Man B&W 6L23/30A Project Guide

L23/30A
Project Guide
Four-stroke Propulsion Engine

compliant with IMO Tier II
Complete manual
date 2014.07.02
MAN Diesel & Turbo

Plate
Page 1 (2)
Project guide
Index
L23/30A
Text
General information
Index
Drawing No
1000
Introduction
Engine programme IMO Tier II - Propulsion
Direction of rotation
Technical calculations
Project service
Noise and vibration levels - reduction gear
Foundation for engine and reduction gear - general
Weight and dimensions of principal parts
Ventilation of engine room and air intake for engine
Space requirements
Closed cooling systems
Information of power supply available
100000
100000
103000
107000
109000
108000
109000
109000
109000
109000
1045000
111000
3700132-3.1
1689462-2.3
1696485-0.0
1699951-5.0
1696467-1.1
1699929-0.0
1696469-5.0
1699918-2.0
1699921-6.0
1699917-0.0
1699952-7.0
1699938-5.0
500000
502000
502090
502090
535000
535000
535000
540000
540000
540011
546000
546000
550000
559000
575000
3700242-5.0
1624473-6.2-5
3700227-1.1
1696480-1.0
1696496-9.0
1699939-7.0
1699940-7.0
1699941-9.0
1699942-0.1
1699943-2.0
1699901-3.0
1699946-8.0
1699949-3.0
1696481-3.0
1699922-8.0
912000
912000
912000
912000
912000
912000
912000
1699261-3.0
1699910-8.1.
1699910-8.1
3700230-5.1
1699912-1.1.
1699912-1.1
1699912-1.1_
130200
1696470-5.0
1400000
1400000
010.000.002-04-0001
010.000.002-03-0001
Engine 5000
List of capacities
Recalculation of fuel consumption dependent on ambient conditions
Fuel oil consumption for emissions standard
Part load operation on HFO
Fuel oil system - general
Fuel oil system for operation on gas/diesel oil
External heavy fuel oil system up to 380 cSt/50 C
Lubricating oil system for engine - general
Lubricating oil system for engine
Lubricating oil system for engine - dry sump
Cooling water system - general
Central cooling water system
Starting air system
Turbine dry-cleaning system (only for operation with HFO)
Engine monitoring
Packing and preservation
9000
Dispatch condition of engine and reduction gear from MAN Diesel

Storage of propeller equipment
Storage of electronic equipment
Installation parts gear
13000
General note for piping diagrams

Engine 14000
Cooling water system cleaning
Cooling water inspecting
2014.07.02
MAN Diesel & Turbo

Index
Plate
Page 2 (2)
Project guide
L23/30A

Text
Engine cooling water specifications
Specification for heavy fuel oil (HFO)
Marine diesel oil (MDO) specification
Gas oil / diesel oil (MGO) specification
Bio fuel specification
Viscosity-temperature diagram (VT diagram)
Lubricating oil (SAE 40) - Specification for heavy fuel operation (HFO)
Specification of lube oil (SAE 40) for operation with gas oil, diesel oil
(MGO/MDO) and biofuels
Specification for compressed air
Specifications for intake air (combustion air)
Turbocharger - make MAN
Index
Drawing No
1400000
1435000
1435000
1435000
1435000
1435000
1440000
010.000.023-13-0001
6680 3.3.3-01
010.000.023-04
010.000.023-01
6680 3.3.1-02
010.000.023-06
010.000.023-11
1440000
1450000
1459000
1459000
010.000.023-07
010.000.023-21
010.000.023-17-0001
3700196-9.0
2014.07.02
General information
1000
MAN Diesel & Turbo

3700132-3.1
Page 1 (2)
Introduction
100000
General
Introduction
Our project guides provide customers and consultants with information and data when planning new
plants incorporating four-stroke engines from the
current MAN Diesel & Turbo engine programme.
On account of the modifications associated with
upgrading of our project guides, the contents of the
specific edition hereof will remain valid for a limited
time only.
Every care is taken to ensure that all information in
this project guide is present and correct.
For actual projects you will receive the latest project
guide editions in each case together with our quotation specification or together with the documents
for order processing.
All figures, values, measurements and/or other information about performance stated in the project
guides are for guidance only and shall not be used
for detailed design purposes or as a substitute for
specific drawings and instructions prepared for
such purposes. MAN Diesel & Turbo makes no representations or warranties either express or implied, as to the accuracy, completeness, quality or
fitness for any particular purpose of the information
contained in the project guides.
MAN Diesel & Turbo will issue an Installation Manual with all project related drawings and installation
instructions when the contract documentation has
been completed.
The Installation Manual will comprise all necessary
drawings, piping diagrams, cable plans and specifications of our supply.
All data provided in this document is non-binding. This data serves informational purposes only and is especially not guaranteed in any way.
Depending on the subsequent specific individual projects, the relevant data may be subject to changes and
will be assessed and determined individually for each project. This will depend on the particular characteristics
of each individual project, especially specific site and operational conditions.
If this document is delivered in another language than English and doubts arise concerning the translation,
the English text shall prevail.
Original instructions
12.05 - Tier II
MAN Diesel & Turbo

Introduction
100000
3700132-3.1
Page 2 (2)
General
Complete propulsion system, examples:

Engine
6 L 27/38
6 cyl. 4 stroke turbocharged engine
stroke: 38 cm
bore: 27 cm
engine built in-line
number of cylinders
Reduction gear
AMG 28
gearbox series
Alpha Module Gear
Propeller equipment
VBS 860
diameter of propeller hub

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

Alphatronic 2000:

Electronic control system with optimized automatic load

control and combined or separate pitch and rpm setting.
12.05 - Tier II
MAN Diesel & Turbo

1689462-2.3
Page 1 (1)
Engine Programme IMO Tier II - Propulsion
100000
L21/31, L23/30A
L27/38, L28/32A
Four-stroke diesel engine programme for marine

applications complies with IMO Tier II, Propulsion
application.
r/min
Engine type
400-428
L58/64
500-514
L51/60DF V51/60DF
500-514
L48/60CR V48/60CR
500-514
L48/60B V48/60B
720-750
L32/44CR V32/44CR
720-750
L32/40 V32/40
10001032
V28/33D*
10001032
V28/33D STC*
775
L28/32A
800
L27/38
L27/38 (MGO)
900
L23/30A
1000
L21/31
5,000
10,000
15,000
20,000
25,000
kW
* The engine complies with EPA Tier 2.
12.05 - Tier II
MAN Diesel
1696485-0.0
Page 1 (1)
Direction of rotation
103000
L23/30A
L28/32A
The direction of rotation is defined seen from aft.

The normal direction is "anti clockwise" for the propeller. For the standard gear programme for engine
L23/30A and L28/32A all ratios are single staged
(except ratio 5.2), which means that the rotating direction of the engine is clockwise. Opposite rotating
direction can also be supplied by changing direction
of the engine.
Direction of rotation for twin screw propulsion plants

The direction of rotation of the propellers for twin
screw propulsion plants can be chosen in two ways,
as shown in fig 1 and 2.
This solution will normally give the propellers the

highest efficiency, because the flow around the stern
of most vessels will favour this direction of rotation.
However, it is not possible to give an opinion concerning this, unless model tests are carried out for
the specific vessel.
The configuration in fig 2 is recommended for icebreakers, river craft or the like, which operate in
areas prone to dunnage, trees, ice etc floating in
the water.
Outward turning propellers will tend to throw out
foreign matter rather than wedging it in.
Normally, we recommend the propellers to turn towards each other at the top as shown in fig 1.
Fig 1
Fig 2
PS
( PORT SIDE )
05.17
SB
( STARBOARD )
PS
( PORT SIDE )
SB
( STARBOARD )
MAN Diesel
1699906-2.0
Page 1 (5)
107000
Fig 1
L23/30A
Power (kW)
The MAN B&W Alpha customer can benefit from

year-long experience and knowledge.
The know-how accumulated covers not only single
engine plants, but also multi-engine plants in many
configurations. Twin and triple engines on one gearbox with power take-off from both engines and
gearbox, diesel electric operation etc.
A vast number of CAE (Computer Aided Engineering) programmes are at our disposal.
MAN B&W Alpha customers can benefit from this
software for carrying out propulsion power calculations, torsional vibration calculations, alignment instructions etc.
1400
1200
1000
800
600
400
200
0
3
11
13
15
Speed (knots)
2 03 12 48--0.0
Fig 2
FUEL OIL CONSUMPTION

Consumption (kg/hour)
Propulsion power calculations

250
It is most important that detailed information is made

available regarding the conditions under which the
vessel will be operating prior to proceeding further
with any optimizing calculations. To ensure that all
the necessary data are available to the propeller
designer, the Data sheet for propeller and
propulsion plant should be completed and forwarded to MAN B&W Diesel.
200
150
100
50
For propellers operating under varying conditions

(service, max or emergency speeds, alternator engaged/disengaged) the operating time spent in each
mode should be given. This will provide the propeller designer with the information necessary to design a propeller capable of delivering the highest
overall efficiency.
To assist a customer in selecting the optimum propulsion system, MAN B&W Diesel can carry out a
speed prognosis (fig 1), fuel oil consumption (fig 2)
and towing force calculations (fig 3). Various additional alternatives may also be investigated (ie different gearboxes, propeller equipment, nozzles
against free running propellers, varying draft and
trim of vessel, etc).
0
3
11
13
15
Speed (knots)
2 03 12 49--2.0
Fig 3
TOW FORCE
Tow force (kN)
180
178
176
174
172
170
168
166
164
162
160
158
156
154
152
150
148
146
144
Speed (knots)
2 03 12 50--2.0
05.17
MAN Diesel
107000
1699906-2.0
Page 2 (5)
L23/30A
Arrangement drawings
Provided MAN B&W Alpha has adequate information on the ship hull, we are able to carry out arrangement drawing showing suitable location of the
propulsion plant in the ship. Hereby taking into consideration rational lay-out of propeller shaft-line and
bearings, location of PTO, execution of exhaust pipe
etc as well as securing sufficient space for daily
maintenance and major overhauls.
For carrying out the above arrangement drawing
MAN B&W Alpha should be supplied with the following drawings:
-
Ship lines plan

Engine room arrangement drawing
General arrangement drawing
Foundation drawing (re-engining)
Moreover, to assist the consulting firm or shipyard in

accomplishing arrangement drawings, we can forward disks containing drawings of our engine, reduction gear, and propeller programme. The disks
are compatible with various CAD (Computer Aided
Design) programmes. Should you require further information, please contact MAN B&W Alpha.
MAN B&W Alpha should be supplied with information on:

-
Classification - Notation
Electrical power supply Voltage/frequency
PTO specification Power/rpm
Fuel oil specification
Ambient conditions ISO/tropical
Waste heat recovery
Requirements to noise and vibration levels
Special requirements
Plant Information Book

Once the contract documentation has been completed a Plant Information Book will be forwarded.
The Plant Information Book will comprise all necessary binding detailed drawings, piping diagrams,
cable plans, specification and installation instructions of our scope of supply.
CAE programmes are used for making alignment
calculations, epoxy chock calculations, torsional vibration calculations etc. In the following a brief description is given of some of our CAE programmes
and software service.
Project planning
Alignment instructions
Our Project Department is available to advise on

specific questions concerning the propulsion plant
covering fields such as "take home" facility, waste
heat recovery, preparation of piping diagrams, layout of accessories etc.
Propeller/reduction gear
Obviously the better and more specific information

which can be procured by the customer, the better
project planning we are able to perform.
For easy alignment of reduction gear/engine and

propeller shaft line, alignment calculations are made
and a drawing with instructions is given in the Plant
Information Book.
The alignment calculations ensure acceptable load
distribution of the stern tube bearings and shaft
bearings, fig 4.
The calculated bearing loads (bearings nos 1 and
2) in the stern tube can be supplied on request for a
stern tube cast into Epoxy resin.
Reduction gear/engine
For easy alignment of gearbox and engine an alignment instruction will be forwarded as standard.
05.17
MAN Diesel
1699906-2.0
Page 3 (5)
107000
L23/30A
Fig 4
ALPHA DIESEL - SHAFT ALIGNMENT CALCULATION
SHAFTLINE FOR 54633
CALCULATED REACTIONS AND DEFLECTIONS IN BEARINGS:

BEARING
No
BEARING
REACTION
(kN)
VERTICAL
DISPLACEMENT
(mm)
ANGULAR
DEFLECTION
(rad)
1
2
3
4
5
43.100
6.979
-.043
46.147
46.318
0.00E+00
0.00E+00
3.56E-01
3.60E-01
3.60E-01
-3.11E-04
1.83E-04
2.03E-05
7.28E-06
-4.81E-06
The arrangement and the alignment of the PTO is

to be approved by MAN B&W Alpha. If the PTO components are supplied by MAN B&W Alpha, we forward an arrangement drawing and alignment instructions.
If the engine and reduction gear are to be seated

on epoxy chocks, you will find a guide "Calculation
of Epoxy chocks" in the Plant Information Book. This
guide is carried out according to the requirements
of the Classification Societies, ensuring right size
of epoxy chocks area and proper tension of the
holding-down bolts.
Foundation arrangements
The calculations are made free of charge. Requirements differ with each Classification Society, fig 5.
PTO on engine and reduction gear
Foundation arrangements of engine and gearbox

are proposed, and the final arrangement is thoroughly checked.
05.17
MAN Diesel
1699906-2.0
Page 4 (5)
107000
L23/30A
Fig 5
***
MAN B&W ALPHA DIESEL
***
FOUNDATIONPLAN 8L23/30A - 44KV13

EPOXY CHOCKS
AFT
FORE
1090
FLYWHEEL
4208
Holding-down bolt
Fitting bolt
Adjusting screw
GUIDING EPOXY CHOCK CALCULATING ACCORDING TO LLOYDS REGISTER

Epoxy resin : EPOCAST 36 pourable chocking compound
Plant weight incl. water and oil
Number of holding down bolts
Thread diameter of holding down bolts
Diameter of holes for holding down bolts
Number of fitting bolts
Thread diameter of fitting bolts
Diameter of holes for fitting bolts
Number of lifting screws
Diameter of holes for lifting screws
Coefficient of friction
Number of chocks
Effective chockarea
Chock number
12
11
Width
[mm]
66
55
Lenght
[mm]
150
380
Space
[mm]
40
40
Bolt Material SCrNi yield stress
:
:
:
:
:
:
:
:
:
:
:
:
10
66
385
40
9
95
215
40
17500
20
24
26
4
24
27
10
24
.10
24
6298
8
95
330
40
685 N/mm2
[kg]
[mm]
[mm]
[mm]
[mm]
[mm]
[cm2]
7
95
330
6
95
330
40
40
5
95
330
40
4
95
330
40
3
95
330
40
2
95
330
40
1
95
290
40
Foundation Bolts
Tension pr. bolt (chock load =4.70 N/mm2)

Tension in % of yield stress *
Elongation of bolt *
Bolt torque acc. to class *
[kN]
[%]
[mm]
:
:
:
116
70
.44
[Nm]
563
Chock load due to Weight alone, must be < .70 [N/mm ]
.27
Deformation based on 40.0 mm chock height . . . . . [mm]
.048
Epoxy amount based on 40.0 mm chock height + 10 % [L]
29.0
I M P O R TA N T
Bolt thread and contact faces to be lubricated with
MOLYCOTE pasta type G
05.17
MAN Diesel
1699906-2.0
Page 5 (5)
107000
L23/30A
Exhaust piping arrangements
Necessary information and data
When a proposal for arrangements of the exhaust

piping is sent to MAN B&W Alpha, calcultions of
back pressure, expansion, and distribution of supports are worked out as a service, free of charge.
In general, the following data are necessary for all

components not made by MAN B&W Alpha:
- moment of inertia "J" (kgm2) for all masses
- stiffness "C" (Nm/rad) for all shafts
- type of flexible coupling "F"
- gear ratio "l" for gear
Whirling and axial vibration calculations

Whirling (= lateral) and axial vibration calculations
of the propeller shaft line are carried out for plants
classified by Lloyd's Register according to the class
requirements, and approvals will be obtained.
The necessary data in the following cases are as

follows:
J4
J5
C2
F
If desired, calculations can be made for any particular

plant against a fee, but normally whirling and axial
vibrations are of no concern for propeller shaft lines.
i
J3
J1
J2
Torsional vibration calculations
PTO system
Torsional vibration calculations (TVC) are very important and always made for each plant. We perform the TVC's for the complete system, ie engine,
reduction gear, propeller, and PTO.
Calculations are made for all conditions:
Besides the above data a sketch of the system is

required.
- PTO clutched in/clutched out

- PTO loaded/unloaded
- for twin engine plants: one engine/two engines
running
- all possibilities are calculated in both normal condition and with one cylinder misfiring (no combustion).
The purpose of the calculations is to ensure correct torsional vibration behaviour of the complete
propulsion system under all conditions.
Correct behaviour means that the vibration level in
all elements is within acceptable limits and that the
TVC are accepted from the relevant Classification
Society.
The vibration behaviour of the system is adjusted,
if necessary. The adjustments are made by modifying the size of the flywheel, the propeller shaft diameter or the characteristics or type of flexible coupling.
05.17
C1
Information on the operation of the system is needed,

ie which conditions of operation will be used, and how
much power will be absorbed in each case.
Multi-engine plants
In these cases information on the different types of
operation is necessary in order to be able to make
calculations, as close as possible to the expected
operating conditions of the system.
A sketch of the gearbox showing the inertia, gear
ratios etc must be supplied from the manufacturer
of the gearbox.
Piping diagrams
We look forward to receiving piping diagrams from
the yard or from the consulting firm and supply them
with our comments and recommendations.
MAN Diesel & Turbo

1696467-1.1
Page 1 (1)
Project Service
109000
General
Arrangement drawings
Contract documentation
Prior to the final engineering stage we need confirmed documentation for the project in question
and with the following drawings in our possession:
Plant Specific Installation Manual
Ship lines plan

Engine room arrangement
General arrangement
Foundation (re-engining)
Exhaust gas system
Together with adequate information on the hull our

Project Engineers are able to carry out arrangement
drawings showing the most suitable location of the
propulsion plant in the ship.
The optimum layout of propeller shaftline and bearings, location of Power Take Off (PTO) and execution
of exhaust pipe will be highly considered as well as
securing sufficient space for daily maintenance and
major overhauls.
Moreover, to assist the naval consultant or the
shipyard in accomplishing arrangement drawings,
drawings of our complete propulsion package can
be forwarded on CD-ROM or by Email direct to you.
The drawings will be forwarded in DXF or DWG
format in latest version, which can be imported by
most CADsystems.
Our Project Service from sales to order implementation comprises fields such as:
Selection of optimum propulsion plants
Preparation of specific arrangement drawings,
piping diagrams etc
Lay-out of accessories
Waste heat recovery
Installation and alignment guidance
10.39
Once the contract documentation has been completed a Plant Specific Installation Manual will be
available on the extranet.
Instruction manual
As part of our technical documentation, an instruction
manual will be forwarded. The instruction manual
is tailormade for each individual propulsion plant
and includes:

Descriptions and technical data

Operation and maintenance guidelines
Spare parts plates
The manual can be supplied as a printed copy as

well as an electronic book in English on CDROM.
Customer information
MAN Diesel & Turbo SE
Niels Juels Vej 15
DK-9900 Frederikshavn
Denmark
Phone +45 96 20 41 00
Fax
+45 96 20 40 30
E-mail [email protected]
www.mandieselturbo.com
MAN Diesel & Turbo

3700219-9.0
Page 1 (6)
Arrangement of exhaust piping
1060000
L23/30A
Fig 1
ColIar
Exhaust silencer
Fixed supports
Expansion bellows
Movable supports
Branch for measuring
exhaust gas back pressure
Breather pipe
Flexible connection
Oil trap
2 03 40 21--8.0
12.05, Tier II
MAN Diesel & Turbo

1060000
3700219-9.0
Page 2 (6)
L23/30A
It is important that the exhaust piping is as short and
with as few sweep bends as possible.
Sharp bendings and small diameter exhaust pipes
produce high back pressures which will affect the
engine combustion.
The exhaust back pressure should not exceed
250mm WC at MCR. An exhaust gas velocity of
max 35 m/sec at MCR through the exhaust system
is usually acceptable, but depends on the actual
installation.
Each engine should have its own separate exhaust
system to avoid fouling of the turbocharger when an
engine is not in operation.
MAN Diesel & Turbo will be pleased to assist in
making a calculation of the exhaust back pressure
by means of our computer programme.
The gas outlet bend from the turbocharger, expansion bellows, connecting piece, exhaust pipes and
silencers must be insulated with suitable material.
The insulation should be protected by thin metal
plating and comply with class and national authority
requirements.
Care must be taken when installing silencers with
spark arrestors to ensure the access doors are situated to permit ease of removal for cleaning.
Exhaust pipe dimensions

The minimum dimensions of the exhaust pipes are
(external diameter):
ENGINE TYPE

EXHAUST PIPE
mm
6L23/30A
8L23/30A
Wall thickness: min 3 mm.
400
460
Exhaust pipe mounting

When the exhaust system is designed, consideration
must be given to the radiation of heat and noise.
Because the exhaust system is subject to considerable thermal fluctuations, it is necessary to incorporate flexible as well as rigid suspension points.
In order to compensate for thermal expansion in the
longitudinal direction, expansion bellows must be
inserted as shown. Depending on the actual exhaust
piping system it may be necessary to insert extra
expansion bellows. The expansion bellows should
preferably be placed at the rigid suspension points.
The exhaust piping must exert no force on the gas
outlet bend from the engine.
The pipe work should be easily removeable to
facilitate ease of cleaning and maintenance. Each
connection in the pipe work should be fitted with a
gasket.
A pipe branch should be welded into the exhaust
line to enable measurements of the exhaust back
pressure to be taken.
To prevent the ingress of water, the terminal outlet
should be provided with a collar, as shown, fig 1.
The exhaust piping should be mounted with a slope
towards the connecting piece on the engine. The
connecting piece is provided with a branch for a
valve to enable the draining of any condensate or
rainwater which may accumulate.
Position of gas outlet on turbocharger

With each turbocharger, MAN Diesel & Turbo supplies a connection (gas outlet bend, connecting
piece and expansion bellow) from the outlet of the
turbocharger ending in a connecting piece for the
exhaust pipe.
12.05, Tier II
MAN Diesel & Turbo

3700219-9.0
Page 3 (6)
Fig 2
1060000
L23/30A
Ax3
860
343
EXPANSION BELLOW
500
GAS OUTLET
685
1262
C
L CYLYNDER
320
370
C
L CRANKSHAFT
C
L OUTPUT SHAFT
SEEN FROM AFT
AFT END
ENGINE
TYPE
A
mm
6L23/30A
8L23/30A
400
460
2 03 40 65-0.0
Fig 3
Fig 2 shows alternative positions for the exhaust gas

outlet and if requested the outlet can be turned to a
desired position prior to dispatch from MAN Diesel
& Turbo.
Exhaust gas quantity

Kg/h
8L23/30A
10000
9000
Exhaust gas boiler

8000
To utilize the thermal energy from the exhaust, an

exhaust gas boiler producing steam or hot water
can be installed.
6L23/30A
7000
6000
Each engine should have its own separate exhaust

gas boiler or a common boiler with individual gas
ducts from each engine.
C texh. after turb

5000
380
4000
For exhaust gas quantities and temperatures - see

fig 3.
360
340
3000
320
300
2000
280
260
1000
50
12.05, Tier II
75
100 % LOAD = MCR
MAN Diesel & Turbo

1060000
3700219-9.0
Page 4 (6)
L23/30A
Condition for the application of the graph:
- MDO low calorific heat value: 42700 kJ/kg
- ISO ambient conditions
- Exhaust gas tolerance
The exhaust gas boiler should have a gas bypass

for operating at low load conditions. The overall
back pressure must be considered when designing
the system.
Quantity
2%
Temperature: 15%
Expansion bellow, fig 4
For engines operating on HFO the exhaust gas temperature can be expected to be about 10C higher.
Exhaust gas quantity will more or less remain the
same.
The expansion bellows are supplied unattached with

counterflanges, gaskets and bolts.
The assembly dimension D depends on the total
extension of the exhaust pipe, for the expansion
element, when functioning, should be in its relaxed
condition C.
The gas outlet temperature from the gas boiler

must not fall below 180C to reduce the possibility
of moisture and thence sulphuric acid forming in
the uptakes.
Fig 4
A longitudinal expansion of 4.5 mm per metres

exhaust pipe must be taken into consideration. The
assembly dimension D will be C + 3/4 of the exhaust pipes longitudinal expansion.
OUTLET
+E --E
B
A
INLET
EXHAUST PIPE DIMENSION IN MM

A
B
C
D
E
I.D. flange in mm
O.D. flange in mm
Free lenght in mm
Mounting lenght in mm
Allowable axial movement in mm

Weight in kg incl. counterflanges,
gaskets and bolts
2 03 25 27--7.0
400
460
406
540
343
*)
44
457
595
343
*)
44
70
89
12.05, Tier II
MAN Diesel & Turbo

3700219-9.0
Page 5 (6)
1060000
L23/30A
Exhaust silencer
The position of the silencer within the exhaust system is not critical for its silencing effect. It is however
preferable to locate it as high as possible, not only
to keep it away from the proximity of working areas
but also to reduce the possibility of fouling.
Fig 5
If MAN Diesel & Turbo supplies the exhaust silencer

it is of the absorption type delivered complete with
counterflanges, gaskets and bolts.
The exhaust silencer should be insulated by means
of 50 mm mineral wool batts covered by thin plating.
Exhaust silencer without spark arrester.
(DIAMETER EXHAUST PIPE)
INLET
ENGINE TYPE
12.05, Tier II
Damping
A mm
B mm
C mm
Weight kg

