205 530 520 440 495 610 720 870 650 760 900 550 660 770 620 730 840 See above "Lubricating oil pump" 87 106 120 87 101 120 82 101 120 87 101 115 980 1010 880 970 920 920 980 920 1220 1450 1690 1150 1380 1610 1210 1440 1700 1150 1380 1610 See above "Jacket cooling water" See above "Central cooling water quantity" for lube oil cooler 1920 1840 1930 1840 4000 3990 3970 3970 5020 5990 7020 4990 5960 6970 4950 5920 6930 4960 5930 6910 See above "Central cooling water pump" See above "Seawater cooling pump" 8000 7950 7910 7910 m3/h m3/h m3/h 1) 2) 3) 4) Central cooling water pump* m3/h 1) 2) 3) 4) Seawater pump* m3/h 1) 2) 3) 4) Lubricating oil pump* m3/h 1) 2) 3) 4) Booster pump for exh. valve act. m3/h Scavenge air cooler kW Heat dissipation approx. Central cooling water m3/h Lubricating oil cooler Heat dissipation approx.* kW 1) 2) 3) 4) Lubricating oil* m3/h Central cooling water m3/h 1) 2) 3) 4) Jacket water cooler Heat dissipation approx. kW 1) 2) 3) 4) Jacket cooling water m3/h Central cooling water m3/h Central cooler Heat dissipation approx.* kW 1) 2) 3) 4) Central cooling water* m3/h Seawater* m3/h 67 67 67 67 140 135 135 135 Fuel oil heater kW 97 120 145 170 195 Exhaust gas flow at 235 °C** kg/h 59600 74600 89500 104400 119300 Air consumption of engine kg/s 16.2 20.3 24.4 28.4 32.5 178 32 48-5.2 Fig. 6.04q: List of capacities, S50MC-C with high efficiency turbocharger central cooling system stated at the nominal MCR power (L1) for engines complying with IMO's NOx emission limitations 430 200 025 198 22 41 6.01.35 MAN B&W Diesel A/S Engine Selection Guide Pumps S50MC Cyl. 4 5 6 7 8 Nominal MCR at 127 r/min kW 5720 7150 8580 10010 11440 Fuel oil circulating pump m3/h 3.5 4.4 5.3 6.2 7.1 Fuel oil supply pump m3/h 1.4 1.8 2.2 2.5 2.9 Jacket cooling water pump m3/h 1) 44 59 70 81 96 2) 44 55 66 77 87 3) 46 58 69 82 93 4) 44 55 66 77 87 m3/h 1) 170 210 250 290 335 2) 165 210 250 290 335 3) 165 210 250 290 330 Seawater cooling pump* Coolers Lubricating oil pump* 4) 165 205 250 290 330 m3/h 1) 125 155 185 215 250 2) 125 155 185 220 250 3) 120 150 180 210 240 4) 125 155 190 220 250 4.2 5.2 6.2 7.3 8.3 Booster pump for camshaft m3/h Scavenge air cooler Heat dissipation approx. kW 2280 2840 3410 3980 4550 Seawater m3/h 104 130 156 182 208 Lubricating oil cooler Heat dissipation approx.* kW 1) 495 570 670 770 910 2) 480 610 710 840 950 3) 405 510 610 710 810 4) 460 560 680 780 880 Lubricating oil* m /h Seawater m3/h 1) 66 80 94 108 127 2) 61 80 94 108 127 3) 61 80 94 108 122 4) 61 75 94 108 122 1) 840 1110 1320 1530 1750 2) 840 1040 1250 1460 1670 3) 880 1110 1320 1560 1770 4) 840 1040 1250 1460 1670 Jacket water cooler Heat dissipation approx. 3 kW See above "Main lubricating oil pump" Jacket cooling water 3 m /h See above "Jacket cooling water pump" Seawater m3/h See above "Seawater quantity" for lube oil cooler Fuel oil heater kW 92 115 140 165 185 Exhaust gas flow at 235 °C** kg/h 54200 67700 81300 94800 108400 Air consumption of engine kg/s 14.8 18.4 22.2 25.8 29.5 * For main engine arrangements with built-on power take off (PTO) of an MAN B&W recommended type and/or torsional vibration damper the engine’s capacities must be increased by those stated for the actual system ** The exhaust gas amount and temperature must be adjusted according to the actual plant specification n.a. Not applicable 1) Engines with MAN B&W turbochargers 3) Engines with ABB turbochargers, type VTR 2) Engines with ABB turbochargers, type TPL 4) Engines with Mitsubishi turbochargers 178 87 88-0.0 Fig. 6.03r: List of capacities, S50MC with high efficiency turbocharger seawater system stated at the nominal MCR power (L1) for engines complying with IMO's NOx emission limitations 430 200 025 198 22 41 6.01.36 MAN B&W Diesel A/S Engine Selection Guide S50MC Pumps Nominal MCR at 127 r/min Fuel oil circulating pump Fuel oil supply pump Jacket cooling water pump Central cooling water pump* Seawater pump* Lubricating oil pump* Coolers Booster pump for camshaft Scavenge air cooler Heat dissipation approx. Central cooling water Lubricating oil cooler Heat dissipation approx.* Lubricating oil* Central cooling water Jacket water cooler Heat dissipation approx. Cyl. 4 5 6 7 8 kW 5720 3.5 1.4 44 44 46 44 155 155 150 150 170 170 170 170 125 125 120 125 4.2 7150 4.4 1.8 59 55 58 55 195 195 195 190 215 215 210 210 155 155 150 155 5.2 8580 5.3 2.2 70 66 69 66 220 220 220 220 255 255 255 255 185 185 180 190 6.2 10010 6.2 2.5 81 77 82 77 255 255 255 250 300 300 300 295 215 220 210 220 7.3 11440 7.1 2.9 96 87 93 87 295 295 295 290 345 340 340 340 250 250 240 250 8.3 2260 90 2820 115 3380 126 3950 144 4510 170 1) 2) 3) 4) 495 480 405 460 910 950 810 880 m3/h m3/h 1) 2) 3) 4) 65 65 60 60 570 670 770 610 710 840 510 610 710 560 680 780 See above "Lubricating oil pump" 80 94 111 80 94 111 80 94 111 75 94 106 m3/h m3/h m3/h 1) 2) 3) 4) m3/h 1) 2) 3) 4) m3/h 1) 2) 3) 4) m3/h 1) 2) 3) 4) m3/h kW m3/h kW kW 125 125 125 120 1) 2) 3) 4) 840 840 880 840 1110 1320 1530 1040 1250 1460 1110 1320 1560 1040 1250 1460 See above "Jacket cooling water" See above "Central cooling water quantity" for lube oil cooler 1750 1670 1770 1670 1) 2) 3) 4) 3600 3580 3550 3560 4500 5370 6250 4470 5340 6250 4440 5310 6220 4420 5310 6190 See above "Central cooling water pump" See above "Seawater cooling pump" 7170 7130 7090 7060 Jacket cooling water Central cooling water Central cooler Heat dissipation approx.* m3/h m3/h Central cooling water* Seawater* m3/h m3/h Fuel oil heater kW 92 115 140 165 185 Exhaust gas flow at 235 °C** kg/h 54200 67700 81300 94800 108400 Air consumption of engine kg/s 14.8 18.4 22.2 25.8 29.5 kW 178 87 89-2.0 Fig. 6.04r: List of capacities, S50MC with high efficiency turbocharger central cooling system stated at the nominal MCR power (L1) for engines complying with IMO's NOx emission limitations 430 200 025 198 22 41 6.01.37 MAN B&W Diesel A/S Engine Selection Guide Pumps L50MC Cyl. 4 5 6 7 8 Nominal MCR at 148 r/min kW 5320 6650 7980 9310 10640 Fuel oil circulating pump m3/h 3.4 4.3 5.2 6.0 6.9 Fuel oil supply pump m3/h 1.4 1.7 2.1 2.4 2.7 Jacket cooling water pump m3/h 1) 41 51 66 76 86 2) 41 51 62 72 82 3) 43 55 65 75 87 4) 41 51 62 72 82 m3/h 1) 160 200 240 280 320 2) 160 200 240 280 320 3) 160 200 240 280 320 Seawater cooling pump* Coolers Lubricating oil pump* 4) 160 200 240 280 320 m3/h 1) 125 155 185 215 245 2) 125 155 185 215 245 3) 120 150 180 210 240 4) 125 155 185 215 245 4.2 5.2 6.2 7.3 8.3 Booster pump for camshaft m3/h Scavenge air cooler Heat dissipation approx. kW 2080 2600 3120 3640 4160 Seawater m3/h 100 125 150 175 200 Lubricating oil cooler Heat dissipation approx.* kW 1) 490 590 670 770 870 2) 480 580 710 810 940 3) 405 500 600 710 810 4) 455 560 670 780 880 Lubricating oil* m /h Seawater m3/h 1) 60 75 90 105 120 2) 60 75 90 105 120 3) 60 75 90 105 120 4) 60 75 90 105 120 1) 790 990 1250 1450 1650 2) 790 990 1190 1390 1580 3) 840 1050 1250 1450 1680 4) 790 990 1190 1390 1580 Jacket water cooler Heat dissipation approx. 3 kW See above "Main lubricating oil pump" Jacket cooling water 3 m /h See above "Jacket cooling water pump" Seawater m3/h See above "Seawater quantity" for lube oil cooler Fuel oil heater kW 89 115 135 155 180 Exhaust gas flow at 235 °C** kg/h 50300 62800 75400 88000 100500 Air consumption of engine kg/s 13.7 17.1 20.5 24.0 27.4 * For main engine arrangements with built-on power take off (PTO) of an MAN B&W recommended type and/or torsional vibration damper the engine’s capacities must be increased by those stated for the actual system ** The exhaust gas amount and temperature must be adjusted according to the actual plant specification n.a. Not applicable 1) Engines with MAN B&W turbochargers 3) Engines with ABB turbochargers, type VTR 2) Engines with ABB turbochargers, type TPL 4) Engines with Mitsubishi turbochargers 178 87 90-2.0 Fig. 6.03s: List of capacities, L50MC with high efficiency turbocharger seawater system stated at the nominal MCR power (L1) for engines complying with IMO's NOx emission limitations 430 200 025 198 22 41 6.01.38 MAN B&W Diesel A/S Engine Selection Guide L50MC Pumps Nominal MCR at 148 r/min Fuel oil circulating pump Fuel oil supply pump Jacket cooling water pump Central cooling water pump* Seawater pump* Lubricating oil pump* Coolers Booster pump for camshaft Scavenge air cooler Heat dissipation approx. Central cooling water Lubricating oil cooler Heat dissipation approx.* Lubricating oil* Central cooling water Jacket water cooler Heat dissipation approx. Cyl. 4 5 6 7 8 kW 5320 3.4 1.4 41 41 43 41 125 125 125 125 160 160 160 160 125 125 120 125 4.2 6650 4.3 1.7 51 51 55 51 170 170 170 170 200 200 200 200 155 155 150 155 5.2 7980 5.2 2.1 66 62 65 62 200 200 195 195 240 240 235 235 185 185 180 185 6.2 9310 6.0 2.4 76 72 75 72 220 215 215 215 280 280 275 275 215 215 210 215 7.3 10640 6.9 2.7 86 82 87 82 265 265 265 260 320 320 315 315 245 245 240 245 8.3 2060 64 2580 94 3090 108 3610 112 4120 144 1) 2) 3) 4) 490 480 405 455 870 940 810 880 m3/h m3/h 1) 2) 3) 4) 61 61 61 61 590 670 770 580 710 810 500 600 710 560 670 780 See above "Lubricating oil pump" 76 92 108 76 92 103 76 87 103 76 87 103 m3/h m3/h m3/h 1) 2) 3) 4) m3/h 1) 2) 3) 4) m3/h 1) 2) 3) 4) m3/h 1) 2) 3) 4) m3/h kW m3/h kW kW 121 121 121 116 1) 2) 3) 4) 790 790 840 790 990 1250 1450 990 1190 1390 1050 1250 1450 990 1190 1390 See above "Jacket cooling water" See above "Central cooling water quantity" for lube oil cooler 1650 1580 1680 1580 1) 2) 3) 4) 3340 3330 3310 3310 4160 5010 5830 4150 4990 5810 4130 4940 5770 4130 4950 5780 See above "Central cooling water pump" See above "Seawater cooling pump" 6640 6640 6610 6580 Jacket cooling water Central cooling water Central cooler Heat dissipation approx.* m3/h m3/h Central cooling water* Seawater* m3/h m3/h Fuel oil heater kW 89 115 135 155 180 Exhaust gas flow at 235 °C** kg/h 50300 62800 75400 88000 100500 Air consumption of engine kg/s 13.7 17.1 20.5 24.0 27.4 kW 178 87 91-4.0 Fig. 6.04s: List of capacities, L50MC with high efficiency turbocharger central cooling system stated at the nominal MCR power (L1) for engines complying with IMO's NOx emission limitations 430 200 025 198 22 41 6.01.39 MAN B&W Diesel A/S Engine Selection Guide Pumps S46MC-C Cyl. 4 5 6 7 8 Nominal MCR at 129 r/min kW 5240 6550 7860 9170 10480 Fuel oil circulating pump m3/h 3.4 4.3 5.1 6.0 6.8 Fuel oil supply pump m3/h 1.3 1.7 2.0 2.3 2.7 Jacket cooling water pump m3/h 1) 44 55 66 81 92 2) 44 55 66 77 88 3) 46 57 70 81 92 4) 44 55 66 77 88 m3/h 1) 170 215 255 300 340 2) 170 215 255 300 340 3) 170 210 255 295 340 Seawater cooling pump* Lubricating oil pump* 4) 170 210 255 295 340 m3/h 1) 125 150 170 190 210 2) 130 150 170 190 210 3) 120 140 160 180 200 4) 125 145 165 190 210 1.0 1.5 1.5 2.0 2.0 Coolers Booster pump f. exh. valve actuator*** m3/h Scavenge air cooler Heat dissipation approx. kW 2010 2510 3010 3510 4010 Seawater m3/h 108 135 162 189 216 Lubricating oil cooler Heat dissipation approx.* kW 1) 485 610 710 790 890 2) 490 600 730 830 930 3) 415 520 620 730 830 4) 470 570 680 800 900 Lubricating oil* m /h Seawater m3/h 1) 62 80 93 111 124 2) 62 80 93 111 124 3) 62 75 93 106 124 4) 62 75 93 106 124 1) 830 1030 1240 1510 1720 2) 830 1030 1240 1450 1650 3) 870 1080 1300 1510 1720 4) 830 1030 1240 1450 1650 Jacket water cooler Heat dissipation approx. 3 kW See above "Main lubricating oil pump" Jacket cooling water 3 m /h See above "Jacket cooling water pump" Seawater m3/h See above "Seawater quantity" for lube oil cooler Fuel oil heater kW 89 115 135 155 180 Exhaust gas flow at 255 °C** kg/h 44900 56100 67400 78600 89800 Air consumption of engine kg/s 12.2 15.3 18.3 21.4 24.4 * For main engine arrangements with built-on power take off (PTO) of an MAN B&W recommended type and/or torsional vibration damper the engine’s capacities must be increased by those stated for the actual system ** The exhaust gas amount and temperature must be adjusted according to the actual plant specification *** No booster pumps are required for engines produced according to Plant Specifications ordered after January 2000 1) Engines with MAN B&W turbochargers 3) Engines with ABB turbochargers, type VTR 2) Engines with ABB turbochargers, type TPL 4) Engines with Mitsubishi turbochargers 178 32 71-1.1 Fig. 6.03t: List of capacities, S46MC-C with seawater system stated at the nominal MCR power (L1) for engines complying with IMO's NOx emission limitations 430 200 025 198 22 41 6.01.40 MAN B&W Diesel A/S Engine Selection Guide S46MC-C Coolers Pumps Nominal MCR at 129 r/min Fuel oil circulating pump Fuel oil supply pump Jacket cooling water pump Cyl. 4 5 6 7 8 kW 5240 3.4 1.3 44 44 46 44 150 150 150 150 160 160 155 155 125 130 120 125 1.0 6550 4.3 1.7 55 55 57 55 185 185 185 185 200 195 195 195 150 150 140 145 1.5 7860 5.1 2.0 66 66 70 66 225 225 220 220 235 235 235 235 170 170 160 165 1.5 9170 6.0 2.3 81 77 81 77 250 250 250 250 275 275 275 275 190 190 180 190 2.0 10480 6.8 2.7 92 88 92 88 285 285 285 285 315 315 310 310 210 210 200 210 2.0 1990 87 2490 108 2980 130 3480 142 3980 162 485 490 415 470 610 710 790 600 730 830 520 620 730 570 680 800 See above "Lubricating oil pump" 77 95 108 77 95 108 77 90 108 77 90 108 890 930 830 900 830 830 870 830 1030 1240 1510 1030 1240 1450 1080 1300 1510 1030 1240 1450 See above "Jacket cooling water" See above "Central cooling water quantity" for lube oil cooler 1720 1650 1720 1650 3310 3310 3280 3290 4130 4930 5780 4120 4950 5760 4090 4900 5720 4090 4900 5730 See above "Central cooling water pump" See above "Seawater cooling pump" 6590 6560 6530 6530 m3/h m3/h m3/h 1) 2) 3) 4) Central cooling water pump* m3/h 1) 2) 3) 4) Seawater pump* m3/h 1) 2) 3) 4) Lubricating oil pump* m3/h 1) 2) 3) 4) Booster pump f. exh. valve actuator*** m3/h Scavenge air cooler kW Heat dissipation approx. Central cooling water m3/h Lubricating oil cooler Heat dissipation approx.* kW 1) 2) 3) 4) Lubricating oil* m3/h Central cooling water m3/h 1) 2) 3) 4) Jacket water cooler Heat dissipation approx. kW 1) 2) 3) 4) Jacket cooling water m3/h Central cooling water m3/h Central cooler Heat dissipation approx.* kW 1) 2) 3) 4) Central cooling water* m3/h Seawater* m3/h 63 63 63 63 123 123 123 123 Fuel oil heater kW 89 115 135 155 180 Exhaust gas flow at 255 °C** kg/h 44900 56100 67400 78600 89800 Air consumption of engine kg/s 12.2 15.3 18.3 21.4 24.4 178 32 72-3.1 Fig. 6.04t: List of capacities, S46MC-C with central cooling system stated at the nominal MCR power (L1) for engines complying with IMO's NOx emission limitations 430 200 025 198 22 41 6.01.41 MAN B&W Diesel A/S Engine Selection Guide Pumps S42MC Cyl. 4 5 6 7 8 9 10 11 12 Nominal MCR at 136 r/min kW 4320 5400 6480 7560 8640 9720 10800 11880 12960 Fuel oil circulating pump m3/h 2.2 2.6 2.9 3.5 3.9 4.3 5.0 5.7 6.3 Fuel oil supply pump m3/h 1.1 1.4 1.7 2.0 2.2 2.5 2.8 3.1 3.4 Jacket cooling water pump m3/h 1) 41 51 61 71 82 96 100 110 120 2) 41 51 61 71 82 92 100 110 120 3) 43 53 64 75 85 95 105 115 125 4) 41 51 61 71 82 92 100 110 120 m3/h 1) 140 175 210 245 280 315 350 385 420 2) 140 175 210 245 280 315 350 385 420 3) 140 175 210 245 280 315 350 380 415 Seawater cooling pump* Lubricating oil pump* 4) 140 175 210 245 280 315 350 385 420 m3/h 1) 100 125 150 175 195 220 250 275 295 2) 99 125 150 175 195 220 250 275 300 3) 95 120 145 165 190 215 240 260 285 4) Coolers Booster pump f. exh. valve actuator*** m3/h Scavenge air cooler Heat dissipation approx. kW Seawater m3/h Lubricating oil cooler Heat dissipation approx.* kW 98 125 150 170 200 220 250 270 295 1.0 1.5 1.5 2.0 2.0 2.5 2.5 3.0 3.0 1660 2070 2490 2900 3310 3730 4140 4560 4970 88 110 132 154 176 199 221 243 265 1) 400 480 580 660 740 800 960 1080 1160 2) 395 485 570 650 760 840 970 1050 1140 3) 330 410 490 570 660 740 820 900 980 4) 360 465 550 630 730 810 930 1010 1090 Lubricating oil* m3/h Seawater m3/h 1) 52 65 78 91 104 116 129 142 155 2) 52 65 78 91 104 116 129 142 155 3) 52 65 78 91 104 116 129 137 150 4) 52 65 78 91 104 116 129 142 155 1) 700 880 1060 1230 1410 1650 1760 1940 2110 2) 700 880 1060 1230 1410 1580 1760 1940 2110 3) 750 920 1100 1300 1470 1650 1850 2020 2200 4) 700 880 1060 1230 1410 1580 1760 1940 2110 150 165 Jacket water cooler Heat dissipation approx. kW See above "Main lubricating oil pump" Jacket cooling water 3 m /h See above "Jacket cooling water pump" Seawater m3/h See above "Seawater quantity" for lube oil cooler Fuel oil heater kW 58 68 76 92 100 115 130 Exhaust gas flow at 260 °C** kg/h 37200 46500 55800 65000 74300 83600 92900 Air consumption of engine kg/s 10.1 12.6 15.2 17.7 20.2 22.7 25.2 102200 111500 27.8 30.3 * For main engine arrangements with built-on power take off (PTO) of an MAN B&W recommended type and/or torsional vibration damper the engine’s capacities must be increased by those stated for the actual system ** The exhaust gas amount and temperature must be adjusted according to the actual plant specification *** No booster pumps are required for engines produced according to Plant Specifications ordered after January 2000 1) Engines with MAN B&W turbochargers 3) Engines with ABB turbochargers, type VTR 2) Engines with ABB turbochargers, type TPL 4) Engines with Mitsubishi turbochargers 178 42 71-6.1 Fig. 6.03u: List of capacities, S42MC with seawater system stated at the nominal MCR power (L1) for engines complying with IMO's NOx emission limitations 430 200 025 198 22 41 6.01.42 MAN B&W Diesel A/S Engine Selection Guide S42MC Coolers Pumps Nominal MCR at 136 r/min Fuel oil circulating pump Fuel oil supply pump Jacket cooling water pump Cyl. 4 5 6 7 8 9 10 11 12 kW 4320 2.2 1.1 41 41 43 41 140 140 140 140 130 130 130 130 100 99 95 98 1.0 5400 2.6 1.4 51 51 53 51 175 175 175 175 165 165 160 165 125 125 120 125 1.5 6480 2.9 1.7 61 61 64 61 210 210 210 210 195 195 195 195 150 150 145 150 1.5 7560 3.5 2.0 71 71 75 71 245 245 245 245 230 230 225 225 175 175 165 170 2.0 8640 3.9 2.2 82 82 85 82 280 280 280 280 260 260 260 260 195 195 190 200 2.0 9720 4.3 2.5 96 92 95 92 315 315 315 315 295 295 290 290 220 220 215 220 2.5 10800 5.0 2.8 100 100 105 100 350 350 350 350 325 325 325 325 250 250 240 250 2.5 11880 5.7 3.1 110 110 115 110 385 385 380 385 360 360 355 360 275 275 260 270 3.0 12960 6.3 3.4 120 120 125 120 420 420 415 420 395 390 390 390 295 300 285 295 3.0 1650 88 2060 110 2470 132 2880 154 3290 176 3700 199 4110 221 4530 243 4940 265 400 395 330 360 480 485 410 465 580 570 490 550 1080 1050 900 1010 1160 1140 980 1090 52 52 52 52 65 65 65 65 78 78 78 78 660 740 800 960 650 760 840 970 570 660 740 820 630 730 810 930 See above "Lubricating oil pump" 91 104 116 129 91 104 116 129 91 104 116 129 91 104 116 129 142 142 137 142 155 155 150 155 700 700 750 700 880 880 920 880 1060 1230 1410 1650 1760 1940 1060 1230 1410 1580 1760 1940 1100 1300 1470 1650 1850 2020 1060 1230 1410 1580 1760 1940 See above "Jacket cooling water" See above "Central cooling water quantity" for lube oil cooler 2110 2110 2200 2110 2750 2750 2730 2710 3420 3430 3390 3410 7550 7520 7450 7480 8210 8190 8120 8140 150 165 m3/h m3/h m3/h 1) 2) 3) 4) Central cooling water pump* m3/h 1) 2) 3) 4) Seawater pump* m3/h 1) 2) 3) 4) Lubricating oil pump* m3/h 1) 2) 3) 4) Booster pump f. exh. valve actuator*** m3/h Scavenge air cooler kW Heat dissipation approx. Central cooling water m3/h Lubricating oil cooler Heat dissipation approx.* kW 1) 2) 3) 4) Lubricating oil* m3/h Central cooling water m3/h 1) 2) 3) 4) Jacket water cooler Heat dissipation approx. kW 1) 2) 3) 4) Jacket cooling water m3/h Central cooling water m3/h Central cooler Heat dissipation approx.* kW 1) 2) 3) 4) Central cooling water* m3/h Seawater* m3/h 4110 4770 5440 6150 6830 4100 4760 5460 6120 6840 4060 4750 5420 6090 6780 4080 4740 5430 6090 6800 See above "Central cooling water pump" See above "Seawater cooling pump" Fuel oil heater kW 58 68 76 92 100 115 130 Exhaust gas flow at 260 °C** kg/h 37200 46500 55800 65000 74300 83600 92900 Air consumption of engine kg/s 10.1 12.6 15.2 17.7 20.2 22.7 25.2 102200 111500 27.8 30.3 178 42 75-3.1 Fig. 6.04u: List of capacities, S42MC with central cooling system stated at the nominal MCR power (L1) for engines complying with IMO's NOx emission limitations 430 200 025 198 22 41 6.01.43 MAN B&W Diesel A/S Engine Selection Guide Pumps L42MC Cyl. 4 5 6 7 8 9 10 11 12 Nominal MCR at 176 r/min kW 3980 4975 5970 6965 7960 8955 9950 10945 11940 Fuel oil circulating pump m3/h 2.2 2.6 2.9 3.5 3.9 4.3 5.0 5.7 6.3 Fuel oil supply pump m3/h 1.0 1.3 1.6 1.8 2.1 2.3 2.6 2.8 3.1 Jacket cooling water pump m3/h 1) 32 40 48 56 64 76 80 88 96 2) 32 40 48 56 64 72 80 88 96 3) 34 42 50 58 68 76 85 93 100 4) 32 40 48 56 64 72 80 88 96 m3/h 1) 120 150 180 205 235 265 295 325 355 2) 120 150 175 205 235 265 300 325 355 3) 120 145 175 205 235 265 295 325 355 Seawater cooling pump* Lubricating oil pump* 4) 115 145 175 205 235 265 295 325 355 m3/h 1) 95 110 130 145 160 180 205 220 235 2) 95 115 130 145 160 180 205 220 235 3) 91 105 120 135 150 175 195 210 225 4) Coolers Booster pump f. exh. valve actuator*** m3/h Scavenge air cooler Heat dissipation approx. kW Seawater m3/h Lubricating oil cooler Heat dissipation approx.* kW 94 110 125 140 155 180 200 220 235 1.0 1.5 1.5 2.0 2.0 2.5 2.5 3.0 3.0 1410 1760 2120 2470 2820 3170 3530 3880 4230 75 94 113 132 151 170 189 208 227 1) 335 410 495 560 630 670 820 890 990 2) 340 415 485 550 620 720 830 900 970 3) 270 340 410 475 540 610 680 750 820 4) 305 375 460 530 600 680 750 850 920 Lubricating oil* m /h Seawater m3/h 1) 45 56 67 73 84 95 106 117 128 2) 45 56 62 73 84 95 111 117 128 3) 45 51 62 73 84 95 106 117 128 4) 40 51 62 73 84 95 106 117 128 1) 580 720 860 1010 1150 1360 1440 1590 1730 2) 580 720 860 1010 1150 1300 1440 1590 1730 3) 620 760 910 1050 1220 1360 1530 1670 1820 4) 580 720 860 1010 1150 1300 1440 1590 1730 Jacket water cooler Heat dissipation approx. 