Maaan B &W PDF

Engine Selection Guide
Two-stroke MC/MC-C Engines
This book describes the general technical features of the MC Programme

This Engine Selection Guide is intended as a 'tool' for assistance in the initial
stages of a project.
As differences may appear in the individual suppliers extent of delivery, please
contact the relevant engine supplier for a confirmation of the actual execution and
extent of delivery.
For further informatoin see the Project Guide for the relevant engine type.
This Engine Selection Guide and most of the Project Guides are available on a CD
ROM.
The data and other information given is subject to change without notice.
5th Edition
February 2000
MAN B&W Diesel A/S
Engine Data
Engine Power
Specific fuel oil consumption (SFOC)
The table contains data regarding the engine power,

speed and specific fuel oil consumption of the engines of the MC Programme.
Specific fuel oil consumption values refer to brake

power, and the following reference conditions:
Engine power is specified in both BHP and kW, in

rounded figures, for each cylinder number and layout points L1, L2, L3 and L4:
L1 designates nominal maximum continuous rating
(nominal MCR), at 100% engine power and 100%
engine speed.
L2, L3 and L4 designate layout points at the other
three corners of the layout area, chosen for easy reference.
ISO 3046/1-1986:
Blower inlet temperature . . . . . . . . . . . . . . . . 25 C
Blower inlet pressure . . . . . . . . . . . . . . . 1000 mbar
Charge air coolant temperature . . . . . . . . . . . 25 C
Fuel oil lower calorific value . . . . . . . . 42,700 kJ/kg
(10,200 kcal/kg)
Although the engine will develop the power specified up to tropical ambient conditions, the specific
fuel oil consumption varies with ambient conditions
and fuel oil lower calorific value. For calculation of
these changes, see section 2.
Power
L1
L3
L2
L4
SFOC guarantee
The figures given in this project guide represent the
values obtained when the engine and turbocharger
are matched with a view to obtaining the lowest
possible SFOC values and fulfilling the IMO NOx
emission limitations.
Speed
Fig. 1.01: Layout diagram for engine power and speed
The Specific Fuel Oil Consumption (SFOC) is guaranteed for one engine load (power-speed combination), this being the one in which the engine is optimised.
Overload corresponds to 110% of the power at

MCR, and may be permitted for a limited period of
one hour every 12 hours.
The guarantee is given with a margin of 5%.
The engine power figures given in the tables remain

valid up to tropical conditions at sea level, ie.:
As SFOC and NOx are interrelated parameters, an

engine offered without fulfilling the IMO NOx limitations is subject to a tolerance of only 3% of the
SFOC.
Blower inlet temperature . . . . . . . . . . . . . . . . 45 C

Blower inlet pressure . . . . . . . . . . . . . . . 1000 mbar
Seawater temperature . . . . . . . . . . . . . . . . . . 32 C
Lubricating oil data

The cylinder oil consumption figures stated in the
tables are valid under normal conditions.
During running-in periods and under special conditions, feed rates of up to 1.5 times the stated values
should be used.
430100 400
198 22 27
1.01
MAN B&W Diesel A/S
The engine types of the MC programme are