25 dB
2910
6L23/30A
960
400

35 dB
3900
590
590
8L23/30A
1105
450

25 dB
3510

35 dB
4300
740
1100
MAN Diesel & Turbo

3700219-9.0
Page 6 (6)
1060000
L23/30A
Venting of crankcase
The vent lines should be installed using sweep

bends. These must be kept to a minimum and all
pipes mounted without dips and should slope back
toward the oil trap located on the engine. The connection between engine and breather pipe must be
flexible. The connection is as standard supplied with
a rubber element.
The DN60 mm steel breathing pipe vents oil vapour

from the engine crankcase and should be led up the
inside of the funnel casing. See fig 1.
Crankcase venting should be arranged separately
for each engine.
Fig 6
The back pressure should not exceed approx 20mm

WC measured at MCR.
Exhaust silencer with spark arrester
(DIAMETER EXHAUST PIPE)
INLET

ENGINE TYPE
Damping
A mm
B mm
C mm
D mm
E mm
F mm

25dB
3100

6L23/30A
960
400
145
600
350

35dB
4150

25dB
3700

8L23/30A
1105
450
150
850
350

35dB
5000
Weight kg
690
740
930
1200
12.05, Tier II
MAN Diesel
1696477-8.0
Page 1 (3)
108000
Noise and vibration levels - engine
L23/30A
Air-borne noise
Formerly, noise was considered a necessary, but
harmless evil. Today, excessive noise is considered
as a form of pollution which, in the long run, may
cause permanently reduced hearing, and is a major
stress factor for the crew.
As a consequence some Classification Societies and
national authorities now demand that noise levels are
kept below certain specified limits.
The following drawing shows the engine sound
measurements taken when the engine was running
on our testbed, fig 1.
The measuring has been carried out at different loads

- MCR, 90% of MCR and 50% of MCR. The corresponding dB values have been marked on the schedule.
It must be considered that the readings were taken
on the testbed and variations may occur if the similar measurements are carried out when the engine
is installed in an engine room.
The airborne noise emitted from the reduction gear,
ie the hydraulic system is normally considerably
lower than the noise emitted from the main engine,
which means that the reduction gear will not
constribute to increase the overall noise level in the
engine room.
The drawing shows the positioning of the microphones. The positions were chosen where the highest dB(A) values were measured.
Fig 1
POSITION OF MICROPHONE:
1000
2 03 40 08--8.0
05.17
MAN Diesel
1696477-8.0
Page 2 (3)
108000
L23/30A
6L23/30A
Octave band level

120
120
Engine load
MCR
90% MCR
50% MCR
dB
110
NR 120
dB
NR 115
110
NR 110
100
100
NR 105
NR 100
90
90
NR 95
NR 90
80 40
31.5
NR 70
50
80
100
63
160
200
NR 75
315
630
400
250
125
NR 80
500
800
1250 1600
1000
NR 85
2500
2000
3150
5000 6300
4000
10000 12500
8000 16000
Hz
80
A C Lin
Octave band centre frequency

2 03 40 14--7.0
8L23/30A
Octave band level

120
120
Engine load
MCR
90% MCR
50% MCR
dB
110
NR 120
dB
NR 115
110
NR 110
100
100
NR 105
NR 100
90
90
NR 95
NR 90
80 40
31.5
NR 70
50
80
63
100
160
125
200
NR 75
315
250
400
NR 80
630
500
800
1250 1600
1000
NR 85
2500 3150
2000
5000 6300
4000
10000 12500
8000 16000
Hz
80
A C Lin
Octave band centre frequency

2 03 40 15--9.0
05.17
MAN Diesel
1696477-8.0
Page 3 (3)
108000
L23/30A
Vibration levels
The vibrations transmitted to the ship hull depend
on the actual design and stiffness of the engine foundation. Vibrations can lead to locally generated airborne noise.
The engine design, stiff construction and balancing
of rotating masses, suppres noise and vibrations. If
further suppression is necessary the engine must
be isolated from the hull, by mounting the engine
resiliently on vibration dampers.
The engine can be mounted on two types of dampers, fig 2 and fig 3.
Fig 2 shows an engine mounted on a V-suspension.
The engine is mounted on a self supporting frame,
which makes it possible to align the engine following
the same procedure as for rigidly installed engine.
With this type of resilient mounting a damping of
approx 95% in vertical and horizontal direction
can be expected.
Fig 2
Vibration measurements and foundation proposals

can be forwarded on request.
Vibrations from the reduction gear are minimized
by using cast iron gearboxes, precision ground helical gear wheels and pressure lubricating journal
bearings. Only in a small band around the tooth frequency insignificant vibrations may occur. This will
depend on the actual design and stiffnes of the foundation of the reduction gear.
Fig 3
2 03 40 74--5.0
05.17
Fig 3 shows an engine mounted in vertical dampers. The dampers are mounted on brackets, which
are bolted to the engine frame. The alignment is
more complicated than with the V-suspension.
With this type of resilient mounting a damping of
approx 80% can be expected.
2 03 40 74--5.0
MAN Diesel
1699929-0.0
Page 1 (1)
Noise and vibration levels - reduction gear
108000
L23/30A
L28/32A
Noise and vibrations from the reduction gear are

minimized by using cast iron gearboxes, precision
ground helical gear wheels and pressure lubricated
journal bearings.
The design of the reduction gear favours suppression

of vibrations. Only in a small band around the tooth
frequency insignificant vibrations may occur. This will
depend on the actual design and stiffness of the
foundation of the reduction gear.
The airborne noise emitted from the reduction gear,

ie the hydraulic system is normally considerably
lower than the noise emitted from the main engine,
which means that the reduction gear will not contribute to increase the overall noise level in the engine
room.
05.17
MAN Diesel
1696469-5.0
Page 1 (1)
Foundation for engine and reduction gear - general
109000
L23/30A
L28/32A
The yard is solely responsible for the adequate design and the quality of the foundation.
In the section for engine/reduction gear a more detailed description of the foundation design is given.
The foundation and the surrounding body of the ship

should be as strong and stiff as possible to absorb
the forces and torques.
The MAN B&W propulsion plant is designed to meet

the demands for low noise and vibration levels. To
reduce transmission of engine excitations to the hull
even further the engine can be resiliently mounted.
Proposals will be forwarded on request.
It must be ensured that the natural frequences of

important part structures, eg panels, bulkheads,
piping etc have a sufficient safety margin in relation
to the main exitation frequency.
The main engine and reduction gear are normally
rigidly mounted to the foundation, either on steel or
epoxy chocks.
Further information concerning dimensions on holdingdown bolts, steel chocks, side and collision chocks,
position of side chocks, and installation of holdingdown bolts will be given in the Plant Information
Book.
Holding-down bolts, side chocks, collision chocks,
and steel chocks are normally not supplied with the
plant, but if required they can be supplied separately.
05.17
Note
Coolers or tanks for hot oil or similar must not be
placed in immediate contact with the foundation of
the reduction gear or engine as thermal fluctuations
may cause variations in the centre height of the
crankshaft and of the gear shaft with consequent
risks of misalignments of crankshaft, gear shaft or
gear wheel. If any doubts should occur, please contact MAN B&W Alpha.
MAN Diesel & Turbo

1696475-4.0
Page 1 (2)
Weights and dimensions of principal parts
109000
L23/30A
301
223
861
Piston approx 21 kg
323
Piston with connecting rod

incl lifting tool approx 75 kg
Connecting rod approx 45 kg
300
604
225
Cylinder liner approx 75 kg
10.46
Cylinder liner incl lifting tool

approx 81 kg
MAN Diesel & Turbo

109000
Weights and dimensions of principal parts
1696475-4.0
Page 2 (2)
470
L23/30A
694
Charging air cooler approx 310 kg
575
Complete turbocharger approx 392 kg
Cylinder head approx 180 kg
Cylinder heads incl lifting tool approx 181 kg
10.46
MAN Diesel
1696479-1.0
Page 1 (1)
Ventilation of engine room and air intake for engine
109000
L23/30A
The air intake to the engine room should be so dimensioned that a sufficient quantity of air is available not only for the main engine, auxiliaries, boilers etc, but also to ensure adequate ventilation and
fresh air when work and service are in progress.
We recommend the ventilation capacity should be min
20% more than the required air consumption (in tropical conditions up to 50% should be considered) for
main engine, auxiliaries, boilers etc.
It is important that the air is free of oil and sea water to
prevent fouling the ventilators and filters.
The air consumption of the main engine is as stated
below:
ENGINE TYPE
6L23/30A
8L23/30A
05.17
Air consumption at
mcr approx kg/h
7680
10240
Approx 50% of the ventilating air should be blown

in at the level of the top of the main engine close to
the air inlet of the turbocharger. Air should not be
blown directly onto heat emitting components or
directly onto electrical or other water sensitive
apparature.
A smaller airflow should be evenly distributed around
the engine and reduction gear to dissipate radiated
heat.
With the engine room battened down and all air
consuming equipment operating, there should always be a positive air pressure in the engine room.
Surplus air should be led up through the casing via
special exhaust openings, alternatively extraction
fans should be installed.
Fire arresting facilities must be installed within the
casings of the fans and ventilation trunkings to retard the propagation of fire.
MAN Diesel
1696474-2.0
Page 1 (3)
Space requirements
109000
L23/30A
Dismantling space
Sufficient space for pulling the pistons, cylinder
liners, cylinder heads, and charging air cooler must
be available.
Normal lifting height for pistons, fig 1
2435
Fig 1
420
C
L
Chocks
CL
1985
Minimum lifting height for pistons, fig 2
Chocks
800
Fig 2A
Fig 2B
Fig 2C
2 03 40 63-7.0
05.17
MAN Diesel
1696474-2.0
Page 2 (3)
Space requirements
109000
L23/30A
Note
The lifting height for cylinder heads can be

accomodated within the height required for the
cylinder liner.
Normal lifting height for liners, fig 3
2310
Fig 3
420
CL
Chocks
CL
2160
Minimum lifting height for liners, fig 4
Chocks
800
Fig 4A
Fig 4B
Fig 4C
2 03 40 64--9.0
05.17
MAN Diesel
1696474-2.0
Page 3 (3)
Space requirements
109000
L23/30A
Minimum space for dismantling of the charging air cooler, fig 5
1145
1015
C
L
Fig 5
SEEN FROM AFT
05.17
MAN Diesel
1699903-7.0
Page 1 (2)
1045000
L23/30A
Several systems have been developed to avoid any

sea water inside the ship.
A disadvantage of a closed cooling system can be

its poor heat transfer coefficient.
Such systems are advantageous in the following

conditions:
LT coolers having very small temperature differences between the cooling water and the sea or
raw water, require a relatively large heat exchanger
to enable sufficient heat transfer.
- Sailing in shallow waters

- Sailing in corrosive waters (eg some harbours)
- Dredging
MAN B&W Alpha is available to offer advice and make

calculations for specific cooler types, but the final responsibility for design, pressure heads, strength, and
system maintenance remains with the yard.
Also when using other types of closed cooling water systems the high and low temperature fresh
water systems are separated by the HT cooler.
In the following is given a brief description of some

of the systems available.
Both LT and HT systems require a thermostatic valve

to be installed to control temperatures.
Fig 1
13
17
12
35 C
80 C
11
COOLER
MAIN ENGINE
10
LD/GEAR OIL
COOLER
16
MAIN
ENGINE
CHARGE AIR
COOLER
MAIN ENGINE
M
15
14
DESCRIPTION:
05.17
LT BOX COOLER
LT PUMP
LT STAND-BY PUMP
CHARGING AIR COOLER
10
LO/GEAR OIL COOLER
11
HT COOLER FOR ENGINE
12
LT THERMOSTATIC VALVE
13
LT EXPANSION TANK
14
HT PUMP
15
HT STAND-BY PUMP
16
HT THERMOSTATIC VALVE
17
HT EXPANSION TANK
2 03 40 59-1.0
MAN Diesel
1045000
1699903-7.0
Page 2 (2)
L23/30A
Sea chest cooling (box cooling), fig 1
The cooler for this type of closed cooling system is
a premanufactured tube bundle installed in a sea
chest.
This tube bundle ensures a relatively good heat
transfer coefficient and a low pressure head for the
circulating pumps.
The movement of the sea or raw water across the
heat exchanger surface is initiated by the movement
of the heated sea water upwards because of the
lower density compared with that of the surrounding
water.
This means that the heat transfer is less dependent
of the ships speed.
The tube bundle is well protected from mechanical
damage and can be removed for repair or cleaning
without docking the vessel.
Keel cooling
Keel cooling is based on hollow profiles mounted
on the outside of the ship side, in direct contact with
the sea or raw water and with the cooling water circulating within a closed circuit, transferring the heat
from engine and other equipment.
It should be noted that keel cooling will often disturb

the water flow along the ships hull and can effect
propeller efficiencies and produce propulsion excited
vibrations. It can also result in increased fuel consumption and/or speed reductions.
Skin cooling
Skin cooling is a closed cooling system, where
a double wall design of the outer skin is used for
circulation of the cooling water.
The contact of the outer skin with the sea or raw
water transfers the heat from the engine and other
equipment to the sea.
A special version of skin cooler is where a ballast
tank is used as an integrated part of the skin cooling
system.
The heat to be dissipated is transferred to the sea
or raw water through the plating of the tank.
The heat transfer coefficient is very low, but if a tank
(eg ballast tank) is available for this use it is often
a very cheap method for a closed cooling system.
05.17
MAN Diesel
1696494-5.0
Page 1 (2)
111000
L23/30A
It is a prerequisite that MAN B&W Alpha knows the
voltage on board ie if we are to supply the correct
equipment to the yard such as el-motors, starters,
navigation equipment, control equipment etc.
Standard power supply per propeller, fig 1

MAN B&W Alpha supply as standard one power
supply 24 V DC/15 A with 8 Ah battery back-up.
The scope of supply comprises power supply for
remote control and safety system only as well as
battery back-up.
Normal voltages can be:

3 phased:
3 440 V, 3 380 V
single phased:
3 220 V, 3 110 V
Necessary fuses and separate power supply for the

emergency manoeuvre system is yard supply.
These voltages can be with the frequencies of 50 Hz

or 60 Hz.
The remote control and safety system requires
a 24 V DC power supply.
Optional power supply per propeller

Optionally we can supply one double power supply
2 24 V DC/15 A with 2 8 Ah battery back-up.
A poor quality of the power supply and fluctuations

in voltage might damage certain electronic circuits
and therefore we supply as minimum a converter
unless we have a guarantee from the yard that they
supply a power supply, which is up to the standard
of the requirements of MAN B&W Alpha.
The scope of supply comprises a 19" magazine with

power supply and automatic fuses for remote control system, safety system and emergency control
as well as ventilator and battery back-up with cutoff at abnormal battery condition.
Fig 1
280 V AC
supply
220 V AC
to 24 V DC
converter
with
integrated
battery
back-up
no
c
10A
10A
24V DC
Remote control
supply
24V DC
Safety system
supply
24V DC
Emergency
control supply
10A
6A
Optional
Battery failure alarm
10A
Ship Emergency
24 V DC supply
10 A peak
50 w nominal
10A
2 03 24 86-8.0
05.17
MAN Diesel
111000
1696494-5.0
Page 2 (2)
L23/30A
Cable connection
Once the Contract has been signed, a cable plan
and connection lists showing each cable connection to the terminals are supplied by MAN B&W Alpha.
Power supply cables must be of size 2.5 mm2.
The signal cables should have wires with cross-sectional area, min 0.5 mm2 and max 1.5 mm2.
If the supply cable between the bridge and the engine room is more than 60 metres long, the voltage
drop should be calculated. In this case please contact MAN B&W Alpha.
Signal cables must not be run alongside any other
power cables conducting high voltage (ie to large
motors etc) or radio communication cables. Cables
for remote control signals can induce current from
their immediate environment sufficient to disturb or
even damage the electronic control system.
All cables should be shielded and the screen should

be connected to earth (terminal boxes) at both ends.
05.17
Engine
5000
MAN Diesel & Turbo

3700241-3.0
Page 1 (1)
List of Capacities
500000
L23/30A
160 kW/cyl. at 900 rpm

Reference Condition : Tropic
Air temperature
LT-water temperature inlet engine (from system)
Sea water max. temperature
Air pressure
Relative humidity
Temperature basis 1)
Setpoint HT cooling water engine outlet
C
C
C
bar
%
45
38
32
1
50
Setpoint LT cooling water engine outlet
Setpoint Lube oil inlet engine
80C nominal
(Range of mechanical thermostatic element 78C to 86C)
35C nominal
66C nominal
6
8

960
1280

900
Number of Cylinders
Engine output
Speed
Engine 4)
Fuel oil consumption
Exhaust gas quantity
MDO
Exhaust back pressure
Exh. temp. after turbocharger at ISO ambient conditions
Air consumption at ISO ambient conditions
Fuel equipment
Primary pump
built-on
Primary pump pressure
MDO
Cooling water system 2)
Sea water pump
Central cooler
plate
Low temp. pump
High temp. pump
High temp. cooler
plate
Fresh water in engine
Lubricating oil system
Main pump
Stand-by pump
Pressure regulator valve
Lub oil cooler
Lub. oil in oil pan
Self-cleaning separator
Starting air system
Air consumption per start incl. jet assist
1)

2)
3)
4)
5)
12.22, Tier II
eng. driven
stand-by pump
plate
kW
rpm
m3/h
kg/h 5)
mbar
C
kg/h 3)
m3/h
bar

0.23

7879

25

320

7680

0.31
10500
10240
0.80
1.5 - 1.8
bar / m3/h
bar / m2
bar / m3/h
bar / m3/h
bar / m2
m3

2 x 30

4

3.5 / 38

3.0 / 38

5 / 3.3

0.23
2 x 40
3.8 / 40
3.0 / 40
bar / m3/h
bar / m3/h
bar / m3/h
bar / m2
m3
m3/h
5 / 18
5 / 13
5 / 13
8 / 3.8
0.45
0.25
5 / 23
5 / 16
5 / 16
8 / 4.7
0.60
0.35
Nm3
0.75
0.90
0.30
HT cooling water flow through water jacket and cylinder head, water temperature outlet engine regulated by mechanical thermostat.
LT cooling water flow first through LT stage charge air cooler, then through lube oil cooler, water temperature outlet engine regulated by mechanical thermostat.
Basic values for layout of the coolers.
Under above mentioned reference conditions.
Tolerance: quantity +/- 5%, temperature +/- 20C.
Under below mentioned temperature at turbine outlet and pressure according above mentioned reference conditions.
MAN Diesel & Turbo

1624473-6.2
Page 1 (1)
Recalculation of fuel consumption dependent on

ambient conditions
502000
General
In accordance to ISO-Standard ISO 3046-1:2002 Reciprocating internal combustion engines Performance, Part 1: Declarations of power, fuel and lubricating oil consumptions, and test methods
Additional requirements for engines for general use MAN Diesel& Turbo specifies the method for
recalculation of fuel consumption dependent on ambient conditions for 1-stage turbocharged engines as follows:
= 1+ 0.0006 x (tx tr) + 0.0004 x (tbax tbar) + 0.07 x (pr px)

The formula is valid within the following limits:
+ Ambient air temperature
5C 55C
+ Charge air temperature before cylinder
25C 75C
+ Ambient air pressure
0.885bar 1.030bar
bx = br x
br =
bx
Fuel consumption factor
tbar
Engine type specific reference charge air temperature before cylinder

see Reference conditions in Fuel oil consumption for emissions standard.
Legend
Reference
At test run or at site
[g/kWh]
br
bx
Ambient air temperature
[C]
tr
tx
Charge air temperature before cylinder
[C]
tbar
tbax
Ambient air pressure
[bar]
pr
px
Specific fuel consumption
Example
Reference values:
br = 200g/kWh, tr = 25C, tbar = 40C, pr = 1.0bar
At Site:
tx = 45C, tbax = 50C, px = 0.9bar
= 1+ 0.0006 (4525) + 0.0004 (5040) + 0.07 (1.00.9) = 1.023
bx = x br = 1.023 x 200 = 204.6g/kWh
All data provided in the attached document is non-binding. This data serves informational purposes only and is especially not guaranteed in any way. Depending on the subsequent specific individual projects, the relevant data may be subject to changes and will be assessed and determined individually for each
project. This will depend on the particular characteristics of each individual project, especially specific site and operational conditions.
12.12
MAN Diesel & Turbo

3700224-6.1
Page 1 (2)
Fuel Oil Consumption for Emissions Standard
502090
L23/30A
6, 8L23/30A: 160 kW/cyl. at 900 rpm, Controllable-Pitch Propeller (CPP)

% Load
100
851)
75
50
25
Spec. fuel consumption

(g/kWh) with HFO/MDO
without attached pumps 2) 3)
194
1931)
193
197
217
Warranted fuel consumption at 85% MCR

Tolerance for warranty +5%. Please note that the additions to fuel comsumption must be considered before the tolerance for
warranty is taken into account.
3)
Based on reference conditions, see "Reference conditions"
1)
2)
Table 1 Fuel oil consumption
6, 8L23/30A: 160 kW/cyl. at 900 rpm, Fixed-Pitch Propeller (FPP)

% Load
100
851)
75
50
25
Spec. fuel consumption

(g/kWh) with HFO/MDO
without attached pumps 2) 3)
194
1931)
192
194
210
Warranted fuel consumption at 85% MCR

Tolerance for warranty +5%. Please note that the additions to fuel comsumption must be considered before the tolerance for
warranty is taken into account.
3)
Based on reference conditions, see "Reference conditions"
1)
2)
Table 2 Fuel oil consumption
No of cylinders
Speed / 900 rpm
Fuel oil consumption at idle running (kg/h)

6L
8L
25
32
Table 3 Fuel oil consumption at idle running
IMO Tier II requirements:

IMO: International Maritime Organization MARPOL
73/78; Revised Annex VI-2008, Regulation 13.
Tier II: NOx technical code on control of emission
of nitrogen oxides from diesel engines.
Note!
Operating pressure data without further specification
are given below/above atmospheric pressure.
For calculation of fuel consumption, see "502000
Recalculation of fuel oil consumption dependent on
ambient conditions"
All data provided in this document is non-binding and serves informational purposes only. Depending on the subsequent specific individual projects, the
relevant data may be subject to changes and will be assessed and determined individually for each project. This will depend on the particular characteristics
14.27 - Tier II
MAN Diesel & Turbo

502090
Fuel Oil Consumption for Emissions Standard
3700224-6.1
Page 2 (2)
L23/30A
With built-on pumps, the SFOC will be increased in [%] by:
Lubricating oil main pump
LT Cooling water pump
HT Cooling water pump
Fuel oil feed pump*
*only for MDO/MGO operation
110
0.7 x
load % + 10
110
0.7 x
load % + 10
110
0.7 x
load % + 10
110
0.03 x
load % + 10
%
%
%
%
For different net calorific value, the SFOC will be corrected in [%] by:
Net calorific value NCV
rise
427 kJ/kg - 1.0 %
Increased negative intake pressure before compressor leads to increased fuel oil consumption, calculated
as increased air temperature before turbocharger:
U = ( -20 [mbar] pAir before compressor [mbar] ) x 0.25 [K/mbar] with U 0
Increased exhaust gas back pressure after turbine leads to increased fuel oil consumption, calculated as
increased air temperature before turbocharger:
O = ( pExhaust after turbine [mbar] 30 [mbar] ) x 0.25 [K/mbar] with O 0
Charge air blow-off for exhaust gas temperature control (plants with catalyst) leads to increased fuel oil
consumption:
For every increase of the exhaust gas temperature by 1 C, due to activation of charge air blow-off device,
an addition of 0.05 g/kWh to be considered.
Reference conditions (according to ISO 3046-1: 2002; ISO 1550: 2002)

Air temperature before turbocharger tr
25
Ambient pressure pr
bar
Relative humidity r
30
Engine type specific reference charge air temperature before cylinder tbar 1)
40
kJ/kg
42,700
Net calorific value NCV
Specified reference charge air temperature corresponds to a mean value for all cylinder numbers that will be achieved with 25 C
LT cooling water temperature before charge air cooler (according to ISO)
1)
Table 4 Reference conditions
All data provided in this document is non-binding and serves informational purposes only. Depending on the subsequent specific individual projects, the
relevant data may be subject to changes and will be assessed and determined individually for each project. This will depend on the particular characteristics
14.27 - Tier II
MAN Diesel
1696480-1.0
Page 1 (1)
502090
Part load operation on HFO
L23/30A
Part load operation with HFO below 20% engine
rating is only permitted for a limited period of time.
This is due to the fact that the amount of combustion residues becomes excessive because of the
low process temperatures in the combustion chamber at low load.
Therefore the load has to be increased after a certain time, in order to burn off residues. See figures
below.
If operating with frequent and prolonged periods at
loads below 10% of MCR it is recommended to preheat the charging air.
GUIDE VALUES FOR ADMISSIBLE LOW LOAD OPERATION ON HEAVY FUEL OIL
BELOW 20% LOAD.
POWER (PROPELLER/GENERATOR) (%)
EXAMPLE:
A) WITH 10% LOAD 19 HOURS MAXIMUM OPERATION ON HEAVY FUEL OIL

ADMISSIBLE. THEN CHANGE-OVER TO DIESEL FUEL.
B) OPERATE ENGINE FOR APPROX 1.2 HOURS WITH 70% RATING
MINIMUM, IN ORDER TO BURN OFF RESIDUES, AFTER WARDS LOW
LOAD OPERATION ON HEAVY FUEL OIL CAN BE CONTINUED.
RUNNING UP TO 70% POWER: APPROX 15 MIN.
20
HEAVY FUEL
OPERATION
15
a)
10
POWER
70% MINIMUM
DIESEL FUEL
OPERATION
b)
0 1
10
20
30
40 50 60 70 80 90
OPERATING PERIOD (h)
OPERATING PERIOD (h)
NOTE: NO RESTRICTION ABOVE 20 % POWER
2 03 24 67--7.0
05.17
MAN Diesel
1696496-9.0
Page 1 (1)
Fuel oil system - general
535000
L23/30A
L28/32A
Engine internal fuel system