3 kW See above "Main lubricating oil pump" Jacket cooling water 3 m /h See above "Jacket cooling water pump" Seawater m3/h See above "Seawater quantity" for lube oil cooler Fuel oil heater kW 58 68 76 92 100 115 130 150 165 Exhaust gas flow at 255 °C** kg/h 33800 42300 50700 59200 67600 76100 84500 93000 101400 Air consumption of engine kg/s 9.2 11.5 13.8 16.1 18.4 20.7 23.0 25.3 27.6 * For main engine arrangements with built-on power take off (PTO) of an MAN B&W recommended type and/or torsional vibration damper the engine’s capacities must be increased by those stated for the actual system ** The exhaust gas amount and temperature must be adjusted according to the actual plant specification *** No booster pumps are required for engines produced according to Plant Specifications ordered after January 2000 1) Engines with MAN B&W turbochargers 3) Engines with ABB turbochargers, type VTR 2) Engines with ABB turbochargers, type TPL 4) Engines with Mitsubishi turbochargers 178 42 51-3.1 Fig. 6.03v: List of capacities, L42MC with seawater system stated at the nominal MCR power (L1) for engines complying with IMO's NOx emission limitations 430 200 025 198 22 41 6.01.44 MAN B&W Diesel A/S Engine Selection Guide L42MC Coolers Pumps Nominal MCR at 176 r/min Fuel oil circulating pump Fuel oil supply pump Jacket cooling water pump Cyl. 4 5 6 7 8 9 10 11 12 kW 3980 2.2 1.0 32 32 34 32 120 120 120 115 110 110 110 110 95 95 91 94 1.0 4975 2.6 1.3 40 40 42 40 150 150 145 145 140 140 135 135 110 115 105 110 1.5 5970 2.9 1.6 48 48 50 48 180 175 175 175 165 165 165 165 130 130 120 125 1.5 6965 3.5 1.8 56 56 58 56 205 205 205 205 190 190 190 190 145 145 135 140 2.0 7960 3.9 2.1 64 64 68 64 235 235 235 235 220 220 220 220 160 160 150 155 2.0 8955 4.3 2.3 76 72 76 72 265 265 265 265 250 245 245 245 180 180 175 180 2.5 9950 5.0 2.6 80 80 85 80 295 300 295 295 275 275 275 270 205 205 195 200 2.5 10945 5.7 2.8 88 88 93 88 325 325 325 325 305 305 300 300 220 220 210 220 3.0 11940 6.3 3.1 96 96 100 96 355 355 355 355 330 330 325 330 235 235 225 235 3.0 1400 75 1750 94 2100 113 2450 132 2800 151 3150 170 3500 189 3850 208 4200 227 335 340 270 305 410 415 340 375 495 485 410 460 890 900 750 850 990 970 820 920 45 45 45 40 56 56 51 51 67 62 62 62 560 630 670 820 550 620 720 830 475 540 610 680 530 600 680 750 See above "Lubricating oil pump" 73 84 95 106 73 84 95 111 73 84 95 106 73 84 95 106 117 117 117 117 128 128 128 128 580 580 620 580 720 720 760 720 860 860 910 860 1010 1150 1360 1440 1590 1010 1150 1300 1440 1590 1050 1220 1360 1530 1670 1010 1150 1300 1440 1590 See above "Jacket cooling water" See above "Central cooling water quantity" for lube oil cooler 1730 1730 1820 1730 2320 2320 2290 2290 2880 2890 2850 2850 3460 4020 4580 5180 5760 3450 4010 4570 5170 5770 3420 3980 4560 5120 5710 3420 3990 4550 5130 5690 See above "Central cooling water pump" See above "Seawater cooling pump" 6330 6340 6270 6290 6920 6900 6840 6850 m3/h m3/h m3/h 1) 2) 3) 4) Central cooling water pump* m3/h 1) 2) 3) 4) Seawater pump* m3/h 1) 2) 3) 4) Lubricating oil pump* m3/h 1) 2) 3) 4) Booster pump f. exh. valve actuator*** m3/h Scavenge air cooler kW Heat dissipation approx. Central cooling water m3/h Lubricating oil cooler Heat dissipation approx.* kW 1) 2) 3) 4) Lubricating oil* m3/h Central cooling water m3/h 1) 2) 3) 4) Jacket water cooler Heat dissipation approx. kW 1) 2) 3) 4) Jacket cooling water m3/h Central cooling water m3/h Central cooler Heat dissipation approx.* kW 1) 2) 3) 4) Central cooling water* m3/h Seawater* m3/h Fuel oil heater kW 58 68 76 92 100 115 130 150 165 Exhaust gas flow at 255 °C** kg/h 33800 42300 50700 59200 67600 76100 84500 93000 101400 Air consumption of engine kg/s 9.2 11.5 13.8 16.1 18.4 20.7 23.0 25.3 27.6 178 42 52-5.1 Fig. 6.04v: List of capacities, L42MC with central cooling system stated at the nominal MCR power (L1) for engines complying with IMO's NOx emission limitations 430 200 025 198 22 41 6.01.45 MAN B&W Diesel A/S Engine Selection Guide Pumps S35MC Cyl. 4 5 6 7 8 9 10 11 12 Nominal MCR at 173 r/min kW 2960 3700 4440 5180 5920 6660 7400 8140 8880 Fuel oil circulating pump m3/h 1.5 1.8 2.0 2.4 2.7 3.0 3.3 3.6 3.9 Fuel oil supply pump m3/h 0.8 1.0 1.2 1.4 1.5 1.7 1.9 2.1 2.3 Jacket cooling water pump m3/h 1) 28 36 43 50 57 64 71 78 85 2) 28 36 43 50 57 64 71 78 85 3) 30 37 45 52 59 66 74 83 90 4) 28 36 43 50 57 64 71 78 85 m3/h 1) 89 110 130 155 175 195 220 240 265 2) 88 110 130 155 175 195 220 240 265 3) 87 110 130 150 175 195 215 240 260 Seawater cooling pump* Lubricating oil pump* 4) 87 110 130 155 175 195 220 240 260 m3/h 1) 65 80 96 110 130 145 160 175 190 2) 64 80 95 115 130 145 160 175 190 3) 61 76 91 105 120 135 150 165 180 4) Coolers Booster pump f. exh. valve actuator*** m3/h Scavenge air cooler Heat dissipation approx. kW Seawater m3/h Lubricating oil cooler Heat dissipation approx.* kW 63 79 94 110 125 140 160 175 190 1.0 1.0 1.0 1.5 1.5 1.5 2.0 2.0 2.0 1100 1370 1640 1920 2190 2470 2740 3010 3290 53 66 79 92 105 118 131 144 158 1) 290 345 415 475 550 600 690 770 830 2) 280 355 410 475 530 590 710 760 820 3) 230 285 345 400 460 510 570 630 690 4) 250 320 375 455 510 570 640 700 750 Lubricating oil* m /h Seawater m3/h 1) 37 44 51 63 70 77 89 96 107 2) 37 44 51 63 70 77 89 96 107 3) 37 44 51 58 70 77 84 96 102 4) 37 44 51 63 70 77 89 96 102 1) 465 580 700 820 930 1050 1170 1280 1400 2) 465 580 700 820 930 1050 1170 1280 1400 3) 495 610 740 860 980 1090 1230 1370 1490 4) 465 580 700 820 930 1050 1170 1280 1400 Jacket water cooler Heat dissipation approx. 3 kW See above "Main lubricating oil pump" Jacket cooling water 3 m /h See above "Jacket cooling water pump" Seawater m3/h See above "Seawater quantity" for lube oil cooler Fuel oil heater kW 39 47 52 63 71 79 87 94 100 Exhaust gas flow at 270 °C** kg/h 25200 31500 37800 44100 50400 56700 63000 69300 75600 Air consumption of engine kg/s 6.8 8.6 10.3 12.0 13.7 15.4 17.1 18.8 20.5 * For main engine arrangements with built-on power take off (PTO) of an MAN B&W recommended type and/or torsional vibration damper the engine’s capacities must be increased by those stated for the actual system ** The exhaust gas amount and temperature must be adjusted according to the actual plant specification *** No booster pumps are required for engines produced according to Plant Specifications ordered after January 2000 1) Engines with MAN B&W turbochargers 3) Engines with ABB turbochargers, type VTR 2) Engines with ABB turbochargers, type TPL 4) Engines with Mitsubishi turbochargers 178 42 72-8.1 Fig. 6.03x: List of capacities, S35MC with seawater system stated at the nominal MCR power (L1) for engines complying with IMO's NOx emission limitations 430 200 025 198 22 41 6.01.46 MAN B&W Diesel A/S Engine Selection Guide S35MC Coolers Pumps Nominal MCR at 173 r/min Fuel oil circulating pump Fuel oil supply pump Jacket cooling water pump Cyl. 4 5 6 7 8 9 10 11 12 kW 2960 1.5 0.8 28 28 30 28 89 88 87 87 88 88 87 86 65 64 61 63 1.0 3700 1.8 1.0 36 36 37 36 110 110 110 110 110 110 110 110 80 80 76 79 1.0 4440 2.0 1.2 43 43 45 43 130 130 130 130 130 130 130 130 96 95 91 94 1.0 5180 2.4 1.4 50 50 52 50 155 155 150 155 155 155 150 150 110 115 105 110 1.5 5920 2.7 1.5 57 57 59 57 175 175 175 175 175 175 175 175 130 130 120 125 1.5 6660 3.0 1.7 64 64 66 64 195 195 195 195 195 195 195 195 145 145 135 140 1.5 7400 3.3 1.9 71 71 74 71 220 220 215 220 220 220 215 215 160 160 150 160 2.0 8140 3.6 2.1 78 78 83 78 240 240 240 240 240 240 240 235 175 175 165 175 2.0 8880 3.9 2.3 85 85 90 85 265 265 260 260 260 260 260 260 190 190 180 190 2.0 1080 53 1350 66 1630 79 1900 92 2170 105 2440 118 2710 131 2980 144 3250 158 290 280 230 250 345 355 285 320 415 410 345 375 770 760 630 700 830 820 690 750 37 37 37 37 44 44 44 44 51 51 51 51 475 550 600 690 475 530 590 710 400 460 510 570 455 510 570 640 See above "Lubricating oil pump" 63 70 77 89 63 70 77 89 58 70 77 84 63 70 77 89 96 96 96 96 107 107 102 102 465 465 495 465 580 580 610 580 700 700 740 700 820 930 1050 1170 1280 820 930 1050 1170 1280 860 980 1090 1230 1370 820 930 1050 1170 1280 See above "Jacket cooling water" See above "Central cooling water quantity" for lube oil cooler 1400 1400 1490 1400 1840 1830 1810 1800 2280 2290 2250 2250 2750 3200 3650 4090 4570 2740 3200 3630 4080 4590 2720 3160 3610 4040 4510 2710 3180 3610 4060 4520 See above "Central cooling water pump" See above "Seawater cooling pump" 5030 5020 4980 4960 5480 5470 5430 5400 m3/h m3/h m3/h 1) 2) 3) 4) Central cooling water pump* m3/h 1) 2) 3) 4) Seawater pump* m3/h 1) 2) 3) 4) Lubricating oil pump* m3/h 1) 2) 3) 4) Booster pump f. exh. valve actuator*** m3/h Scavenge air cooler kW Heat dissipation approx. Central cooling water m3/h Lubricating oil cooler Heat dissipation approx.* kW 1) 2) 3) 4) Lubricating oil* m3/h Central cooling water m3/h 1) 2) 3) 4) Jacket water cooler Heat dissipation approx. kW 1) 2) 3) 4) Jacket cooling water m3/h Central cooling water m3/h Central cooler Heat dissipation approx.* kW 1) 2) 3) 4) Central cooling water* m3/h Seawater* m3/h Fuel oil heater kW 39 47 52 63 71 79 87 94 100 Exhaust gas flow at 270 °C** kg/h 25200 31500 37800 44100 50400 56700 63000 69300 75600 Air consumption of engine kg/s 6.8 8.6 10.3 12.0 13.7 15.4 17.1 18.8 20.5 178 42 76-5.1 Fig. 6.04x: List of capacities, S35MC with central cooling system stated at the nominal MCR power (L1) for engines complying with IMO's NOx emission limitations 430 200 025 198 22 41 6.01.47 MAN B&W Diesel A/S Engine Selection Guide Pumps L35MC Cyl. 4 5 6 7 8 9 10 11 12 Nominal MCR at 210 r/min kW 2600 3250 3900 4550 5200 5850 6500 7150 7800 Fuel oil circulating pump m3/h 1.5 1.8 2.0 2.4 2.7 3.0 3.3 3.6 3.9 Fuel oil supply pump m3/h 0.7 0.8 1.0 1.2 1.4 1.5 1.7 1.9 2.0 Jacket cooling water pump m3/h 1) 23 28 34 39 45 51 56 62 68 2) 23 28 34 39 45 51 56 62 68 3) 24 30 36 42 47 53 60 65 72 4) 23 28 34 39 45 51 56 62 68 m3/h 1) 79 98 115 135 155 175 195 215 235 2) 79 98 120 135 155 175 195 215 235 3) 78 97 115 135 155 175 195 215 235 Seawater cooling pump* Lubricating oil pump* 4) 77 97 115 135 155 175 195 215 230 m3/h 1) 63 75 90 105 115 125 145 155 160 2) 64 74 90 105 120 130 145 155 160 3) 61 71 86 100 110 120 135 145 150 4) Coolers 63 73 89 105 115 125 140 155 160 Booster pump f. exh. valve actuator*** m3/h 1.0 1.0 1.0 1.5 1.5 1.5 2.0 2.0 2.0 Scavenge air cooler Heat dissipation approx. kW 940 1170 1410 1640 1880 2110 2350 2580 2820 Seawater m3/h 48 60 72 84 96 108 120 132 144 Lubricating oil cooler Heat dissipation approx.* kW 1) 240 300 350 410 455 500 600 650 700 2) 240 290 355 405 460 510 580 630 710 3) 190 240 290 335 385 430 480 530 580 4) 215 265 320 370 420 485 530 600 640 Lubricating oil* m /h Seawater m3/h 1) 32 40 43 51 59 67 75 83 91 2) 32 40 48 51 59 67 75 83 91 3) 32 40 43 51 59 67 75 83 91 4) 32 40 43 51 59 67 75 83 86 1) 400 500 600 700 800 900 1000 1100 1200 2) 400 500 600 700 800 900 1000 1100 1200 3) 430 530 640 750 850 950 1060 1160 1290 4) 400 500 600 700 800 900 1000 1100 1200 Jacket water cooler Heat dissipation approx. 3 kW See above "Main lubricating oil pump" Jacket cooling water 3 m /h See above "Jacket cooling water pump" Seawater m3/h See above "Seawater quantity" for lube oil cooler Fuel oil heater kW 39 47 52 63 71 79 87 94 100 Exhaust gas flow at 265 °C** kg/h 21600 27000 32400 37800 43200 48600 54000 59400 64800 Air consumption of engine kg/s 5.9 7.3 8.8 10.3 11.7 13.2 14.7 16.1 17.6 * For main engine arrangements with built-on power take off (PTO) of an MAN B&W recommended type and/or torsional vibration damper the engine’s capacities must be increased by those stated for the actual system ** The exhaust gas amount and temperature must be adjusted according to the actual plant specification *** No booster pumps are required for engines produced according to Plant Specifications ordered after January 2000 1) Engines with MAN B&W turbochargers 3) Engines with ABB turbochargers, type VTR 2) Engines with ABB turbochargers, type TPL 4) Engines with Mitsubishi turbochargers 178 87 92-6.0 Fig. 6.03y: List of capacities, L35MC with seawater system stated at the nominal MCR power (L1) for engines complying with IMO's NOx emission limitations 430 200 025 198 22 41 6.01.48 MAN B&W Diesel A/S Engine Selection Guide L35MC Coolers Pumps Nominal MCR at 210 r/min Fuel oil circulating pump Fuel oil supply pump Jacket cooling water pump Cyl. 4 5 6 7 8 9 10 11 12 kW 2600 1.5 0.7 23 23 24 23 79 79 78 77 75 75 74 74 63 64 61 63 1.0 3250 1.8 0.8 28 28 30 28 98 98 97 97 94 93 92 92 75 74 71 73 1.0 3900 2.0 1.0 34 34 36 34 115 120 115 115 110 115 110 110 90 90 86 89 1.0 4550 2.4 1.2 39 39 42 39 135 135 135 135 130 130 130 130 105 105 100 105 1.5 5200 2.7 1.4 45 45 47 45 155 155 155 155 150 150 150 145 115 120 110 115 1.5 5850 3.0 1.5 51 51 53 51 175 175 175 175 165 170 165 165 125 130 120 125 1.5 6500 3.3 1.7 56 56 60 56 195 195 195 195 190 185 185 185 145 145 135 140 2.0 7150 3.6 1.9 62 62 65 62 215 215 215 215 205 205 205 205 155 155 145 155 2.0 7800 3.9 2.0 68 68 72 68 235 235 235 230 225 225 225 220 160 160 150 160 2.0 930 48 1160 60 1400 72 1630 84 1860 96 2100 108 2330 120 2560 132 2800 144 240 240 190 215 300 290 240 265 350 355 290 320 650 630 530 600 700 710 580 640 32 32 32 32 40 40 40 40 43 48 43 43 410 455 500 600 405 460 510 580 335 385 430 480 370 420 485 530 See above "Lubricating oil pump" 51 59 67 75 51 59 67 75 51 59 67 75 51 59 67 75 83 83 83 83 91 91 91 86 400 400 430 400 500 500 530 500 600 600 640 600 700 800 900 1000 1100 700 800 900 1000 1100 750 850 950 1060 1160 700 800 900 1000 1100 See above "Jacket cooling water" See above "Central cooling water quantity" for lube oil cooler 1200 1200 1290 1200 1570 1570 1550 1550 1960 1950 1930 1930 2350 2740 3120 3500 3930 2360 2740 3120 3510 3910 2330 2720 3100 3480 3870 2320 2700 3080 3490 3860 See above "Central cooling water pump" See above "Seawater cooling pump" 4310 4290 4250 4260 4700 4710 4670 4640 m3/h m3/h m3/h 1) 2) 3) 4) Central cooling water pump* m3/h 1) 2) 3) 4) Seawater pump* m3/h 1) 2) 3) 4) Lubricating oil pump* m3/h 1) 2) 3) 4) Booster pump f. exh. valve actuator*** m3/h Scavenge air cooler kW Heat dissipation approx. Central cooling water m3/h Lubricating oil cooler Heat dissipation approx.* kW 1) 2) 3) 4) Lubricating oil* m3/h Central cooling water m3/h 1) 2) 3) 4) Jacket water cooler Heat dissipation approx. kW 1) 2) 3) 4) Jacket cooling water m3/h Central cooling water m3/h Central cooler Heat dissipation approx.* kW 1) 2) 3) 4) Central cooling water* m3/h Seawater* m3/h Fuel oil heater kW 39 47 52 63 71 79 87 94 100 Exhaust gas flow at 265 °C** kg/h 21600 27000 32400 37800 43200 48600 54000 59400 64800 Air consumption of engine kg/s 5.9 7.3 8.8 10.3 11.7 13.2 14.7 16.1 17.6 178 87 93-8.0 Fig. 6.04y: List of capacities, L35MC with central cooling system stated at the nominal MCR power (L1) for engines complying with IMO's NOx emission limitations 430 200 025 198 22 41 6.01.49 MAN B&W Diesel A/S Engine Selection Guide Pumps S26MC Cyl. 4 5 6 7 8 9 10 11 12 Nominal MCR at 250 r/min kW 1600 2000 2400 2800 3200 3600 4000 4400 4800 Fuel oil circulating pump m3/h 1.5 1.8 2.0 2.4 2.7 3.0 3.3 3.6 3.9 Fuel oil supply pump m3/h 0.4 0.5 0.6 0.7 0.8 0.9 1.1 1.2 1.3 Jacket cooling water pump m3/h 1) 16 20 24 28 32 36 40 44 48 2) 16 20 24 28 32 36 40 44 48 3) 24 28 25 29 34 38 55 47 51 4) 16 20 24 28 32 36 40 44 48 m3/h 1) 70 88 105 125 140 160 175 190 210 2) 71 88 105 125 140 160 175 195 210 3) 73 90 105 125 140 155 180 190 210 Seawater cooling pump* Lubricating oil pump* 4) 71 88 105 125 140 155 175 190 210 m3/h 1) 49 57 65 72 84 94 99 105 115 2) 51 58 66 73 83 93 100 105 115 3) 48 55 63 70 80 90 95 100 110 4) Coolers 50 57 65 72 82 92 99 105 115 Booster pump f. exh. valve actuator m3/h n.a. n.a. n.a. n.a. n.a. n.a. n.a. n.a. n.a. Scavenge air cooler Heat dissipation approx. kW 570 710 850 990 1140 1280 1420 1560 1700 Seawater m3/h 45 56 68 79 90 101 112 123 134 Lubricating oil cooler Heat dissipation approx.* kW 1) 220 275 350 400 460 510 550 600 700 2) 230 280 340 390 450 500 580 630 680 3) 200 250 300 350 400 450 500 550 600 4) 225 275 325 375 425 475 550 600 650 Lubricating oil* m /h Seawater m3/h 1) 25 34 37 46 50 59 63 67 76 2) 25 34 37 46 50 59 63 72 76 3) 25 34 37 46 50 54 68 67 76 4) 25 34 37 46 50 54 63 67 76 1) 310 385 460 540 620 690 770 850 920 2) 310 385 460 540 620 690 770 850 920 3) 395 470 485 560 650 720 940 890 970 4) 310 385 460 540 620 690 770 850 920 Jacket water cooler Heat dissipation approx. 3 kW See above "Main lubricating oil pump" Jacket cooling water 3 m /h See above "Jacket cooling water pump" Seawater m3/h See above "Seawater quantity" for lube oil cooler Fuel oil heater kW 39 47 52 63 71 79 87 94 100 Exhaust gas flow at 260 °C** kg/h 12400 15600 18700 21800 24900 28000 31100 34200 37300 Air consumption of engine kg/s 3.4 4.2 5.1 5.9 6.8 7.6 8.4 9.3 10.1 * For main engine arrangements with built-on power take off (PTO) of an MAN B&W recommended type and/or torsional vibration damper the engine’s capacities must be increased by those stated for the actual system ** The exhaust gas amount and temperature must be adjusted according to the actual plant specification n.a. Not applicable 1) Engines with MAN B&W turbochargers 3) Engines with ABB turbochargers, type VTR 2) Engines with ABB turbochargers, type TPL 4) Engines with Mitsubishi turbochargers 178 42 72-8.1 Fig. 6.03z: List of capacities, S26MC with seawater system stated at the nominal MCR power (L1) for engines complying with IMO's NOx emission limitations 430 200 025 198 22 41 6.01.50 MAN B&W Diesel A/S Engine Selection Guide S26MC Coolers Pumps Nominal MCR at 250 r/min Fuel oil circulating pump Fuel oil supply pump Jacket cooling water pump Cyl. 4 5 6 7 8 9 10 11 12 kW 1600 1.5 0.4 16 16 24 16 70 71 73 71 52 53 56 53 49 51 48 50 n.a. 2000 1.8 0.5 20 20 28 20 88 88 90 88 66 66 68 66 57 58 55 57 n.a. 2400 2.0 0.6 24 24 25 24 105 105 105 105 79 79 78 78 65 66 63 65 n.a. 2800 2.4 0.7 28 28 29 28 125 125 125 125 92 92 91 91 72 73 70 72 n.a. 3200 2.7 0.8 32 32 34 32 140 140 140 140 105 105 105 105 84 83 80 82 n.a. 3600 3.0 0.9 36 36 38 36 160 160 155 155 120 120 115 115 94 93 90 92 n.a. 4000 3.3 1.1 40 40 55 40 175 175 180 175 130 130 135 130 99 100 95 99 n.a. 4400 3.6 1.2 44 44 47 44 190 195 190 190 145 145 145 145 105 105 100 105 n.a. 4800 3.9 1.3 48 48 51 48 210 210 210 210 160 155 155 155 115 115 110 115 n.a. 560 45 710 56 850 68 990 79 1130 90 1270 101 1410 112 1550 123 1690 134 220 230 200 225 275 280 250 275 350 340 300 325 600 630 550 600 700 680 600 650 25 25 25 25 34 34 34 34 37 37 37 37 400 460 510 550 390 450 500 580 350 400 450 500 375 425 475 550 See above "Lubricating oil pump" 46 50 59 63 46 50 59 63 46 50 54 68 46 50 54 63 67 72 67 67 76 76 76 76 310 310 395 310 385 385 470 385 460 460 485 460 540 620 690 770 850 540 620 690 770 850 560 650 720 940 890 540 620 690 770 850 See above "Jacket cooling water" See above "Central cooling water quantity" for lube oil cooler 920 920 970 920 1090 1100 1160 1100 1370 1380 1430 1370 1660 1930 2210 2470 2730 1650 1920 2200 2460 2760 1640 1900 2180 2440 2850 1640 1910 2180 2440 2730 See above "Central cooling water pump" See above "Seawater cooling pump" 3000 3030 2990 3000 3310 3290 3260 3260 m3/h m3/h m3/h 1) 2) 3) 4) Central cooling water pump* m3/h 1) 2) 3) 4) Seawater pump* m3/h 1) 2) 3) 4) Lubricating oil pump* m3/h 1) 2) 3) 4) Booster pump f. exh. valve actator m3/h Scavenge air cooler kW Heat dissipation approx. Central cooling water m3/h Lubricating oil cooler Heat dissipation approx.* kW 1) 2) 3) 4) Lubricating oil* m3/h Central cooling water m3/h 1) 2) 3) 4) Jacket water cooler Heat dissipation approx. kW 1) 2) 3) 4) Jacket cooling water m3/h Central cooling water m3/h Central cooler Heat dissipation approx.