identified by the following letters and figures
70 MC - C
C Compact engine
Design
S
Stationary plant
C Camshaft controlled
Concept
E
Electronic controlled (Intelligent Engine)
Super long stroke approximately 4.0
Long stroke
approximately 3.2
K Short stroke
approximately 2.8
Engine programme
Diameter of piston in cm
Stroke/bore ratio
Number of cylinders
178 34 39-1.0
Fig. 1.02: Engine type designation
430100 400
198 22 27
1.02
MAN B&W Diesel A/S
Power
Engine
type
Mean
Layout Engine
effective
point speed
pressure
r/min
bar
K98MC
L1
94
18.2
Bore
980 mm
Stroke
2660 mm
L2
94
14.6
L3
84
18.2
L4
84
14.6
K98MC-C
L1
104
18.2
Bore
980 mm
Stroke
2400 mm
L2
104
14.6
L3
94
18.2
L4
94
14.6
S90MC-C
L1
76
19.0
Bore
900 mm
Stroke
3188 mm
L2
76
15.2
L3
61
19.0
L4
61
15.2
L90MC-C
L1
83
19.0
Bore
900 mm
Stroke
2916 mm
L2
83
12.2
L3
62
19.0
L4
62
12.2
K90MC
L1
94
18.0
Bore
900 mm
Stroke
2550 mm
L2
94
11.5
L3
71
18.0
L4
71
11.5
KW
BHP
Number of cylinders
4
18280
24880
11700
15920
13720
18640
8800
11960
22850
31100
14650
19900
17150
23300
11000
14950
6
34320
46680
27480
37320
30660
41700
24540
33360
34260
46560
27420
37260
30960
42120
24780
33720
29340
39900
23520
31980
23580
32060
18840
25610
29340
39480
18780
25500
21900
29760
14040
19080
27420
37320
17580
23880
20580
27960
13200
17940
7
40040
54460
32060
43540
35770
48650
28630
38920
39970
54320
31990
43470
36120
49140
28910
39270
34230
46550
27440
37300
27510
37400
21980
29880
34230
46480
21910
29750
25550
34720
16380
22260
31990
43540
20510
27860
24010
32620
15400
20930
8
45760
62240
36640
49760
40880
55600
32720
44480
45680
62080
36560
49680
41280
56160
33040
44880
39120
53200
31360
42640
31440
42750
25120
34150
39120
53120
25040
34000
29200
39680
18720
25440
36560
49760
23440
31840
27440
37280
17600
23920
9
51480
70020
41220
55980
45990
62550
36810
50040
51390
69840
41130
55890
46440
63180
37170
50490
44010
59850
35280
47970
35370
48090
28260
38420
44010
59760
28170
38250
32850
44640
21060
28620
41130
55980
26370
35820
30870
41940
19800
26910
10
57200
77800
45800
62200
51110
69500
40900
55600
57100
77600
45700
62100
51600
70200
41300
56100
11
62920
85580
50380
68420
56210
76450
44990
61160
62810
85360
50270
68310
56760
77220
45430
61710
12
68640
93360
54960
74640
61320
83400
49080
66720
68520
93120
54840
74520
61920
84240
49560
67320
48900
66400
31300
42500
36500
49600
23400
31800
45700
62200
29300
39800
34300
46600
22000
29900
53790
73040
34430
46750
40150
54560
25740
34980
50270
68420
32230
43780
37730
51260
24200
32890
58680
79680
37560
51000
43800
59520
28080
38160
54840
74640
35160
47760
41160
55920
26400
35880
178 46 78-9.0
Fig. 1.03a: Power and speed

430100 400
198 22 27
1.03
MAN B&W Diesel A/S
Power
Engine
type
Mean
Layout Engine
effective
point speed
pressure
r/min
bar
K90MC-C
L1
104
18.0
Bore
900 mm
Stroke
2300 mm
L2
104
14.4
L3
89
18.0
L4
89
14.4
S80MC-C
L1
76
19.0
Bore
800 mm
Stroke
3200 mm
L2
76
12.2
L3
57
19.0
L4
57
12.2
S80MC
L1
79
19.0
Bore
800 mm
Stroke
3056 mm
L2
79
12.2
L3
59
19.0
L4
59
12.2
L80MC
L1
93
18.0
Bore
800 mm
Stroke
2592 mm
L2
93
11.5
L3
70
18.0
L4
70
11.5
K80MC-C
L1
104
18.0
Bore
800 mm
Stroke
2300 mm
L2
104
14.4
L3
89
18.0
L4
89
14.4
kW
BHP
Number of cylinders
4
14560
19760
9320
12640
10960
14880
7000
9520
18200
24700
11650
15800
13700
18600
8750
11900
6
27360
37260
21900
29820
23280
31620
18600
25320
23280
31680
14880
20280
17460
23760
11160
15180
15360
20880
9840
13360
11480
15600
7360
10040
21840
29640
13980
18960
16440
22320
10500
14280
21660
29400
17340
23520
18540
25200
14820
20160
7
31920
43470
25550
34790
27160
36890
21700
29540
27160
36960
17360
23660
20370
27720
13020
17710
19200
26100
12300
16700
14350
19500
9200
12550
25480
34580
16310
22120
19180
26040
12250
16660
25270
34300
20230
27440
21630
29400
17290
23520
8
36480
49680
29200
39760
31040
42160
24800
33760
31040
42240
19840
27040
23280
31680
14880
20240
23040
31320
14760
20040
17220
23400
11040
15060
29120
39520
18640
25280
21920
29760
14000
19040
28880
39200
23120
31360
24720
33600
19760
26880
9
41040
55890
32850
44730
34920
47430
27900
37980
10
45600
62100
36500
49700
38800
52700
31000
42200
11
50160
68310
40150
54670
42680
57970
34100
46420
12
54720
74520
43800
59640
46560
63240
37200
50640
26880
36540
17220
23380
20090
27300
12880
17570
32760
44460
20970
28440
24660
33480
15750
21420
32490
44100
26010
35280
27810
37800
22230
30240
30720
41760
19680
26720
22960
31200
14720
20080
36400
49400
23300
31600
27400
37200
17500
23800
36100
49000
28900
39200
30900
42000
24700
33600
34560
46980
22140
30060
25830
35100
16560
22590
40040
54340
25630
34760
30140
40920
19250
26180
39710
53900
31790
43120
33990
46200
27170
36960
43680
59280
27960
37920
32880
44640
21000
28560
43320
58800
34680
47040
37080
50400
29640
40320
178 46 78-9.0
Fig. 1.03b: Power and speed