The engine comes equipped with different fuel
equipment depending on fuel oil quality.
For fuel oil quality, see Oil List.
The standard engine, for operation on MDO (Marine Diesel Oil), is equipped with built-on:
fuel oil primary pump
double filter with paper inserts
fuel oil pumps
uncooled fuel injection valves
Cooling of fuel injection valves is only specified
if Conradson Carbon Residue exceeds 1.5%.
The standard engine, for operation on HFO (Heavy
Fuel Oil), up to 380 cSt/50C, is equipped with builton:
fuel oil primary pump
fuel oil duplex slit filter
fuel oil back pressure valve
fuel oil pumps
cooled fuel injection valves
equipment for cleaning of turbocharger during
operation
05.17
For installations with more than one main engine a

common fuel feed system and a common nozzle
temperature control system should cover all engines.
Common electrically driven primary pump should
be installed, replacing the built-on primary pumps.
The figures given in the subsequent description of
fuel oil systems are valid for the main engine only
and do not consider connection of auxiliary engines
and boilers.
The maximum injection viscosity is 12-14 cSt.
Velocity recommended for fuel pipe:
- MDO
Suction
Pressure pipe
pipe 0.5-1.0 m/s

1.5-2.0 m/s
- HFO
Suction pipe
Pressure pipe
0.3-0.8 m/s
0.8-1.2 m/s
MAN B&W Diesel

1696497-0.0
Page 1 (3)
535000
L23/30A
Fig 1
LAL
ALPHA L23/30A
25 x 2
DN 25
18 x 2
18 x 2
TO SLUDGE
6
B7
PI
3.2
B7
FROM
BUNKER/SETTLING
TANK
18 2
SHUT-OFF VALVES AT B2 AND B4 IS TO BE PLASED AS

CLOSE TO THE CONNECTIONS AS POSSIBLE.
LEAK OIL OUTLET TO DRAIN TANK:

IF EQUIPPED WITH LEAK OIL ALARM (LAH 22) THE
LEAK OIL OUTLET CONNECTION B7A IS 8 x 1.
CONNECTION:
81 FUEL OIL PRIMARY PUMP - SUCTION
82 LEAK OIL OUT TO SERVICE TANK
87 LEAK OIL TO DRAIN TANK
88 FUEL PRIMING HAND PUMP - PRESSURE
TO DRAIN
15 x 1.5
88
25 x 2
18 x 2
15 x 1.5
RETURN TO
BUNKER/SETTLING TANK
POAH
19
TO SLUDGE
LAH
22
15 x 2
PA L
20
82
SERVICE TANK (ITEM 4):
DESCRIPTION:
1
2
3
4
5
6
7
6
9
81
PREFILTER
TRANSFER PUMP
PURIFIER
SERVICE TANK
SIGHT GLASS
DUPLEX FILTER (MAGNETIC INSERT)
HAND PUMP
PRIMARY PUMP
DUPLEX FILTER (PAPER INSERT)
MIN CAPACITY IN m3:

PURIFIER OR SETTLING TANK.
6L23/30A
8L23/30A
0.8
1.1
NONE.
2.75
3.65
THE LOWEST OIL LEVEL OF THE SERVICE TANK MUST BE

MIN. 2500 mm ABOVE CENTERLINE OF CRANKSHAFT.
2 02 99 91-0.1
Fuel oil storage

The storage and handling system comprises pipe
system, bunker tanks, and transfer system.
Cleaning system
The cleaning system comprises settling tank, pipe
system, and equipment for cleaning of the MDO
prior to use in the engine.
05.17
The settling tank should be designed to provide the

most efficient sludge and water separation. The tank
should be provided with baffles to reduce mixing of
sludge with the fuel. The bottom of the tank should
be with a slope toward the sludge drain valve(s),
and the pump suction must not be in the vacinity of
the sludge space.
MAN B&W Diesel

535000
1696497-0.0
Page 2 (3)
L23/30A
We recommend the capacity of a single settling tank
should be sufficient to ensure minimum 24 hours
operation.
Duplex filter, item 6
Purifier, item 3
Design data:
Capacity:
See data sheet-built-on primary
pump capacity
Mesh size:
0.5-0.8 mm
For engines operating on MDO we recommend cleaning of the oil by a purifier to remove water. For the
blended fuel (M3 in accordance to BS MA100 fuel oil
specification) which can be expected in some bunker
places, the purifier is also an important cleaning device. We recommend the automatic self-cleaning type.
The purifier can as a guide be dimensioned as follows:
Q = C (24/T) (100/B) litres/hour
Q:
C:
T:
B:
rated capacity of the purifier in litres/hours

consumption at MCR in litres/hours
daily separating time: 22-24 hours depending
on purifier type
through-put (%) For MDO: B = 60-80
The guidance given by the manufacturer of the purifier must be observed.

Pre-heating is not normally necessary, but a purifying temperature of approx 40C is recommended for
better separation. Some MDO has a high contents
of "parafin" which cloggs up filters and can cause
unintended engine stopping.
Service tank, item 4

The service tank shall be so dimensioned to contain
purified MDO for operating for minimum 4 hours at
MCR.
Attention must be paid that the fuel inlet pipe is connected to the side of the tank in such a position to
avoid sludge and water contamination of the MDO.
A vent pipe from the tank should be led up to deck
level minimum 500 mm above the tank.
A duplex magnetic filter is to be installed in the suction side of the fuel oil primary pump for its protection.
For installation without stand-by pump

The lowest oil level in the service tank must not be
less than 2500 mm above centreline of the crankshaft
to enable operating by gravity in the event of a breakdown of the attached primary pump. Furthermore it is
necessary to install a hand pump (item 7) to facilitate
venting of the fuel oil system.
For installation with stand-by pump

To ensure satisfactory suction during start-up, the lowest oil level in the service tank must be at least 500 mm
above the suction to the primary and stand-by pumps.
Design data:
Capacity: 2.5 MCR consumption
Pressure: 2 bar

For calculating necessary size of tank, centrifuges,
stand-by pumps etc the consumptions stated below,
based on MCR, should be used. These values include
an addition for engine driven pumps plus 3% tolerance.
ENGINE TYPE
6L23/30A
8L23/30A
CONSUMPTION
kg/hour
litres/hour
195
260
230
310
The conversion from kg/hour to litre/hour is based

on fuel with a density of 840 kg/m3.
For information on fuel oil specification MDO, see
Oil List.
05.17
MAN B&W Diesel

1696497-0.0
Page 3 (3)
535000
L23/30A
Fuel consumption meter

If a fuel consumption meter is used, it is necessary
to ensure that the static operating pressure for the
flowmeter is sufficient under all operating conditions.
For operation on MDO the difference in flow
between fuel oil inlet and outlet should be measured.
05.17
The flowmeter must not present any restrictions in

the fuel oil system.
If any doubts then please contact MAN B&W Alpha.
MAN Diesel
1696498-2.0
Page 1 (6)
External heavy fuel oil system up to 380 cSt/50C
535000
L23/30A
DN 15
12
13
18 x 2
20
FILLING OF
OIL.
26
25
NOZZLE?COOLING?OIL
PSL
LAL
HEAVY FUEL OIL
27
11
18 x 2
MARINE DIESEL OIL
28 x 2
10
28 x 2
LAL
24
LAL
28A
M
8A
TO SLUDGE
TO SLUDGE
28 x 2
TO SLUDGE
1 PSL
27
28 x 2
TO SLUDGE
28
M
2PSL
27
9A
PSL
14
PI
28 x 2
18 x 2
DN 20
DN 25
28 x 2
23
R1
15A
M
20 x 2
PA L
20
ALPHA L23/30A
TO SLUDGE
POAH
19
86
VAH/L
TAL
24
PSL
21
25
PI
3.2
4.1
PA L
26
DN 20
DN 20
FROM BUNKER TANK (HFO)

RETURN TO BUNKER TANK (HFO)
TO SLUDGE
C2 B5
B1
B2
18 x 2
18 x 2
20 x 2
28 x 2
10 x 2
4A
3A
TO SLUDGE
C1
DN 20
DN 20
TO SLUDGE
2A
22
87
LAH
22
TO DRAIN
TA H
28
6
1
15
87
FROM BUNKER TANK (MDO)
17
20 x 2
16
DN 15
FOR DRAIN
18
DN 25
TI
3.1
RETURN TO BUNKER TANK (MDO)
TAH
23
DN 25
DESCRIPTION:
Fig 1
NOTE:
ALL TANKS AND PIPES FOR HEATED OIL MUST BE INSULATED.
MDO-TANK (ITEM 24):

MIN. OIL LEVEL IN MDO-TANK IS TO BE APPR. 500 mm
ABOVE INLET TO MIXING PIPE (ITEM 11).
CONNECTION:
B1.
FUEL OIL PRIMARY PUMP - SUCTION
B2.
LEAK OIL RETURN TO MIXING PIPE
B5.
FUEL OIL TO PREHEATER
B6.
FUEL OIL FROM PHEHEATER
B7.
LEAK OIL TO DRAIN TANK
C1. NOZZLE COOLING OIL - INLET

C2. NOZZLE COOLING OIL - OUTLET
R1. DRY CLEANING OF TURBOCHARGER - TURBINE
1
SETTLING TANK
2
PREFILTER
2A
PREFILTER
3
HFO TRANSFER PUMP FOR PURIFIER
3A
HFO TRANSFER PUMP FOR CLARIFIER
4
PREHEATER FOR PURIFIER/CLARIFIER
4A
PREHEATER FOR PURIFIER/CLARIFIER
5
HFO PURIFIER
6
HFO CLARIFIER
7
HFO SERVICE TANK
8
PREFILTER
8A
PREFILTER
9
PRESSURE PUMP
9A
PRESSURE STAND-BY PUMP
10
AUTOMATIC FILTER
11
MIXING PIPE
12
AUT. DEAERATING VALVE
13
PRESSURE REGULATING VALVE
14
DUPLEX FILTER (MAGNETIC INSERT)
15
HFO PRIMARY PUMP
15A HFO PRIMARY STAND-BY PUMP
16
PREHEATER
17
VISCOSITY CONTROL EQUIPMENT
18
DUPLEX SLIT FILTER
20
SIGHT GLASS
21
PREFILTER
22
MDO PUMP FOR PURIFIER
23
MDO PURIFIER
24
MDO SERVICE TANK
25
SIGHT GLASS
26
NOZZLE COOLING OIL TANK
27
PREFILTER
28
NOZZLE COOLING OIL PUMP
28A NOZZLE COOLING OIL STAND-BY PUMP
2 03 38 88-8.0
05.17
MAN Diesel
535000
1696498-2.0
Page 2 (6)
L23/30A
The HFO system comprises three separate systems:
The purifier and the clarifier can as a guide be dimensioned as follows:
1.
2.
3.
V =
V:
C:
T:
The HFO treatment and feed system

The MDO treatment and feed system
Nozzle temperature control system
C (24/T) (100/B) litres/hour

rated capacity of the purifier
consumption at MCR liters/hour
daily separating time: 22-24 hours
depending on purifier type
rate of flow (%)
1. HFO treatment and feed system
B:
To ensure pumpability, the temperature of the HFO

in the bunker tanks must be min 7C above the pour
point.
Separating temperature according to fig 2. Specific

load on heating surface: max 1.1 W/cm2
The guidance given by the manufacturer of the centrifuges must be observed.
Settling tank(s), item 1

Fig 2
The settling tank should be designed to provide the

most efficient sludge and water separation. This
means that the tank should be provided with baffles
to reduce the mixing of sludge with the fuel. The
bottom of the tank should slope towards the sludge
drain valve(s), and the pump suction must not be in
vacinity of the sludge space.
The capacity of the settling tank should be sufficient to ensure min 24 operating hours.
Centrifuge and Preheater

Major makers capacity specification
Rate of flow
Related to rated capacity of centrifuge
100
80
60
40
Pre-cleaning by settling will be more effective the

longer time the HFO has to settle, for which reason
we recommend that filling of the tank should be
possible within 2 hours.
20
A high temperature level is recommendable for facilitating the settling proces, but too high temperature would promote aging (oxidation and
polymerisation) of the fuel, resulting in precipitation
of asphaltenic hydrocarbons. The recommended
temperature is about 70C, unless a lower limit is
set by safety considerations. The temperature must
not be more than 10C below the flash point.
Separation temperature
100
90
80
70
60
Centrifuges, item 5 and 6

For engines operating on HFO it is necessary to
clean the oil by centrifuging. We recommend two
centrifuges of the automatic self-cleaning types,
operating in series (purifier, item 5, clarifier, item 6)
with connections to enable parallel operation if the
fuel should have a high content of water and dirt.
50
40
15
log
scales
25
45
75 100 130
cSt/80 C
80
180
380
cSt/50 C
1500
3500
30
60
200
400 600
700
7000 sec RI/100F
05.17
MAN Diesel
1696498-2.0
Page 3 (6)
535000
L23/30A
HFO service tank, item 7
Automatic filter, item 10
The service tank should be dimensioned to contain

purified HFO for operating for at least 12 hours.
An automatic filter should be installed between the

pressure pumps and the mixing pipe (pressure tank).
The tank must be insulated and the temperature of oil

in the tank should be kept at minimum 60C. Depending on separating temperature, and tank insulation the
temperature may rise to above 90C.
As the flow is limited to the consumption of the engine, a 10 filter should be used in order to achieve
optimal filtration.
The feed from the service tank to the mixing pipe is to

be connected in a suitable distance above the bottom
of the service tank to avoid sludge and water contamination in the pipe.
Design data:
Capacity:
Pressure:
Temperature:
Mesh size:
Prefilter, items 8 and 8A
Mixing pipe, item 11
The pressure pumps must be protected by prefilters

items 8 and 8A
Design data:
Capacity:
See capacity for pressure pump
item 9
Temperature: Max 90C
Mesh size:
0.8-1.0 mm
The main purpose of the mixing pipe is to ensure good

ventilation of gas from the hot fuel oil.
Pressure pumps, items 9 and 9A
The mixing pipe should be dimensioned to contain

fuel oil for 10-15 minutes operation at MCR-load,
and in any case not less than 50 litres.
The HFO system must be pressurized to avoid gas

separation in the fuel oil piping. Pressurizing is maintained by the pumps, item 9 and 9A, installed between
the HFO service tank and automatic filter, item 10.
Design data:
Type:
Screw or gear pump with
relief valve
Capacity:
MCR consumption + 15%
Pressure:
Max 4 bar
Viscosity at
normal
operation:
max 140 cSt (corresponding
to 70C)
Viscosity for
dimensioning
of el-motor: 1000 cSt
05.17
Fuel consumption of MCR + 15%

Max 8 bar
Max 90C
10 micron
Furthermore the mixing pipe ensures a gradual temperature balance by mixing the hot returned oil from
the engine with the oil from the daily service tank,
and thereby reduces the heat requirements from
the final preheater, item 16.
Minimum diameter of mixing pipe: 200 mm.

Because the capacity of the fuel oil primary pump
is higher than the consumption of the engine, the
surplus oil from engine flange connection B2 must
be returned to the mixing pipe and must be adequately insulated.
Pressure regulating valve, item 13

The pressure regulating valve is to be adjusted to a
pressure of approx 4 bar and the relief valve setting
for pressure pumps, items 9 and 9A is adjusted to a
higher pressure.
MAN Diesel
535000
1696498-2.0
Page 4 (6)
L23/30A
Duplex filter, item 14
The specific load on heating surface: max 1.1 W/cm2.
To protect the fuel oil primary pump a duplex magnetic filter is to be inserted between the mixing pipe
and the pump.
Based on the minimum temperature of the oil from

the HFO service tank will be 60C and because the
fuel requires to be heated to temperatures indicated
in table below (corresponding to a viscosity of 12 cSt
plus an addition of 5C to compensate for heat loss
before injection) then the capacity of the preheater
in kW should be minimum:
Design data:
Capacity:
See data sheet

- built-on primary
pump capacity
Operating temperature: Max 150C
Pressure:
Max 4 bar
Pressure drop
by clean filter:
Max 0.05 bar
Pressure drop
by dirty filter:
Max 0.1 bar
Mesh size:
0.5-0.8 mm.
HFO primary stand-by pump, item 15

The purposes of installing a primary stand-by pump are:
- Circulation of HFO when engine is stopped.
- Venting of HFO system before start after repair.
- In case of damage to the built-on HFO primary
pump.
Design data:
Capacity:
2.5 MCR consumption
Pressure
Max 8 bar
Operating
temperature:
Max 150C
Viscosity at normal
operation:
20 cSt
(corresponding to 120C)
Viscosity for
dimensioning
of el-motor:
250 cSt
(corresponding to 60C)
FUEL TYPE
FINAL TEMP
IF 80
t=110C
IF 180
t=131C
IF 380
t=147C
6L23/30A
8L23/30A
8.5
11.0
11.5
14.5
14.0
17.5
The above capacities include a safety margin of

15% but the necessary capacity depends on the
actual fuel and condition. MAN B&W Alpha will
be pleased to make calculations for a specific condition on request.
Viscosity control equipment, item 17

Required for all viscosities to ensure the optimum
viscosity of approx 12 cSt at the inlet to the fuel
injection pump. The viscosimeter should be of a
design which is not effected by pressure peaks produced by the injection pumps. For efficient operation, the pipe length between HFO preheater and
viscosity control equipment should be as short as
possible (or in accordance with the manufacturer's
instruction).
The viscosity control equipment should be able to
switch over to thermostatic control in case of malfunctioning.
General piping
Preheater, item 16
In order to heat the HFO to the proper viscosity
before the injection valves (12 cSt), the oil is led
through the preheater.
Settling tank, service tank, and mixing pipe must

be insulated. All pipes for heated oil must be insulated as well.
The temperature of the HFO is regulated by an

automatic viscosity control unit, item 17, to 85150C (depending on the viscosity).
05.17
MAN Diesel
1696498-2.0
Page 5 (6)
535000
L23/30A
The fuel oil pipe system must be made of seamless precision steel tubes which can be assembled
by means of either cutting ring or clamp ring fittings.
2. The MDO treatment and feed system
For calculating the necessary size of tank, centrifuges, stand-by pumps etc the consumptions stated
below, based on engine MCR, should be used.
These values include an addition for engine driven
pumps plus 3% tolerance in accordance with ISO
requirements.
ENGINE
TYPE
6L23/30A
8L23/30A
CONSUMPTION
IF 80
IF 380
kg/hour
litres/hour
litres/hour
210
280
220
295
215
285
The conversion from kg/hour to litres/hour is based

on a fuel with density of 950 kg/m3 for IF 80, and
980 kg/m3 for IF 380.
The low calorific heat value of the fuel oil corresponds to 40.225 kJ/kg.
Fuel consumption meter

For engines with pressurizing HFO system a fuel consumption meter can be fitted between the automatic
filter, item 10 and the mixing pipe, item 11.
The engine is designed for pier to pier operation on

HFO. However, change-over to MDO might become
necessary. For instance during:
Repair of engine and fuel oil system
Docking
More than 5 days stop
Environmental legislation requiring use
of low-sulphur fuels
The layout of MDO treatment and feed system

should be in accordance with the recommendations
in chapter 5.1.1.
3. Nozzle temperature control system

Control of the temperature for the injection nozzles
is specified for engines operating on HFO. The injection nozzles' temperature control system is based
on operating with thermal or lub oils. The pipes and
tanks in the system must be insulated.
Nozzle cooling oil tank, item 26

The tank should be provided with venting pipe, oil
filling cover and an arrangement for inspection of
oil level.
The capacity of the tank should be approx 200 litres.
Prefilter, item 27
Heavy fuel oil system below 80 cSt/50C
Due to lighter fractions in the fuel oil, MAN B&W
Alpha recommends a pressurized fuel oil system.
Operation on fuels with a viscosity of less than 80
cst/50C may in some cases lead to the possibility
of using a non-pressurized system ie an open deaeration tank. If desired, we will forward a drawing
and our layout recommendation of the open fuel
oil system
05.17
To protect the nozzle cooling oil pumps (items 28

and 28A) a prefilter should be inserted between the
nozzle cooling tank and the pumps.
Design data:
Capacity:
See capacity for nozzle cooling
oil pump, item 28
Mesh size:
0.8-1.0 mm
MAN Diesel
535000
1696498-2.0
Page 6 (6)
L23/30A
Nozzle cooling oil pump, items 28 and 28A
This can be either a gear or a screw type pump.
Design data:
Capacity:
Pressure:
Temperature:
Viscosity at normal
operation:
Min 100 l/h cyl

4 bar
Max 125C
18 cSt for lub oil
(corresponding to
85C for SAE 30 oil)
05.17
MAN Diesel
1696499-4.0
Page 1 (1)
Lubricating oil system - general
540000
L23/30A
The standard lub oil system is based on wet sump

lubrication but dry sump lubrication can also be
supplied on request.
Each engine must have its own separate lub oil system.
The standard engine/reduction gear is equipped with
built-on:
Engine:
- Prefilter in oil sump (magnetic insert)
- Lubricating oil pump
- Double non-return pressure regulating valve
- Lubricating oil thermostatic valve
- Lubricating oil cooler (built together with the gear
oil cooler)
- Duplex lubricating oil filter (paperinsert)
Reduction gear:
- Prefilter
- Oil pump
- Combined non-return and pressure regulating
valve for clutch and CPP servo cylinder
- Lubricating oil cooler (built together with the engine lubricating oil cooler)
- Duplex filter (paper insert)
- Pressure regulating valve for lubricating oil
Oil quantities
The lub oil quantity recommended in the engine/
reduction gear is given in the table below:
Oil quantities in litres
ENGINE
6L23/30A
8L23/30A
05.17
450
600
AMG 8
AMG 11
The quantity comprises the content of oil in the engine/reduction gear only.
The amount of lub oil in the lubricating oil cooler,
prefilters and the external piping must be considered.
Velocity recommendations for lub oil pipes:
- Pump section side 0.8-1.5 m/s
- Pump pressure side 1.0-2.0 m/s
Lubricating oil consumption

The lub oil consumption at MCR is 0.7-1.0 g/kWh.
ENGINE TYPE
CONSUMPTION AT MCR
litres/hour
6L23/30A
8L23/30A
0.7-1.1
0.9-1.3
It should, however, be observed that during the running-in period the lub oil consumption may exceed
the values stated.
Oil quality
Only HD lub oil (Detergent lub oil) should be used,
having characteristics stated in the list of lubricating oils.
Within the guarantee period, only the oils approved
by MAN B&W Alpha should be used.
AMG 16
Venting of crankcase
150
160
180
For venting of crankcase please be referred to chapter 5.5.
MAN Diesel & Turbo

1699900-1.1
Page 1 (4)
Lubricating oil system for engine/reduction gear
540000
L23/30A
Fig 68 shows the lub oil system for engine/reduction gear.
The system is identical both for operating on MDO

as well as HFO.
Fig 1
7
6
15
PAL
03
16
PI
1.1
PDAH
48
PAL
47
PSL
50
PI
7.3
TAH
46
TI
7.4
D9
TI
1.3
D5 DN 50
PSL
D4
2 3
P1
DN 40
DN 65
D4
TO SERVO CYLINDER
TO CLUTCH
LAL
11
12
D8
P2
DN 25
PSL
05
TI
1.2
DN 50
TAH
01
13
14
TO LUBR.
PDAH
06
TO SUMP GEAR
DN 60
LAL
49
PAL
55
PI
7.1
7.2
L23/30A
17
PSL
56
11
D7
10
PSL
57
TO SLUDGE
2 02 99 92-2.0
THERMOSTATIC VALVE (ITEM 5):
DESCRIPTION:
A, B AND C REFER TO CORRESPONDING

MARKS OF THE PORTS OF THE VALVE.
CONNECTION:
14.10
PREFILTER IN OIL SUMP (MAGNETIC INSERT)
LO PUMP
PRESSURE REGULATING VALVE
LO STAND-BY PUMP
DOUBLE NON-RETURN VALVE
D4 LO STAND-BY PUMP - SUCTION
THERMOSTATIC VALVE
D5 LO STAND-BY PUMP - PRESSURE
LO / GEAR OIL COOLER
D7 LO TO CENTRIFUGE/FINE FILTER
FULL FLOW FILTER FOR ENGINE (PAPER INSERT)
D8 LO FROM CENTRIFUGE
10
PREFILTER
P1
OIL STAND-BY PUMP GEAR - SUCTION
11
OIL PUMP GEAR
P2
OIL STAND-BY PUMP GEAR - PRESSURE
12
COMBINED NON-RETURN AND PRESSURE REGULATING
VENTING OF CRANKCASE
VALVE FOR CLUTCH AND C.P.P. SERVO CYLINDER

13
PREFILTER (MAGNETIC INSERT)
14
OIL STAND-BY PUMP GEAR
15
DOUBLE FILTER FOR GEAR (PAPER INSERT)
16
PRESSURE REGULATING VALVE FOR LO GEAR
17
CENTRIFUGE UNIT
MAN Diesel & Turbo

540000
1699900-1.1
Page 2 (4)
L23/30A
Prefilter (magnetic insert), item 1
Lubricating oil thermostatic valve, item 6
The engine prefilter is fitted in the lub oil sump in

order to protect the built-on pump, as well as the
stand-by pump.
The thermostatic valve is located in the inlet pipe

to the lub oil cooler in order to maintain a suitable
oil temperature. It can by-pass some of the oil as
required to maintain approx 55C at the engine inlet.
B
A
See data sheet