* kW 1) 2) 3) 4) Central cooling water* m3/h Seawater* m3/h Fuel oil heater kW 39 47 52 63 71 79 87 94 100 Exhaust gas flow at 260 °C** kg/h 12400 15600 18700 21800 24900 28000 31100 34200 37300 Air consumption of engine kg/s 3.4 4.2 5.1 5.9 6.8 7.6 8.4 9.3 10.1 178 42 76-5.1 Fig. 6.04z: List of capacities, S26MC with central cooling system stated at the nominal MCR power (L1) for engines complying with IMO's NOx emission limitations 430 200 025 198 22 41 6.01.51 MAN B&W Diesel A/S Engine Selection Guide Starting air system: 30 bar (gauge) Cylinder No. K98MC Reversible engine Receiver volume (12 starts) Compressor capacity, total Non-reversible engine Receiver volume (6 starts) Compressor capacity, total K98MC-C Reversible engine Receiver volume (12 starts) Compressor capacity, total Non-reversible engine Receiver volume (6 starts) Compressor capacity, total S90MC-C Reversible engine Receiver volume (12 starts) Compressor capacity, total Non-reversible engine Receiver volume (6 starts) Compressor capacity, total L90MC-C Reversible engine Receiver volume (12 starts) Compressor capacity, total Non-reversible engine Receiver volume (6 starts) Compressor capacity, total K90MC Reversible engine Receiver volume (12 starts) Compressor capacity, total Non-reversible engine Receiver volume (6 starts) Compressor capacity, total K90MC-C Reversible engine Receiver volume (12 starts) Compressor capacity, total Non-reversible engine Receiver volume (6 starts) Compressor capacity, total 4 5 6 7 8 9 10 11 12 m3 m3/h 2 x 14.5 870 2 x 15.0 900 2 x 15.5 930 2 x 15.5 930 2 x 15.5 930 2 x 16.0 960 2 x 16.0 960 m3 m3/h 2 x 8.0 2 x 8.0 2 x 8.0 2 x 8.0 2 x 8.0 2 x 8.5 2 x 8.5 480 480 480 480 480 510 510 m3 m3/h 2 x 13.5 810 2 x 13.5 810 2 x 13.5 810 2 x 13.5 810 2 x 13.5 810 2 x 13.5 810 2 x 14.0 840 m3 m3/h 2 x 7.0 2 x 7.0 2 x 7.0 2 x 7.0 2 x 7.0 2 x 7.0 2 x 7.5 420 420 420 420 420 420 450 m3 m3/h 2 x 15.0 900 2 x 15.0 900 2 x 15.5 930 2 x 15.5 930 m3 m3/h 2 x 8.0 2 x 8.0 2 x 8.0 2 x 8.0 480 480 480 480 m3 m3/h 2 x 13.5 810 2 x 14.0 840 2 x 14.0 840 2 x 14.5 870 2 x 14.5 870 2 x 14.5 870 2 x 15.0 900 m3 m3/h 2 x 7.0 2 x 7.5 2 x 7.5 2 x 7.5 2 x 7.5 2 x 7.5 2 x 8.0 420 450 450 450 450 450 480 m3 m3/h 2 x10.0 600 2 x 11.0 660 2 x 11.5 690 2 x 12.0 720 2 x 12.0 720 2 x 12.5 750 2 x 12.5 750 2 x 12.5 750 2 x 12.5 750 m3 m3/h 2 x 5.5 2 x 6.0 2 x 6.0 2 x 6.5 2 x 6.5 2 x 6.5 2 x 6.5 2 x 6.5 2 x 7.0 330 360 360 390 390 390 390 390 420 m3 m3/h 2 x 12.0 720 2 x 12.0 720 2 x 12.5 750 2 x 12.5 750 2 x 12.5 750 2 x 13.0 780 2 x 13.0 780 m3 m3/h 2 x 6.0 2 x 6.5 2 x 6.5 2 x 6.5 2 x 6.5 2 x 6.5 2 x 7.0 360 390 390 390 390 390 420 178 87 96-3.0 Fig. 6.01.05a: Capacities of starting air receivers and compressors for main engine 430 200 025 198 22 41 6.01.52 MAN B&W Diesel A/S Engine Selection Guide Starting air system: 30 bar (gauge) Cylinder No. S80MC-C Reversible engine Receiver volume (12 starts) Compressor capacity, total Non-reversible engine Receiver volume (6 starts) Compressor capacity, total S80MC Reversible engine Receiver volume (12 starts) Compressor capacity, total Non-reversible engine Receiver volume (6 starts) Compressor capacity, total L80MC Reversible engine Receiver volume (12 starts) Compressor capacity, total Non-reversible engine Receiver volume (6 starts) Compressor capacity, total K80MC-C Reversible engine Receiver volume (12 starts) Compressor capacity, total Non-reversible engine Receiver volume (6 starts) Compressor capacity, total S70MC-C Reversible engine Receiver volume (12 starts) Compressor capacity, total Non-reversible engine Receiver volume (6 starts) Compressor capacity, total S70MC Reversible engine Receiver volume (12 starts) Compressor capacity, total Non-reversible engine Receiver volume (6 starts) Compressor capacity, total L70MC Reversible engine Receiver volume (12 starts) Compressor capacity, total Non-reversible engine Receiver volume (6 starts) Compressor capacity, total 4 5 6 7 8 m3 m3/h 2 x 12.0 720 2 x 12.0 720 2 x 12.5 750 m3 m3/h 2 x 6.5 2 x 6.5 2 x 6.5 390 390 390 9 10 11 12 m3 m3/h 2 x 9.5 570 2 x 10.5 630 2 x 11.5 690 2 x 11.5 690 2 x 12.0 720 2 x 12.0 720 m3 m3/h 2 x 5.0 2 x 5.5 2 x 6.0 2 x 6.0 2 x 6.5 2 x 6.5 300 330 360 360 390 390 m3 m3/h 2 x 8.5 510 2 x 9.0 540 2 x 9.5 570 2 x 10.0 600 2 x 10.0 600 2 x 10.0 600 2 x 10.0 600 2 x 10.5 630 2 x 10.5 630 m3 m3/h 2 x 4.5 2 x 5.0 2 x 5.0 2 x 5.5 2 x 5.5 2 x 5.5 2 x 5.5 2 x 6.0 2 x 6.5 270 300 300 330 330 330 330 360 360 m3 m3/h 2 x 8.5 510 2 x 8.5 510 2 x 9.0 540 2 x 9.0 540 2 x 9.0 540 2 x 9.0 540 2 x 9.5 570 m3 m3/h 2 x 4.5 2 x 4.5 2 x 4.5 2 x 4.5 2 x 5.0 2 x 5.0 2 x 5.0 270 270 270 270 300 300 300 m3 m3/h 2 x 7.0 420 2 x 7.5 450 2 x 8.0 480 2 x 8.0 480 2 x 8.0 480 m3 m3/h 2 x 3.5 2 x 4.0 2 x 4.5 2 x 4.5 2 x 4.5 210 240 270 270 270 m3 m3/h 2 x 7.0 420 2 x 7.0 420 2 x 8.0 480 2 x 8.0 480 2 x 8.0 480 m3 m3/h 2 x 4.0 2 x 4.0 2 x 4.0 2 x 4.0 2 x 4.0 240 240 240 240 240 m3 m3/h 2 x 5.5 330 2 x 6.0 360 2 x 6.5 390 2 x 6.5 390 2 x 7.0 420 m3 m3/h 2 x 3.0 2 x 3.5 2 x 3.5 2 x 3.5 2 x 4.0 180 210 210 210 240 178 87 96-3.0 Fig. 6.01.05b: Capacities of starting air receivers and compressors for main engine 430 200 025 198 22 41 6.01.53 MAN B&W Diesel A/S Engine Selection Guide Starting air system: 30 bar (gauge) Cylinder No. S60MC-C Reversible engine Receiver volume (12 starts) Compressor capacity, total Non-reversible engine Receiver volume (6 starts) Compressor capacity, total S60MC Reversible engine Receiver volume (12 starts) Compressor capacity, total Non-reversible engine Receiver volume (6 starts) Compressor capacity, total L60MC Reversible engine Receiver volume (12 starts) Compressor capacity, total Non-reversible engine Receiver volume (6 starts) Compressor capacity, total S50MC-C Reversible engine Receiver volume (12 starts) Compressor capacity, total Non-reversible engine Receiver volume (6 starts) Compressor capacity, total S50MC Reversible engine Receiver volume (12 starts) Compressor capacity, total Non-reversible engine Receiver volume (6 starts) Compressor capacity, total L50MC Reversible engine Receiver volume (12 starts) Compressor capacity, total Non-reversible engine Receiver volume (6 starts) Compressor capacity, total S46MC-C Reversible engine Receiver volume (12 starts) Compressor capacity, total Non-reversible engine Receiver volume (6 starts) Compressor capacity, total 4 5 6 7 8 m3 m3/h 2 x 4.5 270 2 x 5.0 300 2 x 5.0 300 2 x 5.5 330 2 x 5.5 330 m3 m3/h 2 x 2.5 2 x 2.5 2 x 3.0 2 x 3.0 2 x 3.0 150 150 180 180 180 m3 m3/h 2 x 4.0 240 2 x 4.5 270 2 x 5.0 300 2 x 5.0 300 2 x 5.0 300 m3 m3/h 2 x 2.5 2 x 2.5 2 x 2.5 2 x 2.5 2 x 3.0 150 150 150 150 180 m3 m3/h 2 x 3.5 210 2 x 4.0 240 2 x 4.0 240 2 x 4.5 270 2 x 4.5 270 m3 m3/h 2 x 2.0 2 x 2.0 2 x 2.5 2 x 2.5 2 x 2.5 120 120 150 150 150 m3 m3/h 2 x 4.0 240 2 x 4.5 270 2 x 4.5 270 2 x 4.5 270 2 x 4.5 270 m3 m3/h 2 x 2.0 2 x 2.5 2 x 2.5 2 x 2.5 2 x 3.0 120 150 150 150 180 m3 m3/h 2 x 3.5 210 2 x 3.5 210 2 x 3.5 210 2 x 4.0 240 2 x 4.5 270 m3 m3/h 2 x 2.0 2 x 2.5 2 x 2.5 2 x 2.5 2 x 3.0 120 150 150 150 180 m3 m3/h 2 x 3.5 210 2 x 3.5 210 2 x 3.5 210 2 x 3.5 210 2 x 4.0 240 m3 m3/h 2 x 2.0 2 x 2.0 2 x 2.0 2 x 2.0 2 x 2.0 120 120 120 120 120 m3 m3/h 2 x 3.5 210 2 x 3.5 210 2 x 3.5 210 2 x 4.0 240 2 x 4.0 240 m3 m3/h 2 x 2.0 2 x 2.0 2 x 2.0 2 x 2.0 2 x 2.0 120 120 120 120 120 9 10 11 12 178 87 96-3.0 Fig. 6.01.05c: Capacities of starting air receivers and compressors for main engine 430 200 025 198 22 41 6.01.54 MAN B&W Diesel A/S Engine Selection Guide Starting air system: 30 bar (gauge) Cylinder No. S42MC Reversible engine Receiver volume (12 starts) Compressor capacity, total Non-reversible engine Receiver volume (6 starts) Compressor capacity, total L42MC Reversible engine Receiver volume (12 starts) Compressor capacity, total Non-reversible engine Receiver volume (6 starts) Compressor capacity, total S35MC Reversible engine Receiver volume (12 starts) Compressor capacity, total Non-reversible engine Receiver volume (6 starts) Compressor capacity, total L35MC Reversible engine Receiver volume (12 starts) Compressor capacity, total Non-reversible engine Receiver volume (6 starts) Compressor capacity, total S26MC Reversible engine Receiver volume (12 starts) Compressor capacity, total Non-reversible engine Receiver volume (6 starts) Compressor capacity, total 4 5 6 7 8 9 10 11 12 m3 m3/h 2 x 3.0 180 2 x 3.0 180 2 x 3.0 180 2 x 3.0 180 2 x 3.5 210 2 x 3.5 210 2 x 3.5 210 2 x 3.5 210 2 x 3.5 210 m3 m3/h 2 x 2.0 2 x 2.0 2 x 2.0 2 x 2.0 2 x 2.5 2 x 2.5 2 x 2.5 2 x 2.5 2 x 2.5 120 120 120 120 150 150 150 150 150 m3 m3/h 2 x 2.0 120 2 x 2.0 120 2 x 2.0 120 2 x 2.0 120 2 x 2.5 150 2 x 2.5 150 2 x 2.5 150 2 x 2.5 150 2 x 2.5 150 m3 m3/h 2 x 1.5 2 x 1.5 2 x 1.5 2 x 1.5 2 x 1.5 2 x 1.5 2 x 1.5 2 x 1.5 2 x 1.5 90 90 90 90 90 90 90 90 90 m3 m3/h 2 x 1.0 60 2 x 1.0 60 2 x 1.0 60 2 x 1.0 60 2 x 1.5 90 2 x 1.5 90 2 x 1.5 90 2 x 1.5 90 2 x 1.5 90 m3 m3/h 2 x 0.5 2 x 0.5 2 x 0.5 2 x 0.5 2 x 1.0 2 x 1.0 2 x 1.0 2 x 1.0 2 x 1.0 30 30 30 30 60 60 60 60 60 m3 m3/h 2 x 1.0 60 2 x 1.0 60 2 x 1.0 60 2 x 1.0 60 2 x 1.5 90 2 x 1.5 90 2 x 1.5 90 2 x 1.5 90 2 x 1.5 90 m3 m3/h 2 x 0.5 2 x 0.5 2 x 0.5 2 x 0.5 2 x 1.0 2 x 1.0 2 x 1.0 2 x 1.0 2 x 1.0 30 30 30 30 60 60 60 60 60 m3 m3/h 2 x 0.9 54 2 x 0.9 54 2 x 1.0 60 2 x 1.0 60 2 x 1.0 60 2 x 1.0 60 2 x 1.0 60 2 x 1.0 60 2 x 1.0 60 m3 m3/h 2 x 0.4 2 x 0.4 2 x 0.4 2 x 0.4 2 x 0.5 2 x 0.5 2 x 0.5 2 x 0.5 2 x 0.5 24 24 24 24 30 30 30 30 30 178 87 96-3.0 Fig. 6.01.05d: Capacities of starting air receivers and compressors for main engine 430 200 025 198 22 41 6.01.55 MAN B&W Diesel A/S Engine Selection Guide Auxiliary System Capacities for Derated Engines The dimensioning of heat exchangers (coolers) and pumps for derated engines can be calculated on the basis of the heat dissipation values found by using the following description and diagrams. Those for the nominal MCR (L1 ), see Figs. 6.01.03 and 6.01.04, may also be used if wanted. The percentage power (P%) and speed (n%) of L1 for specified MCR (M) of the derated engine is used as input in the above-mentioned diagrams, giving the % heat dissipation figures relative to those in the “List of Capacities”, Figs. 6.01.03 and 6.01.04. The examples represent the engines which have the largest layout diagrams. The layout diagram sizes for all engine types can be found in section 2. Cooler heat dissipations For the specified MCR (M) the diagrams in Figs. 6.01.06, 6.01.07 and 6.01.08 show reduction factors for the corresponding heat dissipations for the coolers, relative to the values stated in the “List of Capacities” valid for nominal MCR (L1). 178 06 56-6.1 Fig. 6.01.07: Jacket water cooler, heat dissipation qjw% in % of L1 value 178 06 55-6.1 Fig. 6.01.06: Scavenge air cooler, heat dissipation qair% in % of L1 value 178 08 07-7.0 Fig. 6.01.08: Lubricating oil cooler, heat dissipation qlub% in % of L1 value 430 200 025 198 22 41 6.01.56 MAN B&W Diesel A/S Engine Selection Guide Pump capacities The pump capacities given in the “List of Capacities” refer to engines rated at nominal MCR (L1). For lower rated engines, only a marginal saving in the pump capacities is obtainable. To ensure proper lubrication, the lubricating oil pump and the booster pump for camshaft and/or exhaust valve actuator must remain unchanged. Booster pumps for Camshaft and Exhaust valve exhaust valve actuator actuator K98MC K98MC-C S90MC-C L90MC K90MC K90MC-C S80MC-C S80MC L80MC K80MC-C S70MC-C S70MC L70MC S60MC-C S60MC L60MC S50MC-C S50MC L50MC S46MC-C S42MC L42MC S35MC L35MC S26MC reduced proportionally to the reduced heat dissipations found in Figs. 6.01.06, 6.01.07 and 6.01.08, respectively. However, regarding the scavenge air cooler(s), the engine maker has to approve this reduction in order to avoid too low a water velocity in the scavenge air cooler pipes. As the jacket water cooler is connected in series with the lubricating oil cooler, the water flow capacity for the latter is used also for the jacket water cooler. None X X If a central cooler is used, the above still applies, but the central cooling water capacities are used instead of the above seawater capacities. The seawater flow capacity for the central cooler can be reduced in proportion to the reduction of the total cooler heat dissipation. X X X X X X X X Pump pressures Irrespective of the capacities selected as per the above guidelines, the below-mentioned pump heads at the mentioned maximum working temperatures for each system shall be kept: X X X X X X X X X X X X X X X Also the fuel oil circulating and supply pumps and the fuel oil heater should remain unchanged, In order to ensure a proper starting ability, the starting air compressors and the starting air receivers must also remain unchanged. The jacket cooling water pump capacity is relatively low, and practically no saving is possible, it is therefore kept unchanged. The seawater flow capacity for each of the scavenge air, lube oil and jacket water coolers can be Fuel oil supply pump Fuel oil circulating pump Lubricating oil pump K98, K98-C S90-C, L90, S80-C, S80 K90-C, K90 K80-C, L80, S70-C, S70 L70, S60-C, S60, L60, S50-C, S50, L50, S46-C, S42, L42, S35, L35, S26 Booster pump for camshaft and/or exhaust valve actuator Seawater pump Central cooling water pump Jacket water pump Pump head bar 4.0 6.0 Max. working temp. °C 100 150 5.0 4.6 4.5 4.3 4.0 60 60 60 60 60 3.0 60 2.5 2.5 3.0 50 60 100 Flow velocities For external pipe connections, we prescribe the following maximum velocities: Marine diesel oil . . . . . . . . . . . . . . . . . . . . . 1.0 m/s Heavy fuel oil. . . . . . . . . . . . . . . . . . . . . . . . 0.6 m/s Lubricating oil . . . . . . . . . . . . . . . . . . . . . . . 1.8 m/s Cooling water . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s 430 200 025 198 22 41 6.01.57 MAN B&W Diesel A/S Engine Selection Guide Example 1: Derated 6S70MC-C with high efficiency MAN B&W turbocharger with fixed pitch propeller, seawater cooling system and without VIT fuel pumps. The calculation is made for the service rating (S) of the diesel engine being 80% of the specified MCR. As the engine is without VIT fuel pumps the specified MCR (M) is identical to the optimised power (O) Nominal MCR, (L1) PL1: 18,630 kW = 25,320 BHP (100.0%) Specified MCR, (M) PM: 14,904 kW = 20,256 BHP (80.0%) 81.9 r/min (90.0%) Optimised power, (O) PO: 14,904 kW = 20,256 BHP (80.0%) 81.9 r/min (88.0%) 91 r/min (100.0%) Example 1: The method of calculating the reduced capacities for point M is shown below. The values valid for the nominal rated engine are found in the “List of Capacities” Fig. 6.01.03a, and are listed together with the result in Fig. 6.01.09. Heat dissipation of scavenge air cooler Fig. 6.01.05 which is approximate indicates a 73% heat dissipation: 7600 x 0.73 = 5548 kW Heat dissipation of jacket water cooler Fig. 6.01.07 indicates a 84% heat dissipation: 2830 x 0.84 = 2377 kW Heat dissipation of lube. oil cooler Fig. 6.01.08 indicates a 91% heat dissipation: 1440 x 0.91 = 1310 kW Seawater pump Scavenge air cooler: 404 x 0.73 = 294.9 m3/h 3 Lubricating oil cooler: 206 x 0.91 = 187.5 m /h 482.4 m3/h Total: If the engine were fitted with VIT fuel pumps, the M would not coincide with O, and in the figure the data for the specified MCR (M) should be used. 430 200 025 198 22 41 6.01.58 MAN B&W Diesel A/S Engine Selection Guide Nominal rated engine (L1) high efficiency turbocharger 18,630 kW at 91 r/min Example 1 Specified MCR (M) m3/h m3/h m3/h m3/h m3/h m3/h 8.3 4.6 165 610 390 3.0 8.3 4.6 165 482.4 390 3.0 kW m3/h 7600 404 5548 294.9 kW m3/h m3/h 1440 390 206 1310 390 187.5 kW m3/h m3/h kW 2830 165 206 220 2377 165 187.5 220 kg/h °C kg/sec. 176400 235 48.1 138200 226 37.6 2 x 8.0 480 2 x 8.0 480 2 x 4.5 270 2 x 4.5 270 Shaft power at MCR Pumps: Fuel oil circulating pump Fuel oil supply pump Jacket cooling water pump Seawater pump* Lubricating oil pump* Booster pump for camshaft and exhaust valves Coolers: Scavenge air cooler Heat dissipation Seawater quantity Lub. oil cooler Heat dissipation* Lubricating oil quantity* Seawater quantity Jacket water cooler Heat dissipation Jacket cooling water quantity Seawater quantity Fuel oil preheater: Gases at ISO ambient conditions* Exhaust gas amount Exhaust gas temperature Air consumption Starting air system: 30 bar (gauge) Reversible engine Receiver volume (12 starts) m3 Compressor capacity, total m3/h Non-reversible engine Receiver volume (6 starts) m3 Compressor capacity, total m3/h Exhaust gas tolerances: temperature -/+ 15 °C and amount +/- 5% 14,904 kW at 81.9 r/min The air consumption and exhaust gas figures are expected and refer to 100% specified MCR, ISO ambient reference conditions and the exhaust gas back pressure 300 mm WC The exhaust gas temperatures refer to after turbocharger * Calculated in example 3, in this chapter 178 45 72-4.0 Fig. 6.01.09: Example 1 – Capacities of derated 6S70MC-C with high efficiency MAN B&W turbocharger and seawater cooling system. 430 200 025 198 22 41 6.01.59 MAN B&W Diesel A/S Engine Selection Guide peller (FPP) or for constant speed, controllable pitch propeller (CPP), respectively, in Fig. 6.01.10. Freshwater Generator If a freshwater generator is installed and is utilising the heat in the jacket water cooling system, it should be noted that the actual available heat in the jacket cooling water system is lower than indicated by the heat dissipation figures valid for nominal MCR (L1) given in the List of Capacities. This is because the latter figures are used for dimensioning the jacket water cooler and hence incorporate a safety margin which can be needed when the engine is operating under conditions such as, e.g. overload. Normally, this margin is 10% at nominal MCR. For a derated diesel engine, i.e. an engine having a specified MCR (M) and/or an optimising point (O) different from L1, the relative jacket water heat dissipation for point M and O may be found, as previously described, by means of Fig. 6.01.07. With reference to the above, the heat actually available for a derated diesel engine may then be found as follows: 1. Engine power between optimised and specified power. For powers between specified MCR (M) and optimised power (O), the diagram Fig. 6.01.07 is to be used,i.e. giving the percentage correction factor “qjw%” and hence q jw% Qjw = QL1 x x 0.9 (0.87) [1] 100 2. Engine power lower than optimised power. For powers lower than the optimised power, the value Qjw,O found for point O by means of the above equation [1] is to be multiplied by the correction factor kp found in Fig. 6.01.10 and hence At part load operation, lower than optimised power, the actual jacket water heat dissipation will be reduced according to the curves for fixed pitch pro- Qjw = Qjw,O x kp [2] where Qjw = jacket water heat dissipation QL1 = jacket water heat dissipation at nominal MCR (L1) qjw%= percentage correction factor from Fig. 6.01.07 Qjw,O = jacket water heat dissipation at optimised power (O), found by means of equation [1] kp = correction factor from Fig. 6.01.10 0.9 = factor for overload margin, tropical ambient conditions The heat dissipation is assumed to be more or less independent of the ambient temperature conditions, yet the overload factor of about 0.87 instead of 0.90 will be more accurate for ambient conditions corresponding to ISO temperatures or lower. 178 06 64-3.0 Fig. 6.01.10: Correction factor “kp” for jacket cooling water heat dissipation at part load, relative to heat dissipation at optimised power If necessary, all the actually available jacket cooling water heat may be used provided that a special temperature control system ensures that the jacket cooling water temperature at the outlet from the engine does not fall below a certain level. Such a tem- 430 200 025 198 22 41 6.01.60 MAN B&W Diesel A/S Engine Selection Guide Jacket cooling water system Freshwater generator system Valve A: ensures that Tjw < 80 °C Valve B: ensures that Tjw >80 – 5 °C = 75 °C Valve B and the corresponding by-pass may be omitted if, for example, the freshwater generator is equipped with an automatic start/stop function for too low jacket cooling water temperature If necessary, all the actually available jacket cooling water heat may be utilised provided that a special temperature control system ensures that the jacket cooling water temperature at the outlet from the engine does not fall below a certain level 178 16 79-9.2 Fig. 6.01.11: Freshwater generators. Jacket cooling water heat recovery flow diagram perature control system may consist, e.g., of a special by-pass pipe installed in the jacket cooling water system, see Fig. 6.01.11, or a special built-in temperature control in the freshwater generator, e.g., an automatic start/stop function, or similar. If such a special temperature control is not applied, we recommend limiting the heat utilised to maximum 50% of the heat actually available at specified MCR, and only using the freshwater generator at engine loads above 50%. When using a normal freshwater generator of the single-effect vacuum evaporator type, the freshwater production may, for guidance, be estimated as 0.03 t/24h per 1 kW heat, i.e.: Mfw = 0.03 x Qjw t/24h [3] where Mfw is the freshwater production in tons per 24 hours and Qjw is to be stated in kW 430 200 025 198 22 41 6.01.61 MAN B&W Diesel A/S Engine Selection Guide Example 2: Freshwater production from a derated 6S70MC-C with high efficiency MAN B&W turbocharger, without VIT fuel pumps and with fixed pitch propeller. Based on the engine ratings below, this example will show how to calculate the expected available jacket cooling water heat removed from the diesel engine, together with the corresponding freshwater production from a freshwater generator. The calculation is made for the service rating (S) of the diesel engine being 80% of the specified MCR. As the engine is without VIT fuel pumps the specified MCR (M) is identical to the optimised power (O) Nominal MCR, (L1) PL1: 18,630 kW = 25,320 BHP (100.0%) Specified MCR, (M) PM: 14,904 kW = 20,256 BHP (80.0%) 81.9 r/min Optimised power, (O) PO: 14,904 kW = 20,256 BHP (80.0%) 81.9 r/min (90.0%) Service rating, (S) PS: 11,923 kW = 16,205 BHP (64.0%) 76.0 r/min (83.5%) The expected available jacket cooling water heat at service rating is found as follows: QL1 = 2830 kW from “List of Capacities” By means of equation [1], and using factor 0.87 for actual ambient condition the heat dissipation in the optimising point (O) is found: q jw% 100 = 2830 x Calculation of Exhaust Gas Amount and Temperature The exhaust gas data to be expected in practice depends, primarily, on the following three factors: a) The optimising point of the engine (point O): PO: power in kW (BHP) at optimising point nO: speed in r/min at optimising point b) The ambient conditions, and exhaust gas back-pressure: x 0.87 Tair: actual ambient air temperature, in °C pbar: actual barometric pressure, in mbar TCW: actual scavenge air coolant temperature, in °C DpO: exhaust gas back-pressure in mm WC at optimising point 84.0 x 0.87 = 2068 kW 100 If the engine were fitted with VIT fuel pumps, M would not coincide with O, and the data for the optimising point should be used, as shown in Fig. 6.01.07. By means of equation [2], the heat dissipation in the service point (S) is found: Qjw = Qjw,O x kp = 2068 x 0.85 = 1760 kW kp = 0.85 using Ps% = 80% in Fig. 6.01.10 (90.0%) Influencing factors qjw% = 84.0% using 80.0% power and 90.0% speed for M=O (as no VIT fuel pumps are used) in Fig. 6.01.07 Q jw,O = QL1 x 91.0 r/min (100.0%) c) The continuous service rating of the engine (point S), valid for fixed pitch propeller or controllable pitch propeller (constant engine speed) PS: continuous service rating of engine, in kW (BHP) For the service point the corresponding expected obtainable freshwater production from a freshwater generator of the single-effect vacuum evaporator type is then found from equation [3]: Mfw = 0.03 x Qjw = 0.03 x 1760 = 52.7 t/24h 430 200 025 198 22 41 6.01.62 MAN B&W Diesel A/S Engine Selection Guide Calculation Method To enable the project engineer to estimate the actual exhaust gas data at an arbitrary service rating, the following method of calculation may be used. Mexh: exhaust gas amount in kg/h, to be found Texh: exhaust gas temperature in °C, to be found The partial calculations based on the above influencing factors have been summarised in equations [4] and [5], see Fig. 6.01.12. The partial calculations based on the influencing factors are described in the following: Mexh = ML1 x a) Correction for choice of optimising point When choosing an optimising point “O” other than the nominal MCR point “L1”, the resulting changes in specific exhaust gas amount and temperature are found by using as input in diagrams 6.01.13 and 6.01.14 the corresponding percentage values (of L1) for optimised power PO% and speed nO%. mo%: specific exhaust gas amount, in % of specific gas amount at nominal MCR (L1), see Fig. 6.01.13. DTo: change in exhaust gas temperature after turbocharger relative to the L1 value, in °C, see Fig. 6.01.14. PO m o% DMamb% Dm s% P x x (1 + ) x (1 + ) x S% PL1 100 100 100 100 Texh = TL1 + DTo + DTamb + DTS kg/h °C [4] [5] where, according to “List of capacities”, i.e. referring to ISO ambient conditions and 300 mm WC back-pressure and optimised in L1: ML1: exhaust gas amount in kg/h at nominal MCR (L1) TL1: exhaust gas temperatures after turbocharger in °C at nominal MCR (L1) 178 30 58-0.0 Fig. 6.01.12: Summarising equations for exhaust gas amounts and temperatures 178 06 59-1.1 Fig. 6.01.13: Specific exhaust gas amount, mo% in % of L1 value 178 06 60-1.1 Fig. 6.01.14: Change of exhaust gas temperature, DTo in °C after turbocharger relative to L1 value 430 200 025 198 22 41 6.01.63 MAN B&W Diesel A/S Engine Selection Guide b) Correction for actual ambient conditions and back-pressure For ambient conditions other than ISO 3046/11986, and back-pressure other than 300 mm WC at optimising point (O), the correction factors stated in the table in Fig. 6.01.15 may be used as a guide, and the corresponding relative change in the exhaust gas data may be found from equations [6] and [7], shown in Fig. 6.01.16. Parameter Change Change of exhaust Change of exhaust gas temperature gas amount Blower inlet temperature + 10 °C + 16.0 °C – 4.1% Blower inlet pressure (barometric pressure) + 10 mbar – 0.1 °C + 0.3% Charge air coolant temperature (seawater temperature) + 10 °C + 1.0 °C + 1.9% Exhaust gas back pressure at the optimising point + 100 mm WC + 5.0 °C – 1.1% 178 30 59-2.1 Fig. 6.01.15: Correction of exhaust gas data for ambient conditions and exhaust gas back pressure DMamb% = -0.41 x (Tair – 25) + 0.03 x (pbar – 1000) + 0.19 x (TCW – 25 ) - 0.011 x (DpO – 300) DTamb = 1.6 x (Tair – 25) – 0.01 x (pbar – 1000) +0.1 x (TCW – 25) + 0.05 x (DpO– 300) % °C [6] [7] where the following nomenclature is used: change in exhaust gas amount, in % of amount at ISO conditions DMamb%: DTamb: change in exhaust gas temperature, in °C The back-pressure at the optimising point can, as an approximation, be calculated by: DpO =DpM x (PO/PM)2 [8] where, PM: DpM: power in kW (BHP) at specified MCR exhaust gas back-pressure prescribed at specified MCR, in mm WC 178 30 60-2.1 Fig. 6.01.16: Exhaust gas correction formula for ambient conditions and exhaust gas back-pressure 430 200 025 198 22 41 6.01.64 MAN B&W Diesel A/S Engine Selection Guide 178 06 74-5.0 Fig. 6.01.17: Change of specific exhaust gas amount, Dms% in % at part load 178 06 73-3.0 Fig. 6.01.18: Change of exhaust gas temperature, DTs in °C at part load c) Correction for engine load Figs. 6.01.17 and 6.01.18 may be used, as guidance, to determine the relative changes in the specific exhaust gas data when running at part load, compared to the values in the optimising point, i.e. using as input PS% = (PS/PO) x 100%: Dms%: change in specific exhaust gas amount, in % of specific amount at optimising point, see Fig. 6.01.17. DTs: change in exhaust gas temperature, in °C, see Fig. 6.01.18. 