430100 400
198 22 27
1.04
MAN B&W Diesel A/S
Power
Engine
type
Mean
Layout Engine
effective
point speed
pressure
r/min
bar
S70MC-C
L1
91
19.0
Bore
700 mm
Stroke
2800 mm
L2
91
12.2
L3
68
19.0
L4
68
12.2
S70MC
L1
91
18.0
Bore
700 mm
Stroke
2674 mm
L2
91
11.5
L3
68
18.0
L4
68
11.5
L70MC
L1
108
18.0
Bore
700 mm
Stroke
2268 mm
L2
108
11.5
L3
81
18.0
L4
81
11.5
S60MC-C
L1
105
19.0
Bore
600 mm
Stroke
2400 mm
L2
105
12.2
L3
79
19.0
L4
79
12.2
S60MC
L1
105
18.0
Bore
600 mm
Stroke
2292 mm
L2
105
11.5
L3
79
18.0
L4
79
11.5
kW
BHP
Number of cylinders
4
12420
16880
7940
10800
9320
12660
5960
8100
11240
15280
7200
9760
8440
11440
5400
7320
11320
15380
7240
9840
8480
11540
5420
7380
9020
12280
5780
7860
6760
9200
4340
5880
8160
11120
5240
7120
6120
8320
3920
5320
5
15525
21100
9925
13500
11650
15825
7450
10125
14050
19100
9000
12200
10550
14300
6750
9150
14150
19225
9050
12300
10600
14425
6775
9225
11275
15350
7225
9825
8450
11500
5425
7350
10200
13900
6550
8900
7650
10400
4900
6650
6
18630
25320
11910
16200
13980
18990
8940
12150
16860
22920
10800
14640
12660
17160
8100
10980
16980
23070
10860
14760
12720
17310
8130
10070
13530
18420
8670
11790
10140
13800
6510
8820
12240
16680
7860
10680
9180
12480
5880
7980
7
21735
29540
13895
18900
16310
22155
10430
14175
19670
26740
12600
17080
14770
20020
9450
12810
19810
26915
12670
17220
14840
20195
9485
12915
15785
21490
10115
13755
11830
16100
7595
10290
14280
19460
9170
12460
10710
14560
6860
9310
8
24840
33760
15880
21600
18640
25320
11920
16200
22480
30560
14400
19520
16880
22880
10800
14640
22640
30760
14480
19680
16960
23080
10840
14760
18040
24560
11560
15720
13520
18400
8680
11760
16320
22240
10480
14240
12240
16640
7840
10640
10
11
12
178 46 78-9.0
Fig. 1.03c: Power and speed