Min 5 bar
Max 80C
22
45 cSt (corresponding to 65C)

1000 cSt (corresponding to
7C for SAE 30 oil)
209.6
Design data:
Capacity:
Pressure:
Temperature:
Viscosity at
normal
operation:
Max viscosity
for dimensioning
of el-motor:

The stand-by pump must be fitted with a by-pass

valve, item 3, adjusted to approx 3.5 bar.
The lub oil stand-by pump is also acting as a priming
pump for the engine before starting.
The turbocharger is connected into the same piping system and must not be primed for more than
5minutes. The motor starter for the stand-by pump
must be fitted with time and auxiliary relays limiting
the stand-by pump to run for 5 minutes only.
When MAN Diesel & Turbo, Frederikshavn is to supply the motor starter, the described function is built in.
When the motor starter is not included in our scope
of supply, MAN Diesel & Turbo, Frederikshvan will
forward a drawing showing what is required.
MAX. HEIGHT 306.5
The suction pipe should be as short and with as few

bends as possible to prevent cavitation of pump.
ONLY MOUNTED IF MANUAL OVERRIDE
171.5
To ensure good suction conditions for the lub oil

pump, the pump should be placed as low as possible
to prevent cavitation of the pump.
Fig 2
200
Lubricating oil stand-by pump, item 4
133.5
267
2 03 24 81--9.0
The thermostat elements are replaceable, and are

set at fixed temperature (66C).
Manual override is required by Germanischer Lloyd.
Lubricating oil cooler, item 7

The engine and reduction gear lub oil systems have
common oil cooler, built-on the engine. The oil cooler
is plate heat exchanger.
Design data:
Plates: Titanium
Thrust plates: Mild steel
14.10
MAN Diesel & Turbo

1699900-1.1
Page 3 (4)
540000
L23/30A
Combined non-return and pressure regulating valve for reduction gear, item 12
The valve incorparates a non-return valve which prevents the oil from returning to the sump through the
main or the stand-by pump, and a pressure regulator to
adjust the oil pressure in the servo and clutch system.
The quantity of oil passing the pressure regulator
has a reduced pressure and is passed to the lub oil
system.
Prefilter (magnetic insert), item 13
Oil stand-by pump, item 14

To ensure good conditions for the oil pump, the pump
should be placed as low as possible and not higher
than approx 500 mm above the centre line of the
propeller shaft. The position should preferably be
below the oil level in the gear box sump.
The suction pipe should be as short and with as few
bends as possible to prevent cavitation of the pump.
The prefilter is to be fitted in the oil suction pipe as

close to the oil stand by pump as possible in order
to protect the pump. To facilitate the pump suction
the filter should be located above the pump.
Design data:
Capacity:

Meshsize:
Pressure drop by
clean filter:
Pressure drop
by dirty filter:
Operating
temperature:
If MAN Diesel & Turbo, Frederikshavn is to supply

the prefilter details are shown in fig 3. The prefilter
is supplied with counterflanges, gaskets and bolts.
See capacity for oil stand-by

pump item 14
1000 micron
Design data:
Capacity:
See data sheet
Pressure:
Max 42 bar
Operating
temperature: Max 60C
Power consumption electrical motor from either
25 bar/1000 cSt or 42 bar/75 cSt whichever is the
highest.
Max 0.05 bar

Max 0.1 bar
Max 60C
4 x 18
145
Oil outlet
131
156
65
Oil inlet
184
112
165
351
Fig 3
310
2 04 21 99-7.1
Weight: 30 kg
14.10
MAN Diesel & Turbo

540000
1699900-1.1
Page 4 (4)
L23/30A
Lubricating oil purifier, item 17
Lubricating oil pump to purifier
The circulating oil will gradually be contaminated by

products of combustion, water and/or acid. In some
instances cat-fines may also be present.
The pump can be directly driven by the purifier or by

an independent motor.
In order to prolong the interval between the exchange of oil it is necessary to install an automatic
self-cleaning lub oil purifier dimensioned to handle
a flow of approx 0.28 l/kWh.
For cleaning lubricating oil, the flow rate of the purifier should be reduced to approx 20% of the rated
capacity of the purifier.
As a guide line for the selection of purifier, the following formula can be used:
V = F P (24/T)
V:

F:

P:
T:

The nominal capacity of the purifier

in litres/hour
MDO - 0.32
HFO - 0.38
Power of the engine in kW at MCR
Daily separating time, depending on
purifier (22_24 hours)
Guidance given by the manufacturer of the centrifuge

must be observed.
Design data:
Capacity:

Pressure:
Temperature:
0.28 P l/h
P being the power of the engine
in kW at MCR
Max 2.5 bar
Max 80C
To protect the pump a prefilter should be inserted

before the pump. Mesh size 0.8-1.0 mm.
Preheater before lub oil purifier

The preheater must be able to raise the temperature
of the oil from approx 65C to approx 85-90C, which
is the temperature of the oil for purifying.
Capacity:
P = v t/1810
P:
v:
t:

Capacity of the preheater in kW

Flow through preheater in litres/hour
Temperature difference
30C (engine operating)
Max pressure 4 bar

Max pressure loss 0.5 bar
Specific load on heating surface for an electric preheater must not exceed 0.8 W/cm2.
14.10
MAN Diesel
1699901-3.0
Page 1 (1)
Cooling water system - general
546000
L23/30A
L28/32A
The cooling water system should be arranged as a

centralized or closed system, all of which are described in the following pages.
The standard engine is equipped with built-on:
- Fresh water pump - high temperature
- Fresh water pump - low temperature
- Lubricating oil cooler - engine/reduction gear
- Fresh water cooler - high temperature
- Fresh water thermostatic valve - high
temperature
- High and low temperature steel pipes
Non-return valves for autostart stand-by pumps in
the sea water and fresh water systems are not normally included in our standard scope of supply, but
are available on request.
The fresh water used as coolant, should be as clean
as possible.
The pH value should be between 6.5 and 8 at 20C.
The total hardness of the water must be max 10dH
(German hardness degrees). If the hardness is
higher, the water should be diluted with some soft
water.
1. Chromate base
2. Nitrite base or similar
Additives of a chromate base are often considered
to be more effective, but MAN B&W Alpha advises
against using them as they are extremely poisonous
and not permitted where a fresh water generator is
incorporated in the plant.
For information on Additives recommended by MAN
B&W Alpha, please see "Cooling water inhibitors".
Cleaning of cooling water system

New engines, delivered from MAN B&W Alpha are
cleaned and nitrated. Providing the fresh water inhibiting is correctly maintained then future cleaning
of the system should hardly be necessary. However
if it should be required, MAN B&W Alpha will be
pleased to assist with recommendations for
degreasing, descaling with acid and inhibiting.
Velocity recommendations for fresh water and sea
water pipes:
The contents of chlorine, chloride, silicate and sulphate must be as low as possible and must not exceed the following values:
Fresh water
Suction pipe:
Delivery pipe:
1.5-2.0 m/s
2.0-2.5 m/s
Chlorine
Chloride
Silicate
Sulphate
Sea water
Suction pipe:
Delivery pipe:
1.0-1.5 m/s
1.5-2.5 m/s
10 ppm
50 ppm
150 ppm
100 ppm
The fresh water must be treated with additives to

reduce the risk of corrosion in the engine. Anticorrosive agents are not included in MAN B&W Alpha's
scope of supply. The fresh water cooling system
should be treated prior to sea trials.
05.17
There are two basic types of chemical additives:
MAN Diesel
1699902-5.0
Page 1 (6)
546000
L23/30A
The principle diagram shows a central cooling water system with only one cooler in contact with sea
water.
- Shorter piping lenghts containing sea water inside the engine room
- Reduced maintenance costs, ie coolers require
far less cleaning whilst pipes and fittings are not
subject to frequent replacement as with conventional systems
- Reclaiming of otherwise lost energy is simpler in
centralized systems
- Better temperature control of the cooling media
- Heat available from the high temperature system
can be reclaimed by utilizing it in low pressure
fresh water generation, tank or accomodation
heating etc
The sea water is pumped through the central cooler

by means of two electrically driven pumps.
A central cooling water system has many advantages compared with conventional systems:
- Low investment in expensive non-corrosive materials: pipes, valves, strainer etc
- Smaller dimensions for the piping
Fig 1
13
17
80 C
11
10
16
FW
COOLER
MAIN ENGINE
LO/GEAR OIL
COOLER
MAIN
ENGINE
CHARGE AIR
COOLER
MAIN ENGINE
8
15
7
14
12
LT
CENTRAL
COOLER
5
3
DESCRIPTION:
SEACHEST
SW FILTER
SW PUMP
SW STAND-BY PUHP
CENTRAL COOLER
OVERBOARD DISCHARGE VALVE
LT PUMP
LT STAND-BY PUMP
CHARGING AIR COOLER
10
LO/GEAR OIL COOLER
11
HT COOLER FOR ENGINE
12
13
LT EXPANSION TANK
14
HT PUMP
15
HT STAND-BY PUMP
16
17
HT EXPANSION TANK
2 03 40 57-8.0
05.17
MAN Diesel
546000
1699902-5.0
Page 2 (6)
L23/30A
The high and low temperature fresh water systems
are separated by the high temperature cooler. By
separating the systems it makes it very easy to increase the cooling capacity and connect cooling of
auxiliary equipment without special efforts concerning water flow and pressure regulation. Also heat
recovery systems can be easily connected securing
max heat recovery and protection of the engine.
The layout of all coolers and pumps is as standard
dimensioned for full engine load based on 32C sea
water temperature and ambient air temperature of
45C.
Sea water filter, item 2

Design data:
Capacity:
See data sheet
Pressure drop
across clean filter: Max 0.05 bar
Pressure drop
across dirty filter: Max 0.1 bar
Mesh size:
3-5 mm - when using plate
cooler. The free filter hole
area is to be minimum two
times the nominal pipe area
The pumps in parallel, layout point 2, are as standard designed to fulfil:

Design data:
Capacity:
Determined by the cooler
manufacturer. Approx
150-175% of fresh water flow
in the cooler
Pressure:
1.8-2.0 bar
Sea water
temperature: Max 32C
The volume of sea water required to circulate
through a known sized cooler to remove a known
amount of heat, is very sensitive and dependent on
the sea water temperature.
The relation between sea water temperature and
the necessary water flow in the central cooler is
shown in fig 3.
Fig 3
Flow
Per cooler
%
100
90
80
Sea water pumps, items 3 and 4

The pumps should be selfpriming and should always
be installed below sea water level when the ship is
unloaded.
70
60
50
40
Fig 2
30
Pump characteristic
H
(m)
20
System resistance curve
10
0
Lay-out point 2
15
32 C sw pump
25
30 32 C
Seawater temperature
20
Lay-out point 1
2 03 25 34--8.0
30 C sw pump
Single pump
operatton
75% 100%
2 03 13 09--2.0
Two pumps
in parallel
operatIon
V
(m/h)
Depending on the actual characteristic of the system resistance curve and the pump characteristic
curve the sea water flow with only one pump in service will be approx 75%. Lay-out point 1 in fig 2.
05.17
MAN Diesel
1699902-5.0
Page 3 (6)
546000
L23/30A
This means that the cooling capacity can be obtained with only one pump until reaching a sea water temperature of approx 30C, fig 3.
Design data: See data sheet.
LT stand-by pump, item 8

The back pressure in single pump operation must
be observed as a low back pressure may lead to
unfavourable operation and cavitation of impeller.
We are pleased to advise on more specific questions concerning the layout of pumps and location
of orifices etc.
Central cooler, item 5

If MAN B&W Alpha is to supply the central cooler it
is a plate cooler with titanium plates, delivered complete with counter flanges, gaskets and bolts.
Design data:
Heat transfer:
Pressure drop SW:
Pressure drop LT:
Design data:
Capacity: See data sheet, for the built-on
fresh water pump
Pressure: See data sheet, for the built-on
fresh water pump
LT thermostatic valve, item 12

The thermostatic valve, normally supplied by MAN
B&W Alpha, is DN 80.
See data sheet

max 1.0 bar
max 0.5 bar
Two central coolers in parallel

For an extra investment of 20-25% for the central
cooler a much greater safety margin can be
achieved by installing two central coolers each of
50% required capacity, operating in parallel instead
of one cooler of 100% capacity.
With such flexibility it is possible to carry out repair
and maintenance during a voyage especially in temperate climates where the sea water temperature
is below the design temperature.
LT fresh water pump, item 7

The built-on low temperature pump is of the centrifugal type. The total maximum back pressure in
the low temperature section with clean cooler must
not exceed 2.8 bar
For multi engine installations with a common centralized cooling water system the built-on pumps
should be replaced with common electric driven
pumps for full flow.
05.17
The stand-by pumps should be of the centrifugal

type.
The function of the thermostatic valve is to maintain the outlet temperature of the low temperature
water within 35C to 50C depending on operating
conditions, by re-circulating the water to the suction of the pump or let it in through the central cooler
(item 5).
This will ensure that the fresh water inlet temperature to the charging air cooler will not be lower than
20C at MCR, in order to reduce condensation of
water in the charging air receiver.
The re-circulated water should be led directly to the
suction side of the pumps.
The thermostat elements are replaceable and set
at a fixed temperature of 35C.
The thermostatic valve is supplied unattached complete with counterflanges, gaskets, and bolts, fig 4.
MAN Diesel
546000
1699902-5.0
Page 4 (6)
L23/30A
Fig 4
B
A
MAX. HEIGHT
171.5
200
306.5
ONLY MOUNTED IF MANUAL OVERRIDE
The minimum water level in the expansion tank

should be not less than 5 m above the centre line of
the crankshaft. This will ensure sufficient suction
head to the fresh water pump and reduce the possibility of cavitation, as well as local "hot spots" in
the engine.
The expansion tank should be equipped with a vent
pipe and flange for filling the tank with water and
inhibitors.
The vent pipe should be installed below the minimum water level to reduce oxydation of the cooling
water due to splashing from the vent pipe.
Volume: Min 10% of water volume, however min
100 litres.
209.6
22
HT fresh water pump, item 14

133.5
Weight: 42 kg
267
2 03 24 81--9.0
Manual override is required by Germanischer Lloyd.

Pressure drop: Approx 0.15 bar with 36 m3/h flow
Pipe connections:
A: From engine
B: To low temperature pump
C: To cooler
The letters A, B and C are stamped on the valve
housing to ensure correct installation.
Expansion tank, items 13 and 17

Expansion tank should be installed to accomodate
for changes of volume due to varying temperatures
and possible leakages in the LT and HT systems.
The built-on high temperature pump is of the centrifugal type. The total maximum back pressure in
the high temperature section with clean cooler must
not exceed 2.1 bar.
For multi engine installations with a common centralized cooling water system the built-on pumps
should be replaced with common electric driven
pumps for full flow.
Design data: See data sheet.
HT stand-by pump, item 15

The stand-by pumps should be of the centrifugal
type.
Design data:
Capacity:
See data sheet, for the built-on
fresh water pump
Pressure:
See data sheet, for the built-on
fresh water pump
05.17
MAN Diesel
1699902-5.0
Page 5 (6)
546000
L23/30A
The schematic diagram fig 5 is an extended version

of the principal diagram fig 1, showing the internal
piping on the engine, location of possible alarms and
sensors, and connection of secondary equipment.
HT thermostatic valve, item 16

The HT thermostatic valve is built on the engine.
The valve is of a similar design as the LT thermostatic valve, with elements set at a fixed temperature of 80C.
FILLING OF WATER
AND INHIBITORS.
Fig 5
FILLING OF WATER
AND INHIBITORS.
LAL
MIN. WATER LEVEL
LAL
17
13
TI
2.4
10
11
16
E2
TI
2.1
E3
TI
2.2
21
PI
2.1
TAH
12
18
TI
2.9
12
DN 90
F12/F5
19 C
DN 25
20
B. W. L.
M
10 X 1
F11/F6
6
8
PAL
16
DN 25
CONNECTION FOR
CENTRALHEATING AND PREHEATING.
DN 90
B
C
A
C
TSH
18
5
7
F7
24
E1
TI
2.6
FW
GENERATOR
23
14
ALPHA L23/30A
F3
PI
2.7
DN 65
PAL
14
F8
F4
DN 80
22
2
M
15
1
DESCRIPTION:
1
SW FILTER (ITEM 2):
SW FILTER
SW PUMP
SW STAND-BY PUMP
WE RECOMMEND A FILTER WITH MAX. 3 mm MESH SIZE TO
CENTRAL COOLER
PREVENT CLOGGING OF THE CENTRAL COOLER.
OVERBOARD DISCHARGE VALVE
LT PUMP
VALVE FOR PREHEATING (ITEM 20):

THE VALVE MUST ONLY BE SWITCH OVER WHEN PREHEATING
THE ENGINE.
05.17
SEACHEST
LT STAND-BY PUMP
CHARGING AIR COOLER
10
LD / GEAR OIL COOLER
11
FW COOLER
12
CONNECTION:
13
LT EXPANSION TANK
E1
LT COOLING WATER - INLET
14
HT PUMP
E2
LT COOLING WATER- OUTLET
15
HT STAND-BY PUMP
E3
LT COOLING WATER STAND-BY PUMP - PRESSURE
16
F3
HT COOLING WATER STAND-BY PUMP - SUCTION
17
HT EXPANSION TANK
F4
HT COOLING WATER STAND-BY PUMP - PRESSURE
18
CIRCULATION PUMP
F5
HT COOLING WATER TO CENTRAL HEATING SYSTEM
19
THERMOSTATIC VALVE
F6
HT COOLING WATER FROM CENTRAL HEATING SYSTEM
20
VALVE FOR PREHEATING
F7
HT COOLING WATER TO EXSPANSION TANK
21
HEATEXCHANGER
F8
HT COOLING WATER FROM EXSPANSION TANK
22
SW PUMP FOR FW GENERATOR
F11 ENGINE PREHEATING - INLET
23
FW GENERATOR
F12 ENGINE PREHEATING - OUTLET
24
OVERBOARD DISCHARGE VALVE FOR FW GENERATOR
2 02 99 89-9.0
MAN Diesel
1699902-5.0
Page 6 (6)
546000
L23/30A
Circulating pump for preheater, item 18

For preheating the engine a pump should be installed to circulate high temperature cooling water
through the heat exchanger (item 21).
Design data:
Q 3.6
Capacity: m =
m3/h
Cp t
Q = Heat radiation from engine
in kW, see item 20 below
Cp = Specific heat for
water = 4.187 kJ/kgC
t = The desired temperature
drop across engine = 5C
Pressure:
Temperature:
Max 2 bar
Max 85C
The heating power required for preheating is stated

below.
ENGINE TYPE
Heating power in kW
6L23/30A
8L23/30A
7
9
These figures are based on raising the engine temperature, including the cooling water contained within
the engine, 40C (20-60C) for a period of 10 hours.
MAN B&W Alpha will be pleased to make calculations for other conditions on request.
Connection of fresh water generator,

item 23
Thermostatic valve for central heating and

fresh water generator, item 19
If a fresh water generator is to be incorporated in

the fresh water system, it should be connected as
shown on fig 5.
If the heat consumption of central heating or fresh

water generator is below 25% of the heat rejection
from engine jacket water the actual equipment can
be connected in series with the HT fresh water
cooler.
Due to safety margins, part load operation and deviations in ambient conditions, MAN B&W Alpha
recommends by layout of the fresh water generator
that no more than 90% of the heat available at MCR
is utilized.
By utilization of more than 25% of the heat in the HT

cooling water section an additional thermostatic valve,
item 19, should be installed for by-passing of the HT
fresh water cooler hereby avoiding unneccessary
cooling after the heat recovery equipment.
The expected obtainable fresh water production

using a normal generator of the single vacuum
evaporator type
Capacity: M = 0.03 Q m3/24 h
Q = Utilized heat in kW
Preheater, item 21
The engine must be fitted with preheating facilities.
Preheating is required to avoid producing unnecessary shock loads that can arise as a result of temperature differences if the engine is started from
cold.
It is important that the inhibited fresh water, used in
the main engine cooling system, is not mixed with
water from the central heating system.
Design data:
Preheating temperature MDO engine: Min 40C
Preheating temperature HFO engine: 60-70C
Different arrangements of central cooling

systems
There are many variations of centralized cooling
systems and MAN B&W Alpha is available to discuss changes to suit an owner or builder's specific
wishes.
For each plant, special consideration should be
given to the following design criteria: sea water temperatures, pressure loss in coolers and pipes, pump
capacities etc, for which reason these components
have not been specified.
05.17
MAN Diesel
1699904-9.0
Page 1 (3)
Starting air system
550000
L23/30A
Fig 1
10 x 1
12 x 1.5
PA L
35
ALPHA L23/30A
TO CONSUMERS
** 28 x 2
G
F
PI
6.1
** 28 x 2
B
PA L
37
6
5
30 bar
A1
PI
6.1
PSL
3A
** 28 x 2
A2
30 bar
DRAIN
8x1
MOUNTED ON
LOWEST POINT
TO DRAIN
E
TO DRAIN
18x2
1A
STARTING AIR RECEIVER

(ITEM 3 AND 3A):
"A", "B", "C", "E", "F" AND "G" REFER TO CORRESPONDING
CONNECTIONS ON THE STARTING AIR RECEIVER.
VERTICAL INSTALLATION OF THE STARTING AIR RECEIVER
IS RECOMMENDED. FOR HORIZONTAL INSTALLATION, THE
SLOPE MUST BE MIN. 5 DEGREES AS SHOWN
2 02 99 90-9.1
**
MAX. 5 METERS FROM AIR RECIEVER TO ENGINE.
IF MORE: MIN 35 3.
THE PRESSURE SWITCH FOR AUT. START/STOP OF THE COMPRESSOR (ITEM 1 AND 1A) SHOULD BE CONNECTED TO THE
CHARGING AIR PIPE AS CLOSE AS POSSIBLE TO THE STARTING
AIR RECEIVER (ITEM 3 AND 3A) TO COMPENSATE FOR PRESSURE PEAKS FROM THE COMPRESSOR.
DESCRIPTION:
TO DRAIN
CONNECTION:
A1
STARTING AIR - INLET
A2
OVERSPEED STOP AIR - INLET
The engine is started by means of a conventional

system, ie starting air direct in cylinder chamber.
The system consist of three main components, start
slide valve, starting air distributor and starting valves
in cylinder head.
By a start switch in the instrument panel the engine
is started. The start is blocked at:
- Low lub oil pressure
- Main engine running
- Engine stop activated
The starting air system supplies air for the overspeed stop. The pressure drop is alarmed by the
pressure switch (PAL 37).
05.17
1
1A
2
3
3A
4
5
6
COMPRESSOR
COMPRESSOR (STAND-BY)
FILTER WITH WATER TRAP
STARTING AIR RECEIVER (125 1)
STARTING AIR RECEIVER (125 1)
TYPHON
EXPLOSION CAP
OVERSPEED STOP
Compressor, items 1 and 1A

The pressure switch (PSL) for aut start/stop of the
compressors 1 and 1A is to be connected to the
charging air pipe as close as possible to the starting air receiver, to compensate for pressure peaks
from the compressor.
If the pipe is short, a buffer tank or damper is recommended.
MAN Diesel
550000
1699904-9.0
Page 2 (3)
Starting air system
L23/30A
Each of the starting air receivers items 3 and 3A should
be pressurized to 30 bar in about 20 minutes.
2 starting air receivers are standard equipment for

each plant, and the respective minimum capacities
for at least 6 starting manoeuvres are indicated in
the table below:
Filter with water trap, item 2
STARTING AIR RECEIVER
A filter with water trap should be installed in the

charging air pipe between the compressors and the
starting air receivers.
ENGINE TYPE
6-8L23/30A
Receiver size.
litres
125 + 125
In twin engine installations the starting air capacity

should be increased 50%.
Starting air receiver, items 3 and 3A

The starting air receiver should, preferably, be
mounted vertically and secured to a bulkhead, so
that the water drain valve of the receiver has easy
access. If space conditions do not permit vertical
mounting, the receiver may be mounted minimum
5 off the horizontal, with the drain valve at the lowest position, as shown in fig 2.
Fig 2
160
STARTING AIR
RECEIVER
litres
mm
mm
Approx
weight
kg
125
2108
324
135
CONNECTION :
A
B
C
D
E
F
G
Starting air outlet to engine

Charging air inlet from
compressor
Safety valve
Charging with hand compressor
Drain
Pressure gauge (PI 6.1)
Typhon
PIPE SIZE
28 2
18 2
3/8"RG
1/2"RG
18 2
12 1.5
12 1.5
05.17
MAN Diesel
1699904-9.0
Page 3 (3)
Starting air system
550000
L23/30A
Please note other consumers with high air consumption may not be connected to the starting air
system.
Air pressure gauge (PI 6.1)

The air pressure gauge (PI 6.1) should be mounted
in such a position in relation to the air receivers 3
and 3A and the compressors 1 and 1A to enable
the gauge to be read when charging.
05.17
Starting air and charging air pipe