430 200 025 198 22 41 6.01.65 MAN B&W Diesel A/S Engine Selection Guide Example 3: Expected exhaust data for a derated 6S70MC-C with high efficiency MAN B&W turbocharger, with fixed pitch propeller and with VIT fuel pumps. In order to show the calculation in “worst case” we have chosen an engine with VIT fuel pump. Based on the engine ratings below, and by means of an example, this chapter will show how to calculate the expected exhaust gas amount and temperature at service rating , and corrected to ISO conditions The calculation is made for the service rating (S) being 80% of the optimised power of the diesel engine. Nominal MCR, (L1) PL1: 18,630 kW = 25,320 BHP (100.0%) 91.0 r/min (100.0%) Specified MCR, (M) PM: 14,904 kW = 20,256 BHP (80.0%) 81.9 r/min (90.0%) Optimised power, (O) PO: 13,935 kW = 18393 BHP (74.8%) 80.1 r/min (88.0%) Service rating, (S) PS: 11,923 kW = 16,205 BHP (59.8%) 74.3 r/min (81.7%) Reference conditions: Mamb% = + 0.75% Air temperature Tair . . . . . . . . . . . . . . . . . . . . 20 °C Scavenge air coolant temperature TCW . . . . . 18 °C Barometric pressure pbar . . . . . . . . . . . . 1013 mbar Exhaust gas back-pressure at specified MCR DpM . . . . . . . . . . . . 300 mm WC DTamb = 1.6 x (20- 25) + 0.01 x (1013-1000) + 0.1 x (18-25) + 0.05 x (262-300) °C DTamb = - 10.5 °C c) Correction for the engine load: a) Correction for choice of optimising point: 13935 PO% = x 100 = 74.8% 18630 nO% = Service rating = 80% of optimised power By means of Figs. 6.01.17 and 6.01.18: 80.1 x 100 = 88.0% 91 By means of Figs. 6.01.13 and 6.01.14: mO% = 97.6 % DTO = - 8.9 °C = + 3.2% DTS = - 3.6 °C By means of equations [4] and [5], the final result is found taking the exhaust gas flow ML1 and temperature TL1 from the “List of Capacities”: b) Correction for ambient conditions and back-pressure: The back-pressure at the optimising point is found by means of equation [8]: DpO DmS% ML1 = 176400 kg/h Mexh = 176400 x (1 + ì13935 ü 2 = 300 x í ý = 262 mm WC î14904þ Mexh 13935 97.6 0.75 x x (1 + )x 18630 100 100 3.2 80 )x = 107117 kg/h 100 100 = 107000 kg/h +/- 5% By means of equations [6] and [7]: Mamb% = - 0.41 x (20-25) – 0.03 x (1013-1000) + 0.19 x (18-25) – 0.011 x (262-300) % 430 200 025 198 22 41 6.01.66 MAN B&W Diesel A/S Engine Selection Guide The exhaust gas temperature: TL1 = 235 °C Texh = 235 – 8.9 – 10.5 – 3.6 = 212 °C Texh = 212 °C -/+15 °C Exhaust gas data at specified MCR (ISO) At specified MCR (M), the running point may be considered as a service point where: PS% = PM 14904 x 100% = x 100% = 107.0% PO 13935 and for ISO ambient reference conditions, the corresponding calculations will be as follows: Mexh,M = 176400 x (1 + 13935 97.6 0.42 x x (1 + )x 18630 100 100 -0.1 107.0 )x = 138233 kg/h 100 100 Mexh,M = 138200 kg/h Texh,M = 235 – 8.9 – 1.9 + 2.2 = 226.4 °C T e x h , M= 226 °C The air consumption will be: 138200 x 0.98 kg/h = 37.6 kg/sec 430 200 025 198 22 41 6.01.67 MAN B&W Diesel A/S Engine Selection Guide No. Symbol Symbol designation No. Symbol Symbol designation 1 General conventional symbols 2.17 Pipe going upwards 1.1 Pipe 2.18 Pipe going downwards 1.2 Pipe with indication of direction of flow 2.19 Orifice 1.3 Valves, gate valves, cocks and flaps 3 1.4 Appliances 3.1 Valve, straight through 1.5 Indicating and measuring instruments 3.2 Valves, angle 3.3 Valves, three way 2 Pipes and pipe joints Valves, gate valves, cocks and flaps 2.1 Crossing pipes, not connected 3.4 Non-return valve (flap), straight 2.2 Crossing pipes, connected 3.5 Non-return valve (flap), angle 2.3 Tee pipe 3.6 Non-return valve (flap), straight, screw down 2.4 Flexible pipe 3.7 Non-return valve (flap), angle, screw down 2.5 Expansion pipe (corrugated) general 3.8 Flap, straight through 2.6 Joint, screwed 3.9 Flap, angle 2.7 Joint, flanged 3.10 Reduction valve 2.8 Joint, sleeve 3.11 Safety valve 2.9 Joint, quick-releasing 3.12 Angle safety valve 2.10 Expansion joint with gland 3.13 Self-closing valve 2.11 Expansion pipe 3.14 Quick-opening valve 2.12 Cap nut 3.15 Quick-closing valve 2.13 Blank flange 3.16 Regulating valve 2.14 Spectacle flange 3.17 Kingston valve 2.15 Bulkhead fitting water tight, flange 3.18 Ballvalve (cock) 2.16 Bulkhead crossing, non-watertight Fig. 6.01.19a: Basic symbols for piping 178 30 61-4.0 430 200 025 198 22 41 6.01.68 MAN B&W Diesel A/S Engine Selection Guide No. Symbol Symbol designation No. 3.19 Butterfly valve 4.6 Piston 3.20 Gate valve 4.7 Membrane 3.21 Double-seated changeover valve 4.8 Electric motor 3.22 Suction valve chest 4.9 Electro-magnetic 3.23 Suction valve chest with non-return valves 5 3.24 Double-seated changeover valve, straight 5.1 Mudbox 3.25 Double-seated changeover valve, angle 5.2 Filter or strainer 3.26 Cock, straight through 5.3 Magnetic filter 3.27 Cock, angle 5.4 Separator 2.28 Cock, three-way, L-port in plug 5.5 Steam trap 3.29 Cock, three-way, T-port in plug 5.6 Centrifugal pump 3.30 Cock, four-way, straight through in plug 5.7 Gear or screw pump 3.31 Cock with bottom connection 5.8 Hand pump (bucket) 3.32 Cock, straight through, with bottom conn. 5.9 Ejector 3.33 Cock, angle, with bottom connection 5.10 Various accessories (text to be added) 3.34 Cock, three-way, with bottom connection 5.11 4 Control and regulation parts 6 Symbol Symbol designation Appliances Piston pump Fittings 4.1 Hand-operated 6.1 Funnel 4.2 Remote control 6.2 Bell-mounted pipe end 4.3 Spring 6.3 Air pipe 4.4 Mass 6.4 Air pipe with net 4.5 Float 6.5 Air pipe with cover 178 30 61-4.0 Fig. 6.01.19b: Basic symbols for piping 430 200 025 198 22 41 6.01.69 MAN B&W Diesel A/S No. Symbol Engine Selection Guide Symbol designation No. Symbol Symbol designation 6.6 Air pipe with cover and net 7 Indicating instruments with ordinary symbol designations 6.7 Air pipe with pressure vacuum valve 7.1 6.8 Air pipe with pressure vacuum valve with net 7.2 Observation glass 6.9 Deck fittings for sounding or filling pipe 7.3 Level indicator 6.10 Short sounding pipe with selfclosing cock 7.4 Distance level indicator 6.11 Stop for sounding rod 7.5 Counter (indicate function) 7.6 Recorder Sight flow indicator The symbols used are in accordance with ISO/R 538-1967, except symbol No. 2.19 178 30 61-4.0 Fig. 6.01.19c: Basic symbols for piping 430 200 025 198 22 41 6.01.70 MAN B&W Diesel A/S Engine Selection Guide 6.02 Fuel Oil System Pressurised Fuel Oil System The system is so arranged that both diesel oil and heavy fuel oil can be used, see Fig. 6.02.01. This automatic circulation of preheated fuel during engine standstill is the background for our recommendation: constant operation on heavy fuel From the service tank the fuel is led to an electrically driven supply pump by means of which a pressure of approximately 4 bar can be maintained in the low pressure part of the fuel circulating system, thus avoiding gasification of the fuel in the venting box in the temperature ranges applied. The venting box is connected to the service tank via an automatic deaerating valve, which will release any gases present, but will retain liquids. From the low pressure part of the fuel system the fuel oil is led to an electrically-driven circulating pump, which pumps the fuel oil through a heater and a full flow filter situated immediately before the inlet to the engine. To ensure ample filling of the fuel pumps, the capacity of the electrically-driven circulating pump is higher than the amount of fuel consumed by the diesel engine. Surplus fuel oil is recirculated from the engine through the venting box. To ensure a constant fuel pressure to the fuel injection pumps during all engine loads, a spring loaded overflow valve is inserted in the fuel oil system on the engine. The fuel oil pressure measured on the engine (at fuel pump level) should be 7-8 bar, equivalent to a circulating pump pressure of 10 bar. When the engine is stopped, the circulating pump will continue to circulate heated heavy fuel through the fuel oil system on the engine, thereby keeping the fuel pumps heated and the fuel valves deaerated. In addition, if this recommendation was not followed, there would be a latent risk of diesel oil and heavy fuels of marginal quality forming incompatible blends during fuel change over. Therefore, we strongly advise against the use of diesel oil for operation of the engine – this applies to all loads. In special circumstances a change-over to diesel oil may become necessary – and this can be performed at any time, even when the engine is not running. Such a change-over may become necessary if, for instance, the vessel is expected to be inactive for a prolonged period with cold engine e.g. due to: docking stop for more than five days’ major repairs of the fuel system, etc. environmental requirements The built-on overflow valves, if any, at the supply pumps are to be adjusted to 5 bar, whereas the external bypass valve is adjusted to 4 bar. The pipes between the tanks and the supply pumps shall have minimum 50% larger passage area than the pipe between the supply pump and the circulating pump. The remote controlled quick-closing valve at inlet “X” to the engine (Fig. 6.02.01) is required by MAN B&W in order to be able to stop the engine immediately, especially during quay and sea trials, in the event that the other shut-down systems should fail. This valve is yard’s supply and is to be situated as close as possible to the engine. If the fuel oil pipe “X” at inlet to engine is made as a straight line immediately at the end of the engine, it will be necessary to mount an expansion joint. If the connection is made as indicated, with a bend immediately at the end of the engine, no expansion joint is required. 402 600 025 198 22 42 6.02.01 MAN B&W Diesel A/S Engine Selection Guide 178 46 91-0.0 –––––– Diesel oil ––––––––– Heavy fuel oil a) b) Heated pipe with insulation Number of auxiliary engines, pumps, coolers, etc. Subject to alterations according to the actual plants specification Tracing fuel oil lines of max. 150 °C Tracing of fuel oil drain lines: maximum 90 °C, min. 50 °C f. Inst. By jacket cooling water The letters refer to the “List of flanges” D shall have min. 50% larger area than d. Fig. 6.02.01: Fuel oil system commen for main engine and Holeby GenSets 402 600 025 198 22 42 6.02.02 MAN B&W Diesel A/S Engine Selection Guide The introduction of the pump sealing arrangement, the so-called “umbrella” type, has made it possible to omit the separate camshaft lubricating oil system. The umbrella type fuel oil pump has an additional external leakage rate of clean fuel oil through AD. The flow rate in litres is approximately: A separate booster pump, supplies diesel oil from the MDO tank to the GenSet engines and returns any excess oil to the tank. In order to ensure operation of the booster pump, in the event of a black-out, the booster pump must have an immediate possibility of being powered by compressed air or by power supplied from the emergency generator. 0.10 l/cyl. h 0.15 l/cyl. h 0.20 l/cyl. h 0.30 l/cyl. h 0.45 l/cyl. h 0.50 l/cyl. h 0.60 l/cyl. h 0.75 l/cyl. h S26MC, L35MC S35MC S42MC, L42MC S46MC-C, S50MC-C S50MC, L50MC L60MC S60MC, S60MC-C, L70MC S70MC, S70MC-C, L80MC, K80MC-C, K90MC-C, K90MC, L90MC-C 1.00 l/cyl. h S80MC, S80MC-C 1.25 l/cyl. h K98MC-C, K98MC, S90MC-C A 3-way valve is installed immediately before each GenSet for change-over between the pressurised and the open MDO (Marine Diesel Oil) supply system. The purpose of the drain “AF” is to collect the unintentional leakage from the high pressure pipes. The drain oil is lead to a fuel oil sludge tank. The “AF” drain can be provided with a box for giving alarm in case of leakage in a high pressure pipes. Operation in port Owing to the relatively high viscosity of the heavy fuel oil, it is recommended that the drain pipe and the tank are heated to min. 50 °C. The drain pipe between engine and tank can be heated by the jacket water, as shown in Fig. 6.02.01. Flange “BD”. In the event of a black-out, the 3-way valve at each GenSet will automatically change over to the MDO supply system. The internal piping on the GenSets will then, within a few seconds, be flushed with MDO and be ready for start up. During operation in port, when the main engine is stopped but power from one or more GenSet is still required, the supply pump, should be runnning. One circulating pump should always be kept running when there is heavy oil in the piping. The by-pass line with overflow valve, item 1, between the inlet and outlet of the main engine, serves the purpose of by-passing the main engine if, for instance, a major overhaul is required on the main engine fuel oil system. During this by-pass, the overflow valve takes over the function of the internal overflow valve of the main engine. Operation at sea The flexibility of the common fuel oil system for main engine and GenSets makes it possible, if necessary, to operate the GenSet engines on different fuels, – diesel oil or heavy fuel oil, – simultaneously by means of remote controlled 3-way valves, which are located close to the engines. 402 600 025 198 22 42 6.02.03 MAN B&W Diesel A/S Engine Selection Guide Fuel oils Marine diesel oil: Marine diesel oil ISO 8217, Class DMB British Standard 6843, Class DMB Similar oils may also be used Heavy Fuel Oil (HFO) Most commercially available HFO with a viscosity below 700 cSt at 50 °C (7000 sec. Redwood I at 100 °F) can be used. The data refers to the fuel as supplied i.e. before any on board cleaning. Property Units 3 Value < 991* Density at 15 °C kg/m Kinematic viscosity at 100 °C at 50 °C cSt cSt > 55 > 700 Flash point °C > 60 Pour point °C > 30 Carbon residue % mass > 22 Ash % mass > 0.15 Total sediment after ageing % mass > 0.10 Water % volume > 1.0 Sulphur % mass > 5.0 Vanadium mg/kg > 600 Aluminum + Silicon mg/kg > 80 *) May be increased to 1.010 provided adequate cleaning equipment is installed, i.e. modern type of centrifuges. For external pipe connections, we prescribe the following maximum flow velocities: Marine diesel oil . . . . . . . . . . . . . . . . . . . . . 1.0 m/s Heavy fuel oil. . . . . . . . . . . . . . . . . . . . . . . . 0.6 m/s 402 600 025 198 22 42 6.02.04 MAN B&W Diesel A/S Engine Selection Guide 6.03 Uni-lubricating Oil System 178 46 92-2.1 The letters refer to “List of flanges” * Venting for MAN B&W or Mitsubishi turbochargers Fig. 6.03.01: Lubricating and cooling oil system Since mid 1995 we have introduced as standard, the so called “umbrella” type of fuel pump for which reason a separate camshaft lube oil system is no longer necessary. As a consequence the uni-lubricating oil system is fitted with two small booster pumps for exhaust valve actuators lube oil supply “Y” and/or the camshaft for engine of the 50 type and larger, depending on the specific engine type, see Fig. 6.03.01. Please note that no booster pumps are required on S46MC-C, S42MC, L42MC, S35MC, L35MC and S26MC produced according to plant specifications orderd after January 2000. The system supplies lubricating oil through inlet “R”, to the engine bearings and through “U” to cooling oil to the pistons etc. For some engine types the “R” and “U” inlet can be combined in “RU” as shown in Fig. 6.03.01. Turbochargers with slide bearings are normally lubricated from the main engine system . Separate inlet “AA” and outlet “AB” can be fitted for the lubrication of the turbocharger(s) on the 98 to 60-types, and the venting is through "E" directly to the deck . 440 600 025 198 22 43 6.03.01 MAN B&W Diesel A/S Engine Selection Guide The engine crankcase is vented through “AR” by a pipe which extends directly to the deck. This pipe has a drain arrangement so that oil condensed in the pipe can be led to a drain tank. Drains from the engine bedplate “AE” are fitted on both sides. Lubricating oil is pumped from a bottom tank, by means of the main lubricating oil pump, to the lubricating oil cooler, a thermostatic valve and, through a full-flow filter, to the engine, where it is distributed to pistons and bearings. Lubricating oil centrifuges Manual cleaning centrifuges can only be used for attended machinery spaces (AMS). For unattended machinery spaces (UMS), automatic centrifuges with total discharge or partial discharge are to be used. The nominal capacity of the centrifuge is to be according to the supplier’s recommendation for lubricating oil, based on the figures: 0.136 l/kWh = 0.1 l/BHPh The Nominal MCR is used as the total installed effect. The major part of the oil is divided between piston cooling and crosshead lubrication. List of lubricating oils From the engine, the oil collects in the oil pan, from where it is drained off to the bottom tank. For external pipe connections, we prescribe a maximum oil velocity of 1.8 m/s. The circulating oil (Lubricating and cooling oil) must be a rust and oxidation inhibited engine oil, of SAE 30 viscosity grade. In order to keep the crankcase and piston cooling space clean of deposits, the oils should have adequate dispersion and detergent properties. Flushing of lube oil system Before starting the engine for the first time, the lubricating oil system on board has to be cleaned in accordance with MAN B&W’s recommendations: “Flushing of Main Lubricating Oil System”, which is available on request. Alkaline circulating oils are generally superior in this respect. Company Circulating oil SAE 30/TBN 5-10 Elf-Lub. BP Castrol Chevron Exxon Fina Mobil Shell Texaco Atlanta Marine D3005 Energol OE-HT-30 Marine CDX-30 Veritas 800 Marine Exxmar XA Alcano 308 Mobilgard 300 Melina 30/30S Doro AR 30 The oils listed have all given satisfactory service in MAN B&W engine installations. Also other brands have been used with satisfactory results. 440 600 025 198 22 43 6.03.02 MAN B&W Diesel A/S Engine Selection Guide 6.04 Cylinder Lubricating Oil System oils with higher alkalinity, such as TBN 80, may be beneficial, especially in combination with high sulphur fuels. The cylinder oils listed below have all given satisfactory service during heavy fuel operation in MAN B&W engine installations: The letters refer to “List of flanges” 178 06 14-7.2 Company Cylinder oil SAE 50/TBN 70 Elf-Lub. BP Castrol Chevron Exxon Fina Mobil Shell Texaco Talusia HR 70 CLO 50-M S/DZ 70 cyl. Delo Cyloil Special Exxmar X 70 Vegano 570 Mobilgard 570 Alexia 50 Taro Special Fig. 6.04.01: Cylinder lubricating oil system The cylinder lubricators are supplied with oil from a gravity-feed cylinder oil service tank, and they are equipped with built-in floats, which keep the oil level constant in the lubricators, Fig. 6.04.01. The size of the cylinder oil service tank depends on the owner’s and yard’s requirements, and it is normally dimensioned for minimum two days’ consumption. Cylinder Oils Cylinder oils should, preferably, be of the SAE 50 viscosity grade. Modern high rated two-stroke engines have a relatively great demand for the detergency in the cylinder oil. Due to the traditional link between high detergency and high TBN in cylinder oils, we recommend the use of a TBN 70 cylinder oil in combination with all fuel types within our guiding specification regardless of the sulphur content. Also other brands have been used with satisfactory results. Cylinder Lubrication Each cylinder liner has a number of lubricating orifices (quills), through which the cylinder oil is introduced into the cylinders. The oil is delivered into the cylinder via non-return valves, when the piston rings pass the lubricating orifices, during the upward stroke. The cylinder lubricators can be either of the mechanical type or the electronic Alpha lubricator. Cylinder Oil Feed Rate The nominal cylinder oil feed rate at nominal MCR is for all S-MC types 0.95-1.5 g/kWh (0.7-1.1 g/BHPh) and for L-MC types and K-MC types Consequently, TBN 70 cylinder oil should also be used on testbed and at seatrial. However, cylinder 442 600 025 0.8-1.2 g/kWh (0.6-0.9 g/BHPh) 198 22 44 6.04.01 MAN B&W Diesel A/S Engine Selection Guide 178 47 15-2.0 Fig. 6.04.02: Electronic Alpha cylinder lubricating oil system Electronic Alpha Cylinder Lubrication System The electronic Alpha cylinder lubrication system, Fig. 6.04.02, is an alternative to the mechanical engine-driven lubrication system. The system is designed to supply cylinder oil intermittently, e.g. every four engine revolutions, at a constant pressure and with electronically controlled timing and dosage at a defined position. Cylinder lubricating oil is fed to the engine by means of a pump station which can be mounted either on the engine or in the engine room. The oil fed to the injectors is pressurised by means of lubricator(s) on each cylinder, equipped with small multi-piston pumps. The amount of oil fed to the injectors can be finely tuned with an adjusting screw, which limits the length of the piston stroke. The whole system is controlled by the Master Control Unit (MCU) which calculates the injection frequency on the basis of the engine-speed signal given by the tacho signal and the fuel index. The MCU is equipped with a Backup Control Unit which, if the MCU malfunctions, activates an alarm and takes control automatically or manually, via a switchboard unit. The electronic lubricating system incorporates all the lubricating oil functions of the mechanical system, such as “speed dependent, mep dependent, and load change dependent”. Prior to start up, the cylinders can be pre-lubricated and, during the running-in period, the operator can choose to increase the lube oil feed rate by 25%, 50% or 100%. 