430100 400
198 22 27
1.05
MAN B&W Diesel A/S
Power
Engine
type
Mean
Layout Engine
effective
point speed
pressure
r/min
bar
L60MC
L1
123
17.0
Bore
600 mm
Stroke
1944 mm
L2
123
10.9
L3
92
17.0
L4
92
10.9
S50MC-C
L1
127
19.0
Bore
500 mm
Stroke
2000 mm
L2
127
12.2
L3
95
19.0
L4
95
12.2
S50MC
L1
127
18.0
Bore
500 mm
Stroke
1910 mm
L2
127
11.5
L3
95
18.0
L4
95
11.5
L50MC
L1
148
17.0
Bore
500 mm
Stroke
1620 mm
L2
148
10.9
L3
111
17.0
L4
111
10.9
S46MC-C
L1
129
19.0
Bore
460 mm
Stroke
1932 mm
L2
129
15.2
L3
108
19.0
L4
108
15.2
kW
BHP
Number of cylinders
4
5
6
7
8
7680 9600 11520 13440 15360
10400 13000 15600 18200 20800
4920 6150 7380 8610 9840
6680 8350 10020 11690 13360
5760 7200 8640 10080 11520
7800 9750 11700 13650 15600
3680 4600 5520 6440 7360
5000 6250 7500 8750 10000
6320 7900 9480 11060 12640
8580 10725 12870 15015 17160
4040 5050 6060 7070 8080
5500 6875 8250 9625 11000
4740 5925 7110 8295 9480
6440 8050 9660 11270 12880
3040 3800 4560 5320 6080
4120 5150 6180 7210 8240
5720 7150 8580 10010 11440
7760 9700 11640 13580 15520
3640 4550 5460 6370 7280
4960 6200 7440 8680 9920
4280 5350 6420 7490 8560
5840 7300 8760 10220 11680
2760 3450 4140 4830 5520
3720 4650 5580 6510 7440
5320 6650 7980 9310 10640
7240 9050 10860 12670 14480
3400 4250 5100 5950 6800
4640 5800 6960 8120 9280
4000 5000 6000 7000 8000
5440 6800 8160 9520 10880
2560 3200 3840 4480 5120
3480 4350 5220 6090 6960
5240 6550 7860 9170 10480
7140 8925 10710 12495 14280
4200 5250 6300 7350 8400
5700 7125 8550 9975 11400
4400 5500 6600 7700 8800
5980 7475 8970 10465 11960
3520 4400 5280 6160 7040
4780 5975 7170 8365 9560
10
11
12
178 46 78-9.0
Fig. 1.03d: Power and speed

430100 400
198 22 27
1.06
MAN B&W Diesel A/S
Power
Engine
type
Mean
Layout Engine
effective
point speed
pressure
r/min
bar
S42MC
L1
136
19.5
Bore
420 mm
Stroke
1764 mm
L2
136
15.6
L3
115
19.5
L4
115
15.6
L42MC
L1
176
18.0
Bore
420 mm
Stroke
1360 mm
L2
176
11.5
L3
132
18.0
L4
132
11.5
S35MC
L1
173
19.1
Bore
350 mm
Stroke
1400 mm
L2
173
15.3
L3
147
19.1
L4
147
15.3
L35MC
L1
210
18.4
Bore
350 mm
Stroke
1050 mm
L2
210
14.7
L3
178
18.4
L4
178
14.7
S26MC
L1
250
18.5
Bore
260 mm
Stroke
980 mm
L2
250
14.8
L3
212
18.5
L4
212
14.8
kW
BHP
Number of cylinders
4
4320
5880
3460
4700
3660
4960
2920
3980
3980
5420
2540
3460
2980
4060
1920
2600
2960
4040
2380
3220
2520
3420
2020
2740
2600
3520
2080
2820
2200
3000
1760
2400
1600
2180
1280
1740
1360
1860
1100
1480
5
5400
7350
4325
5875
4575
6200
3650
4975
4975
6775
3175
4345
3725
5075
2400
3250
3700
5050
2975
4025
3150
4275
2525
3425
3250
4400
2600
3525
2750
3750
2200
3000
2000
2725
1600
2175
1700
2325
1375
1850
6
7
8
6480 7560 8640
8820 10290 11760
5190 6055 6920
7050 8225 9400
5490 6405 7320
7440 8680 9920
4380 5110 5840
5970 6965 7960
5970 6965 7960
8130 9485 10840
3810 4445 5080
5190 6055 6920
4470 5215 5960
6090 7105 8120
2880 3360 3840
3900 4550 5200
4440 5180 5920
6060 7070 8080
3570 4165 4760
4830 5635 6440
3780 4410 5040
5130 5985 6840
3030 3535 4040
4110 4795 5480
3900 4550 5200
5280 6160 7040
3120 3640 4160
4230 4935 5640
3000 3850 4400
4500 5250 6000
2640 3080 3520
3600 4200 4800
2400 2800 3200
3270 3815 4360
1920 2240 2560
2610 3045 3480
2040 2380 2720
2790 3255 3720
1650 1925 2200
2220 2590 2960
9
9720
13230
7785
10575
8235
11160
6570
8955
8955
12195
5715
7785
6705
9135
4320
5850
6660
9090
5355
7245
5670
7695
4545
6165
5850
7920
4680
6345
4950
6750
3960
5400
3600
4905
2880
3915
3060
4185
2475
3330
10
10800
14700
8650
11750
9150
12400
7300
9950
9950
13550
6350
8650
7450
10150
4800
6500
7400
10100
5950
8050
6300
8550
5050
6850
6500
8800
5200
7050
5500
7500
4400
6600
4000
5450
3200
4350
3400
4650
2750
3700
11
11880
16170
9515
12925
10065
13640
8030
10945
10945
14905
6985
9515
8195
11165
5280
7150
8140
11110
6545
8855
6930
9405
5555
7535
7150
9680
5720
7755
6050
8250
4840
6600
4400
5995
3520
4785
3740
5115
3025
4070
12
12960
17640
10380
14100
10980
14880
8760
11940
11940
16260
7620
10380
8940
12180
5760
7800
8880
12120
7140
9660
7560
10260
6060
8220
7800
10560
6240
8460
6600
9000
5280
7200
4800
6540
3840
5220
4080
5580
3300
4440
178 46 78-9.0
Fig. 1.03e: Power and speed