The starting and charging air pipes are to be
mounted with a slope towards the starting air receiver, preventing possible condensed water from
running into the starting air slide valve or the compressors. A drain valve has to be mounted at the
lowest position of the starting air pipe, as shown in
fig 1.
MAN Diesel
1696481-3.0
Page 1 (1)
Turbine dry-cleaning system (only tor operation with HFO)
559000
L23/30A
L28/32A
Turbine
Cleaning system
In order to maintain good performance in the turbocharger of diesel engines with heavy fuel oil operation the turbocharger has equipment for cleaning of
the turbine in service.
The cleaning system consists of a cleaning agent

container item 1 with a capacity of approx 1.0 litre
and a removable cover, item 2 on which a stop ball
valve item 3 is connected. Furthermore, a dosage
valve, item 4 is placed between the snap-on connector and cleaning agent container.
Cleaning in service by the dry-cleaning method is

performed by injection of granulate (soft blast grit)
into the gas inlet pipe of the turbine.
The item numbers 1 - 4 indicate the system's "blowgun". Only one "blow-gun" is used for each engine
plant and it is connected to the working air system
via the snap-on connector of the stop ball valve,
which is further connected to a flexible air pipe.
The injection of the granulate is done by means of

working air of a pressure of 5 - 7 bar.
Dry cleaning is executed during high engine load,
min 75% MCR and does not require any subsequent
operating period in order to dry-out the exhaust system.
Fig 1
5
6
2
1
4
6
7
1
2
3
4
5
6
7
Cleaning agent container

Removable cover
Stop ball valve
Dosage valve
Working air inlet
Snap-on connector
Stop cock
2 03 24 64--1.0
05.17
MAN Diesel
1696482-5.0
Page 1 (3)
Engine monitoring
575000
L23/30A
Pipe connections 1-6 can be used for connection of

external manometers.
Instrument panel, fig 1

The instrument panel for the main engine is as standard mounted on aft end, starboard side of the engine.
Temperature indication is placed locally on engine

piping. The indicators are supplied separately for
yard mounting. See summary of standard instruments on engine.
Instrument for nozzle cooling oil pressure is only

mounted on engines operating on HFO.
Fig 1
bar
bar
2.5
bar
400
600
1000
200
120
800
bar
bar
ENGINE LUBRICATING
OIL PRESSURE
FUEL OIL PRESSURE
CHARGING AIR PRESSURE
SERVO/CLUTCH
rpm x 1000
ENGINE SPEED
bar
bar
120
C
GEAR LUBRICATING
OIL PRESSURE
H. T. PRESSURE
L. T. PRESSURE
4
bar
THRUST BEARING
TEMPERATURE
RUNNING HOURS
STOP
START
WARNING!
STOP THE GEAR STAND-BY
PUMP AT START OF ENGINE
BEFORE FILTER
AFTER FILTER
Valve
Tee piece
Plug
CONNECTION
*)
1
2
3
4
5
6
7
8
9
*) only HFO engine
05.17
PIPE
Dt
mm
6 1
DESCRIPTION
Nozzle cooling oil pressure

Fuel oil pressure
Lubricating oil pressure - before filter
Lubricating oil pressure - after filter
Fresh water pressure
Charging air pressure
Lubricating oil pressure - reduction gear
Servo oil pressure
Clutch oil pressure
2 03 38 74-4.0
MAN Diesel
575000
1696482-5.0
Page 2 (3)
Engine monitoring
L23/30A
Summary of standard instruments on engine/reduction gear.
0-6
PI 1.1
LUBRICATING OIL BEFORE/AFTER FILTER - PRESSURE
TI 1.2
LUBRICATING OIL INLET AFTER FILTER - TEMPERATURE
0-100
TI 1.3
LUBRICATING OIL OUTLET - TEMPERATURE
0-100
0-4
PI 2.1
LT WATER INLET - PRESSURE
TI 2.2
LT WATER INLET TO CHARGING AIR COOLER - TEMPERATURE
0-100
TI 2.3
LT WATER OUTLET FROM CHARGING AIR COOLER - TEMPERATURE
0-100
TI 2.4
LT WATER OUTLET EXTERNAL PIPE AFTER HT COOLER - TEMPERATURE
0-100
TI 2.6
HT WATER INLET - TEMPERATURE
0-100
PI 2.7
HT WATER INLET - PRESSURE
TI 2.8
HT WATER OUTLET, EACH CYLINDER - TEMPERATURE
0-100
TI 2.9
HT WATER OUTLET COMMON PIPE - TEMPERATURE
0-100
TI 3.1
FUEL OIL INLET, BEFORE FILTER - TEMPERATURE
PI 3.2
FUEL OIL INLET, AFTER FILTER - PRESSURE
0-6
PI 4.1
COOLING OIL FOR NOZZLE INLET - PRESSURE
0-6
0-4
CONNECTION
FOR OPTIONAL
INSTRUMENTS
EXTERNAL
L23/30A-DKV
L23/30A-FKV
L23/30A-DKV
INSTRUMENT PANEL
MOUNTED ON
ON ENGINE/
ENGINE/
REDUCTION GEAR REDUCTION GEAR
L23/30A-FKV
BAR
TEMPERATURE
DESIGNATION
PRESSURE
INST. NO
MEASURING
RANGE
X
X
0-150
X
X
X
X
TI 5.1
EXHAUST GAS OUTLET, EACH CYLINDER - TEMPERATURE
0-600
TI 5.2
EXHAUST GAS OUTLET, EACH TURBOCHARGER - TEMPERATURE
0-600
TI 5.3
CHARGING AIR - TEMPERATURE
0-120
PI 5.5
CHARGING AIR - PRESSURE
0-2.5
PI 6.1
STARTING AIR, ON EACH STARTING AIR RECIEVER - PRESSURE
0-60
X
X
PI 7.1
1)
CLUTCH OIL INLET - PRESSURE
0-60
PI 7.2
1)
SERVO OIL INLET - PRESSURE
0-60
PI 7.3
LUBRICATING OIL, AFTER FILTER - PRESSURE
0-6
TI 7.4
LUBRICATING OIL, AFTER FILTER - TEMPERATURE
0-100
TI 7.5
THRUST BEARING - TEMPERATURE
0-120
HOUR COUNTER
SI 9.1
ENGINE (TURBOCHARGER RPM AS OPTION)
Alarm connection - engine

The temperature alarm sensors for the engine are mounted and wired to a terminal box located on the engine.
An exception is the exhaust gas thermostat, fig 28.
The thermostat, having a sensor manufactured in
NiCr/Ni suitable for high temperatures is supplied
unattached.
KI 9.1
1) COMMEN PRESSURE GAUGE
X
X
2 03 38 73-2.0
Optionally an analog temperature transmitter can

be supplied.
The number of alarms may differ greatly, depending
on the specific Classification Society and notation.
An estimation of the extent of alarms and safety
sensors is given in "Summary of Alarms and Safety
Sensors".
05.17
MAN Diesel
1696482-5.0
Page 3 (3)
Engine monitoring
575000
L23/30A
Piping connections to the alarm panel and external

connections to the terminal boxes are the responsibility of the yard. A Cable plan showing the terminals connection to the alarm system is supplied by
MAN B&W Alpha.
Optionally the engine can be equipped with analog

sensors which may be used in direct conjunction
with remote instrumentation in control room or on
bridge.
The pressure switches and the thermostats are

calibrated by MAN B&W Alpha, but should be tested
before start of the engine plant. The calibration
equipment for pressure and temperature is not supplied by MAN B&W Alpha.
Fig 2
Exhaust pipe
Bellow joint
200 mm
Gas outlet
24 V DC
2 x 0.5
To alarm unit
2 x 0.5
Optional instrument
2 x 0.5
Turbocharger
1. Thermostat
2. NiCr/Ni sensor
3. Socket in gas outlet
Fig 3
2 03 24 66--5.0
Terminal box for engine
Cable connection
for year
Terminal box
for reduction gear
Cable conniction for yard

2 03 26 53--4.0
05.17
Packing and
preservation
9000
MAN Diesel & Turbo

1699261-3.0
Page 1 (1)
Dispatch condition of engine and reduction gear

from MAN Diesel
912000
General
The engine and reduction gear are situated on

wooden foundation, covered with tarpaulins and
equipped with lifting tools.
Where storage is for 8 months or more, lubricating oil

must be applied to each cylinder every six months,
during the monthly turning.
External components which are not varnished are

protected with preservative (VCI-product) and internal unvarnished components are sprayed with same.
This protective oil is totally soluble with lubricating
oils and should not be removed when putting the
engine and reduction gear into service.
For lubrication, lub oil or preservation (VCI-product) (max 1/4 litres per cylinder) can be introduced
through the indicator valve.
Storage of engine and reduction gear at

customers
Engine and gearbox should always be stored indoor
in a dry environment and at a minimum, covered
with tarpaulins.
Engine and gearbox should be stored indoors at
a minimum of 5C above outside temperatures to
avoid condensation, or in a humidity controlled environment at a relative humidity of 45-55%.
Maintenance intervals
Protection maintenance must be carried out at the
following intervals:
Storage conditions (dry and indoor at 5C above
outside temperature or relative Humidity of 45-55%
every 4 months
If the above conditions are not met every 1 month
Exhaust must be covered until installation, and Indicator valves closed.
Turning of engine and reduction gear

When storage of engines is for more than 60 days
following dispatch from the factory, then engine must
be turned 3 1/2 revolutions each month, and the rest
position of the crank must be at a different position.
Indicator valves should be opened prior to turning
and then closed again on completion of turning.
09.22
When storing the engine longer than 24 months,

bearing and piston inspection must be carried out
before starting up the engine, and MAN Diesel must
in all cases, be informed.
During storage the reduction gear should be turned
monthly and when storage exceeds 24 months, inspection of the bearings, gearwheels, servomotor,
and clutch must be carried out. MAN Diesel must in
all cases be informed.
Protection maintenance

- Remove the crankcase, camshaft and rocker

arm covers.
- Check the surfaces and maintain the preservation by painting thoroughly with preservative
(VCI-product).
- Check the top of the cylinder heads and paintwith preservation.
- Replace covers.
- Check the external surfaces and restore preservation, if necessary with preservative.
- Check the paint work and repair, as necessary.
- Remove the outlet pipe from the turbocharger
exhaust and turn the rotor of the turbocharger.
- Replace the pipe.
- Restore the original packing as far as possible
and cover with tarpaulins.
MAN Diesel & Turbo

1699910-8.1
Page 1 (1)
912000
General
Dispatch conditions of propeller equipment

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

Upon arrival of equipment it is yard responsibility to
visually inspect that there are no damages to the
protection cover.
Minimum protection during storage must be by
covering with tarpaulins to keep dry. The propeller
equipment should be keept in the wooden foundation as delivered.
MAN Diesel & Turbo do however recommend indoor
storage and maintaining min 5C above outdoor
temperature to avoid condensation and sweating.
10.50
Protection maintenance must be carried out at the
following intervals prior to installation:

Good storage conditions

(dry and indoor)................... every 12 months
Poor storage conditions
(outdoor)................................ every 3 months
Immediately after installation in the ship, the propeller shaft must be treated with preservation oil/grease
in order to avoid corrosion and damages to the shaft.
Please note: Propeller parts with build-on electronics are to be stored and handled as electronic
equipment
Dispatch conditions of propeller equipment from MAN Diesel & Turbo

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

Upon arrival of equipment it is yard responsibility to visually inspect that
there are no damages to the protection cover.
Minimum protection during storage must be by covering with tarpaulins to
keep dry. The propeller equipment should be keept in the wooden foundation as delivered.
MAN Diesel & Turbo do however recommend indoor storage and maintaining
min 5C above outdoor temperature to avoid condensation and sweating.
91200
MAN Diesel & Turbo
2010-12-12
Description
Alpha Propeller Mk.5
Protection maintenance must be carried out at the following intervals prior

to installation:
(dry and indoor)..................... every 12 months
Immediately after installation in the ship, the propeller shaft must be treated
with preservation oil/grease in order to avoid corrosion and damages to
the shaft.
Please note: Propeller parts with build-on electronics are to be stored and
handled as electronic equipment
Doc-ID: 1699910-8.1
1 (1)
Dispatch conditions of propeller shafts from MAN Diesel & Turbo

The propeller shaft is treated by MAN Diesel & Turbo with conservation
grease. Furthermore the shaft is covered with foil, shock absorbing material and a wooden layer.
Storage of propeller shafts at customer

Upon arrival of equipment it is yard responsibility to visually inspect that
there are no damages to the protection cover.
Minimum protection during storage must be by covering with tarpaulins to
keep dry. The propeller shaft should be keept in the wooden foundation
as delivered.
MAN Diesel & Turbo do however recommend indoor storage and maintaining
min 5C above outdoor temperature to avoid condensation and sweating.
912000
MAN Diesel & Turbo
2012-12-07
Description
Alpha Fixed Pitch Propeller
Protection maintenance must be carried out at the following intervals prior

to installation:
(dry and indoor)..................... every 12 months
Immediately after installation in the ship, the propeller shaft must be treated
with preservation oil/grease in order to avoid corrosion and damages to
the shaft.
Please note: Propeller parts with build-on electronics are to be stored and
handled as electronic equipment
Doc-ID: 3700230-5.1
1 (1)
MAN Diesel & Turbo

1699912-1.1
Page 1 (1)
912000
General
Dispatch conditions of electronic equipment

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

The equipment should always be stored in a dry environment. Under normal warehouse conditions the
Cor-trol VCI will give long term protection provided
they remain sealed and maintained in such a condition that prevents any air circulation within.
Provided the sealing has been properly maintained
no additional measures are needed for the entire
period of protection.
The electronic equipment can be put into operation
without degreasing, coating removal or cleaning.
10.50
Installation works
During the installation period the yard has to protect
the cabinets and electrical equipments against water,
dust and fire.
It is not allowed to do any welding works near the
cabinets. The cabinets have to be fixed to the floor
or to the walls by means of screws.
If it is necessary to do welding works near the cabinet
the cabinets and panels have to be protected against
heat, electric current and electromagnetic influences.
For protection against current, all cabling has to be
disconnected from affected components.
Installation of additional components inside the
cabinets is allowed upon approval by the responsible
project manager of MAN Diesel & Turbo only.
Dispatch conditions of electronic equipment from MAN Diesel & Turbo

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

The equipment should always be stored in a dry environment. Under normal
warehouse conditions the Cor-trol VCI will give long term protection provided they remain sealed and maintained in such a condition that prevents
any air circulation within.
912000
MAN Diesel & Turbo
Provided the sealing has been properly maintained no additional measures
are needed for the entire period of protection.
The electronic equipment can be put into operation without degreasing,
coating removal or cleaning.
Installation works
2010-12-12
Description
During the installation period the yard has to protect the cabinets and electrical equipments against water, dust and fire.
It is not allowed to do any welding works near the cabinets. The cabinets
have to be fixed to the floor or to the walls by means of screws.
If it is necessary to do welding works near the cabinet the cabinets and
panels have to be protected against heat, electric current and electromagnetic influences. For protection against current, all cabling has to be
Installation of additional components inside the cabinets is allowed upon
approval by the responsible project manager of MAN Diesel & Turbo only.
Doc-ID: 1699912-1.1
1 (1)
Dispatch conditions of electronic equipment from MAN Diesel & Turbo

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

The equipment should always be stored in a dry environment. Under normal
warehouse conditions the Cor-trol VCI will give long term protection provided they remain sealed and maintained in such a condition that prevents
any air circulation within.
912000
MAN Diesel & Turbo
Provided the sealing has been properly maintained no additional measures
are needed for the entire period of protection.
The electronic equipment can be put into operation without degreasing,
coating removal or cleaning.
Installation works
2010-12-12
Description
During the installation period the yard has to protect the cabinets and electrical equipments against water, dust and fire.
It is not allowed to do any welding works near the cabinets. The cabinets
have to be fixed to the floor or to the walls by means of screws.
If it is necessary to do welding works near the cabinet the cabinets and
panels have to be protected against heat, electric current and electromagnetic influences. For protection against current, all cabling has to be
Installation of additional components inside the cabinets is allowed upon
approval by the responsible project manager of MAN Diesel & Turbo only.
Doc-ID: 1699912-1.1
1 (1)
Installation parts gear
13000
MAN Diesel & Turbo

1696470-5.0
Page 1 (1)
General note for piping diagrams
130200
L23/30A
L28/32A
The schematic diagrams mentioned in the Project

Guide are standard diagrams showing all necessary
information for installation of a MAN Diesel & Turbo
propulsion system.
The diagrams show the recommendations and
requirements from MAN Diesel & Turbo, and do not
necessarily express the requirements from the Classification and the National Societies.
Piping diagrams for multiple engine propulsion plants
will be forwarded on request.
Care must be exercised to ensure that other equipment required to operate with the MAN Diesel &
Turbo package is compatible.
The pipings with thick lines and items connected with
thick lines are built on the engine and reduction gear.
10.46
Piping dimensions stated on piping diagrams are

minima.
MAN Diesel & Turbo recommends that the total
pressure drop in the piping system is calculated in
order to ensure that the pump capacity is sufficient
and the flow velocity is as recommended by MAN
Diesel & Turbo.
We should be pleased to review your piping diagrams and give comments and recommendations.
The responsibility for choice of method, design, and
execution remains with the yard.
Tanks and pipes must be carefully cleaned before
connected into the system. Cleaning and flushing
procedure will be forwarded together with the Plant
Information Book.
Engine
14000
Cooling water system

Summary
Remove contamination/residue from operating fluid systems, ensure/reestablish operating reliability.
Cooling water systems containing deposits or contamination prevent effective cooling of parts. Contamination and deposits must be regularly eliminated.
This comprises the following:
Cleaning the system and, if required,
removal of limescale deposits,
flushing the system.
M010.000.002-04-0001
010.000.002-04
MAN Diesel & Turbo
Cleaning
The cooling water system must be checked for contamination at regular
intervals. Cleaning is required if the degree of contamination is high. This
work should ideally be carried out by a specialist who can provide the right
cleaning agents for the type of deposits and materials in the cooling circuit.
The cleaning should only be carried out by the engine operator if this cannot
be done by a specialist.
Oil sludge
Oil sludge from lubricating oil that has entered the cooling system or a high
concentration of anticorrosive agents can be removed by flushing the system
with fresh water to which some cleaning agent has been added. Suitable
cleaning agents are listed alphabetically in the table entitled "Cleaning agents
for removing oil sludge". Products by other manufacturers can be used providing they have similar properties. The manufacturer's instructions for use
must be strictly observed.
Manufacturer
Product
Concentration
Drew
HDE - 777
4 - 5%
4 h at 50 60 C
Nalfleet
MaxiClean 2
2 - 5%
4 h at 60 C
Unitor
Aquabreak
Vecom
Ultrasonic
Multi Cleaner
0.05 0.5%
4%
Duration of cleaning procedure/temperature
4 h at ambient temperature
12 h at 50 60 C
Lime and rust deposits can form if the water is especially hard or if the concentration of the anticorrosive agent is too low. A thin lime scale layer can be
left on the surface as experience has shown that this protects against corrosion. However, limescale deposits with a thickness of more than 0.5 mm
obstruct the transfer of heat and cause thermal overloading of the components being cooled.
Rust that has been flushed out may have an abrasive effect on other parts of
the system, such as the sealing elements of the water pumps. Together with
the elements that are responsible for water hardness, this forms what is
known as ferrous sludge which tends to gather in areas where the flow
velocity is low.
Products that remove limescale deposits are generally suitable for removing
rust. Suitable cleaning agents are listed alphabetically in the table entitled
"Cleaning agents for removing lime scale and rust deposits". Products by
M010.000.002-04-0001 EN
General
2012-08-20 - de
Lime and rust deposits
Table 1: Cleaning agents for removing oil sludge
1 (3)
010.000.002-04
MAN Diesel & Turbo
M010.000.002-04-0001
other manufacturers can be used providing they have similar properties. The
manufacturer's instructions for use must be strictly observed. Prior to cleaning, check whether the cleaning agent is suitable for the materials to be
cleaned. The products listed in the table entitled "Cleaning agents for removing lime scale and rust deposits" are also suitable for stainless steel.
Manufacturer
Product
Concentration
Duration of cleaning procedure/temperature
Drew
SAF-Acid
Descale-IT
Ferroclean
5 - 10%
5 - 10%
10%
4 h at 60 - 70 C
4 h at 60 - 70 C
4 - 24 h at 60 - 70 C
Nalfleet
Nalfleet 9 - 068
5%
4 h at 60 75
Unitor
Descalex
5 - 10%
4 - 6 h at approx. 60 C
Vecom
Descalant F
3 10%
Approx. 4 h at 50 60C
Table 2: Cleaning agents for removing limescale and rust deposits
In emergencies only
Hydrochloric acid diluted in water or aminosulphonic acid may only be used

in exceptional cases if a special cleaning agent that removes limescale
deposits without causing problems is not available. Observe the following
during application:
Stainless steel heat exchangers must never be treated using diluted

hydrochloric acid.
Cooling systems containing non-ferrous metals (aluminium, red bronze,

brass, etc.) must be treated with deactivated aminosulphonic acid. This
acid should be added to water in a concentration of 3 - 5 %. The temperature of the solution should be 40 - 50 C.
Diluted hydrochloric acid may only be used to clean steel pipes. If hydrochloric acid is used as the cleaning agent, there is always a danger that
acid will remain in the system, even when the system has been neutralised and flushed. This residual acid promotes pitting. We therefore recommend you have the cleaning carried out by a specialist.
The carbon dioxide bubbles that form when limescale deposits are dissolved
can prevent the cleaning agent from reaching boiler scale. It is therefore
absolutely necessary to circulate the water with the cleaning agent to flush
away the gas bubbles and allow them to escape. The length of the cleaning
process depends on the thickness and composition of the deposits. Values
are provided for orientation in the table entitled "Detergents for removing lime
scale and rust deposits.
The cooling system must be flushed several times once it has been cleaned
using cleaning agents. Replace the water during this process. If acids are
used to carry out the cleaning, neutralise the cooling system afterwards with
suitable chemicals then flush. The system can then be refilled with water that
has been prepared accordingly.
2 (3)
Start the cleaning operation only when the engine has cooled down.
Hot engine components must not come into contact with cold water.
Open the venting pipes before refilling the cooling water system.
Blocked venting pipes prevent air from escaping which can lead to
thermal overloading of the engine.
M010.000.002-04-0001 EN
2012-08-20 - de
Only carry out the cleaning operation once the engine has
cooled down
General
Following cleaning
The products to be used can endanger health and may be harmful to

the environment.
Follow the manufacturer's handling instructions without fail.
2012-08-20 - de
The applicable regulations governing the disposal of cleaning agents or acids

must be observed.
M010.000.002-04-0001 EN
General
Cleaning products can cause damage
M010.000.002-04-0001
010.000.002-04
MAN Diesel & Turbo
3 (3)
Cooling water
inspecting
Summary
Acquire and check typical values of the operating media to prevent or limit
damage.
The fresh water used to fill the cooling water circuits must satisfy the specifications. The cooling water in the system must be checked regularly in
accordance with the maintenance schedule.
The following work/steps is/are necessary:
Acquisition of typical values for the operating fluid,
evaluation of the operating fluid and checking the concentration of the anticorrosive agent.
M010.000.002-03-0001
010.000.002-03
Tools/equipment required
Equipment for checking the
fresh water quality
The following equipment can be used:
Equipment for testing the

concentration of additives
When using chemical additives:
The MAN Diesel & Turbo water testing kit, or similar testing kit, with all
necessary instruments and chemicals that determine the water hardness,
pH value and chloride content (obtainable from MAN Diesel & Turbo or
Mar-Tec Marine, Hamburg)
Testing equipment in accordance with the supplier's recommendations.
Testing kits from the supplier also include equipment that can be used to
determine the fresh water quality.
Testing the typical values of water

Short specification
Typical value/property
Water for filling

and refilling (without additive)
Circulating water
(with additive)
Water type
Fresh water, free of foreign matter
Treated cooling water
Total hardness
10dGH 1)
10dGH 1)
pH value
6.5 - 8 at 20 C
7.5 at 20 C
Chloride ion content
50 mg/l
50 mg/l 2)
Table 1: Quality specifications for cooling water (abbreviated version)

dGH
1dGh
1mg/l
= 10 mg/l CaO
= 17.9 mg/l CaCO3
= 0.179 mmol/L
= 1 ppm
Cooling water
2013-04-11 - de
2)
German hardness
M010.000.002-03-0001 EN
General
1)
1 (2)
M010.000.002-03-0001
010.000.002-03
Testing the concentration of rust inhibitors

Brief specification
Anticorrosive agent
Concentration
Chemical additives
in accordance with quality specification in Volume 010.005 Engine operating manual

010.000.023-14
Anti-freeze agents
in accordance with quality specification in Volume 010.005 Engine operating manual

010.000.023-14
Table 2: Concentration of the cooling water additive
Testing the concentration of

chemical additives
The concentration should be tested every week, and/or according to the

maintenance schedule, using the testing instruments, reagents and instructions of the relevant supplier.
The concentration must be checked in accordance with the manufacturer's

instructions or the test can be outsourced to a suitable laboratory. If in
doubt, consult MAN Diesel & Turbo.
Testing
We can analyse fuel for customers at our laboratory (PrimeServ Lab).
2013-04-11 - de
Testing the concentration of

anti-freeze agents
General
Cooling water
Chemical slushing oils can only provide effective protection if the right concentration is precisely maintained. This is why the concentrations recommended by MAN Diesel & Turbo (quality specifications in Volume 010.005 Engine
operating manual 010.000.023-14) must be complied with in all cases.
These recommended concentrations may be other than those specified by
the manufacturer.
2 (2)
M010.000.002-03-0001 EN

Preliminary remarks
As is also the case with the fuel and lubricating oil, the engine cooling water
must be carefully selected, handled and checked. If this is not the case, corrosion, erosion and cavitation may occur at the walls of the cooling system in
contact with water and deposits may form. Deposits obstruct the transfer of
heat and can cause thermal overloading of the cooled parts. The system
must be treated with an anticorrosive agent before bringing it into operation
for the first time. The concentrations prescribed by the engine manufacturer
must always be observed during subsequent operation. The above especially
applies if a chemical additive is added.
D010.000.023-13-0001
010.000.023-13
Requirements
Limit values
The properties of untreated cooling water must correspond to the following

limit values:
Properties/Characteristic
Water type
Properties
Unit
Distillate or fresh water, free of foreign matter.
max. 10
dH*
6.5 - 8
max. 50
mg/l**
Total hardness
pH value
Chloride ion content
Table 1: Cooling water - properties to be observed