442 600 025 198 22 44 6.04.02 MAN B&W Diesel A/S Engine Selection Guide 6.05 Stuffing Box Drain Oil System For engines running on heavy fuel, it is important that the oil drained from the piston rod stuffing boxes is not led directly into the system oil, as the oil drained from the stuffing box is mixed with sludge from the scavenge air space. The performance of the piston rod stuffing box on the MC engines has proved to be very efficient, primarily because the hardened piston rod allows a higher scraper ring pressure. The amount of drain oil from the stuffing boxes is about 5 - 10 litres/24 hours per cylinder during normal service. In the running-in period, it can be higher. We therefore consider the piston rod stuffing box drain oil cleaning system as an option, and recommend that this relatively small amount of drain oil is used for other purposes or is burnt in the incinerator. If the drain oil is to be re-used as lubricating oil, it will be necessary to install the stuffing box drain oil cleaning system shown below. As an alternative to the tank arrangement shown, the drain tank (001) can, if required, be designed as a bottom tank, and the circulating tank (002) can be installed at a suitable place in the engine room. The above mentoned cleaning system for stuffing box drain oil is not applicable for the S26MC. 178 47 09-3.0 The letters refer to “List of flanges” Fig. 6.05.01: Optional stuffing box drain oil system 443 800 003 198 22 45 6.05.01 MAN B&W Diesel A/S Engine Selection Guide Piston rod lube oil pump and filter unit The filter unit consisting of a pump and a fine filter could be of make C.C. Jensen A/S, Denmark. The fine filter cartridge is made of cellulose fibres and will retain small carbon particles etc. with relatively low density, which are not removed by centrifuging. Lube oil flow . . . . . . . . . . . see table in Fig. 6.05.02 Working pressure . . . . . . . . . . . . . . . . . 0.6-1.8 bar Filtration fineness . . . . . . . . . . . . . . . . . . . . . . 1 mm Working temperature . . . . . . . . . . . . . . . . . . . 50 °C Oil viscosity at working temperature . . . . . . 75 cSt Pressure drop at clean filter . . . . maximum 0.6 bar Filter cartridge . . . maximum pressure drop 1.8 bar Minimum capacity of tanks Tank 001 m3 Tank 002 m3 Capacity of pump option 4 43 640 at 2 bar m3/h 1 x HDU 427/54 0.6 0.7 0.2 1 x HDU 427/54 0.9 1.0 0.3 No. of cylinders C.J.C. Filter 004 4-9 10 – 12 178 34 72-4.1 Fig. 6.05.02: Capacities of cleaning system, stuffing box drain 443 800 003 198 22 45 6.05.02 MAN B&W Diesel A/S Engine Selection Guide 6.06 Cooling Water Systems The water cooling can be arranged in several configurations, the most common system choice being: • A seawater cooling system and a jacket cooling water system • A central cooling water system, with three circuits: a seawater system a low temperature freshwater system a jacket cooling water system The advantages of the seawater cooling system are mainly related to first cost, viz: The advantages of the central coling system are: • Only one heat exchanger cooled by seawater, and thus, only one exchanger to be overhauled • Only two sets of cooling water pumps (seawater and jacket water) • All other heat exchangers are freshwater cooled and can, therefore, be made of a less expensive material • Simple installation with few piping systems. • Few non-corrosive pipes to be installed Whereas the disadvantages are: • Reduced maintenance of coolers and components • Seawater to all coolers and thereby higher maintenance cost • Increased heat utilisation. • Expensive seawater piping of non-corrosive materials such as galvanised steel pipes or Cu-Ni pipes. whereas the disadvantages are: • Three sets of cooling water pumps (seawater, freshwater low temperature, and jacket water high temperature) • Higher first cost. An arrangement common for the main engine and MAN B&W Holeby auxiliary engines is shown in Figs. 6.06.01. and 6.06.02. 445 600 025 198 22 46 6.06.01 MAN B&W Diesel A/S Engine Selection Guide 178 46 93-4.1 Fig. 6.06.01 : Seawater cooling system common for main engine and Holeby GenSets 445 600 025 198 22 46 6.06.02 MAN B&W Diesel A/S Engine Selection Guide Seawater Cooling System The seawater cooling system is used for cooling, the main engine lubricating oil cooler, the jacket water cooler and the scavenge air cooler, and the camshaft lube oil cooler, if fitted. The lubricating oil cooler for a PTO step-up gear should be connected in parallel with the other coolers. The capacity of the SW pump is based on the outlet temperature of the SW being maximum 50 °C after passing through the coolers – with an inlet temperature of maximum 32 °C (tropical conditions), i.e. a maximum temperature increase of 18 °C. ble scavenge air temperature, and thus optimum cooling is obtained with a view to the highest possible thermal efficiency of the engines. Since the system is seawater cooled, all components are to be made of seawater resistant materials. With both the main engine and one or more auxiliary engines in service, the seawater pump, supplies cooling water to all the coolers and, through non-return valve, item A, to the auxiliary engines. The port service pump is inactive. Operation in port The valves located in the system fitted to adjust the distribution of cooling water flow are to be provided with graduated scales. The inter-related positioning of the coolers in the system serves to achieve: • The lowest possible cooling water inlet temperature to the lubricating oil cooler in order to obtain the cheapest cooler. On the other hand, in order to prevent the lubricating oil from stiffening in cold services, the inlet cooling water temperature should not be lower than 10 °C During operation in port, when the main engine is stopped but one or more auxiliary engines are running, a port service seawater pump is started up, instead of the large pump. The seawater is led from the pump to the auxiliary engine(s), through the common jacket water cooler, and is divided into two strings by the thermostatic valve, either for recirculation or for discharge to the sea. • The lowest possible cooling water inlet temperature to the scavenge air cooler, in order to keep the fuel oil consumption as low as possible. Operation at sea Seawater is drawn by the seawater pump, through two separate inlets or “sea chests”, and pumped through the various coolers for both the main engine and the GenSets. The coolers incorporated in the system are the lubricating oil cooler, the scavenge air cooler(s), and a common jacket water cooler. The camshaft lubricating oil cooler, is omitted if a unilubricating oil system is applied for the main engine. The air cooler(s) are supplied directly by the seawater pumps and are therefore cooled by the coldest water available in the system. This ensures the lowest possi- 445 600 025 198 22 46 6.06.03 MAN B&W Diesel A/S Engine Selection Guide 178 46 94-6.0 Fig. 6.06.02 : Jacket cooling water system common for main engine and Holeby GenSets 445 600 025 198 22 46 6.06.04 MAN B&W Diesel A/S Engine Selection Guide Jacket Cooling Water System There is one common expansion tank, for the main engine and the GenSets. The jacket cooling water system, shown in Fig. 6.06.02, is used for cooling the cylinder liners, cylinder covers and exhaust valves of the main engine and heating of the fuel oil drain pipes. To prevent the accumulation of air in the jacket water system, a deaerating tank, is to be installed. The jacket water pump draws water from the jacket water cooler outlet and delivers it to the engine. An alarm device is inserted between the deaerating tank and the expansion tank, so that the operating crew can be warned if excess air or gas is released, as this signals a malfunction of engine components. At the inlet to the jacket water cooler there is a thermostatically controlled regulating valve, with a sensor at the engine cooling water outlet, which keeps the main engine cooling water outlet at a temperature of 80 °C. Operation in port The engine jacket water must be carefully treated, maintained and monitored so as to avoid corrosion, corrosion fatigue, cavitation and scale formation. It is recommended to install a preheater if preheating is not available from the auxiliary engines jacket cooling water system. The venting pipe in the expansion tank should end just below the lowest water level, and the expansion tank must be located at least 5 m above the engine cooling water outlet pipe. MAN B&W’s recommendations about the freshwater system de-greasing, descaling and treatment by inhibitors are available on request. The freshwater generator, if installed, may be connected to the seawater system if the generator does not have a separate cooling water pump. The generator must be coupled in and out slowly over a period of at least 3 minutes. For external pipe connections, we prescribe the 3 following maximum water velocities: Jacket water . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s Seawater. . . . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s The main engine is preheated by utilising hot water from the GenSets. Depending on the size of main engine and GenSets, an extra preheater may be necessary. This preheating is activated by closing valves A and opening valve B. Activating valves A and B will change the direction of flow, and the water will now be circulated by the auxiliary engine-driven pumps. From the GenSets, the water flows through valve B directly to the main engine jacket outlet. When the water leaves the main engine, through the jacket inlet, it flows to the thermostatically controlled 3-way valve. As the temperature sensor for the valve in this operating mode is measuring in a non-flow, low temperature piping, the valve will lead most of the cooling water to the jacket water cooler. The integrated loop in the GenSets will ensure a constant temperature of 80 °C at the GenSets outlet, the main engine will be preheated, and GenSets on stand-by can also be preheated by operating valves F3 and F1. Fresh water treatment Operation at sea An integrated loop in the GenSets ensures a constant temperature of 80 °C at the outlet of the GenSets. The MAN B&W Diesel recommendations for treatment of the jacket water/freshwater are available on request. 445 600 025 198 22 46 6.06.05 MAN B&W Diesel A/S Engine Selection Guide 6.07 Central Cooling Water System 178 47 05-6.0 Letters refer to “List of flanges” Fig. 6.07.01: Central cooling system The central cooling water system is characterised by having only one heat exchanger cooled by seawater, and by the other coolers, including the jacket water cooler, being cooled by the freshwater low temperature (FW-LT) system. In order to prevent too high a scavenge air temperature, the cooling water design temperature in the FW-LT system is normally 36 °C, corresponding to a maximum seawater temperature of 32 °C. Our recommendation of keeping the cooling water inlet temperature to the main engine scavenge air cooler as low as possible also applies to the central cooling system. This means that the temperature control valve in the FW-LT circuit is to be set to minimum 10 °C, whereby the temperature follows the outboard seawater temperature when this exceeds 10 °C. For external pipe connections, we prescribe the following maximum water velocities: Jacket water . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s Central cooling water (FW-LT) . . . . . . . . . . 3.0 m/s Seawater. . . . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s 445 550 002 198 22 47 6.07.01 MAN B&W Diesel A/S Engine Selection Guide the cooling water through the main engine to the fresh water generator, and the jacket water cooler. Central Cooling System, common for Main Engine and Holeby GenSets Design features and working principle The camshaft lubricating oil cooler, is omitted in plants using the uni-lubricating oil system for the main engine. A thermostatically controlled 3-way valve, at the jacket cooler outlet mixes cooled and uncooled water to maintain an outlet water temperature of 80-85 °C from the main engine. Operation in port The low and high temperature systems are directly connected to gain the advantage of preheating the main engine and GenSets during standstill. As all fresh cooling water is inhibited and common for the central cooling system, only one common expansion tank, is necessary for deaeration of both the low and high temperature cooling systems. This tank accommodates the difference in water volume caused by changes in the temperature. To prevent the accumulation of air in the cooling water system, a deaerating tank, is located below the expansion tank. An alarm device is inserted between the deaerating tank and the expansion tank so that the operating crew can be warned if excess air or gas is released, as this signals a malfunction of engine components. During operation in port, when the main engine is stopped but one or more GenSets are running, valves A are closed and valves B are opened. A small central water pump, will circulate the necessary flow of water for the air cooler, the lubricating oil cooler, and the jacket cooler of the GenSets. The auxiliary engines-driven pumps and the previously mentioned integrated loop ensure a satisfactory jacket cooling water temperature at the GenSets outlet. The main engine and the stopped GenSets are preheated as described for the jacket water system. Operation at sea The seawater cooling pump, supplies seawater from the sea chests through the central cooler, and overboard. Alternatively, some shipyards use a pumpless scoop system. On the freshwater side, the central cooling water pump, circulates the low-temperature fresh water, in a cooling circuit, directly through the lubricating oil cooler of the main engine, the GenSets and the scavenge air cooler(s). The jacket water cooling system for the GenSets is equipped with engine-driven pumps and a bypass system integrated in the low-temperature system. The main engine jacket system has an independent pump circuit with a jacket water pump, circulating 445 550 002 198 22 47 6.07.02 MAN B&W Diesel A/S Engine Selection Guide 178 46 95-8.0 Fig. 6.07.02 Central cooling system common for main engine and Holeby GenSets 445 550 002 198 22 47 6.07.03 MAN B&W Diesel A/S Engine Selection Guide 6.08 Starting and Control Air Systems 178 47 04-4.0 A: Valve “A” is supplied with the engine AP: Air inlet for dry cleaning of turbocharger The letters refer to “List of flanges” * The diameter depends on the pipe length and the engine size Fig. 6.08.01: Starting and control air systems The starting air of 30 bar is supplied by the starting air compressors in Fig. 6.08.01 to the starting air receivers and from these to the main engine inlet “A”. Through a reducing station, compressed air at 7 bar is supplied to the engine as: • Control air for manoeuvring system, and for exhaust valve air springs, through “B” Please note that the air consumption for control air, safety air, turbocharger cleaning, sealing air for exhaust valve and for fuel valve testing unit are momentary requirements of the consumers.The capacities stated for the air receivers and compressors in the “List of Capacities” cover the main engine requirements and starting of GenSets. The main starting valve “A” on the engine is combined with the manoeuvring system, which controls the start of the engine. • Safety air for emergency stop through “C” • Through a reducing valve is supplied compressed air at 10 bar to “AP” for turbocharger cleaning (soft blast) , and a minor volume used for the fuel valve testing unit. Slow turning before start of engine is an option recommended by MAN B&W Diesel. 450 600 025 198 22 48 6.08.01 MAN B&W Diesel A/S Engine Selection Guide 178 46-97-1.1 Fig. 6.07.02: Starting air system common for main engine and Holeby GenSets Starting Air System common for Main Engine and Holeby GenSets Starting air and control air for the GenSets is supplied from the same starting air receivers, as for the main engine via reducing valves, see Fig. 6.07.02, item 4, that lower the pressure to the values specified for the relevant type of MAN B&W four-stroke GenSets. An emergency air compressor and a starting air bottle are installed for emergency start of GenSets. If high-humidity air is sucked in by the air compressors, the oil and water separator, will remove drops of moisture form the 30 bar compressed air. When the pressure is subsequently reduced to 7 bar, e.g. for use in the main engine manouvering system, the relative humidity remaining in the compressed air will be very slight. Cosequently, further air drying will be unnecessary. 450 600 025 198 22 48 6.08.02 MAN B&W Diesel A/S Engine Selection Guide 6.09 Scavenge Air System 178 07 27-4.1 Fig. 6.09.01: Scavenge air system The engines are supplied with scavenge air from one or more turbochargers either located on the exhaust side of the engine or on the aft end of the engine, if only one turbocharger is applied. Location of turbochargers The locations are as follows: • On exhaust side: 98, 90, 80, 70, 60-types 10-12-cylinder 42, 35, 26-types Optionally on 50-46-types • On aft on end 50, 46-types 4-9-cylinder 42, 35 and 26-types Optionally on 60-types. The compressor of the turbocharger sucks air from the engine room, through an air filter, and the compressed air is cooled by the scavenge air cooler, one per turbocharger. The scavenge air cooler is provided with a water mist catcher, which prevents condensate water from being carried with the air into the scavenge air receiver and to the combustion chamber. 455 600 025 198 22 49 6.09.01 MAN B&W Diesel A/S Engine Selection Guide The scavenge air system, Fig. 6.09.01 is an integrated part of the main engine. fitted to the air chamber above the air cooler element. The heat dissipation and cooling water quantities stated in the 'List of capacities' in section 6.01 are based on MCR at tropical conditions, i.e. a SW temperature of 32 °C, or a FW temperature of 36 °C, and an ambient air inlet temperature of 45 °C. Sludge is drained through “AL” to the bilge tank, and the polluted grease dissolvent returns from “AM”, through a filter, to the chemical cleaning tank. The cleaning must be carried out while the engine is at standstill. Auxiliary Blowers Scavenge air box drain system The engine is provided with two or more electrically driven auxiliary blowers. Between the scavenge air cooler and the scavenge air receiver, non-return valves are fitted which close automatically when the auxiliary blowers start supplying the scavenge air. The scavenge air box is continuously drained through “AV”, see Fig. 6.09.03, to a small “pressurised drain tank”, from where the sludge is led to the sludge tank. Steam can be applied through “BV”, if required, to facilitate the draining. The auxiliary blowers start operating consecutively before the engine is started and will ensure complete scavenging of the cylinders in the starting phase, thus providing the best conditions for a safe start. The continuous drain from the scavenge air box must not be directly connected to the sludge tank owing to the scavenge air pressure. The “pressurised drain tank” must be designed to withstand full scavenge air pressure and, if steam is applied, to withstand the steam pressure available. During operation of the engine, the auxiliary blowers will start automatically whenever the engine load is reduced to about 30-40%, and will continue operating until the load again exceeds approximately 40-50%. Emergency running If one of the auxiliary blowers is out of action, the other auxiliary blower will function in the system, without any manual readjustment of the valves being necessary. Drain from water mist catcher The drain line for the air cooler system is, during running, used as a permanent drain from the air cooler water mist catcher. The water is led though an orifice to prevent major losses of scavenge air. The system is equipped with a drain box, where a level switch is mounted, indicating any excessive water level. For further information please refer to the respective project guides and our publication: P.311 Influence of Ambient Temperature Conditions on Main Engine Operation Air cooler cleaning The air side of the scavenge air cooler can be cleaned by injecting a grease dissolvent through “AK”, see Fig. 6.09.02 to a spray pipe arrangement 455 600 025 198 22 49 6.09.02 MAN B&W Diesel A/S Engine Selection Guide The letters refer to “List of flanges” 178 47 10-3.0 Fig. 6.09.02: Air cooler cleaning system, option: 4 55 655 178 06 16-0.0 Fig. 6.09.03: Scavenge box drain system 455 600 025 198 22 49 6.09.03 MAN B&W Diesel A/S Engine Selection Guide Fire Extinguishing System for Scavenge Air Space Fire in the scavenge air space can be extinguished by steam, being the standard version, or, optionally, by water mist or CO2, see Fig. 6.09.04. The alternative external systems are using: • Steam pressure: 3-10 bar • Freshwater pressure: min. 3.5 bar • CO2 test pressure: 150 bar The letters refer to “List of flanges 178 06 17-2.0 Fig. 6.09.04 Fire extinguishing system for scavenge air space 455 600 025 198 22 49 6.09.04 MAN B&W Diesel A/S Engine Selection Guide 6.10 Exhaust Gas System 178 07 27-4.1 Fig. 6.10.01: Exhaust gas system on engine Exhaust Gas System on Engine The exhaust gas is led from the cylinders to the exhaust gas receiver where the fluctuating pressures from the cylinders are equalised and from where the gas is led further on to the turbocharger at a constant pressure, see Fig. 6.10.01. Compensators are fitted between the exhaust valves and the exhaust gas receiver and between the receiver and the turbocharger. A protective grating is placed between the exhaust gas receiver and the turbocharger. The turbocharger is fitted with a pick-up for remote indication of the turbocharger speed. The exhaust gas receiver and the exhaust pipes are provided with insulation, covered by steel plating. Turbocharger arrangement and cleaning systems The turbocharger is, in the basic design, arranged on the exhaust side of the engine types 98-60 and on the aft end on the 50-26 types, but can, as an option, be arranged on the aft end of the engine, on the 60 types and on the exhaust side on the 50 and 46 types. The 10,11 and 12 cylinder engines of the S46MC-C, S35MC, L35MC and S26MC types are equipped with two turbochargers on the exhaust side. The engines are designed for the installation of either MAN B&W turbochargers type NA, ABB turbochargers type VTR or TPL, or MHI turbochargers type MET. All makes of turbochargers are fitted with an arrangement for water washing of the compressor side, and soft blast cleaning of the turbine. Washing of the turbine side is only applicable on MAN B&W and ABB turbochargers. 