430100 400
198 22 27
1.07
MAN B&W Diesel A/S
g/kWh
g/BHPh
Specific fuel oil consumption
With high efficiency turbochargers

At load layout point
K98MC
and
K98MC-C
S90MC-C
L90MC-C
K90MC
100%
80%
L1
171
126
165
121
L2
162
119
158
116
L3
171
126
165
121
L4
162
119
158
116
L1
167
123
165
121
L2
160
118
157
116
L3
167
123
165
121
L4
160
118
157
116
L1
167
123
165
121
L2
155
114
154
113
L3
167
123
165
121
L4
155
114
154
113
L1
171
126
169
124
L2
159
117
158
116
L3
171
126
169
124
L4
159
117
158
116
Lubricating oil consumption

System oil
Cylinder oil
Approx.
kg/cyl. 24h
g/kWh
g/BHPh
7.5-11
0.8-1.2
0.6-0.9
7-10
0.95-1.5
0.7-1.1
7-10
0.8-1.2
0.6-0.9
7-10
0.8-1.2
0.6-0.9
178 46 79-2.0
Fig. 1.04a: Fuel and lubricating oil consumption
430 100 100
198 22 28
1.08
MAN B&W Diesel A/S
g/kWh
g/BHPh
With high efficiency turbochargers

K90MC-C
S80MC-C
S80MC
L80MC
100%
80%
L1
171
126
169
124
L2
165
121
162
119
L3
171
126
169
124
L4
165
121
162
119
L1
167
123
165
121
L2
155
114
154
113
L3
167
123
165
121
L4
155
114
154
113
L1
167
123
165
121
L2
155
114
154
113
L3
167
123
165
121
L4
155
114
154
113
L1
174
128
171
126
L2
162
119
160
118
L3
174
128
171
126
L4
162
119
160
118

System oil
Cylinder oil
Approx.
kg/cyl. 24h
g/kWh
g/BHPh
7-10
0.8-1.2
0.6-0.9
6-9
0.95-1.5
0.7-1.1
6-9
0.95-1.5
0.7-1.1
6-9
0.8-1.2
0.6-0.9
178 46 79-2.0
Fig. 1.04b: Fuel and lubricating oil consumption
430 100 100
198 22 28
1.09
MAN B&W Diesel A/S
g/kWh
g/BHPh
With conventional
turbochargers
With high efficiency

turbochargers
System oil
Cylinder oil
100%
80%
Approx.
kg/cyl. 24h
g/kWh
g/BHPh
L1
171
126
169
124
L2
165
121
162
119
6-9
0.8-1.2
0.6-0.9
5.5-7.5
0.95-1.5
0.7-1.1
5.5-7.5
0.95-1.5
0.7-1.1
5.5-7.5
0.8-1.2
0.6-0.9

K80MC-C
S70MC-C
S70MC
L70MC
100%
80%
L3
171
126
169
124
L4
165
121
162
119
L1
171
126
169
124
169
124
166
122
L2
159
117
158
116
156
115
155
114
L3
171
126
169
124
169
124
166
122
L4
159
117
158
116
156
115
155
114
L1
171
126
169
124
169
124
166
122
L2
159
117
158
116
156
115
155
114
L3
171
126
169
124
169
124
166
122
L4
159
117
158
116
156
115
155
114
L1
174
128
171
126
L2
162
119
160
118
L3
174
128
171
126
L4
162
119
160
118
178 46 79-2.0
Fig. 1.04c: Fuel and lubricating oil consumption
430 100 100
198 22 28
1.10
MAN B&W Diesel A/S