*) 1dH (German hard- 10 mg CaO in 1 litre of water
ness)
0.357 mval/l
17.9 mg CaCO3/l
0.179 mmol/l
**) 1 mg/l 1 ppm
2013-06-20 - de
Additional information
Distillate
If distilled water (from a fresh water generator, for example) or fully desalinated water (from ion exchange or reverse osmosis) is available, this should
ideally be used as the engine cooling water. These waters are free of lime
and salts which means that deposits that could interfere with the transfer of
heat to the cooling water, and therefore also reduce the cooling effect, cannot form. However, these waters are more corrosive than normal hard water
as the thin film of lime scale that would otherwise provide temporary corrosion protection does not form on the walls. This is why distilled water must
be handled particularly carefully and the concentration of the additive must
be regularly checked.
Hardness
The total hardness of the water is the combined effect of the temporary and
permanent hardness. The proportion of calcium and magnesium salts is of
overriding importance. The temporary hardness is determined by the carbonate content of the calcium and magnesium salts. The permanent hardness
D010.000.023-13-0001 EN
General
The MAN Diesel water testing equipment incorporates devices that determine the water properties directly related to the above. The manufacturers of
anticorrosive agents also supply user-friendly testing equipment. Notes for
cooling water check see in 010.005 Engine Work Instructions
010.000.002-03.
Testing equipment
1 (7)
010.000.023-13
D010.000.023-13-0001
is determined by the amount of remaining calcium and magnesium salts (sulphates). The temporary (carbonate) hardness is the critical factor that determines the extent of limescale deposit in the cooling system.
Water with a total hardness of > 10dGH must be mixed with distilled water
or softened. Subsequent hardening of extremely soft water is only necessary
to prevent foaming if emulsifiable slushing oils are used.
Damage to the cooling water system

Corrosion
Corrosion is an electrochemical process that can widely be avoided by

selecting the correct water quality and by carefully handling the water in the
engine cooling system.
Flow cavitation
Flow cavitation can occur in areas in which high flow velocities and high turbulence is present. If the steam pressure is reached, steam bubbles form
and subsequently collapse in high pressure zones which causes the destruction of materials in constricted areas.
Erosion
Erosion is a mechanical process accompanied by material abrasion and the

destruction of protective films by solids that have been drawn in, particularly
in areas with high flow velocities or strong turbulence.
Stress corrosion cracking
Stress corrosion cracking is a failure mechanism that occurs as a result of

simultaneous dynamic and corrosive stress. This may lead to cracking and
rapid crack propagation in water-cooled, mechanically-loaded components if
the cooling water has not been treated correctly.
Processing of engine cooling water

Formation of a protective
film
The purpose of treating the engine cooling water using anticorrosive agents
is to produce a continuous protective film on the walls of cooling surfaces
and therefore prevent the damage referred to above. In order for an anticorrosive agent to be 100 % effective, it is extremely important that untreated
water satisfies the requirements in the section "Requirements".
Emulsifiable slushing oils are used less and less frequently as their use has
been considerably restricted by environmental protection regulations, and
because they are rarely available from suppliers for this and other reasons.
Treatment prior to initial

commissioning of engine
Treatment with an anticorrosive agent should be carried out before the

engine is brought into operation for the first time to prevent irreparable initial
damage.
Treatment of the cooling water
2 (7)
2013-06-20 - de
The engine must not be brought into operation without treating the
cooling water first.
General
Protective films can be formed by treating the cooling water with an anticorrosive chemical or an emulsifiable slushing oil.
Additives for cooling water

Only the additives approved by MAN Diesel & Turbo and listed in the tables
under the section entitled Approved cooling water additives may be used.
D010.000.023-13-0001 EN
Required approval
A cooling water additive may only be permitted for use if tested and
approved as per the latest directives of the ICE Research Association (FVV)
"Suitability test of internal combustion engine cooling fluid additives. The test
report must be obtainable on request. The relevant tests can be carried out
on request in Germany at the staatliche Materialprfanstalt (Federal Institute
for Materials Research and Testing), Abteilung Oberflchentechnik (Surface
Technology Division), Grafenstrae 2 in D-64283 Darmstadt.
Once the cooling water additive has been tested by the FVV, the engine
must be tested in the second step before the final approval is granted.
In closed circuits only
Additives may only be used in closed circuits where no significant consumption occurs, apart from leaks or evaporation losses. Observe the applicable
environmental protection regulations when disposing of cooling water containing additives. For more information, consult the additive supplier.
D010.000.023-13-0001
010.000.023-13
Chemical additives
Sodium nitrite and sodium borate based additives etc. have a proven track
record. Galvanised iron pipes or zinc sacrificial anodes must not be used in
cooling systems. This corrosion protection is not required due to the prescribed cooling water treatment and electrochemical potential reversal that may
occur due to the cooling water temperatures which are usual in engines
nowadays. If necessary, the pipes must be deplated.
Slushing oil
This additive is an emulsifiable mineral oil with added slushing ingredients. A
thin film of oil forms on the walls of the cooling system. This prevents corrosion without interfering with heat transfer, and also prevents limescale deposits on the walls of the cooling system.
The significance of emulsifiable corrosion-slushing oils is fading. Oil-based
emulsions are rarely used nowadays for environmental protection reasons
and also because stability problems are known to occur in emulsions.
2013-06-20 - de
Sufficient corrosion protection can be provided by adding the products listed

in the table entitled Anti-freeze solutions with slushing properties (Military
specification: Sy-7025) while observing the prescribed minimum concentration. This concentration prevents freezing at temperatures down to -22 C
and provides sufficient corrosion protection. However, the quantity of antifreeze solution actually required always depends on the lowest temperatures
that are to be expected at the place of use.
Anti-freezes are generally based on ethylene glycol. A suitable chemical anticorrosive agent must be added if the concentration of the anti-freeze solution
prescribed by the user for a specific application does not provide an appropriate level of corrosion protection, or if the concentration of anti-freeze solution used is lower due to less stringent frost protection requirements and
does not provide an appropriate level of corrosion protection. Considering
that anti-freeze agents listed in the table Anti-freeze solutions with slushing
D010.000.023-13-0001 EN
General
If temperatures below the freezing point of water in the engine cannot be

excluded, an anti-freeze solution that also prevents corrosion must be added
to the cooling system or corresponding parts. Otherwise, the entire system
must be heated.
Anti-freeze agents
3 (7)
010.000.023-13
D010.000.023-13-0001
properties also contain corrosion inhibitors and their compatibility with other
anticorrosive agents is generally not given, only pure glycol may be used as
anti-freeze agent in such cases.
Simultaneous use of anticorrosive agent from the table Chemical additives
nitrite free together with glycol is not permitted, because monitoring the anticorrosive agent concentration in this mixture is not more possible.
Anti-freeze solutions may only be mixed with one another with the consent of
the manufacturer, even if these solutions have the same composition.
Before an anti-freeze solution is used, the cooling system must be thoroughly
cleaned.
If the cooling water contains an emulsifiable slushing oil, anti-freeze solution
must not be added as otherwise the emulsion would break up and oil sludge
would form in the cooling system.
Biocides
If you cannot avoid using a biocide because the cooling water has been contaminated by bacteria, observe the following steps:
You must ensure that the biocide to be used is suitable for the specific
application.
The biocide must be compatible with the sealing materials used in the
cooling water system and must not react with these.
The biocide and its decomposition products must not contain corrosionpromoting components. Biocides whose decomposition products contain chloride or sulphate ions are not permitted.
Biocides that cause foaming of cooling water are not permitted.
Prerequisite for effective use of an anticorrosive agent

As contamination significantly reduces the effectiveness of the additive, the
tanks, pipes, coolers and other parts outside the engine must be free of rust
and other deposits before the engine is started up for the first time and after
repairs of the pipe system. The entire system must therefore be cleaned with
the engine switched off using a suitable cleaning agent (see 010.005 Engine
Work Instructions 010.000.001-01.010.000.002-04).
The cleaning agents must not corrode the seals and materials of the cooling
system. In most cases, the supplier of the cooling water additive will be able
to carry out this work and, if this is not possible, will at least be able to provide suitable products to do this. If this work is carried out by the engine
operator, he should use the services of a specialist supplier of cleaning
agents. The cooling system must be flushed thoroughly after cleaning. Once
this has been done, the engine cooling water must be immediately treated
with anticorrosive agent. Once the engine has been brought back into operation, the cleaned system must be checked for leaks.
4 (7)
D010.000.023-13-0001 EN
2013-06-20 - de
Loose solid matter in particular must be removed by flushing the system

thoroughly as otherwise erosion may occur in locations where the flow velocity is high.
General
Clean cooling system
Regular checks of the cooling water condition and cooling water

system
Treated cooling water may become contaminated when the engine is in
operation, which causes the additive to loose some of its effectiveness. It is
therefore advisable to regularly check the cooling system and the cooling
water condition. To determine leakages in the lube oil system, it is advisable
to carry out regular checks of water in the compensating tank. Indications of
oil content in water are, e.g. discoloration or a visible oil film on the surface of
the water sample.
The additive concentration must be checked at least once a week using the
test kits specified by the manufacturer. The results must be documented.
D010.000.023-13-0001
010.000.023-13
Concentrations of chemical additives

The chemical additive concentrations shall not be less than the
minimum concentrations indicated in the table Nitrite-containing
chemical additives.
Excessively low concentrations can promote corrosion and must be avoided.
If the concentration is slightly above the recommended concentration this will
not result in damage. Concentrations that are more than twice the recommended concentration should be avoided.
Every 2 to 6 months send a cooling water sample to an independent laboratory or to the engine manufacturer for integrated analysis.
Emulsifiable anticorrosive agents must generally be replaced after abt. 12
months according to the supplier's instructions. When carrying this out, the
entire cooling system must be flushed and, if necessary, cleaned. Once filled
into the system, fresh water must be treated immediately.
If chemical additives or anti-freeze solutions are used, cooling water should
be replaced after 3 years at the latest.
2013-06-20 - de
Water losses must be compensated for by filling with untreated water that
meets the quality requirements specified in the section Requirements. The
concentration of the anticorrosive agent must subsequently be checked and
adjusted if necessary.
Subsequent checks of cooling water are especially required if the cooling
water had to be drained off in order to carry out repairs or maintenance.
D010.000.023-13-0001 EN
General
Deposits in the cooling system may be caused by fluids that enter the cooling water, or the break up of emulsion, corrosion in the system and limescale
deposits if the water is very hard. If the concentration of chloride ions has
increased, this generally indicates that seawater has entered the system. The
maximum specified concentration of 50 mg chloride ions per kg must not be
exceeded as otherwise the risk of corrosion is too high. If exhaust gas enters
the cooling water, this may lead to a sudden drop in the pH value or to an
increase in the sulphate content.
If there is a high concentration of solids (rust) in the system, the water must
be completely replaced and entire system carefully cleaned.
5 (7)
D010.000.023-13-0001
010.000.023-13
Protective measures
Anticorrosive agents contain chemical compounds that can pose a risk to
health or the environment if incorrectly used. Comply with the directions in
the manufacturer's material safety data sheets.
Avoid prolonged direct contact with the skin. Wash hands thoroughly after
use. If larger quantities spray and/or soak into clothing, remove and wash
clothing before wearing it again.
If chemicals come into contact with your eyes, rinse them immediately with
plenty of water and seek medical advice.
Anticorrosive agents are generally harmful to the water cycle. Observe the
relevant statutory requirements for disposal.
Auxiliary engines
If the same cooling water system used in a MAN Diesel & Turbo two-stroke
main engine is used in a marine engine of type 16/24, 21/ 31, 23/30H, 27/38
or 28/32H, the cooling water recommendations for the main engine must be
observed.
Analysis
We analyse cooling water for our customers in our chemical laboratory. A 0.5
l sample is required for the test.
Permissible cooling water additives

Nitrite-containing chemical additives
6 (7)
Initial dosing for

1,000 litres
Minimum concentration ppm

Product
Nitrite
(NO2)
Na-Nitrite
(NaNO2)
15 l
40 l
15,000
40,000
700
1,330
1,050
2,000
21.5 l
4.8 kg
21,500
4,800
2,400
2,400
3,600
3,600
Liquidewt
Maxigard
Wilhelmsen (Unitor)
Rocor NB Liquid
Dieselguard
Nalfleet Marine
Nalfleet EWT Liq

(9-108)
Nalfleet EWT 9-111
Nalcool 2000
3l
3,000
1,000
1,500
10 l
30 l
10,000
30,000
1,000
1,000
1,500
1,500
Nalcool 2000
30 l
30,000
1,000
1,500
TRAC 102
30 l
30,000
1,000
1,500
TRAC 118
3l
3,000
1,000
1,500
Maritech AB
Marisol CW
12 l
12,000
2,000
3,000
Uniservice, Italy
N.C.L.T.
Colorcooling
12 l
24 l
12,000
24,000
2,000
2,000
3,000
3,000
Marichem Marigases
D.C.W.T. Non-Chromate
48 l
48,000
2,400
D010.000.023-13-0001 EN
2013-06-20 - de
Product designation
Drew Marine
Nalco
General
Manufacturer
Manufacturer
Product designation
Initial dosing for

1,000 litres
Minimum concentration ppm

Product
Nitrite
(NO2)
Na-Nitrite
(NaNO2)
Marine Care
Caretreat 2
16 l
16,000
4,000
6,000
Vecom
Cool Treat NCLT
16 l
16,000
4,000
6,000
Table 2: Nitrite-containing chemical additives
Nitrite-free additives (chemical additives)

Manufacturer
Product designation
Initial dosing
for 1,000 litres
Minimum concentration
Arteco
Havoline XLI
75 l
7.5 %
Total
WT Supra
75 l
7.5 %
Q8 Oils
Q8 Corrosion Inhibitor
Long-Life
75 l
7.5 %
D010.000.023-13-0001
010.000.023-13
Table 3: Chemical additives - nitrite free
Emulsifiable slushing oils

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

BASF
Glysantin G 48
Glysantin 9313
Glysantin G 05
Castrol
Radicool NF, SF
Shell
Glycoshell
Mobil
Frostschutz 500
Arteco
Havoline XLC
Total
Glacelf Auto Supra

Total Organifreeze
2013-06-20 - de
Table 5: Anti-freeze solutions with slushing properties
D010.000.023-13-0001 EN
Minimum concentration
35%
General
Product designation
Manufacturer
7 (7)

Prerequisites
MAN four-stroke diesel engines can be operated with any heavy fuel oil
obtained from crude oil that also satisfies the requirements in Table "The fuel
specification and corresponding characteristics for heavy fuel oil", providing
the engine and fuel processing system have been designed accordingly. To
ensure that the relationship between the fuel, spare parts and repair / maintenance costs remains favorable at all times, the following points should be
observed.
6680 3.3.3-01
3.3.3
MAN Diesel & Turbo
Heavy fuel oil (HFO)

Origin/Refinery process
The quality of the heavy fuel oil largely depends on the quality of crude oil
and on the refining process used. This is why the properties of heavy fuel oils
with the same viscosity may vary considerably depending on the bunker
positions. Heavy fuel oil is normally a mixture of residual oil and distillates.
The components of the mixture are normally obtained from modern refinery
processes, such as Catcracker or Visbreaker. These processes can
adversely affect the stability of the fuel as well as its ignition and combustion
properties. The processing of the heavy fuel oil and the operating result of
the engine also depend heavily on these factors.
Bunker positions with standardised heavy fuel oil qualities should preferably
be used. If oils need to be purchased from independent dealers, also ensure
that these also comply with the international specifications. The engine operator is responsible for ensuring that suitable heavy fuel oils are chosen.
Different international specifications exist for heavy fuel oils. The most important specifications are ISO 8217-2010 and CIMAC-2003, which are more or
less identical. The ISO 8217 specification is shown in Figure ISO 8217-2010
specification for heavy fuel oil. All qualities in these specifications up to K700
can be used, providing the fuel preparation system has been designed
accordingly. To use any fuels, which do not comply with these specifications
(e.g. crude oil), consultation with Technical Service of MAN Diesel & Turbo in
Augsburg is required. Heavy fuel oils with a maximum density of 1,010 kg/m3
may only be used if up-to-date separators are installed.
2013-02-13 - de
Important
Even though the fuel properties specified in the table entitled "The fuel specification and corresponding properties for heavy fuel oil" satisfy the above
requirements, they probably do not adequately define the ignition and combustion properties and the stability of the fuel. This means that the operating
behaviour of the engine can depend on properties that are not defined in the
specification. This particularly applies to the oil property that causes formation of deposits in the combustion chamber, injection system, gas ducts and
exhaust gas system. A number of fuels have a tendency towards incompatibility with lubricating oil which leads to deposits being formed in the fuel
delivery pump that can block the pumps. It may therefore be necessary to
exclude specific fuels that could cause problems.
6680 3.3.3-01 EN
General
Fuels intended for use in an engine must satisfy the specifications to ensure
sufficient quality. The limit values for heavy fuel oils are specified in Table
The fuel specification and corresponding characteristics for heavy fuel oil.
The entries in the last column of this table provide important background
information and must therefore be observed.
Specifications
1 (12)
3.3.3
MAN Diesel & Turbo
6680 3.3.3-01
Blends
The addition of engine oils (old lubricating oil, ULO used lubricating oil) and
additives that are not manufactured from mineral oils, (coal-tar oil, for example), and residual products of chemical or other processes such as solvents
(polymers or chemical waste) is not permitted. Some of the reasons for this
are as follows: abrasive and corrosive effects, unfavourable combustion
characteristics, poor compatibility with mineral oils and, last but not least,
adverse effects on the environment. The order for the fuel must expressly
state what is not permitted as the fuel specifications that generally apply do
not include this limitation.
If engine oils (old lubricating oil, ULO used lubricating oil) are added to fuel,
this poses a particular danger as the additives in the lubricating oil act as
emulsifiers that cause dirt, water and catfines to be transported as fine suspension. They therefore prevent the necessary cleaning of the fuel. In our
experience (and this has also been the experience of other manufacturers),
this can severely damage the engine and turbocharger components.
The addition of chemical waste products (solvents, for example) to the fuel is
prohibited for environmental protection reasons according to the resolution
of the IMO Marine Environment Protection Committee passed on 1st January
1992.
Viscosity (at 50 )
Leak oil collectors that act as receptacles for leak oil, and also return and
overflow pipes in the lube oil system, must not be connected to the fuel tank.
Leak oil lines should be emptied into sludge tanks.
max.
700
Viscosity/injection viscosity
max.
55
g/ml
max.
1.010
min.
60
Flash point
(ASTM D 93)
Pour point (summer)
max.
30
Low-temperature behaviour
(ASTM D 97)
Pour point (winter)
max.
30
(ASTM D 97)
max.
20
Combustion properties
5 or
legal requirements
Sulphuric acid corrosion
0.15
Heavy fuel oil processing
mm2/s (cSt)
Viscosity (at 100 )

Density (at 15 C)
Flash point
Coke residue (Conradson)
Weight %
Ash content
Vanadium content
mg/kg
450
Water content
Vol. %
0.5
Weight %
0.1
Sediment (potential)
Aluminium and silicium
content (total)
Acid number
Hydrogen sulphide
mg/kg
max.
2 (12)
60
mg KOH/g
2.5
mg/kg
General
Sulphur content
6680 3.3.3-01 EN
2013-02-13 - de
Leak oil collector
Used lubricating oil

(ULO)
mg/kg
The fuel must be free of lubricating oil (ULO = used lubricating oil, old oil). Fuel is considered as contaminated with
lubricating oil when the following concentrations occur:
Ca > 30 ppm and Zn > 15
ppm or Ca > 30 ppm and P >
15 ppm.
Asphaltene content
Sodium content
Weight %
2/3 of coke residue

(according to Conradson)
mg/kg
Sodium < 1/3 Vanadium,

Sodium < 100
6680 3.3.3-01
3.3.3
MAN Diesel & Turbo
The fuel must be free of admixtures that cannot be obtained from mineral oils, such as vegetable or coal-tar oils. It
must also be
free of tar oil and lubricating oil (old oil), and also chemical waste products such as solvents or polymers.
6680 3.3.3-01 EN
General
2013-02-13 - de
Table 1: The fuel specification and corresponding characteristics for heavy fuel oil
3 (12)
3.3.3
2013-02-13 - de
General
6680 3.3.3-01
MAN Diesel & Turbo
4 (12)
Figure 1: ISO 8217-2010 specification for heavy fuel oil
6680 3.3.3-01 EN
3.3.3
6680 3.3.3-01 EN
General
Figure 2: ISO 8217-2010 specification for heavy fuel oil (continued)
2013-02-13 - de
6680 3.3.3-01
MAN Diesel & Turbo
5 (12)
6680 3.3.3-01
3.3.3
MAN Diesel & Turbo
The purpose of the following information is to show the relationship between
the quality of heavy fuel oil, heavy fuel oil processing, the engine operation
and operating results more clearly.
Selection of heavy fuel oil
Economic operation with heavy fuel oil within the limit values specified in the
table entitled "The fuel specification and corresponding properties for heavy
fuel oil" is possible under normal operating conditions, provided the system is
working properly and regular maintenance is carried out. If these requirements are not satisfied, shorter maintenance intervals, higher wear and a
greater need for spare parts is to be expected. The required maintenance
intervals and operating results determine, which quality of heavy fuel oil
should be used.
It is an established fact that the price advantage decreases as viscosity
increases. It is therefore not always economical to use the fuel with the highest viscosity as in many cases the quality of this fuel will not be the best.
Heavy fuel oils with a high viscosity may be of an inferior quality. The maximum permissible viscosity depends on the preheating system installed and
the capacity (flow rate) of the separator.
The prescribed injection viscosity of 12 14 mm2/s (for GenSets, 23/30H
and 28/32H: 12 - 18 cSt) and corresponding fuel temperature upstream of
the engine must be observed. This is the only way to ensure efficient atomisation and mixture formation and therefore low-residue combustion. This
also prevents mechanical overloading of the injection system. For the prescribed injection viscosity and/or the required fuel oil temperature upstream of
the engine, refer to the viscosity temperature diagram.
Whether or not problems occur with the engine in operation depends on how
carefully the heavy fuel oil has been processed. Particular care should be
taken to ensure that highly-abrasive inorganic foreign matter (catalyst particles, rust, sand) are effectively removed. It has been shown in practice that
wear as a result of abrasion in the engine increases considerably if the aluminum and silicium content is higher than 15 mg/kg.
General
6 (12)
Settling tank
Heavy fuel oil is precleaned in the settling tank. The longer the fuel remains in
the tank and the lower the viscosity of heavy fuel oil is, the more effective the
precleaning process will be (maximum preheating temperature of 75 C to
prevent the formation of asphalt in heavy fuel oil). A settling tank is sufficient
for heavy fuel oils with a viscosity of less than 380 mm2/s at 50 C. If the
heavy fuel oil has a high concentration of foreign matter, or if fuels in accordance with ISO-F-RM, G/H/K380 or H/K700 are to be used, two settling tanks
will be required one of which must be sized for 24-hour operation. Before the
content is moved to the service tank, water and sludge must be drained from
the settling tank.
Separators
A separator is particularly suitable for separating material with a higher specific density water, foreign matter and sludge, for example. The separators
must be self-cleaning (i.e. the cleaning intervals must be triggered automatically).
Only new generation separators should be used. They are extremely effective
throughout a wide density range with no changeover required, and can separate water from heavy fuel oils with a density of up to 1.01 g/ml at 15 C.
6680 3.3.3-01 EN
2013-02-13 - de
Viscosity and density influence the cleaning effect. This must be taken into
account when designing and making adjustments to the cleaning system.
Table "Achievable proportion of foreign matter and water (following separation)" shows the prerequisites that must be met by the separator. These limit
values are used by manufacturers as the basis for dimensioning the separator and ensure compliance.
The manufacturer's specifications must be complied with to maximize the
cleaning effect.
6680 3.3.3-01
3.3.3
MAN Diesel & Turbo
Application in ships and stationary use: parallel installation