460 600 025 198 22 50 6.10.01 MAN B&W Diesel A/S Engine Selection Guide For dimensioning of the external exhaust gas piping, the recommended maximum exhaust gas velocity is 50 m/s at specified MCR (M). The actual back-pressure in the exhaust gas system at MCR depends on the gas velocity, i.e. it is proportional to the square of the exhaust gas velocity, and hence inversely proportional to the pipe diameter to the 4th power. It has by now become normal practice in order to avoid too much pressure loss in the piping, to have an exhaust gas velocity of about 35 m/sec at specified MCR. As long as the total back-pressure of the exhaust gas system – incorporating all resistance losses from pipes and components – complies with the above-mentioned requirements, the pressure losses across each component may be chosen independently. Exhaust gas piping system for main engine The exhaust gas piping system conveys the gas from the outlet of the turbocharger(s) to the atmosphere. The exhaust piping is shown schematically on Fig. 6.10.02. The exhaust piping system for the main engine comprises: • Exhaust gas pipes 178 33 46-7.1 Fig. 6.10.02: Exhaust gas system • Exhaust gas boiler • Silencer Exhaust Gas System for main engine • Spark arrester (compensators) At specified MCR (M), the total back-pressure in the exhaust gas system after the turbocharger – indicated by the static pressure measured in the round piping after the turbocharger – must not exceed 350 mm WC (0.035 bar). • Expansion joints • Pipe bracings. In order to have a back-pressure margin for the final system, it is recommended at the design stage to initially use about 300 mm WC (0.030 bar). 460 600 025 198 22 50 6.10.02 MAN B&W Diesel A/S Engine Selection Guide In connection with dimensioning the exhaust gas piping system, the following parameters must be observed: • Exhaust gas flow rate • Exhaust gas temperature at turbocharger outlet piece of the turbocharger outlet are indicated in the respective Project Guides as DA and DR. The movements stated are related to the engine seating. The figures indicate the axial and the lateral movements related to the orientation of the expansion joints. • Maximum noise level at gas outlet to atmosphere The expansion joints are to be chosen with an elasticity that limit the forces and the moments of the exhaust gas outlet flange of the turbocharger as stated for each of the turbocharger makers in the corresponding Project Guide. • Maximum force from exhaust piping on turbocharger(s) Exhaust gas boiler • Maximum pressure drop through exhaust gas system Engine plants are usually designed for utilisation of the heat energy of the exhaust gas for steam production (or for heating of thermal oil system.) • Sufficient axial and lateral elongation abitity of expansion joints • Utilisation of the heat energy of the exhaust gas. Items that are to be calculated or read from tables are: Exhaust gas mass flow rate, temperature and maximum back pressure at turbocharger gas outlet • Diameter of exhaust gas pipes • Utilising the exhaust gas energy • Attenuation of noise from the exhaust pipe outlet • Pressure drop across the exhaust gas system • Expansion joints. Exhaust gas compensator after turbocharger When dimensioning the compensator for the expansion joint on the turbocharger gas outlet transition pipe, the exhaust gas pipe and components, are to be so arranged that the thermal expansions are absorbed by expansion joints. The heat expansion of the pipes and the components is to be calculated based on a temperature increase from 20 °C to 250 °C. The vertical and horizontal thermal expansion of the engine measured at the top of the exhaust gas transition The exhaust gas passes an exhaust gas boiler which is usually placed near the engine top or in the funnel. It should be noted that the exhaust gas temperature and flow rate are influenced by the ambient conditions, for which reason this should be considered when the exhaust gas boiler is planned. At specified MCR, the maximum recommended pressure loss across the exhaust gas boiler is normally 150 mm WC. This pressure loss depends on the pressure losses in the rest of the system as mentioned above. Therefore, if an exhaust gas silencer/spark arrester is not installed, the acceptable pressure loss across the boiler may be somewhat higher than the max. of 150 mm WC, whereas, if an exhaust gas silencer/spark arrester is installed, it may be necessary to reduce the maximum pressure loss. The above-mentioned pressure loss across the silencer and/or spark arrester shall include the pressure losses from the inlet and outlet transition pieces. 460 600 025 198 22 50 6.10.03 MAN B&W Diesel A/S Engine Selection Guide Exhaust gas silencer The typical octave band sound pressure levels from the diesel engine’s exhaust gas system – related to the distance of one metre from the top of the exhaust gas uptake – are shown in the respective Project Guide. The need for an exhaust gas silencer can be decided based on the requirement of a maximum noise level at a certain place. The exhaust gas noise data is valid for an exhaust gas system without boiler and silencer, etc. The noise level in the Project Guides refers to nominal MCR at a distance of one metre from the exhaust gas pipe outlet edge at an angle of 30° to the gas flow direction. For each doubling of the distance, the noise level will be reduced by about 6 dB (far-field law). Spark arrester To prevent sparks from the exhaust gas from being spread over deck houses, a spark arrester can be fitted as the last component in the exhaust gas system. It should be noted that a spark arrester contributes with a considerable pressure drop, which is often a disadvantage. It is recommended that the combined pressure loss across the silencer and/or spark arrester should not be allowed to exceed 100 mm WC at specified MCR – depending, of course, on the pressure loss in the remaining part of the system, thus if no exhaust gas boiler is installed, 200mm WC could be possible. 460 600 025 198 22 50 6.10.04 MAN B&W Diesel A/S Engine Selection Guide 6.11 Manoeuvring System Manoeuvring System on Engine Slow turning The basic diagram is applicable for reversible engines, i.e. those with fixed pitch propeller (FPP). The standard manoeuvring system does not feature slow turning before starting, but for Unattended Machinery Space (UMS) we strongly recommend the addition of the slow turning device shown in Figs. 6.11.01, 6.11.02 and 6.11.03, option 4 50 140. The layout of the manoeuvring system depends on the engine type chosen, but generally can be stated that: • The 98-80-types have electronic governors with remote control and electronic speed setting, according to Fig. 6.11.01. The slow turning valve allows the starting air to partially bypass the main starting valve. During slow turning the engine will rotate so slowly that, in the event that liquids have accumulated on the piston top, the engine will stop before any harm occurs. • The 70-50-types have also electronic governors with remote control and electronic speed setting, according to Fig. 6.11.02. Governor • The 46-26-types have normally mechanical/hydraulic governors from Woodward, with pneumatic speed setting and electronic start, stop and reversing according to Fig. 6.11.03, but they can optionally be fitted with an electronic governor. When selecting the governor, the complexity of the installation has to be considered. We normally distinguish between “conventional” and “advanced” marine installations. The electronic governor consists of the following elements: • Actuator The lever on the “Engine side manoeuvring console” can be set to either Manual or Remote position. • Revolution transmitter (pick-ups) In the ‘Manual’ position the engine is controlled from the engine side manoeuvring console by the push buttons START, STOP, and the AHEAD/ASTERN. The load is controlled by the “Engine side speed setting” handwheel. • Electronic governor panel In the ‘Remote’ position all signals to the engine are electronic or pneumatic for 50-26-types, the START, STOP, AHEAD and ASTERN signals activate the solenoid valves EV684, EV682, EV683 and EV685, respectively. The actuator, revolution transmitter and the pressure transmitter are mounted on the engine. • Power supply unit • Pressure transmitter for scavenge air. The electronic governors must be tailor-made, and the specific layout of the system must be mutually agreed upon by the customer, the governor supplier and the engine builder. Shutdown system The engine is stopped by activating the puncture valves located in the fuel pumps either at normal stopping or at shutdown by activating solenoid valve EV658. It should be noted that the shutdown system, the governor and the remote control system must be compatible if an integrated solution is to be obtained. 465 100 010 198 22 52 6.11.01 MAN B&W Diesel A/S Engine Selection Guide “Conventional” plants Fixed Pitch Propeller (FPP) A typical example of a “conventional” marine installation is: Plants equipped with a fixed pitch propeller require no modifications to the basic diagrams for the reversible engine shown in Figs. 6.11.01, 6.11.02 and 6.11.03. • An engine directly coupled to a fixed pitch propeller • An engine directly coupled to a controllable pitch propeller, without clutch and without extreme demands on the propeller pitch change Controllable Pitch Propeller (CPP) For plants with CPP, two alternatives are available: • Plants with controllable pitch propeller with a shaft generator of less than 15% of the engine’s MCR output. • Non-reversible engine If a controllable pitch propeller is coupled to the engine, the manoeuvring system diagram has to be simplified as the reversing is to be omitted. With a view to such an installation, the engine can be equipped with a Woodward governor on the 46-26-types or with a “conventional” electronic governor approved by MAN B&W, e.g.: The fuel pump roller guides are provided with non-displaceable rollers. • Siemens digital governor system, type SIMOS SPC 55. • Engine with emergency reversing The manoeuvring system on the engine is identical to that for reversible engines, as the interlocking of the reversing is to be made in the electronic remote control system. From the engine side manoeuvring console it is possible to start, stop and reverse the engine,as well as from the engine control room console, but not from the bridge. “Advanced” plants Engine Side Manoeuvring Console The “advanced” marine installations, are for example: The layout of the engine side mounted manoeuvring console is located on the camshaft side of the engine. • Lyngsø Marine A/S electronic governor system, type EGS 2000 or EGS 2100 • Kongsberg Norcontrol Automation A/S digital governor system, type DGS 8800e • Plants with flexible coupling in the shafting system • Geared installations Control Room Console • Plants with disengageable clutch for disconnecting the propeller The manoeuvring handle for the Engine Control Room console is delivered as a separate item with the engine. • Plants with shaft generator requiring great frequency accuracy. For these plants the electronic governors have to be tailor-made. 465 100 010 198 22 52 6.11.02 MAN B&W Diesel A/S Engine Selection Guide 98-90-80-types 178 46 65-9.0 Fig. 6.11.01: Diagram of manoeuvring system for reversible engine with FPP, with remote control 465 100 010 198 22 52 6.11.03 MAN B&W Diesel A/S Engine Selection Guide 70-60-types 178 44 39-6.1 Fig. 6.11.02: Diagram of manoeuvring system for reversible engine with FPP, with remote control 465 100 010 198 22 52 6.11.04 MAN B&W Diesel A/S Engine Selection Guide 50-46-42-35-26-types A, B, C refer to ‘List of flanges’. 178 39 96-1.1 Fig. 6.11.03: Diagram of manoeuvring system, reversible engine with FPP and mechanical-hydraulic governor prepared for remote control 465 100 010 198 22 52 6.11.05 MAN B&W Diesel A/S 7 Engine Selection Guide standards or recommendations (for instance related to special agreement between shipowner and shipyard). The natural frequency of the hull depends on the hull’s rigidity and distribution of masses, whereas the vibration level at resonance depends mainly on the magnitude of the external moment and the engine’s position in relation to the vibration nodes of the ship. C C Vibration Aspects The vibration characteristics of the two-stroke low speed diesel engines can for practical purposes be, split up into four categories, and if the adequate countermeasures are considered from the early project stage, the influence of the excitation sources can be minimised or fully compensated. In general, the marine diesel engine may influence the hull with the following: A • External unbalanced moments These can be classified as unbalanced 1st, 2nd and may be 4th order external moments, which need to be considered only for certain cylinder numbers B • Guide force moments • Axial vibrations in the shaft system D • Torsional vibrations in the shaft system. The external unbalanced moments and guide force moments are illustrated in Fig. 7.01. In the following, a brief description is given of their origin and of the proper countermeasures needed to render them harmless. A– B– C– D– Combustion pressure Guide force Staybolt force Main bearing force 1st order moment, vertical 1 cycle/rev 2nd order moment, vertical 2 cycle/rev External unbalanced moments The inertia forces originating from the unbalanced rotating and reciprocating masses of the engine create unbalanced external moments although the external forces are zero. 1st order moment, horizontal 1 cycle/rev Of these moments, only the 1st order (one cycle per revolution) and the 2nd order (two cycles per revo-lution) need to be considered, and then only for engines with a low number of cylinders. On some large bore engines the 4th external order moment may also have to be examined. When application on container vessel is considered. The inertia forces on engines with more than 6 cylinders tend, more or less, to neutralise themselves. Guide force moment, H transverse Z cycle/rev. Z is 1 or 2 times number of cylinder Guide force moment, X transverse Z cycles/rev. Z = 1,2...12 Countermeasures have to be taken if hull resonance occurs in the operating speed range, and if the vibration level leads to higher accelerations and/or velocities than the guidance values given by international 178 06 82-8.0 Fig. 7.01: External unbalanced moments and guide force moments 407 000 100 198 22 53 7.01 MAN B&W Diesel A/S Engine Selection Guide 1st order moments on 4-cylinder engines Adjustable counterweights 1st order moments act in both vertical and horizontal direction. For our two-stroke engines with standard balancing these are of the same magnitudes. For engines with five cylinders or more, the 1st order moment is rarely of any significance to the ship. It can, however, be of a disturbing magnitude in four-cylinder engines. Aft Resonance with a 1st order moment may occur for hull vibrations with 2 and/or 3 nodes. This resonance can be calculated with reasonable accuracy, and the calculation will show whether a compensator is necessary or not on four-cylinder engines. Fixed counterweights Fore Adjustable counterweights A resonance with the vertical moment for the 2 node hull vibration can often be critical, whereas the resonance with the horizontal moment occurs at a higher speed than the nominal because of the higher natural frequency of horizontal hull vibrations. As standard, four-cylinder engines are fitted with adjustable counterweights, as illustrated in Fig. 7.02. These can reduce the vertical moment to an insignificant value (although, increasing correspondingly the horizontal moment), so this resonance is easily dealt with. A solution with zero horizontal moment is also available. Fixed counterweights Fig 7.02: Adjustable counterweights 178 16 87-7.0 407 000 100 198 22 53 7.02 MAN B&W Diesel A/S Engine Selection Guide 178 06 76-9.0 Fig. 7.03: 1st order moment compensator In rare cases, where the 1st order moment will cause resonance with both the vertical and the horizontal hull vibration mode in the normal speed range of the engine, a 1st order compensator, as shown in Fig. 7.03, can be introduced as an option, in the chain tightener wheel, reducing the 1st order moment to a harmless value. The compensator comprises two counter-rotating masses running at the same speed as the crankshaft. With a 1st order moment compensator fitted aft, the horizontal moment will decrease to between 0 and 30% of the value stated in the last table of this section, depending on the position of the node. The 1st order vertical moment will decrease to about 30% of the value stated in the table. Since resonance with both the vertical and the horizontal hull vibration mode is rare, the standard engine is not prepared for the fitting of such compensators. 407 000 100 198 22 53 7.03 MAN B&W Diesel A/S Engine Selection Guide A decision regarding the vibrational aspects and the possible use of compensators must be taken at the contract stage. If no experience is available from sister ships, which would be the best basis for deciding whether compensators are necessary or not, it is advisable to make calculations to determine which of the solutions (1), (2), (3) or (4) should be applied. 2nd order moments on 4, 5 and 6-cylinder engines The 2nd order moment acts only in the vertical direction. Precautions need only to be considered for four, five and six cylinder engines in general. Resonance with the 2nd order moment may occur at hull vibrations with more than three nodes. Contrary to the calculation of natural frequency with 2 and 3 nodes, the calculation of the 4 and 5 node naural frequencies for the hull is a rather comprehensive procedure and, despite advanced calculation methods, is often not very accurate. Experience with our two-stroke slow speed engines has shown that propulsion plants with small bore engines (S/L42MC, S/L35MC and S26MC) are less sensitive regarding hull vibrations exited by 2nd order moments than the lager bore engines. Therefore, these engines do not have engine driven 2nd order moment compensators. A 2nd order moment compensator comprises two counter-rotating masses running at twice the engine speed. 2nd order moment compensators are not included in the basic extent of delivery. If compensator(s) are omitted, the engine can be delivered prepared for the fitting of compensators later on. The decision for preparation must also be taken at the contract stage. Measurements taken during the sea trial, or later in service and with fully loaded ship, will be able to show whether compensator(s) have to be fitted or not. Several solutions, as shown in Fig. 7.04, are available to cope with the 2nd order moment, out of which the most cost efficient one can be chosen in the individual case, e.g. If no calculations are available at the contract stage, we advise to order the engine with a 2nd order moment compensator on the aft end and to make preparations for the fitting of a compensator on the front end. 1) No compensators, if considered unnecessary on the basis of natural frequency, nodal point and size of the 2nd order moment 2) A compensator mounted on the aft end of the engine, driven by the main chain drive If it is decided not to use compensators and, furthermore, not to prepare the main engine for later fitting, another solution can be used, if annoying vibrations should occur: 3) A compensator mounted on the front end, driven from the crankshaft through a separate chain drive An electrically driven compensator synchronised to the correct phase relative to the external force or moment can neutralise the excitation. This type of compensator needs an extra seating fitted, preferably, in the steering gear room where deflections are largest and the effect of the compensator will therefore be greatest. 4) Compensators on both aft and fore end, completely eliminating the external 2nd order moment. Briefly, it can be stated that compensators positioned in a node or close to it, will be inefficient. In such a case, solution (4) should be considered. The electrically driven compensator will not give rise to distorting stresses in the hull, but it is more expensive than the engine-mounted compensators (2), (3) and (4). 