1 Separator for 100 % flow rate
1 Separator (reserve) for 100 % flow
rate
Figure 3: Location of heavy fuel oil cleaning equipment and/or separator
The separators must be arranged according to the manufacturers' current

recommendations (Alpha Laval and Westfalia). The density and viscosity of
the heavy fuel oil in particular must be taken into account. If separators by
other manufacturers are used, MAN Diesel & Turbo should be consulted.
Definition
Particle size
Inorganic foreign matter

including catalyst particles
Quantity
< 5 m
< 20 mg/kg
Al+Si content
--
< 15 mg/kg
Water content
--
< 0.2 % by vol. %
2013-02-13 - de
Table 2: Achievable proportion of foreign matter and water (after separation)
Water
It is particularly important to ensure that the water separation process is as

thorough as possible as the water takes the form of large droplets, and not a
finely distributed emulsion. In this form, water also promotes corrosion and
sludge formation in the fuel system and therefore impairs the supply, atomisation and combustion of the heavy fuel oil. If the water absorbed in the fuel
is seawater, harmful sodium chloride and other salts dissolved in this water
will enter the engine.
6680 3.3.3-01 EN
General
Results obtained during operation in practie show that the wear occurs as a
result of abrasion in the injection system and the engine will remain within
acceptable limits if these values are complied with. In addition, an optimum
lubricating oil treatment process must be ensured.
If processing is carried out in accordance with the MAN Diesel & Turbo specifications and the correct separators are chosen, it may be assumed that the
results stated in the table entitled "Achievable proportion of foreign matter
and water" for inorganic foreign matter and water in the heavy fuel oil will be
achieved at the engine inlet.
7 (12)
3.3.3
MAN Diesel & Turbo
6680 3.3.3-01
Water-containing sludge must be removed from the settling tank before the
separation process starts, and must also be removed from the service tank
at regular intervals. The tank's ventilation system must be designed in such a
way that condensate cannot flow back into the tank.
Vanadium/Sodium
If the vanadium/sodium ratio is unfavorable, the melting point of the heavy

fuel oil ash may fall in the operating area of the exhaust-gas valve which can
lead to high-temperature corrosion. Most of the water and water-soluble
sodium compounds it contains can be removed by pretreating the heavy fuel
oil in the settling tank and in the separators.
The risk of high-temperature corrosion is low if the sodium content is one
third of the vanadium content or less. It must also be ensured that sodium
does not enter the engine in the form of seawater in the intake air.
If the sodium content is higher than 100 mg/kg, this is likely to result in a
higher quantity of salt deposits in the combustion chamber and exhaust-gas
system. This will impair the function of the engine (including the suction function of the turbocharger).
General
8 (12)
Ash
Fuel ash consists for the greater part of vanadium oxide and nickel sulphate
(see above chapter for more information). Heavy fuel oils containing a high
proportion of ash in the form of foreign matter, e.g. sand, corrosion compounds and catalyst particles, accelerate the mechanical wear in the engine.
Catalyst particles produced as a result of the catalytic cracking process may
be present in the heavy fuel oils. In most cases, these are aluminium silicate
particles that cause a high degree of wear in the injection system and the
engine. The aluminium content determined, multiplied by a factor of between
5 and 8 (depending on the catalytic bond), is roughly the same as the proportion of catalyst remnants in the heavy fuel oil.
Homogeniser
If a homogeniser is used, it must never be installed between the settling tank

and separator as otherwise it will not be possible to ensure satisfactory separation of harmful contaminants, particularly seawater.
Flash point (ASTM D 93)
National and international transportation and storage regulations governing

the use of fuels must be complied with in relation to the flash point. In general, a flash point of above 60 C is prescribed for diesel engine fuels.
(ASTM D 97)
The pour point is the temperature at which the fuel is no longer flowable
(pumpable). As the pour point of many low-viscosity heavy fuel oils is higher
than 0 C, the bunker facility must be preheated, unless fuel in accordance
with RMA or RMB is used. The entire bunker facility must be designed in
such a way that the heavy fuel oil can be preheated to around 10 C above
the pour point.
Pump characteristics
If the viscosity of the fuel is higher than 1,000 mm2/s (cST), or the temperature is not at least 10 C above the pour point, pump problems will occur.
For more information, also refer to "Low-temperature behaviour (ASTM D
97)".
If the proportion of asphalt is more than two thirds of the coke residue (Conradson), combustion may be delayed which in turn may increase the formation of combustion residues, leading to such as deposits on and in the injection nozzles, large amounts of smoke, low output, increased fuel consumption and a rapid rise in ignition pressure as well as combustion close to the
cylinder wall (thermal overloading of lubricating oil film). If the ratio of asphalt
to coke residues reaches the limit 0.66, and if the asphalt content exceeds
8%, the risk of deposits forming in the combustion chamber and injection
6680 3.3.3-01 EN
2013-02-13 - de
Under certain conditions, high-temperature corrosion can be prevented by

using a fuel additive that increases the melting point of the heavy fuel oil ash
(also see "Additives for heavy fuel oils").
system is higher. These problems can also occur when using unstable heavy
fuel oils, or if incompatible heavy fuel oils are mixed. This would lead to an
increased deposition of asphalt (see "Compatibility").
Ignition quality
Nowadays, to achieve the prescribed reference viscosity, cracking-process

products are used as the low viscosity ingredients of heavy fuel oils although
the ignition characteristics of these oils may also be poor. The cetane number of these compounds should be > 35. If the proportion of aromatic hydrocarbons is high (more than 35 %), this also adversely affects the ignition
quality.
6680 3.3.3-01
3.3.3
MAN Diesel & Turbo
The ignition delay in heavy fuel oils with poor ignition characteristics is longer;
the combustion is also delayed which can lead to thermal overloading of the
oil film at the cylinder liner and also high cylinder pressures. The ignition delay
and accompanying increase in pressure in the cylinder are also influenced by
the end temperature and compression pressure, i.e. by the compression
ratio, the charge-air pressure and charge-air temperature.
The disadvantages of using fuels with poor ignition characteristics can be
limited by preheating the charge air in partial load operation and reducing the
output for a limited period. However, a more effective solution is a high compression ratio and operational adjustment of the injection system to the ignition characteristics of the fuel used, as is the case with MAN Diesel & Turbo
piston engines.
2013-02-13 - de
As the liquid components of the heavy fuel oil decisively influence the ignition
quality, flow properties and combustion quality, the bunker operator is
responsible for ensuring that the quality of heavy fuel oil delivered is suitable
for the diesel engine. (Also see illustration entitled "Nomogram for determining the CCAI assigning the CCAI ranges to engine types").
6680 3.3.3-01 EN
General
A testing instrument has been developed based on the constant volume

combustion method (fuel combustion analyser FCA) and is currently being
tested by a series of testing laboratories.
The instrument measures the ignition delay to determine the ignition quality
of a fuel and this measurement is converted into a an instrument-specific
cetane number (FIA-CN or EC). It has been established that in some cases,
heavy fuel oils with a low FIA cetane number or ECN number can cause
operating problems.
The ignition quality is one of the most important properties of the fuel. This
value does not appear in the international specifications because a standardised testing method has only recently become available and not enough
experience has been gathered at this point in order to determine limit values.
The parameters, such as the calculated carbon aromaticity index (CCAI), are
therefore aids that are derived from quantifiable fuel properties. We have
established that this method is suitable for determining the approximate ignition quality of the heavy fuel oil used.
9 (12)
3.3.3
6680 3.3.3-01
MAN Diesel & Turbo
V Viscosity in mm2/s (cSt) at 50 C

D Density [in kg/m3] at 15 C
1 Engine type
Figure 4: Nomogram for determining the CCAI assigning the CCAI ranges to engine
types
The CCAI can be calculated using the following formula:
Sulphuric acid corrosion
10 (12)
The engine should be operated at the cooling water temperatures prescribed

in the operating handbook for the relevant load. If the temperature of the
components that are exposed to acidic combustion products is below the
acid dew point, acid corrosion can no longer be effectively prevented, even if
alkaline lubricating oil is used.
The BN values specified in Section 3.3.6 are sufficient, providing the quality
of lubricating oil and the engine's cooling system satisfy the requirements.
6680 3.3.3-01 EN
2013-02-13 - de
CCAI = D - 141 log log (V+0.85) - 81
General
CCAI Calculated Carbon Aromaticity

Index
A Normal operating conditions

B The ignition characteristics can
be poor and require adapting the
engine or the operating conditions.
C Problems identified may lead to
engine damage, even after a
short period of operation.
2 The CCAI is obtained from the
straight line through the density
and viscosity of the heavy fuel
oils.
Compatibility
The supplier must guarantee that the heavy fuel oil is homogeneous and
remains stable, even after the standard storage period. If different bunker oils
are mixed, this can lead to separation and the associated sludge formation in
the fuel system during which large quantities of sludge accumulate in the
separator that block filters, prevent atomisation and a large amount of residue as a result of combustion.
This is due to incompatibility or instability of the oils. Therefore heavy fuel oil
as much as possible should be removed in the storage tank before bunkering again to prevent incompatibility.
Blending the heavy fuel oil
If heavy fuel oil for the main engine is blended with gas oil (MGO) to obtain
the required quality or viscosity of heavy fuel oil, it is extremely important that
the components are compatible (see "Compatibility").
Additives to heavy fuel oils
MAN Diesel & Turbo engines can be operated economically without additives. It is up to the customer to decide whether or not the use of additives is
beneficial. The supplier of the additive must guarantee that the engine operation will not be impaired by using the product.
6680 3.3.3-01
3.3.3
MAN Diesel & Turbo
The use of heavy fuel oil additives during the warranty period must be avoided as a basic principle.
Additives that are currently used for diesel engines, as well as their probable
effects on the engine's operation, are summarised in the table below Additives for heavy fuel oils classification/effects.
Dispersing agents/stabilisers
Emulsion breakers
Biocides
Combustion additives
Combustion catalysts
(fuel savings, emissions)
Post-combustion additives
Ash modifiers (hot corrosion)
Soot removers (exhaustgas system)
Precombustion additives
From the point of view of an engine manufacturer, a lower limit for the sulphur content of heavy fuel oils does not exist. We have not identified any
problems with the low-sulphur heavy fuel oils currently available on the market that can be traced back to their sulphur content. This situation may
change in future if new methods are used for the production of low-sulphur
heavy fuel oil (desulphurisation, new blending components). MAN Diesel &
Turbo will monitor developments and inform its customers if required.
2013-02-13 - de
If the engine is not always operated with low-sulphur heavy fuel oil, corresponding lubricating oil for the fuel with the highest sulphur content must be
selected.
Improper handling of operating fluids

If operating fluids are improperly handled, this can pose a danger to
health, safety and the environment. The relevant safety information by
the supplier of operating fluids must be observed.
6680 3.3.3-01 EN
General
Heavy fuel oils with low

sulphur content
Table 3: Additives for heavy fuel oils Classification/effects
11 (12)
6680 3.3.3-01
3.3.3
MAN Diesel & Turbo
Tests
Sampling
To check whether the specification provided and/or the necessary delivery

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

Marine diesel oil
Other designations
Origin
Marine diesel oil, marine diesel fuel.

Marine diesel oil (MDO) is supplied as heavy distillate (designation ISO-FDMB) exclusively for marine applications. MDO is manufactured from crude
oil and must be free of organic acids and non-mineral oil products.
Specification
The suitability of fuel depends on the design of the engine and the available
cleaning options, as well as compliance with the properties in the following
table that refer to the as-delivered condition of the fuel.
D010.000.023-04-0001
010.000.023-04
MAN Diesel & Turbo
The properties are essentially defined using the ISO 8217-2010 standard as
the basis. The properties have been specified using the stated test procedures.
Properties
Unit
Testing method
ISO-F specification
Designation
DMB
ISO 3675
< 900
mm2/s cSt
ISO 3104
> 2.0
< 11 *
Pour point (winter quality)
ISO 3016
<0
Pour point (summer quality)
Flash point (Pensky Martens)
ISO 2719
> 60
weight %
ISO CD 10307
0.10
vol. %
ISO 3733
< 0.3
Sulphur content
weight %
ISO 8754
< 2.0
Ash content
weight %
ISO 6245
< 0.01
Coke residue (MCR)
weight %
ISO CD 10370
< 0.30
ISO 4264
> 35
mg/kg
IP 570
<2
mg KOH/g
ASTM D664
< 0.5
Oxidation resistance
g/m3
ISO 12205
< 25
Lubricity
(wear scar diameter)
ISO 12156-1
< 520
Kinematic viscosity at 40 C
Total sediment content

Water content
Cetane index
Hydrogen sulphide
Acid number
<6
Other specifications:
2013-07-03 - de
British Standard BS MA 100-1987
Class M2
ASTM D 975
2D
ASTM D 396
No. 2
Table 1: Marine diesel oil (MDO) characteristic values to be adhered to
* For engines 27/38 with 350 resp. 365 kW/cyl the viscosity must not exceed
6 mm2/s @ 40 C, as this would reduce the lifetime of the injection system.
D010.000.023-04-0001 EN
General
kg/m
Density at 15 C
1 (2)
D010.000.023-04-0001
010.000.023-04
MAN Diesel & Turbo
During transshipment and transfer, MDO is handled in the same manner as
residual oil. This means that it is possible for the oil to be mixed with highviscosity fuel or heavy fuel oil with the remnants of these types of fuels in
the bunker ship, for example that could significantly impair the properties of
the oil.
Lubricity
Normally, the lubricating ability of diesel oil is sufficient to operate the fuel
injection pump. Desulphurisation of diesel fuels can reduce their lubricity. If
the sulphur content is extremely low (< 500 ppm or 0.05%), the lubricity may
no longer be sufficient. Before using diesel fuels with low sulphur content,
you should therefore ensure that their lubricity is sufficient. This is the case if
the lubricity as specified in ISO 12156-1 does not exceed 520 m.
You can ensure that these conditions will be met by using motor vehicle diesel fuel in accordance with EN 590 as this characteristic value is an integral
part of the specification.
The fuel must be free of lubricating oil (ULO used lubricating oil, old oil).
Fuel is considered as contaminated with lubricating oil when the following
concentrations occur:
Ca > 30 ppm and Zn > 15 ppm or Ca > 30 ppm and P > 15 ppm.
The pour point specifies the temperature at which the oil no longer flows. The
lowest temperature of the fuel in the system should be roughly 10 C above
the pour point to ensure that the required pumping characteristics are maintained.
A minimum viscosity must be observed to ensure sufficient lubrication in the
fuel injection pumps. The temperature of the fuel must therefore not exceed
45 C.
Seawater causes the fuel system to corrode and also leads to hot corrosion
of the exhaust valves and turbocharger. Seawater also causes insufficient
atomisation and therefore poor mixture formation accompanied by a high
proportion of combustion residues.
We recommend the installation of a separator upstream of the fuel filter. Separation temperature: 40 50C. Most solid particles (sand, rust and catalyst
particles) and water can be removed, and the cleaning intervals of the filter
elements can be extended considerably.
Analyses
2 (2)
Analysis of fuel samples is very important for safe engine operation. We can
D010.000.023-04-0001 EN
2013-07-03 - de

General
Solid foreign matter increase mechanical wear and formation of ash in the
cylinder space.

Diesel oil
Other designations
Gas oil, marine gas oil (MGO), diesel oil

Gas oil is a crude oil medium distillate and therefore must not contain any
residual materials.
Specification
The suitability of fuel depends on whether it has the properties defined in this
specification (based on its composition in the as-delivered state).
D010.000.023-01-0001
010.000.023-01
MAN Diesel & Turbo
The DIN EN 590 and ISO 8217-2010 (Class DMA or Class DMZ) standards
have been extensively used as the basis when defining these properties. The
properties correspond to the test procedures stated.
Properties
Unit
Test procedure
Typical value
kg/m3
ISO 3675
820.0
890.0
mm2/s (cSt)
ISO 3104
2
6.0
in summer and
in winter
C
C
DIN EN 116
DIN EN 116
0
-12
Flash point in closed cup
ISO 2719
60
weight %
ISO 3735
0.01
Vol. %
ISO 3733
0.05
ISO 8754
1.5
ISO 6245
0.01
ISO CD 10370
0.10
mg/kg
IP 570
<2
mg KOH/g
ASTM D664
< 0.5
g/m
ISO 12205
< 25
ISO 12156-1
< 520
ISO 4264
40
Density at 15 C
Kinematic viscosity 40 C
Water content
Sulphur content
Ash
weight %
Coke residue (MCR)

Hydrogen sulphide
Acid number
Oxidation stability
Lubricity
(wear scar diameter)
Cetane index
Other specifications:
British Standard BS MA 100-1987
M1
ASTM D 975
1D/2D
2013-07-03 - de
Table 1: Diesel fuel (MGO) properties that must be complied with.

* The process for determining the filterability in accordance with DIN EN 116 is similar to the process for determining
the cloud point in accordance with ISO 3015
D010.000.023-01-0001 EN
General
Sediment content (extraction method)
Filterability*
1 (2)
D010.000.023-01-0001
010.000.023-01
MAN Diesel & Turbo
Use of diesel oil
If distillate intended for use as heating oil is used with stationary engines
instead of diesel oil (EL heating oil according to DIN 51603 or Fuel No. 1 or
no. 2 according to ASTM D 396), the ignition behaviour, stability and behaviour at low temperatures must be ensured; in other words the requirements
for the filterability and cetane number must be satisfied.
Viscosity
To ensure sufficient lubrication, a minimum viscosity must be ensured at the

fuel pump. The maximum temperature required to ensure that a viscosity of
more than 1.9 mm2/s is maintained upstream of the fuel pump, depends on
the fuel viscosity. In any case, the fuel temperature upstream of the injection
pump must not exceed 45 C.
Lubricity
Normally, the lubricating ability of diesel oil is sufficient to operate the fuel
injection pump. Desulphurisation of diesel fuels can reduce their lubricity. If
the sulphur content is extremely low (< 500 ppm or 0.05%), the lubricity may
no longer be sufficient. Before using diesel fuels with low sulphur content,
you should therefore ensure that their lubricity is sufficient. This is the case if
the lubricity as specified in ISO 12156-1 does not exceed 520 m.
You can ensure that these conditions will be met by using motor vehicle diesel fuel in accordance with EN 590 as this characteristic value is an integral
part of the specification.

Analyses
2013-07-03 - de
General
2 (2)
D010.000.023-01-0001 EN

Biofuel
Other designations
Origin
Biodiesel, FAME, vegetable oil, rapeseed oil, palm oil, frying fat
Biofuel is derived from oil plants or old cooking oil.
6680 3.3.1-02
3.3.1
MAN Diesel & Turbo
Provision
Transesterified and non-transesterified vegetable oils can be used.
Transesterified biofuels (biodiesel, FAME) must comply with the standard EN
14214.
Non-transesterified biofuels must comply with the specifications listed in
Table "Non-transesterified bio-fuel - Specifications".
These specifications are based on experience to date. As this experience is
limited, these must be regarded as recommended specifications that can be
adapted if necessary. If future experience shows that these specifications are
too strict, or not strict enough, they can be modified accordingly to ensure
safe and reliable operation.
When operating with bio-fuels, lubricating oil that would also be suitable for
operation with diesel oil (see "Specification of lubricating oil (SAE 40) for
operation with gas oil, diesel oil (MGO/MDO) and biofuels") must be used.
Density at 15 C
900 - 930 kg/m
Flash point
DIN EN ISO 3675,

EN ISO 12185
> 60 C
DIN EN 22719
> 35 MJ/kg
(typical: 37 MJ/kg)
DIN 51900-3
Viscosity/50 C
< 40 cSt (corresponds to a viscosity/40 C of < 60 cSt)
DIN EN ISO 3104
Cetane number
> 40
FIA
< 0.4%
DIN EN ISO 10370
< 200 ppm
DIN EN 12662
>5h
ISO 6886
Phosphorous content
< 15 ppm
ASTM D3231
Na and K content
< 15 ppm
DIN 51797-3
Ash content
< 0.01%
DIN EN ISO 6245
Water content
< 0.5%
EN ISO 12537
Iodine number
< 125g/100g
DIN EN 14111
< 5 mg KOH/g
DIN EN ISO 660
< 10 C below the lowest temperature in the fuel system
EN 116
lower calorific value
Coke residue
Sediment content
Oxidation stability (110 C)
TAN (total acid number)

2013-02-07 - de
Test method
3
Filterability
Table 1: Non-transesterified bio-fuel - Specifications
6680 3.3.1-02 EN
General
Unit
Properties/Characteristics
1 (2)
3.3.1
MAN Diesel & Turbo
6680 3.3.1-02

Analyses
2013-02-07 - de
General
2 (2)
6680 3.3.1-02 EN
010.000.023-06
MAN Diesel & Turbo
Figure 1: Viscosity-temperature diagram (VT diagram)
In the diagram, the fuel temperatures are shown on the horizontal axis and
the viscosity is shown on the vertical axis.
The diagonal lines correspond to viscosity-temperature curves of fuels with
different reference viscosities. The vertical viscosity axis in mm2/s (cSt)
applies for 40, 50 or 100 C.
2013-04-11 - de
Determining the viscosity-temperature curve and the required preheating temperature

Example: Heavy fuel oil with
180 mm/s at 50 C
Prescribed injection viscosity

in mm/s
Required temperature of heavy fuel oil

at engine inlet* in C
12
126 (line c)
14
119 (line d)
Table 1: Determining the viscosity-temperature curve and the required preheating

temperature
* With these figures, the temperature drop between the last preheating
device and the fuel injection pump is not taken into account.
D010.000.023-06-0001 EN
General
Explanations of viscosity-temperature diagram
1 (2)
010.000.023-06
MAN Diesel & Turbo
A heavy fuel oil with a viscosity of 180 mm2/s at 50 C can reach a viscosity
of 1,000 mm2/s at 24 C (line e) this is the maximum permissible viscosity
of fuel that the pump can deliver.
A heavy fuel oil discharge temperature of 152 C is reached when using a
recent state-of-the-art preheating device with 8 bar saturated steam. At
higher temperatures there is a risk of residues forming in the preheating system this leads to a reduction in heating output and thermal overloading of
the heavy fuel oil. Asphalt is also formed in this case, i.e. quality deterioration.
The heavy fuel oil lines between the outlet of the last preheating system and
the injection valve must be suitably insulated to limit the maximum drop in
temperature to 4 C. This is the only way to achieve the necessary injection
viscosity of 14 mm2/s for heavy fuel oils with a reference viscosity of 700
mm2/s at 50 C (the maximum viscosity as defined in the international specifications such as ISO CIMAC or British Standard). If heavy fuel oil with a low
reference viscosity is used, the injection viscosity should ideally be 12 mm2/s
in order to achieve more effective atomisation to reduce the combustion residue.
The delivery pump must be designed for heavy fuel oil with a viscosity of up
to 1,000 mm2/s. The pour point also determines whether the pump is capable of transporting the heavy fuel oil. The bunker facility must be designed so
as to allow the heavy fuel oil to be heated to roughly 10 C above the pour
point.
Viscosity
The viscosity of gas oil or diesel oil (marine diesel oil) upstream of the
engine must be at least 1.9 mm2/s. If the viscosity is too low, this may
cause seizing of the pump plunger or nozzle needle valves as a result
of insufficient lubrication.
45 C at the most with MGO (DMA) and MDO (DMB) and
60 C at the most with MDO (DMC).
A fuel cooler must therefore be installed.
2013-04-11 - de
If the viscosity of the fuel is < 2 cSt at 40 C, consult the technical service of
MAN Diesel & Turbo SE in Augsburg.
General
This can be avoided by monitoring the temperature of the fuel. Although the
maximum permissible temperature depends on the viscosity of the fuel, it
must never exceed the following values:
2 (2)
D010.000.023-06-0001 EN
General
The specific output achieved by modern diesel engines combined with the
use of fuels that satisfy the quality requirements more and more frequently
increase the demands on the performance of the lubricating oil which must
therefore be carefully selected.
Medium alkalinity lubricating oils have a proven track record as lubricants for
the moving parts and turbocharger cylinder and for cooling the pistons.
Lubricating oils of medium alkalinity contain additives that, in addition to
other properties, ensure a higher neutralisation reserve than with fully compounded engine oils (HD oils).
International specifications do not exist for medium alkalinity lubricating oils.
A test operation is therefore necessary for a corresponding long period in
accordance with the manufacturer's instructions.
Only lubricating oils that have been approved by MAN Diesel & Turbo may be
used. These are listed in the table entitled "Lubricating oils approved for use
in heavy fuel oil-operated MAN Diesel & Turbo four-stroke engines".
Specifications
Base oil
The base oil (doped lubricating oil = base oil + additives) must have a narrow
distillation range and be refined using modern methods. If it contains paraffins, they must not impair the thermal stability or oxidation stability.
The base oil must comply with the limit values in the table below, particularly
in terms of its resistance to ageing:
Unit
Test method
Limit value
Ideally paraffin based
Low-temperature behaviour, still flowable
ASTM D 2500
-15
Flash point (Cleveland)
ASTM D 92
> 200
Ash content (oxidised ash)
Weight %
ASTM D 482
< 0.02
Coke residue (according to Conradson)
Weight %
ASTM D 189
< 0.50
MAN ageing oven *
Insoluble n-heptane
Weight %
ASTM D 4055
or DIN 51592
< 0.2
Evaporation loss
Weight %
<2
MAN Diesel test
Precipitation of resins or
asphalt-like ageing products
must not be identifiable.
Make-up
Ageing tendency following 100 hours of heating

up to 135 C
Spot test (filter paper)
2013-05-23 - de
Table 1: Base oils - target values

* Works' own method
Medium alkalinity lubricating The prepared oil (base oil with additives) must have the following properties:
oil
The additives must be dissolved in the oil and their composition must ensure
Additives
that after combustion as little ash as possible is left over, even if the engine is
provisionally operated with distillate oil.
D010.000.023-11-0001 EN
Lubricating oil (SAE 40) - Specification for heavy fuel

operation (HFO)
General
010.000.023-11
MAN Diesel & Turbo
1 (5)
2 (5)
MAN Diesel & Turbo

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

consumption will be adversely affected.
Additional requirements
The lubricating oil must not contain viscosity index improver. Fresh oil must
not contain water or other contaminants.
Lubricating oil selection