407 000 100 198 22 53 7.04 MAN B&W Diesel A/S Engine Selection Guide 178 47 06 -8.0 Fig. 7.04: Optional 2nd order moment compensators 407 000 100 198 22 53 7.05 MAN B&W Diesel A/S Engine Selection Guide 178 46 98-3.0 Fig 7.05: Power Related Unbalance (PRU) values in Nm/kW for S-MC/MC-C engines PRU Nm/kWNeed for compensaor from 0 to 60 . . . . . . . . . . . . . . . . . . . . . not relevant from 60 to 120 . . . . . . . . . . . . . . . . . . . . . . unlikely from 120 to 220 . . . . . . . . . . . . . . . . . . . . . . . likely above 220 . . . . . . . . . . . . . . . . . . . . . . . most likely Power Related Unbalance (PRU) To evaluate if there is a risk that 1st and 2nd order external moments will excite disturbing hull vibrations, the concept Power Related Unbalance can be used as a guidance. PRU = External moment Enginepower The actual values for the MC-engines are shown in Figs. 7.05, 7.06 and 7.07. Nm/kW In the table at the end of this chapter, the external moments (M1) are stated at the speed (n1) and MCR rating in point L1 of the layout diagram. For other speeds , the corresponding external moments are calculated by means of the formula: With the PRU-value, stating the external moment relative to the engine power, it is possible to give an estimate of the risk of hull vibrations for a specific engine. Based on service experience from a greater number of large ships with engines of different types and cylinder numbers, the PRU-values have been classified in four groups as follows: ìn ü 2 MA = M1 x í A ý kNm î n1 þ (The tolerance on the calculated values is 2.5%). 407 000 100 198 22 53 7.06 MAN B&W Diesel A/S Engine Selection Guide 178 46 99-5.0 Fig. 7.06: Power Realted Unbalance (PRU) values in Nm/kW for L-MC/MC-C engines 407 000 100 198 22 53 7.07 MAN B&W Diesel A/S Engine Selection Guide 178 47 00-7.0 Fig. 7.07: Power Related Unbalance (PRU) value in Nm/kW for K-MC/MC-C engines 407 000 100 198 22 53 7.08 MAN B&W Diesel A/S Engine Selection Guide 178 47 14-0.0 Fig. 7.08: H-type and X-type force moments As this system is very difficult to calculate with the necessary accuracy, MAN B&W Diesel strongly recommend that a top bracing is installed between the engine's upper platform brackets and the casing side. The only exception is the S26MC which is so small that we consider guide force moments to be insignificant. Guide Force Moments The so-called guide force moments are caused by the transverse reaction forces acting on the crossheads due to the connecting rod/crankshaft mechanism. These moments may excite engine vibrations, moving the engine top athwartships and causing a rocking (excited by H-moment) or twisting (excited by X-moment) movement of the engine as illustrated in Fig. 7.08. The mechanical top bracing comprises stiff connections (links) with friction plates and alternatively a hydraulic top bracing, which allow adjustment to the loading conditions of the ship. With both types of top bracing above-mentioned natural frequency will increase to a level where resonance will occur above the normal engine speed. Details of the top bracings are shown in section 5. The guide force moments corresponding to the MCR rating (L1) are stated in the tables. Top bracings The guide force moments are harmless except when resonance vibrations occur in the engine/double bottom system. 407 000 100 198 22 53 7.09 MAN B&W Diesel A/S Engine Selection Guide Definition of Guide Force Moments During the years the definition of guide force moment has been discussed. Especially nowadays where complete FEM-models are made to predict hull/engine interaction this definition has become important. H-type Guide Force Moment (MH) X-type Guide Force Moment (MX) Each cylinder unit produces a force couple consisting of: The X-type guide force moment is calculated based on the same force couple as described above. However as the deflection shape is twisting the engine each cylinder unit does not contribute with equal amount. The centre units do not contribute very much whereas the units at each end contributes much. 1: A force at level of crankshaft centreline. 2: Another force at level of the guide plane. The position of the force changes over one revolution, as the guide shoe reciprocates on the guide plane. A so-called ”Bi-moment” can be calculated (fig. 7.08): S [force-couple(cyl.X) • distX] As the deflection shape for the H-type is equal for each cylinder the Nth order H-type guide force moment for an N-cylinder engine with regular firing order is: N • MH(one cylinder). ”Bi-moment” = For modelling purpose the size of the forces in the force couple is: MX = ”Bi-Moment”/ L Force = MH / L The X-type guide force moment is then defined as: kNm For modelling purpose the size of the four (4) forces (see fig. 7.08) can be calculated: kN where L is the distance between crankshaft level and the middle position of the guide plane (i.e. the length of the connecting rod). Force = MX / LX kN where: As the interaction between engine and hull is at the engine seating and the top bracing positions, this force couple may alternatively be applied in those positions with a vertical distance of (LZ). Then the force can be calculated as: ForceZ = MH / LZ in kNm2 LX : is horizontal length between ”force points” (fig. 7.08) Similar to the situation for the H-type guide force moment, the forces may be applied in positions suitable for the FEM model of the hull. Thus the forces may be referred to another vertical level LZ above crankshaft centreline.These forces can be calculated as follows: kN Any other vertical distance may be applied, so as to accommodate the actual hull (FEM) model. ForceZ,one point = Mx • L Lz • Lx kN The force couple may be distributed at any number of points in longitudinal direction. A reasonable way of dividing the couple is by the number of top bracing, and then apply the forces in those points. ForceZ,one point = ForceZ,total / Ntop bracing, total kN 407 000 100 198 22 53 7.10 MAN B&W Diesel A/S Engine Selection Guide Based on our statistics, this need may arise for the following types of installation: Axial Vibrations When the crank throw is loaded by the gas pressure through the connecting rod mechanism, the arms of the crank throw deflect in the axial direction of the crankshaft, exciting axial vibrations. Through the thrust bearing, the system is connected to the ship`s hull. • Plants with controllable pitch propeller • Plants with unusual shafting layout and for special owner/yard requirements • Plants with 8, 11 or 12-cylinder engines. Generally, only zero-node axial vibrations are of interest. Thus the effect of the additional bending stresses in the crankshaft and possible vibrations of the ship`s structure due to the reaction force in the thrust bearing are to be considered. The so-called QPT (Quick Passage of a barred speed range Technique), is an alternative option to a torsional vibration damper, on a plant equipped with a controllable pitch propeller. The QPT could be implemented in the governor in order to limit the vibratory stresses during the passage of the barred speed range. An axial damper is fitted as standard to all MC engines minimising the effects of the axial vibrations. For an extremely long shaft line in certain large size container vessels, a second axial vibration damper positioned on the intermediate shaft, designed to control the on-node axial vibrations can be applied. The application of the QPT has to be decided by the engine maker and MAN B&W Diesel A/S based on final torsional vibration calculations. Four, five and six-cylinder engines, require special attention. On account of the heavy excitation, the natural frequency of the system with one-node vibration should be situated away from the normal operating speed range, to avoid its effect. This can be achieved by changing the masses and/or the stiffness of the system so as to give a much higher, or much lower, natural frequency, called undercritical or overcritical running, respectively. Torsional Vibrations The reciprocating and rotating masses of the engine including the crankshaft, the thrust shaft, the intermediate shaft(s), the propeller shaft and the propeller are for calculation purposes considered as a system of rotating masses (inertias) interconnected by torsional springs. The gas pressure of the engine acts through the connecting rod mechanism with a varying torque on each crank throw, exciting torsional vibration in the system with different frequencies. Owing to the very large variety of possible shafting arrangements that may be used in combination with a specific engine, only detailed torsional vibration calculations of the specific plant can determine whether or not a torsional vibration damper is necessary. In general, only torsional vibrations with one and two nodes need to be considered. The main critical order, causing the largest extra stresses in the shaft line, is normally the vibration with order equal to the number of cylinders, i.e., five cycles per revolution on a five cylinder engine. This resonance is positioned at the engine speed corresponding to the natural torsional frequency divided by the number of cylinders. The torsional vibration conditions may, for certain installations require a torsional vibration damper. 407 000 100 198 22 53 7.11 MAN B&W Diesel A/S Engine Selection Guide Undercritical running Overcritical running The natural frequency of the one-node vibration is so adjusted that resonance with the main critical order occurs about 35-45% above the engine speed at specified MCR. The natural frequency of the one-node vibration is so adjusted that resonance with the main critical order occurs about 30-70% below the engine speed at specified MCR. Such overcritical conditions can be realised by choosing an elastic shaft system, leading to a relatively low natural frequency. Such undercritical conditions can be realised by choosing a rigid shaft system, leading to a relatively high natural frequency. The characteristics of overcritical conditions are: • Tuning wheel may be necessary on crankshaft fore end The characteristics of an undercritical system are normally: • Turning wheel with relatively high inertia • Relatively short shafting system • Shafts with relatively small diameters, requiring shafting material with a relatively high ultimate tensile strength • Probably no tuning wheel • Turning wheel with relatively low inertia • With barred speed range of about ±10% with respect to the critical engine speed. • Large diameters of shafting, enabling the use of shafting material with a moderate ultimate tensile strength, but requiring careful shaft alignment, (due to relatively high bending stiffness) Torsional vibrations in overcritical conditions may, in special cases, have to be eliminated by the use of a torsional vibration damper. • Without barred speed range When running undercritical, significant varying torque at MCR conditions of about 100-150% of the mean torque is to be expected. Overcritical layout is normally applied for engines with more than four cylinders. Please note: We do not include any tuning wheel, or torsional vibration damper, in the standard scope of supply, as the proper countermeasure has to be found after torsional vibration calculations for the specific plant, and after the decision has been taken if and where a barred speed range might be acceptable. This torque (propeller torsional amplitude) induces a significant varying propeller thrust which, under adverse conditions, might excite annoying longitudinal vibrations on engine/double bottom and/or deck house. The yard should be aware of this and ensure that the complete aft body structure of the ship, including the double bottom in the engine room, is designed to be able to cope with the described phenomena. For further information about vibration aspects please refer to our publications: P.222 “An introduction to Vibration Aspects of Two-stroke Diesel Engines in Ships” P.268 “Vibration Characteristics of Two-stroke Low Speed Diesel Engines” 407 000 100 198 22 53 7.12 MAN B&W Diesel A/S Engine Selection Guide K98MC No. of cyl. Firing order 6 7 8 9 10 11 12 1-5-34-2-6 1-7-2-54-3-6 1-8-3-47-2-5-6 Uneven Uneven Uneven 1-8-12-42-9-10-53-7-11-6 External forces in kN 0 0 External moments in kNm Order: 1st a 0 545 2nd 6108 c 1773 4th 285 809 Guide force H-moments in kNm Order: 1st 0 0 2nd 0 0 3rd 0 0 4th 0 0 5th 0 0 6th 2234 0 7th 0 1662 8th 0 0 9th 0 0 10th 0 0 11th 0 0 12th 160 0 Guide force X-moments in kNm Order: 1st 0 282 2nd 306 89 3rd 1846 2019 4th 1473 4187 5th 0 336 6th 0 54 7th 0 0 8th 266 21 9th 336 38 10th 73 208 11th 0 159 12th 0 15 0 0 0 0 0 214 0 329 987 813 403 180 123 565 76 126 727 0 0 210 0 0 0 0 0 0 0 1130 0 0 0 0 0 0 141 1034 1006 264 72 99 542 38 11 28 0 0 1008 1307 427 129 871 221 120 138 67 28 0 0 476 1066 530 540 763 581 49 79 203 62 0 0 0 0 0 0 0 0 0 0 0 320 111 0 2980 1701 4854 0 14 0 4 0 235 58 511 41 3519 2086 1792 3464 609 406 59 96 92 203 93 6 3937 2924 643 2307 2670 293 111 231 200 101 39 6 5125 3759 3095 251 266 1563 203 149 266 117 0 0 6143 2946 0 0 0 532 1168 0 0 0 a 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments for all cylinder numbers. c 6-cylinder engines can be fitted with 2nd order moment compensators on the aft and fore end, eliminating the 2nd order external moment. 178 33 22-7.2 Fig. 7.09a: External forces and moments in layout point L1 for K98MC 407 000 100 198 22 53 7.13 MAN B&W Diesel A/S Engine Selection Guide K98MC-C No. of cyl. Firing order 6 7 8 9 10 11 12 1-5-34-2-6 1-7-2-54-3-6 1-8-3-4 7-2-5-6 Uneven Uneven Uneven 1-8-12-42-9-10-53-7-11-6 External forces in kN 0 0 External moments in kNm Order: 1st a 0 581 2nd 6283 c 1824 4th 273 776 Guide force H-moments in kNm Order: 1st 0 0 2nd 0 0 3rd 0 0 4th 0 0 5th 0 0 6th 1933 0 7th 0 1409 8th 0 0 9th 0 0 10th 0 0 11th 0 0 12th 137 0 Guide force X-moments in kNm Order: 1st 0 278 2nd 154 45 3rd 1671 1828 4th 1392 3955 5th 0 319 6th 0 50 7th 0 0 8th 249 19 9th 310 35 10th 64 181 11th 0 142 12th 0 13 a c 0 0 0 0 0 228 0 315 1052 836 387 192 126 542 81 130 697 0 0 546 0 0 0 0 0 0 0 985 0 0 0 0 0 0 119 910 891 229 61 86 467 31 10 24 0 0 851 1151 378 111 739 192 103 112 55 24 0 0 401 939 469 467 647 507 42 62 168 53 0 0 0 0 0 0 0 0 0 0 0 275 109 0 2698 1607 4611 0 12 0 4 0 209 53 503 21 3186 1971 1702 3217 554 380 54 83 82 187 92 3 3564 2763 610 2142 2429 274 102 201 178 93 39 3 4640 3551 2940 233 242 1463 187 130 237 108 0 0 5806 2784 0 0 0 498 1078 0 0 0 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments for all cylinder numbers. 6-cylinder engines can be fitted with 2nd order moment compensators on the aft and fore end, eliminating the 2nd order external moment. 178 86 03-5.1 Fig. 7.09b: External forces and moments in layout point L1 for K98MC-C 407 000 100 198 22 53 7.14 MAN B&W Diesel A/S Engine Selection Guide S90MC-C No. of cyl. Firing order 6 7 8 9 1-5-3-4-2-6 1-7-2-5-4-3-6 1-8-3-4 7-2-5-6 1-9-2-7-3 6-5-4-8 External forces in kN 0 External moments in kNm Order: 1st a 2nd 4th Guide force H-moments in kNm Order: 1st 2nd 3rd 4th 5th 6th 7th 8th 9th 10th 11th 12th Guide force X-moments in kNm Order: 1st 2nd 3rd 4th 5th 6th 7th 8th 9th 10th 11th 12th 0 0 0 0 5336 c 359 1006 967 1234 173 0 415 1045 556 1939 0 0 0 0 0 2676 0 0 0 0 0 208 0 0 0 0 0 0 2057 0 0 0 0 0 0 0 0 0 0 0 0 1435 0 0 0 0 0 0 0 0 0 0 0 0 861 0 0 0 0 563 1663 1442 0 0 0 304 422 98 0 0 679 102 2200 4954 216 149 67 60 29 337 244 11 117 0 2784 1665 5176 0 17 0 5 0 309 68 706 59 658 7782 6426 778 52 62 22 20 7 61 a 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments for all cylinder numbers. c 6-cylinder engines can be fitted with 2nd order moment compensators on the aft and fore end, eliminating the 2nd order external moment. 178 36 71-3.2 Fig. 7.09c: External forces and moments in layout point L1 for S90MC-C 407 000 100 198 22 53 7.15 MAN B&W Diesel A/S Engine Selection Guide L90MC-C No. of cyl. Firing order 6 1-5-34-2-6 7 1-7-2-54-3-6 8 9 1-8-3-47-2-5-6 Uneven 10 Uneven 11 Uneven 12 1-8-12-42-9-10-53-7-11-6 External forces in kN 0 External moments in kNm 0 1st a 0 1056 2nd 4841 c 878 4th 244 839 Guide force H-moments in kNm Order: 1st 0 0 2nd 0 0 3rd 0 0 4th 0 0 5th 0 0 6th 2255 0 7th 0 1738 8th 0 0 9th 0 0 10th 0 0 11th 0 0 12th 105 0 Guide force X-moments in kNm Order: 1st 0 681 2nd 514 93 3rd 1490 1971 4th 1261 4334 5th 0 194 6th 0 125 7th 0 55 8th 242 47 9th 315 22 10th 69 236 11th 0 136 12th 0 5 0 0 0 0 0 182 0 282 726 630 342 256 36 501 177 213 640 Order: 0 0 488 0 0 0 0 0 0 0 1187 0 0 0 0 0 0 131 1023 1075 279 75 104 587 41 9 19 0 0 941 1293 456 136 911 232 130 149 54 18 0 0 144 1055 566 569 798 611 53 85 166 41 0 0 0 0 0 0 0 0 0 0 0 211 117 0 2495 1456 4653 0 14 0 4 0 172 33 468 67 2937 1767 1676 3246 570 384 63 92 67 120 165 4 3267 2588 633 2170 2484 260 104 222 146 60 114 23 4250 3307 2902 247 256 1457 191 142 193 69 0 0 5310 2522 0 0 0 484 1123 0 0 0 a 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments for all cylinder numbers. c 6-cylinder engines can be fitted with 2nd order moment compensators on the aft and fore end, eliminating the 2nd order external moment. 178 86 05-9.1 Fig. 7.09d: External forces and moments in layout point L1 for L90MC-C 407 000 100 198 22 53 7.16 MAN B&W Diesel A/S Engine Selection Guide K90MC No. of cyl. Firing order 4 5 6 7 8 9 10 11 12 1-3-2-4 1-4-3-2-5 1-5-34-2-6 1-7-2-54-3-6 1-8-3-4 7-2-5-6 1-6-7-35-8-2-4-9 Uneven Uneven 1-8-12-42-9-10-53-7-11-6 0 0 0 0 0 0 0 0 0 4609 c 163 473 1338 463 207 0 188 1630 1504 234 291 34 334 202 203 427 0 0 326 0 0 0 0 0 1680 0 0 0 0 0 88 0 0 0 0 0 0 1257 0 0 0 0 0 0 0 0 0 0 0 0 852 0 0 0 0 0 0 0 0 0 0 0 0 460 0 0 0 0 0 747 1018 325 97 659 167 89 103 43 15 0 0 352 830 403 406 577 439 37 59 131 34 0 0 0 0 0 0 0 0 0 0 0 176 0 114 1148 963 0 0 0 188 33 1256 2738 215 34 0 82 0 1922 1112 3220 0 10 650 37 2306 1387 1066 2310 116 1 2517 1977 438 1503 1743 80 5 3274 2526 2009 171 180 0 0 4091 1927 0 0 0 181 1015 337 127 748 95 0 External forces in kN 0 External moments in kNm Order: 1st a 2502 b 794 2nd 5322 c 6625 c 4th 0 21 Guide force H-moments in kNm Order: 1st 0 0 2nd 0 0 3rd 0 0 4th 2437 0 5th 0 2342 6th 0 0 7th 0 0 8th 426 0 9th 0 0 10th 0 145 11th 0 0 12th 59 0 Guide force X-moments in kNm Order: 1st 997 317 2nd 132 164 3rd 180 635 4th 0 125 5th 302 0 6th 511 57 7th 116 408 93 8th 9th 10th a b c 0 33 53 242 10 0 168 210 46 13 0 23 3 131 0 45 33 12 69 149 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments for all cylinder numbers. By means of the adjustable counterweights on 4-cylinder engines, 70% of the 1st order moment can be moved from horizontal to vertical direction or vice versa, if required. 4,5 and 6-cylinder engines can be fitted with 2nd order moment compensators on the aft and fore end, eliminating the 2nd order external moment. 178 87 58-1.0 Fig. 7.09e: External forces and moments in layout point L1 for K90MC 407 000 100 198 22 53 7.17 MAN B&W Diesel A/S Engine Selection Guide K90MC-C No. of cyl. 6 7 8 9 10 11 12 Firing order 1-5-3 -4-2-6 1-7-2-54-3-6 1-8-3-4 7-2-5-6 Uneven Uneven Uneven 1-8-12-42-9-10-53-7-11-6 External forces in kN 0 0 External moments in kNm Order: 1st a 0 497 2nd 4859 c 1411 4th 172 490 Guide force H-moments in kNm Order: 1st 0 0 2nd 0 0 3rd 0 0 4th 0 0 5th 0 0 6th 1468 0 7th 0 1063 8th 0 0 9th 0 0 10th 0 0 11th 0 0 12th 81 0 Guide force X-moments in kNm Order: 1st 0 196 2nd 163 47 3rd 1092 1195 4th 947 2692 5th 0 214 6th 0 33 7th 0 0 8th 164 13 9th 200 22 10th 40 113 11th 0 78 12th 0 7 0 0 0 0 0 1669 0 199 890 641 243 81 56 346 35 28 444 0 0 345 0 0 0 0 0 0 0 745 0 0 0 0 0 0 89 713 688 174 46 65 346 22 6 14 0 0 640 901 292 85 557 146 76 80 35 14 0 0 302 735 362 355 488 383 31 46 106 31 0 0 0 0 0 0 0 0 0 0 0 162 657 0 1531 1094 2689 0 69 0 20 0 100 27 350 22 2106 1337 1147 2143 368 253 37 52 45 97 32 2 2351 1901 419 1429 1608 129 66 126 99 49 14 1 3060 2439 1984 158 162 970 121 81 131 56 0 0 3827 1894 0 0 0 327 702 0 0 0 a 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments for all cylinder numbers. c 6-cylinder engines can be fitted with 2nd order moment compensators on the aft and fore end, eliminating the 2nd order external moment. 178 87 59-3.0 Fig. 7.09f: External forces and moments in layout point L1 for K90MC-C 407 000 100 198 22 53 7.18 MAN B&W Diesel A/S Engine Selection Guide S80MC-C No. of cyl. 6 7 8 Firing order 1-5-3-4-2-6 1-7-2-54-3-6 1-8-3-47-2-5-6 External forces in kN 0 External moments in kNm Order: 1st a 2nd 4th Guide force H-moments in kNm Order: 1st 2nd 3rd 4th 5th 6th 7th 8th 9th 10th 11th 12th Guide force X-moments in kNm Order: 1st 2nd 3rd 4th 5th 6th 7th 8th 9th 10th 11th 12th a c 0 0 252 988 652 847 0 265 0 0 0 0 0 2118 0 0 0 0 0 117 0 0 0 0 0 0 1628 0 0 0 0 0 0 0 0 0 0 0 0 1122 0 0 0 0 0 517 1395 1023 0 0 0 211 289 63 0 0 182 150 1526 2906 241 41 0 16 32 180 107 9 610 0 1956 1181 3025 0 91 0 29 0 137 34 0 3405 c 230 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments for all cylinder numbers. 6-cylinder engines can be fitted with 2nd order moment compensators on the aft and fore end, eliminating the 2nd order external moment . 178 36 72-5.1 Fig. 7.09g: External forces and moments in layout point L1 for S80MC -C 407 000 100 198 22 53 7.19 MAN B&W Diesel A/S Engine Selection Guide S80MC No. of cyl. 4 5 6 1-4-3-2-5 1-5-3-4-2-6 0 0 0 0 External moments in kNm Order: 1st a 1289 b 2nd 3346 c 4th 0 409 4166 c 20 0 2898 c 152 244 841 433 817 0 176 429 378 214 Guide force H-moments in kNm Order: 1st 0 2nd 0 3rd 0 4th 2558 5th 0 6th 0 7th 0 8th 515 9th 0 10th 0 11th 0 12th 71 0 0 0 0 2490 0 0 0 0 223 0 0 0 0 0 0 0 1927 0 0 0 0 0 107 0 0 0 0 0 0 1502 0 0 0 0 0 0 0 0 0 0 0 0 1029 0 0 0 0 0 0 143 845 815 228 65 90 570 43 10 19 Guide force X-moments in kNm Order: 1st 822 2nd 497 3rd 220 4th 0 5th 286 6th 522 7th 123 8th 0 9th 41 10th 72 11th 15 12th 0 261 619 775 117 0 59 434 260 13 0 5 36 0 431 1400 900 0 0 0 181 264 63 0 0 155 125 1531 2558 204 35 0 14 29 178 103 7 521 0 1963 1039 2554 0 78 0 26 0 132 29 274 56 2743 1264 1096 2283 423 285 52 84 61 104 Firing order 1-3-2-4 External forces in kN 0 a b c 7 8 1-7-2-5-4-3-6 1-8-3-4-7-2-5-6 9 Uneven 429 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments for all cylinder numbers. By means of the adjustable counterweights on 4-cylinder engines, 70% of the 1st order moment can be moved from horizontal to vertical direction or vice versa, if required. 