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

51/60DF
40
Table 2: Viscosity (SAE class) of lubricating oils
Neutralisation properties
(BN)
Lubricating oils with medium alkalinity and a range of neutralization capabilities (BN) are available on the market. According to current knowledge, a relationship can be established between the anticipated operating conditions
and the BN number as shown in the table entitled "Base number to be used
for various operating conditions". However, the operating results are still the
overriding factor in determining which BN number provides the most efficient
engine operation.
Approx. BN
of fresh oil
(mg KOH/g oil)
Engines/Operating conditions
20
Marine diesel oil (MDO) of a lower quality and high sulphur content or heavy fuel oil with a sulphur
content of less than 0.5 %
30
generally 23/30H and 28/32H. 23/30A, 28/32A and 28/32S under normal operating conditions.
For engines 16/24, 21/31, 27/38, 32/40, 32/44CR, 32/44K, 40/54, 48/60 as well as 58/64 and
51/60DF for exclusively HFO operation only with a sulphur content < 1.5 %.
D010.000.023-11-0001 EN
2013-05-23 - de

operation (HFO)
General
010.000.023-11
Engines/Operating conditions
40
Under unfavourable operating conditions 23/30A, 28/32A and 28/32S, and where the corresponding requirements for the oil service life and washing ability exist.
In general 16/24, 21/31, 27/38, 32/40, 32/44CR, 32/44K, 40/54, 48/60 as well as 58/64 and
51/60DF for exclusively HFO operation providing the sulphur content is over 1.5 %.
50
32/40, 32/44CR, 32/44K, 40/54, 48/60 and 58/64, if the oil service life or engine cleanliness is
insufficient with a BN number of 40 (high sulphur content of fuel, extremely low lubricating oil
consumption).
Table 3: Base number to be used for various operating conditions
Operation with low-sulphur

fuel
To comply with the emissions regulations, the sulphur content of fuels used
nowadays varies. Fuels with a low-sulphur content must be used in environmentally-sensitive areas (SECA). Fuels with a higher sulphur content may be
used outside SECA zones. In this case, the BN number of the lubricating oil
selected must satisfy the requirements for operation using fuel with a highsulphur content. A lubricating oil with low BN number may only be selected if
fuel with a low-sulphur content is used exclusively during operation.
However, the results obtained in practie that demonstrate the most efficient
engine operation are the factor that ultimately determines, which additive
fraction is permitted.
Cylinder lubricating oil
In engines with separate cylinder lubrication systems, the pistons and cylinder liners are supplied with lubricating oil via a separate lubricating oil pump.
The quantity of lubricating oil is set at the factory according to the quality of
the fuel to be used and the anticipated operating conditions.
Use a lubricating oil for the cylinder and lubricating circuit as specified above.
Speed governor
Multigrade oil 5W40 should ideally be used in mechanical-hydraulic controllers with a separate oil sump, unless the technical documentation for the
speed governor specifies otherwise. If this oil is not available when filling,
15W40 oil may be used instead in exceptional cases. In this case, it makes
no difference whether synthetic or mineral-based oils are used.
The military specification for these oils is O-236.
2013-05-23 - de
Experience with the drive engine L27/38 has shown that the operating temperature of the Woodward controller UG10MAS and corresponding actuator
for UG723+ can reach temperatures higher than 93 C. In these cases, we
recommend using synthetic oil such as Castrol Alphasyn HG150. The
engines supplied after March 2005 are already filled with this oil.
Lubricating oil additives
The use of other additives with the lubricating oil, or the mixing of different
brands (oils by different manufacturers), is not permitted as this may impair
the performance of the existing additives which have been carefully harmonised with each another, and also specially tailored to the base oil.
Selection of lubricating oils/

warranty
Most of the mineral oil companies are in close regular contact with engine
manufacturers, and can therefore provide information on which oil in their
specific product range has been approved by the engine manufacturer for
the particular application. Irrespective of the above, the lubricating oil manufacturers are in any case responsible for the quality and characteristics of
their products. If you have any questions, we will be happy to provide you
with further information.
Oil during operation
There are no prescribed oil change intervals for MAN Diesel & Turbo medium
speed engines. The oil properties must be regularly analysed. The oil can be
used for as long as the oil properties remain within the defined limit values
(see table entitled "Limit values for used lubricating oil). An oil sample must
D010.000.023-11-0001 EN

operation (HFO)
General
Approx. BN
of fresh oil
(mg KOH/g oil)
010.000.023-11
MAN Diesel & Turbo
3 (5)
4 (5)
MAN Diesel & Turbo

be analysed every 1-3 months (see maintenance schedule). The quality of the
oil can only be maintained if it is cleaned using suitable equipment (e.g. a
separator or filter).
Temporary operation with

gas oil
Due to current and future emission regulations, heavy fuel oil cannot be used
in designated regions. Low-sulphur diesel fuel must be used in these regions
instead.
If the engine is operated with low-sulphur diesel fuel for less than 1,000 h, a
lubricating oil which is suitable for HFO operation (BN 30 55 mg KOH/g)
can be used during this period.
If the engine is operated provisionally with low-sulphur diesel fuel for more
than 1,000 h and is subsequently operated once again with HFO, a lubricating oil with a BN of 20 must be used. If the BN 20 lubricating oil from the
same manufacturer as the lubricating oil is used for HFO operation with
higher BN (40 or 50), an oil change will not be required when effecting the
changeover. It will be sufficient to use BN 20 oil when replenishing the used
lubricating oil.
If you wish to operate the engine with HFO once again, it will be necessary to
change over in good time to lubricating oil with a higher BN (30 55). If the
lubricating oil with higher BN is by the same manufacturer as the BN 20 lubricating oil, the changeover can also be effected without an oil change. In
doing so, the lubricating oil with higher BN (30 55) must be used to replenish the used lubricating oil roughly 2 weeks prior to resuming HFO operation.
Limit value
Procedure
Viscosity at 40
110 - 220 mm/s
ISO 3104 or ASTM D 445
Base number (BN)
at least 50 % of fresh oil
ISO 3771
Flash point (PM)
At least 185
ISO 2719
Water content
max. 0.2 % (max. 0.5 % for brief periods)
n-heptane insoluble
max. 1.5 %
DIN 51592 or IP 316
Metal content
depends on engine type and operating conditions
Guide value only
Fe
Cr
Cu
Pb
Sn
Al
max. 50 ppm
max. 10 ppm
max. 15 ppm
max. 20 ppm
max. 10 ppm
max. 20 ppm
Table 4: Limit values for used lubricating oil
Tests
Regular analysis of lube oil samples is very important for safe engine operation. We can analyse fuel for customers at our laboratory (PrimeServLab).
Manufacturer
Base Number (mgKOH/g)

20
30
40
50
AEGEAN
Alfamar 430
Alfamar 440
Alfamar 450
AGIP
Cladium 300
Cladium 400
D010.000.023-11-0001 EN
2013-05-23 - de

operation (HFO)
General
010.000.023-11
Manufacturer
Base Number (mgKOH/g)

20
30
40
50
BP
Energol IC-HFX 204
Energol IC-HFX 304
Energol IC-HFX 404
Energol IC-HFX 504
CASTROL
TLX Plus 204
TLX Plus 304
TLX Plus 404
TLX Plus 504
CEPSA
Troncoil 3040 Plus
Troncoil 4040 Plus
Troncoil 5040 Plus
CHEVRON
(Texaco, Caltex)
Taro 20DP40
Taro 20DP40X
Taro 30DP40
Taro 30DP40X
Taro 40XL40
Taro 40XL40X
Taro 50XL40
Taro 50XL40X
EXXON MOBIL
Mobilgard M430
Exxmar 30 TP 40
Mobilgard M440
Exxmar 40 TP 40
Mobilgard M50
LUKOIL
Navigo TPEO 20/40
Navigo TPEO 30/40
Navigo TPEO 40/40
Navigo TPEO 50/40

Navigo TPEO 55/40
PETROBRAS
Marbrax CCD-420
Marbrax CCD-430
Marbrax CCD-440
REPSOL
Neptuno NT 2040
Neptuno NT 3040
Neptuno NT 4040
SHELL
Argina S 40
Argina T 40
Argina X 40
Argina XL 40
Argina XX 40
TOTAL LUBMARINE
Aurelia TI 4030
Aurelia TI 4040
Aurelia TI 4055
Table 5: Approved lubricating oils for heavy fuel oil-operated MAN Diesel & Turbo four-stroke engines.
No liability assumed if these oils are used
2013-05-23 - de

operation (HFO)
General
MAN Diesel & Turbo SE does not assume liability for problems that
occur when using these oils.
010.000.023-11
MAN Diesel & Turbo
D010.000.023-11-0001 EN
5 (5)
General
The specific output achieved by modern diesel engines combined with the
use of fuels that satisfy the quality requirements more and more frequently
increase the demands on the performance of the lubricating oil which must
therefore be carefully selected.
Doped lubricating oils (HD oils) have a proven track record as lubricants for
the drive, cylinder, turbocharger and also for cooling the piston. Doped lubricating oils contain additives that, amongst other things, ensure dirt absorption capability, cleaning of the engine and the neutralisation of acidic combustion products.
Only lubricating oils that have been approved by MAN Diesel & Turbo may be
used. These are listed in the tables below.
Specifications
Base oil
The base oil (doped lubricating oil = base oil + additives) must have a narrow
distillation range and be refined using modern methods. If it contains paraffins, they must not impair the thermal stability or oxidation stability.
The base oil must comply with the following limit values, particularly in terms
of its resistance to ageing.
Unit
Test method
Limit value
Ideally paraffin based
Low-temperature behaviour, still flowable
ASTM D 2500
-15
Flash point (Cleveland)
ASTM D 92
> 200
Ash content (oxidised ash)
Weight %
ASTM D 482
< 0.02
Coke residue (according to Conradson)
Weight %
ASTM D 189
< 0.50
MAN ageing oven *
Insoluble n-heptane
Weight %
ASTM D 4055
or DIN 51592
< 0.2
Evaporation loss
Weight %
<2
MAN Diesel test
Precipitation of resins or
asphalt-like ageing products
must not be identifiable.
Make-up
Ageing tendency following 100 hours of heating

up to 135 C
Spot test (filter paper)
Table 1: Base oils - target values
2013-04-11 - de
* Works' own method
Compounded lubricating oils

(HD oils)
Additives
The base oil to which the additives have been added (doped lubricating oil)
must have the following properties:
The additives must be dissolved in the oil, and their composition must ensure
that as little ash as possible remains after combustion.
D010.000.023-07-0001 EN
Specification of lubricating oil (SAE 40) for operation with

gas oil, diesel oil (MGO/MDO) and biofuels
General
Specification of lubricating oil (SAE 40) for operation with gas oil, diesel oil
010.000.023-07
MAN Diesel & Turbo
1 (5)
2 (5)
MAN Diesel & Turbo

The ash must be soft. If this prerequisite is not met, it is likely the rate of deposition in the combustion chamber will be higher, particularly at the outlet
valves and at the turbocharger inlet housing. Hard additive ash promotes pitting of the valve seats, and causes valve burn-out, it also increases mechanical wear of the cylinder liners.
Additives must not increase the rate, at which the filter elements in the active
or used condition are blocked.
Washing ability
The washing ability must be high enough to prevent the accumulation of tar
and coke residue as a result of fuel combustion.
Dispersion capability
The selected dispersibility must be such that commercially-available lubricating oil cleaning systems can remove harmful contaminants from the oil used,
i.e. the oil must possess good filtering properties and separability.
Neutralisation capability
The neutralisation capability (ASTM D2896) must be high enough to neutralise the acidic products produced during combustion. The reaction time of
the additive must be harmonised with the process in the combustion chamber.
Evaporation tendency
The evaporation tendency must be as low as possible as otherwise the oil

consumption will be adversely affected.
Additional requirements
The lubricating oil must not contain viscosity index improver. Fresh oil must
not contain water or other contaminants.
Lubricating oil selection

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

51/60DF
40
Table 2: Viscosity (SAE class) of lubricating oils
Doped oil quality
We recommend doped lubricating oils (HD oils) according to international

specifications MIL-L 2104 or API-CD with a base number of BN 10 16 mg
KOH/g. Military specification O-278 lubricating oils may be used.
The operating conditions of the engine and the quality of the fuel determine
the additive fractions the lubricating oil should contain. If marine diesel oil is
used, which has a high sulphur content of 1.5 up to 2.0 weight %, a base
number of appr. 20 should be selected. However, the operating results that
ensure the most efficient engine operation ultimately determine the additive
content.
Cylinder lubricating oil
In engines with separate cylinder lubrication systems, the pistons and cylinder liners are supplied with lubricating oil via a separate lubricating oil pump.
The quantity of lubricating oil is set at the factory according to the quality of
the fuel to be used and the anticipated operating conditions.
Use a lubricating oil for the cylinder and lubricating circuit as specified above.
Speed governor
Multigrade oil 5W40 should ideally be used in mechanical-hydraulic controllers with a separate oil sump, unless the technical documentation for the
speed governor specifies otherwise. If this oil is not available when filling,
15W40 oil may be used instead in exceptional cases. In this case, it makes
no difference whether synthetic or mineral-based oils are used.
The military specification for these oils is O-236.
D010.000.023-07-0001 EN
2013-04-11 - de

General
010.000.023-07
Lubricating oil additives
The use of other additives with the lubricating oil, or the mixing of different
brands (oils by different manufacturers), is not permitted as this may impair
the performance of the existing additives which have been carefully harmonised with each another, and also specially tailored to the base oil.
Selection of lubricating oils/

warranty
Most of the mineral oil companies are in close regular contact with engine
manufacturers, and can therefore provide information on which oil in their
specific product range has been approved by the engine manufacturer for
the particular application. Irrespective of the above, the lubricating oil manufacturers are in any case responsible for the quality and characteristics of
their products. If you have any questions, we will be happy to provide you
with further information.
Oil during operation
There are no prescribed oil change intervals for MAN Diesel & Turbo medium
speed engines. The oil properties must be regularly analysed. The oil can be
used for as long as the oil properties remain within the defined limit values
(see table entitled "Limit values for used lubricating oil). An oil sample must
be analysed every 1-3 months (see maintenance schedule). The quality of the
oil can only be maintained if it is cleaned using suitable equipment (e.g. a
separator or filter).
Temporary operation with

gas oil
Due to current and future emission regulations, heavy fuel oil cannot be used
in designated regions. Low-sulphur diesel fuel must be used in these regions
instead.
If the engine is operated with low-sulphur diesel fuel for less than 1,000 h, a
lubricating oil which is suitable for HFO operation (BN 30 55 mg KOH/g)
can be used during this period.
If the engine is operated provisionally with low-sulphur diesel fuel for more
than 1,000 h and is subsequently operated once again with HFO, a lubricating oil with a BN of 20 must be used. If the BN 20 lubricating oil from the
same manufacturer as the lubricating oil is used for HFO operation with
higher BN (40 or 50), an oil change will not be required when effecting the
changeover. It will be sufficient to use BN 20 oil when replenishing the used
lubricating oil.
If you wish to operate the engine with HFO once again, it will be necessary to
change over in good time to lubricating oil with a higher BN (30 55). If the
lubricating oil with higher BN is by the same manufacturer as the BN 20 lubricating oil, the changeover can also be effected without an oil change. In
doing so, the lubricating oil with higher BN (30 55) must be used to replenish the used lubricating oil roughly 2 weeks prior to resuming HFO operation.
2013-04-11 - de
Tests
Regular analysis of lube oil samples is very important for safe engine operation. We can analyse fuel for customers at our laboratory (PrimeServLab).
D010.000.023-07-0001 EN

General
Experience with the drive engine L27/38 has shown that the operating temperature of the Woodward controller UG10MAS and corresponding actuator
for UG723+ can reach temperatures higher than 93 C. In these cases, we
recommend using synthetic oil such as Castrol Alphasyn HG150. The
engines supplied after March 2005 are already filled with this oil.
010.000.023-07
MAN Diesel & Turbo
3 (5)
4 (5)
MAN Diesel & Turbo

Approved lubricating oils SAE 40

Manufacturer
Base number 10 - 16 1) (mgKOH/g)
AGIP
Cladium 120 - SAE 40

Sigma S SAE 40 2)
BP
Energol DS 3-154
CASTROL
Castrol MLC 40
Castrol MHP 154
Seamax Extra 40
CHEVRON Texaco
(Texaco, Caltex)
Taro 12 XD 40
Delo 1000 Marine SAE 40
Delo SHP40
EXXON MOBIL
Exxmar 12 TP 40
Mobilgard 412/MG 1SHC
Mobilgard ADL 40
Delvac 1640
PETROBRAS
Marbrax CCD-410
Marbrax CCD-415
Q8
Mozart DP40
REPSOL
Neptuno NT 1540
SHELL
Gadinia 40
Gadinia AL40
Sirius X40 2)
Rimula R3+40 2)
STATOIL
MarWay 1540
MarWay 1040 2)
TOTAL LUBMARINE
Caprano M40
Disola M4015
Table 3: Lubricating oils approved for use in MAN Diesel & Turbo four-stroke Diesel engines that run on gas oil and
diesel fuel
If marine diesel oil is used, which has a very high sulphur content of 1.5 up
to 2.0 weight %, a base number of appr. 20 should be selected.
1)
2)
With a sulphur content of less than 1 %
No liability assumed if these oils are used

MAN Diesel & Turbo SE does not assume liability for problems that
occur when using these oils.
D010.000.023-07-0001 EN
2013-04-11 - de

General
010.000.023-07
Limit value
Procedure
Viscosity at 40
110 - 220 mm/s
ISO 3104 or ASTM D445
Base number (BN)
at least 50 % of fresh oil
ISO 3771
Flash point (PM)
At least 185
ISO 2719
Water content
max. 0.2 % (max. 0.5 % for brief periods)
n-heptane insoluble
max. 1.5 %
DIN 51592 or IP 316
Metal content
depends on engine type and operating conditions
Guide value only
Fe
Cr
Cu
Pb
Sn
Al
max. 50 ppm
max. 10 ppm
max. 15 ppm
max. 20 ppm
max. 10 ppm
max. 20 ppm
When operating with biofuels:

biofuel fraction
max. 12 %
2013-04-11 - de

General
Table 4: Limit values for used lubricating oil
FT-IR
010.000.023-07
MAN Diesel & Turbo
D010.000.023-07-0001 EN
5 (5)

General
For compressed air quality observe the ISO 8573-1:2010. Compressed air
must be free of solid particles and oil (acc. to the specification).
Requirements
Compressed air quality of
starting air system
Starting air must conform to the following quality acc. to the ISO
8573-1:2010 as minimum.
Purity with respect to solid particles
Quality class 6
Particle size > 40m
max. concentration < 5 mg/m3
Purity with respect to humidity
Quality class 7
Residual water content
< 5 mg/m3
Purity with respect to oil
Quality class 5
D010.000.023-21-0001
010.000.023-21
MAN Diesel & Turbo
Additional requirements are:
Compressed air quality for

control air system
The layout of the starting air system must prevent the initiation of corrosion.
The starting air system starting air receivers must be equipped with devices for removing condensed water.
The formation of a dangerous explosive mixture of compressed air and

lube oil must be prevented securely through the devices in the starting air
system and through system components maintenance.
Please remember that control air is used for activation of the engine safety
functions, therefore the compressed air quality in this system is of great
importance.
Purity with respect to solid parti- Quality class 5

cles
Quality class 4
Quality class 3
For catalysts
For catalysts, unless otherwise stated by relevant sources, the following

specifications are applicable:

soot blowing
Starting air for soot blowing must conform to the following quality acc. to the
ISO 8573-1:2010 as minimum.

atomisation of reducing
agents

cles
Quality class 3
Quality class 2
Starting air for atomisation of reducing agents must conform to the following
quality acc. to the ISO 8573-1:2010 as minimum.
D010.000.023-21-0001 EN
2013-07-04 - de
Control air must conform to the following quality acc. to the ISO
8573-1:2010 as minimum.
1 (2)
MAN Diesel & Turbo

cles
Quality class 3
Quality class 2
Clogging of catalyst
To prevent clogging of catalyst and catalyst lifetime shortening, the
compressed air specification must always be observed.
2 (2)
2013-07-04 - de
D010.000.023-21-0001
010.000.023-21
D010.000.023-21-0001 EN

General
The quality and condition of intake air (combustion air) have a significant
effect on the power output, wear and emissions of the engine. In this regard,
not only are the atmospheric conditions extremely important, but also contamination by solid and gaseous foreign matter.
Mineral dust in the intake air increases wear. Chemicals and gases promote
corrosion.
This is why effective cleaning of intake air (combustion air) and regular maintenance/cleaning of the air filter are required.
When designing the intake air system, the maximum permissible overall pressure drop (filter, silencer, pipe line) of 20 mbar must be taken into consideration.
Exhaust turbochargers for marine engines are equipped with silencers
enclosed by a filter mat as a standard. The quality class (filter class) of the
filter mat corresponds to the G3 quality in accordance with EN 779.
010.000.023-17
MAN Diesel & Turbo
Requirements
Fuel oil engines: As minimum, inlet air (combustion air) must be cleaned in a
filter of the G3 class as per EN779. For engine operation in the environment
with a risk of higher inlet air contamination (e.g. due to sand storms, due to
loading the grain crops cargo vessels or in the surroundings of cement
plants) additional measures must be taken.
Properties
2013-02-04 - de
Dust (sand, cement, CaO, Al2O3 etc.)
Typical value
Unit *
max. 5
mg/Nm3
Chlorine
max. 1.5
Sulphur dioxide (SO2)
max. 1.25
Hydrogen sulphide (H2S)
max. 5
Salt (NaCl)
max. 1
* One Nm corresponds to one cubic meter of

gas at 0 C and 101.32 kPa.
3
Table 1: Intake air (combustion air) - typical values to be observed
D010.000.023-17-0001 EN
General
In general, the following applies: The concentration downstream of the air filter and/or upstream of the turbocharger inlet must not exceed the following
limit values.
Gas engines and dual-fuel engines: As minimum, inlet air (combustion air)
must be cleaned in a filter of the G3 class as per EN779. Gas engines or
dual-fuel engines must only be equipped with a dry filter. Oil bath filters are
not permitted because they enrich the inlet air with oil mist. This is not permissible for gas operated engines. For engine operation in the environment
with a risk of higher inlet air contamination (e.g. due to sand storms, due to
loading the grain crops cargo vessels or in the surroundings of cement
plants) additional measures must be taken.
1 (2)
010.000.023-17
Intake air shall not contain any flammable gases
2013-02-04 - de
Intake air shall not contain any flammable gases. Make sure that the
combustion air is not explosive.
General
MAN Diesel & Turbo
2 (2)
D010.000.023-17-0001 EN
MAN Diesel & Turbo

3700196-9.0
Page 1 (1)
Turbocharger - make MAN
1459000
General
Description
The engines are as standard equipped with a turbo
charger of the radial type MAN NR/R, NR/S and TCR.
The rotor, comprising compressor, turbine wheel and
shaft, is supported in floating plain bearing bushes.
The turbine wheel is an integrated part of the shaft.
Gas admission casing with gas outlet diffusor mat
ched to the exhaust pipe arrangement and a turbine
nozzle ring made of a special wear resistant material.

Air intake silencer with filter, and compressor casing
with one outlet.
Lubrication of the two plain bushes is an integrated
part of the engine lub. oil system.
The turbocharger has no water cooling.
L27/38
L21/31
215 kW/cyl.
1000 rpm
340 kW/cyl.
800 rpm
6 cyl.
TCR18
TCR18
7 cyl.
TCR20
8 cyl.
TCR18
8 cyl.
TCR20
9 cyl.
TCR18
9 cyl.
TCR20
6 cyl.
TCR18
7 cyl.
TCR20
8 cyl.
TCR20
9 cyl.
TCR20
6 cyl.
TCR16
7 cyl.
365 kW/cyl.
800 rpm
L28/32A
245 kW/cyl.
775 rpm
6 cyl.
NR24/R
7 cyl.
NR24/R
8 cyl.
NR24/R
9 cyl.
NR26/R
L23/30A
160 kW/cyl.
900 rpm
11.42 - Tier II
6 cyl.
NR20/R
8 cyl.
NR20/R

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L23/30A

Four-stroke Propulsion Engine

MAN Diesel & Turbo

Dispatch condition of engine and reduction gear from MAN Diesel

General note for piping diagrams

MAN Diesel & Turbo

MAN Diesel & Turbo

MAN Diesel & Turbo

Complete propulsion system, examples:

6 cyl. 4 stroke turbocharged engine

diameter of propeller hub

Remote control system

Electronic control system with optimized automatic load

MAN Diesel & Turbo

Engine Programme IMO Tier II - Propulsion

Four-stroke diesel engine programme for marine

* The engine complies with EPA Tier 2.

The direction of rotation is defined seen from aft.

Direction of rotation for twin screw propulsion plants

This solution will normally give the propellers the

The MAN B&W Alpha customer can benefit from

FUEL OIL CONSUMPTION

Propulsion power calculations

It is most important that detailed information is made

For propellers operating under varying conditions

Ship lines plan

Moreover, to assist the consulting firm or shipyard in

MAN B&W Alpha should be supplied with information on:

Plant Information Book

Our Project Department is available to advise on

Obviously the better and more specific information

For easy alignment of reduction gear/engine and

SHAFTLINE FOR 54633

CALCULATED REACTIONS AND DEFLECTIONS IN BEARINGS:

The arrangement and the alignment of the PTO is

If the engine and reduction gear are to be seated

PTO on engine and reduction gear

Foundation arrangements of engine and gearbox

MAN B&W ALPHA DIESEL

FOUNDATIONPLAN 8L23/30A - 44KV13

GUIDING EPOXY CHOCK CALCULATING ACCORDING TO LLOYDS REGISTER

Tension pr. bolt (chock load =4.70 N/mm2)

Chock load due to Weight alone, must be < .70 [N/mm ]

Deformation based on 40.0 mm chock height . . . . . [mm]

Epoxy amount based on 40.0 mm chock height + 10 % [L]

Necessary information and data

When a proposal for arrangements of the exhaust

In general, the following data are necessary for all

Whirling and axial vibration calculations

The necessary data in the following cases are as

If desired, calculations can be made for any particular

Torsional vibration calculations

Besides the above data a sketch of the system is

- PTO clutched in/clutched out

Information on the operation of the system is needed,

MAN Diesel & Turbo

Plant Specific Installation Manual

Ship lines plan

Together with adequate information on the hull our

MAN Diesel & Turbo