4,5 and 6-cylinder engines can be fitted with 2nd order moment compensators on the aft and fore end, eliminating the 2nd order external moment. 178 35 07-4.1 Fig. 7.09h: External forces and moments in layout point L1 for S80MC 407 000 100 198 22 53 7.20 MAN B&W Diesel A/S Engine Selection Guide L80MC No. of cyl. Firing order 4 5 6 7 8 9 10 11 12 1-3-2-4 1-4-3-2-5 1-5-34-2-6 1-7-2-54-3-6 1-8-2-64-5-3-7 Uneven Uneven Uneven 1-8-12-42-9-10-53-7-11-6 0 0 0 0 0 0 0 0 278 909 420 466 0 683 489 409 208 128 12 301 620 599 654 90 122 386 0 0 0 0 0 1425 0 0 0 0 0 73 0 0 0 0 0 0 1106 0 0 0 0 0 0 0 0 0 0 0 0 767 0 0 0 0 0 0 88 640 623 169 48 67 405 31 7 13 0 0 630 809 265 82 580 150 89 113 43 13 0 0 297 660 328 344 508 395 37 64 130 28 0 0 0 0 0 0 0 0 0 0 0 145 0 154 968 765 0 0 0 152 211 50 0 0 145 45 1059 2175 175 29 0 12 24 143 85 6 244 0 679 3535 1096 0 32 0 10 0 55 88 256 20 1897 1075 941 1897 350 239 41 67 50 80 67 1 2112 1561 352 1267 1525 164 70 162 110 40 47 5 2748 1997 1629 143 156 910 128 104 146 46 0 0 3434 1531 0 0 0 303 747 0 0 0 External forces in kN 0 External moments in kNm Order: 1st a 1470 b 467 2nd 3616 c 4501 c 4th 0 19 Guide force H-moments in kNm Order: 1st 0 0 2nd 0 0 3rd 0 0 4th 1936 0 5th 0 1904 6th 0 0 7th 0 0 8th 384 0 9th 0 0 10th 0 159 11th 0 0 12th 48 0 Guide force X-moments in kNm Order: 1st 768 244 2nd 178 222 3rd 152 536 4th 0 99 5th 246 0 6th 434 49 7th 102 359 8th 0 218 9th 33 11 10th 58 0 11th 12 4 12th 0 28 b c 0 3131 c 148 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments for all cylinder numbers. By means of the adjustable counterweights on 4-cylinder engines, 70% of the 1st order moment can be moved from horizontal to vertical direction or vice versa, if required. 4,5 and 6-cylinder engines can be fitted with 2nd order moment compensators on the aft and fore end, eliminating the 2nd order external moment. 178 35 08-6.1 Fig. 7.09i: External forces and moments in layout point L1 for L80MC 407 000 100 198 22 53 7.21 MAN B&W Diesel A/S Engine Selection Guide K80MC-C No. of cyl. 6 7 8 9 10 11 12 Firing order 1-5-34-2-6 1-7-2-54-3-6 1-8-3-47-2-5-6 Uneven Uneven Uneven 1-8-12-42-9-10-53-7-11-6 External forces in kN 0 0 External moments in kNm Order: 1st a 0 321 2nd 3418 c 992 4th 144 408 Guide force H-moments in kNm Order: 1st 0 0 2nd 0 0 3rd 0 0 4th 0 0 5th 0 0 6th 1224 0 7th 0 889 8th 0 0 9th 0 0 10th 0 0 11th 0 0 12th 77 0 Guide force X-moments in kNm Order: 1st 0 148 2nd 47 14 3rd 865 946 4th 739 2099 5th 0 169 6th 0 27 7th 0 0 8th 132 10 9th 163 18 10th 32 92 11th 0 69 12th 0 6 a c 0 0 0 0 0 1078 0 166 574 451 203 54 36 289 28 23 370 0 0 287 0 0 0 0 0 0 0 623 0 0 0 0 0 0 74 578 565 145 38 55 293 19 6 14 0 0 527 730 240 70 466 122 65 68 32 13 0 0 248 596 297 296 408 321 27 39 98 30 0 0 0 0 0 0 0 0 0 0 0 154 497 0 1213 853 2124 0 56 0 16 0 88 25 265 6 670 1042 907 1720 296 204 30 43 40 89 25 0 1864 1484 332 1147 1294 144 54 103 87 45 13 0 2425 1904 1568 127 131 781 99 66 116 52 0 0 3033 1477 0 0 0 263 572 0 0 0 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments for all cylinder numbers. 6-cylinder engines can be fitted with 2nd order moment compensators on the aft and fore end, eliminating the 2nd order external moment. 178 87 60-3.0 Fig. 7.09j: External forces and moments in layout point L1 for K80MC-C 407 000 100 198 22 53 7.22 MAN B&W Diesel A/S Engine Selection Guide S70MC-C No. of cyl. 4 5 6 7 8 Firing order 1-3-2-4 1-4-3-2-5 1-5-3-4-2-6 1-7-2-54-3-6 1-8-3-47-2-5-6 External forces in kN 0 0 0 0 0 854 b 271 0 161 542 2515 c 3131 c 2178 c 632 0 19 147 417 170 1802 766 External moments in kNm Order: 1st a 2nd 4th 0 Guide force H-moments in kNm Order: 1 x No. of cyl. 1771 1805 1387 2 x No. of cyl. 383 160 67 3 x No. of cyl. 44 Guide force X-moments in kNm Order: 1st 612 194 0 116 388 2nd 365 455 316 92 0 3rd 133 469 847 927 1188 4th 0 82 636 1807 734 5th 212 0 0 151 1889 6th 383 43 0 26 0 7th 91 319 0 0 57 8th 0 198 138 11 0 9th 31 10 198 22 20 10th 53 0 46 131 0 11th 11 3 0 75 96 12th 0 23 0 5 18 a 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments for all cylinder numbers. b By means of the adjustable counterweights on 4-cylinder engines, 70% of the 1st order moment can be moved from horizontal to vertical direction or vice versa, if required. c 4.5 and 6-cylinder engines can be fitted with 2nd order moment compensators on the aft and fore end, eliminating the 2nd order external moment. 178 44 37-2.0 Fig. 7.09k: External forces and moments in layout point L1 for S70MC-C 407 000 100 198 22 53 7.23 MAN B&W Diesel A/S Engine Selection Guide S70MC No. of cyl. 4 5 6 7 8 Firing order 1-3-2-4 1-4-3-2-5 1-5-3-4-2-6 1-7-2-54-3-6 1-8-3-47-2-5-6 External forces in kN 0 0 0 0 0 944 b 300 0 178 599 2452 c 3052 c 2123 c 343 0 14 111 317 129 876 602 External moments in kNm Order: 1st a 2nd 4th 0 Guide force H-moments in kNm Order: 1 x No. of cyl. 1503 1488 1124 2 x No. of cyl. 301 129 50 3 x No. of cyl. 34 Guide force X-moments in kNm Order: 1st 533 169 0 101 338 2nd 149 186 129 37 0 3rd 101 355 642 702 899 4th 0 69 529 1503 611 5th 171 0 0 122 1526 6th 304 34 0 20 0 7th 72 253 0 0 46 8th 0 152 106 8 0 9th 24 7 150 17 15 10th 42 0 36 103 0 11th 8 3 0 58 74 12th 0 17 0 3 14 a 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments for all cylinder numbers. b By means of the adjustable counterweights on 4-cylinder engines, 70% of the 1st order moment can be moved from horizontal to vertical direction or vice versa, if required. c 4,5 and 6-cylinder engines can be fitted with 2nd order moment compensators on the aft and fore end, eliminating the 2nd order external moment 178 87 68-8.0 Fig. 7.09l: External forces and moments in layout point L1 for S70MC 407 000 100 198 22 53 7.24 MAN B&W Diesel A/S Engine Selection Guide L70MC No. of cyl. 4 5 6 7 8 Firing order 1-3-2-4 1-4-3-2-5 1-5-3-4-2-6 1-7-2-54-3-6 1-8-2-64-5-3-7 External forces in kN 0 0 0 0 0 1094 b 347 0 207 347 2nd 269 c 3350 c 2330 c 676 0 4th 0 14 110 313 508 741 514 External moments in kNm Order: 1st a Guide force H-moments in kNm Order: 1 x No. of cyl. 1274 1275 954 2 x No. of cyl. 257 107 49 3 x No. of cyl. 33 Guide force X-moments in kNm Order: 1st 523 166 0 99 166 2nd 23 28 20 6 0 3rd 82 289 522 571 366 4th 0 65 503 1431 2325 5th 165 0 0 117 734 6th 290 33 0 19 0 7th 68 241 0 0 22 8th 0 146 102 8 0 9th 22 7 141 16 7 10th 39 0 34 96 0 11th 8 3 0 57 37 12th 0 18 0 4 59 a 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments for all cylinder numbers. b By means of the adjustable counterweights on 4-cylinder engines, 70% of the 1st order moment can be moved from horizontal to vertical direction or vice versa, if required. c 4,5 and 6-cylinder engines can be fitted with 2nd order moment compensators on the aft and fore end, eliminating the 2nd order external moment. 178 87 61-5.0 Fig. 7.09m: External forces and moments in layout point L1 for L70MC 407 000 100 198 22 53 7.25 MAN B&W Diesel A/S Engine Selection Guide S60MC-C No. of cyl. 4 5 6 7 8 Firing order 1-3-2-4 1-4-3-2-5 1-5-3-4-2-6 1-7-2-54-3-6 1-8-3-47-2-5-6 External forces in kN 0 0 0 0 0 533 b 169 0 101 338 1570 c 1954 c 1360 c 395 0 12 92 261 106 681 482 External moments in kNm Order: 1st a 2nd 4th 0 Guide force H-moments in kNm Order: 1 x No. of cyl. 1116 1136 873 2 x No. of cyl. 241 101 42 3 x No. of cyl. 28 Guide force X-moments in kNm Order: 1st 385 122 0 73 244 2nd 236 294 204 59 0 3rd 85 300 542 593 759 4th 0 52 401 1139 463 5th 133 0 0 95 1189 6th 241 27 0 16 0 7th 57 201 0 0 36 8th 0 124 87 7 0 9th 20 6 124 14 12 10th 34 0 29 83 0 11th 7 2 0 47 60 12th 0 14 0 3 12 a 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments for all cylinder numbers. b By means of the adjustable counterweights on 4-cylinder engines, 70% of the 1st order moment can be moved from horizontal to vertical direction or vice versa, if required. c 4,5 and 6-cylinder engines can be fitted with 2nd order moment compensators on the aft and fore end, eliminating the 2nd order external moment. 178 44 38-4.0 Fig. 7.09n: External forces and moments in layout point L1 for S60MC-C 407 000 100 198 22 53 7.26 MAN B&W Diesel A/S Engine Selection Guide S60MC No. of cyl. 4 5 6 7 8 Firing order 1-3-2-4 1-4-3-2-5 1-5-3-4-2-6 1-7-2-54-3-6 1-8-3-47-2-5-6 External forces in kN 0 0 0 0 0 582 b 185 0 110 369 1510 c 1880 c 1308 c 380 0 9 69 195 74 552 380 External moments in kNm Order: 1st a 2nd 4th 0 Guide force H-moments in kNm Order: 1 x No. of cyl. 949 937 708 2 x No. of cyl. 190 82 32 3 x No. of cyl. 21 Guide force X-moments in kNm Order: 1st 334 106 0 63 212 2nd 109 136 94 27 0 3rd 66 233 421 460 590 4th 0 43 334 949 386 5th 108 0 0 77 961 6th 192 22 0 13 0 7th 45 160 0 0 29 8th 0 96 67 5 0 9th 15 5 95 11 9 10th 27 0 23 65 0 11th 5 2 0 37 47 12th 0 11 0 2 9 a 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments for all cylinder numbers. b By means of the adjustable counterweights on 4-cylinder engines, 70% of the 1st order moment can be moved from horizontal to vertical direction or vice versa, if required. c 4,5 and 6-cylinder engines can be fitted with 2nd order moment compensators on the aft and fore end, eliminating the 2nd order external moment. 178 87 62-7.0 Fig. 7.09o: External forces and moments in layout point L1 for S60MC 407 000 100 198 22 53 7.27 MAN B&W Diesel A/S Engine Selection Guide L60MC No. of cyl. 4 5 6 7 8 Firing order 1-3-2-4 1-4-3-2-5 1-5-3-4-2-6 1-7-2-54-3-6 1-8-2-64-5-3-7 External forces in kN 0 0 0 0 0 656 b 208 0 124 208 1615 c 2010 c 1398 c 406 0 9 66 188 305 481 335 External moments in kNm Order: 1st a 2nd 4th 0 Guide force H-moments in kNm Order: 1 x No. of cyl. 782 783 606 2 x No. of cyl. 168 78 27 3 x No. of cyl. 18 Guide force X-moments in kNm Order: 1st 312 99 0 59 99 2nd 12 15 10 3 0 3rd 49 171 309 339 217 4th 0 40 309 878 1428 5th 101 0 0 72 451 6th 184 21 0 12 0 7th 44 156 0 0 14 8th 0 95 66 5 0 9th 16 5 99 11 5 10th 29 0 25 70 0 11th 5 2 0 38 24 12th 0 10 0 2 32 a 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments for all cylinder numbers. b By means of the adjustable counterweights on 4-cylinder engines, 70% of the 1st order moment can be moved from horizontal to vertical direction or vice versa, if required. c 4,5 and 6-cylinder engines can be fitted with 2nd order moment compensators on the aft and fore end, eliminating the 2nd order external moment. 178 87 63-9.0 Fig. 7.09p: External forces and moments in layout point L1 for L60MC 407 000 100 198 22 53 7.28 MAN B&W Diesel A/S Engine Selection Guide S50MC-C No. of cyl. 4 5 6 7 8 Firing order 1-3-2-4 1-4-3-2-5 1-5-3-4-2-6 1-7-2-54-3-6 1-8-3-47-2-5-6 External forces in kN 0 0 0 0 0 1st a 302 b 96 0 57 192 2nd 891 c 1109 c 771 c 224 0 4th 0 7 52 148 60 394 279 External moments in kNm Order: Guide force H-moments in kNm Order: 1 x No. of cyl. 649 658 506 2 x No. of cyl. 140 58 24 3 x No. of cyl. 16 Guide force X-moments in kNm Order: 1st 222 71 0 42 141 2nd 146 181 126 37 0 3rd 51 180 326 357 457 4th 0 30 233 662 269 5th 77 0 0 55 689 6th 140 16 0 9 0 7th 33 116 0 0 21 8th 0 72 50 4 0 9th 11 4 72 8 7 10th 19 0 17 48 0 11th 4 1 0 27 35 12th 0 8 0 2 7 a 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments for all cylinder numbers. b By means of the adjustable counterweights on 4-cylinder engines, 70% of the 1st order moment can be moved from horizontal to vertical direction or vice versa, if required. c 4,5 and 6-cylinder engines can be fitted with 2nd order moment compensators on the aft and fore end, eliminating the 2nd order external moment. 178 38 95-4.2 Fig. 7.09q: External forces and moments in layout point L1 for S50MC-C 407 000 100 198 22 53 7.29 MAN B&W Diesel A/S Engine Selection Guide S50MC No. of cyl. 4 5 6 7 8 Firing order 1-3-2-4 1-4-3-2-5 1-5-3-4-2-6 1-7-2-54-3-6 1-8-3-47-2-5-6 External forces in kN 0 0 0 0 0 External moments in kNm Order: 1st a 343 b 109 0 65 218 2nd 891 c 1109 c 772 c 224 0 4th 0 5 41 115 47 319 219 Guide force H-moments in kNm Order: 1 x No. of cyl. 548 543 410 2 x No. of cyl. 110 47 18 3 x No. of cyl. 12 Guide force X-moments in kNm Order: 1st 194 62 0 37 123 2nd 56 70 48 14 0 3rd 37 130 236 258 330 4th 0 25 293 548 223 5th 62 0 0 44 556 6th 111 12 0 7 0 7th 26 92 0 0 17 8th 0 56 39 3 0 9th 9 3 54 6 5 10th 15 0 13 38 0 11th 3 1 0 21 27 12th 0 6 0 1 5 a 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments for all cylinder numbers. b By means of the adjustable counterweights on 4-cylinder engines, 70% of the 1st order moment can be moved from horizontal to vertical direction or vice versa, if required. c 4,5 and 6-cylinder engines can be fitted with 2nd order moment compensators on the aft and fore end, eliminating the 2nd order external moment. 178 87 64-0.0 Fig. 7.09r: External forces and moments in layout point L1 for S50MC 407 000 100 198 22 53 7.30 MAN B&W Diesel A/S Engine Selection Guide L50MC No. of cyl. 4 5 6 7 8 Firing order 1-3-2-4 1-4-3-2-5 1-5-3-4-2-6 1-7-2-54-3-6 1-8-2-64-5-3-7 External forces in kN 0 0 0 0 0 External moments in kNm Order: 1st a 383 b 122 0 72 122 2nd 943 c 1174 c 817 c 237 0 4th 0 5 39 110 178 278 195 Guide force H-moments in kNm Order: 1 x No. of cyl. 449 451 350 2 x No. of cyl. 97 46 16 3 x No. of cyl. 11 Guide force X-moments in kNm Order: 1st 180 57 0 34 57 2nd 14 17 12 3 0 3rd 27 94 171 187 120 4th 0 23 177 504 820 5th 58 0 0 41 260 6th 106 12 0 7 0 7th 26 90 0 0 8 8th 0 55 39 3 0 9th 9 3 58 6 3 10th 17 0 15 42 0 11th 3 1 0 22 14 12th 0 6 0 1 20 a 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments for all cylinder numbers. b By means of the adjustable counterweights on 4-cylinder engines, 70% of the 1st order moment can be moved from horizontal to vertical direction or vice versa, if required. c 4,5 and 6-cylinder engines can be fitted with 2nd order moment compensators on the aft and fore end, eliminating the 2nd order external moment. 178 87 65-2.0 Fig. 7.09s: External forces and moments in layout point L1 for L50MC 407 000 100 198 22 53 7.31 MAN B&W Diesel A/S Engine Selection Guide S46MC-C No. of cyl. 4 5 6 7 8 Firing order 1-3-2-4 1-4-3-2-5 1-5-3-4-2-6 1-7-2-54-3-6 1-8-3-47-2-5-6 External forces in kN 0 0 0 0 0 1st a 238 b 76 0 45 151 2nd 702 c 874 c 608 c 177 0 4th 0 5 41 117 47 318 224 External moments in kNm Order: Guide force H-moments in kNm Order: 1 x No. of cyl. 530 537 411 2 x No. of cyl. 112 47 27 3 x No. of cyl. 18 Guide force X-moments in kNm Order: 1st 173 55 0 33 110 2nd 110 137 95 28 0 3rd 39 137 247 271 347 4th 0 23 181 515 209 5th 60 0 0 43 536 6th 108 12 0 7 0 7th 25 89 0 0 16 8th 0 55 38 3 0 9th 8 3 54 6 5 10th 15 0 13 37 0 11th 4 1 0 24 31 12th 0 9 0 2 7 a 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments for all cylinder numbers. b By means of the adjustable counterweights on 4-cylinder engines, 70% of the 1st order moment can be moved from horizontal to vertical direction or vice versa, if required. c 4,5 and 6-cylinder engines can be fitted with 2nd order moment compensators on the aft and fore end, eliminating the 2nd order external moment. 178 87 66-4.0 Fig. 7.09t: External forces and moments in layout point L1 for S46MC-C 407 000 100 198 22 53 7.32 MAN B&W Diesel A/S Engine Selection Guide S42MC No. of cyl. Firing order 4 5 6 7 8 9 10 11 12 1-3-2-4 1-4-3-2-5 1-5-34-2-6 1-7-2-54-3-6 1-8-3-47-2-5-6 1-6-7-35-8-2-4-9 Uneven Uneven 1-8-12-42-9-10-53-7-11-6 0 0 0 0 0 0 0 0 0 340 18 29 99 51 96 0 21 99 111 26 13 1 36 9 11 46 0 0 36 0 0 0 0 0 286 0 0 0 0 0 21 0 0 0 0 0 0 219 0 0 0 0 0 0 0 0 0 0 0 0 150 0 0 0 0 0 0 0 0 0 0 0 0 87 0 0 0 0 0 211 171 53 16 115 29 17 22 10 4 0 0 122 155 72 74 106 78 7 11 25 8 0 0 0 0 0 0 0 0 0 0 0 39 0 106 262 131 0 0 0 24 32 8 0 0 23 31 287 371 29 5 0 2 4 24 16 1 76 0 368 151 358 0 10 0 3 0 21 5 78 35 455 188 141 274 13 6 0 2 2 20 10 0 572 266 57 206 244 26 11 25 21 10 8 4 913 379 289 25 26 146 18 14 23 10 0 0 1141 291 0 0 0 49 108 0 0 0 External forces in kN 0 External moments in kNm Order: 1st a 151 b 48 2nd 392 488 4th 0 2 Guide force H-moments in kNm Order: 1st 0 0 2nd 0 0 3rd 0 0 4th 408 0 5th 0 384 6th 0 0 7th 0 0 8th 75 0 9th 0 0 10th 0 30 11th 0 0 12th 14 0 Guide force X-moments in kNm Order: 1st 119 38 2nd 122 152 3rd 41 145 4th 0 17 5th 40 0 6th 70 8 7th 16 58 8th 0 35 9th 5 2 10th 9 0 11th 2 1 12th 0 7 a b 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments for all cylinder numbers. By means of the adjustable counterweights on 4-cylinder engines, 70% of the 1st order moment can be moved from horizontal to vertical direction or vice versa, if required. 178 41 24-4.1 Fig. 7.09u: External forces and moments in layout point L1 for S42MC 407 000 100 198 22 53 7.33 MAN B&W Diesel A/S Engine Selection Guide L42MC No. of cyl. Firing order 4 5 6 7 8 9 10 11 12 1-3-2-4 1-4-3-2-5 1-5-34-2-6 1-7-2-54-3-6 1-8-2-64-5-3-7 1-6-7-35-8-2-4-9 Uneven Uneven 1-8-12-42-9-10-53-7-11-6 0 0 0 0 0 0 0 0 0 487 23 43 141 65 73 0 106 149 159 33 20 2 47 14 16 60 0 0 46 0 0 0 0 0 213 0 0 0 0 0 12 0 0 0 0 0 0 164 0 0 0 0 0 0 0 0 0 0 0 0 114 0 0 0 0 0 0 0 0 0 0 0 0 68 0 0 0 0 0 84 120 40 12 86 22 13 17 7 2 0 0 40 98 49 51 75 59 5 10 20 5 0 0 0 0 0 0 0 0 0 0 0 24 0 14 129 114 0 0 0 23 31 7 0 0 22 4 141 324 26 4 0 2 3 21 13 1 37 0 91 526 164 0 5 0 2 0 9 15 75 5 258 164 130 291 12 6 5 2 2 16 10 0 282 232 53 190 227 24 10 24 17 7 7 0 367 297 244 21 23 135 19 15 23 8 0 0 458 228 0 0 0 45 111 0 0 0 External forces in kN 0 External moments in kNm Order: 1st a 229 b 73 2nd 562 700 4th 0 3 Guide force H-moments in kNm Order: 1st 0 0 2nd 0 0 3rd 0 0 4th 288 0 5th 0 285 6th 0 0 7th 0 0 8th 57 0 9th 0 0 10th 0 24 11th 0 0 12th 8 0 Guide force X-moments in kNm Order: 1st 115 37 2nd 18 20 3rd 20 71 4th 0 15 5th 37 0 6th 65 7 7th 15 53 8th 0 32 9th 5 2 10th 9 0 11th 2 1 12th 0 5 a 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments for all cylinder numbers. b By means of the adjustable counterweights on 4-cylinder engines, 70% of the 1st order moment can be moved from horizontal to vertical direction or vice versa, if required. 178 41 25-6.1 Fig. 7.09v: External forces and moments in layout point L1 for L42MC 407 000 100 198 22 53 7.34 MAN B&W Diesel A/S Engine Selection Guide S35MC No. of cyl. Firing order 4 5 6 7 8 9 10 11 12 1-3-2-4 1-4-3-2-5 1-5-34-2-6 1-7-2-54-3-6 1-8-3-47-2-5-6 1-6-7-3-58-2-4-9 Uneven Uneven 1-8-12-42-9-10-53-7-11-6 0 0 0 0 0 0 0 0 0 200 11 17 58 30 56 0 12 58 65 15 15 3 22 10 13 28 0 0 21 0 0 0 0 0 155 0 0 0 0 0 21 0 0 0 0 0 0 117 0 0 0 0 0 0 0 0 0 0 0 0 82 0 0 0 0 0 0 0 0 0 0 0 0 47 0 0 0 0 0 111 94 30 9 62 16 9 11 6 2 0 0 53 76 37 38 54 42 4 6 17 5 0 0 0 0 0 0 0 0 0 0 0 25 0 58 141 73 0 0 0 13 18 4 0 0 13 17 154 207 16 3 0 1 2 12 9 1 43 0 197 84 201 0 6 0 2 0 12 3 45 19 244 105 79 151 7 4 0 1 1 12 11 1 311 151 33 115 135 14 6 14 12 6 8 4 405 192 150 13 14 81 11 8 16 7 0 0 505 145 0 0 0 27 63 0 0 0 External forces in kN 0 External moments in kNm Order: 1st a 89 b 28 2nd 231 287 4th 0 1 Guide force H-moments in kNm Order: 1st 0 0 2nd 0 0 3rd 0 0 4th 224 0 5th 0 212 6th 0 0 7th 0 0 8th 41 0 9th 0 0 10th 0 16 11th 0 0 12th 8 0 Guide force X-moments in kNm Order: 1st 68 22 2nd 67 83 3rd 22 78 4th 0 9 5th 23 0 6th 39 4 7th 9 31 8th 0 19 9th 3 1 10th 5 0 11th 1 0 12th 0 4 a 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments for all cylinder numbers. b By means of the adjustable counterweights on 4-cylinder engines, 70% of the 1st order moment can be moved from horizontal to vertical direction or vice versa, if required. 178 41 26-8.1 Fig. 7.09x: External forces and moments in layout point L1 for S35MC 407 000 100 198 22 53 7.35 MAN B&W Diesel A/S Engine Selection Guide L35MC No. of cyl. Firing order 4 5 6 7 8 9 10 11 12 1-3-2-4 1-4-3-2-5 1-5-34-2-6 1-7-2-54-3-6 1-8-3-47-2-5-6 1-9-2-5-73-6-4-8 Uneven Uneven 1-8-12-42-9-10-53-7-11-6 0 0 0 0 0 0 0 0 0 201 10 18 58 27 60 0 11 56 86 40 16 3 20 11 13 25 0 0 19 0 0 0 0 0 111 0 0 0 0 0 7 0 0 0 0 0 0 84 0 0 0 0 0 0 0 0 0 0 0 0 61 0 0 0 0 0 0 0 0 0 0 0 0 36 0 0 0 0 0 77 67 21 6 44 12 7 8 4 1 0 0 36 55 26 27 39 31 3 5 11 3 0 0 0 0 0 0 0 0 0 0 0 14 0 46 123 66 0 0 0 12 17 4 0 0 12 13 135 188 15 2 0 1 2 11 8 1 40 0 172 76 183 0 5 0 2 0 10 2 38 20 103 276 211 67 9 3 0 1 1 4 11 1 272 137 30 105 123 13 6 13 10 4 7 3 354 175 137 12 13 76 10 8 13 5 0 0 442 132 0 0 0 25 61 0 0 0 External forces in kN 0 External moments in kNm Order: 1st a 94 b 30 2nd 232 289 4th 0 1 Guide force H-moments in kNm Order: 1st 0 0 2nd 0 0 3rd 0 0 4th 160 0 5th 0 153 6th 0 0 7th 0 0 8th 30 0 9th 0 0 10th 0 12 11th 0 0 12th 5 0 Guide force X-moments in kNm Order: 1st 64 20 2nd 53 66 3rd 19 68 4th 0 9 5th 21 0 6th 35 4 7th 8 29 8th 0 18 9th 3 1 10th 4 0 11th 1 0 12th 0 3 a 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments for all cylinder numbers. b By means of the adjustable counterweights on 4-cylinder engines, 70% of the 1st order moment can be moved from horizontal to vertical direction or vice versa, if required. 178 87 67-7.0 Fig. 7.09y: External forces and moments in layout point L1 for L35MC 407 000 100 198 22 53 7.36 MAN B&W Diesel A/S Engine Selection Guide S26MC No. of cyl. Firing order 4 5 6 7 8 9 10 11 12 1-3-2-4 1-4-3-2-5 1-5-34-2-6 1-7-2-54-3-6 1-8-3-47-2-5-6 1-9-2-5-73-6-4-8 1-8-5-72-9-4-63-10 Uneven 1-8-12-42-9-10-53-7-11-6 0 0 0 0 0 0 0 0 0 127 7 11 37 19 36 0 8 34 54 28 21 27 6 23 31 15 0 0 13 0 0 0 0 0 70 0 0 0 0 0 4 0 0 0 0 0 0 57 0 0 0 0 0 0 0 0 0 0 0 0 42 0 0 0 0 0 0 0 0 0 0 0 0 28 0 0 0 0 0 0 0 0 0 0 0 0 21 0 0 0 0 12 29 15 17 26 21 2 4 8 2 0 0 0 0 0 0 0 0 0 0 0 8 0 6 36 33 0 0 0 8 12 3 0 0 6 2 40 93 8 1 0 1 1 9 5 0 19 0 51 38 97 0 3 0 1 0 7 1 18 2 30 137 112 39 5 2 0 1 1 2 11 1 38 29 193 16 33 2 1 0 0 0 12 1 91 75 68 6 6 42 7 6 8 2 0 0 114 65 0 0 0 16 39 0 0 0 External forces in kN 0 External moments in kNm Order: 1st a 57 b 18 2nd 147 183 4th 0 1 Guide force H-moments in kNm Order: 1st 0 0 2nd 0 0 3rd 0 0 4th 87 0 5th 0 89 6th 0 0 7th 0 0 8th 21 0 9th 0 0 10th 0 10 11th 0 0 12th 3 0 Guide force X-moments in kNm Order: 1st 31 10 2nd 7 8 3rd 6 20 4th 0 4 5th 11 0 6th 20 2 7th 5 18 8th 0 11 9th 2 1 10th 4 0 11th 1 0 12th 0 1 a 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments for all cylinder numbers. b By means of the adjustable counterweights on 4-cylinder engines, 70% of the 1st order moment can be moved from horizontal to vertical direction or vice versa, if required. 178 41 28-1.1 Fig. 7.09z: External forces and moments in layout point L1 for S26MC 407 000 100 198 22 53 7.37

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