S60MC-C
S60MC
L60MC
S50MC-C
g/kWh
g/BHPh
With conventional
turbochargers

turbochargers
System oil
Cylinder oil
Approx.
kg/cyl. 24h
g/kWh
g/BHPh
5-6.5
0.95-1.5
0.7-1.1
5-6.5
0.95-1.5
0.7-1.1
5-6.5
0.8-1.2
0.6-0.9
4-5
0.95-1.5
0.7-1.1
100%
80%
100%
80%
L1
173
127
170
125
170
125
167
123
L2
160
118
159
117
158
116
156
115
L3
173
127
170
125
170
125
167
123
L4
160
118
159
117
158
116
156
115
L1
173
127
170
125
170
125
167
123
L2
160
118
159
117
158
116
156
115
L3
173
127
170
125
170
125
167
123
L4
160
118
159
117
158
116
156
115
L1
174
128
171
126
171
126
169
124
L2
162
119
160
118
159
117
158
116
L3
174
128
171
126
171
126
169
124
L4
162
119
160
118
159
117
158
116
L1
174
128
171
126
171
126
169
124
L2
162
119
160
118
159
117
158
116
L3
174
128
171
126
171
126
169
124
L4
162
119
160
118
159
117
158
116
178 46 79-2.0
Fig. 1.05d: Fuel and lubricating oil consumption
430 100 100
198 22 28
1.11
MAN B&W Diesel A/S

S50MC
L50MC
S46MC-C
S42MC
g/kWh
g/BHPh
With conventional
turbochargers

turbochargers
System oil
Cylinder oil
Approx.
kg/cyl. 24h
g/kWh
g/BHPh
4-5
0.95-1.5
0.7-1.1
4-5
0.8-1.2
0.6-0.9
3.5-4.5
0.95-1.5
0.7-1.1
3-4
0.95-1.5
0.7-1.1
100%
80%
100%
80%
L1
174
128
171
126
171
126
169
124
L2
162
119
160
118
159
117
158
116
L3
174
128
171
126
171
126
169
124
L4
162
119
160
118
159
117
158
116
L1
175
129
173
127
173
127
170
125
L2
163
120
162
119
160
118
159
117
L3
175
129
173
127
173
127
170
125
L4
163
120
162
119
160
118
159
117
L1
174
128
173
127
L2
169
124
167
123
L3
174
128
173
127
L4
169
124
167
123
L1
177
130
175
129
L2
171
126
170
125
L3
177
130
175
129
L4
171
126
170
125
178 46 79-2.0
Fig. 1.05e: Fuel and lubricating oil consumption
430 100 100
198 22 28
1.12
MAN B&W Diesel A/S
g/kWh
g/BHPh
With conventional turbochargers

L42MC
S35MC
L35MC
S26MC
100%
80%
L1
177
130
174
129
L2
165
121
163
120
L3
177
130
174
129
L4
165
121
163
120
L1
178
131
177
130
L2
173
127
171
126
L3
178
131
177
130
L4
173
127
171
126
L1
177
130
175
129
L2
171
126
170
125
L3
177
130
175
129
L4
171
126
170
125
L1
179
132
178
131
L2
174
128
173
127
L3
179
132
178
131
L4
174
128
173
127

System oil
Cylinder oil
Approx.
kg/cyl. 24h
g/kWh
g/BHPh
3-4
0.8-1.2
0.6-0.9
2-3
0.95-1.5
0.7-1.1
2-3
0.8-1.2
0.6-0.9
1.5-3
0.95-1.5
0.7-1.1
178 46 79-2.0
Fig. 1.05f: Fuel and lubricating oil consumption
430 100 100
198 22 28
1.13
MAN B&W Diesel A/S
178 32 80-6.1
Fig. 1.05: K98MC engine cross section
430 100 018
198 22 29
1.14
MAN B&W Diesel A/S
178 36 24-7.0
Fig. 1.06: S80MC engine cross section
430 100 018
198 22 29
1.15
MAN B&W Diesel A/S
178 44 14-4.1
Fig. 1.07: S70MC-C engine cross section
430 100 018
198 22 29
1.16
MAN B&W Diesel A/S
178 32 19-8.0
430 100 018
198 22 29
1.17
MAN B&W Diesel A/S
178 16 07-0.0
Fig. 1.09: S50MC-C engine cross section
430 100 018
198 22 29
1.18
MAN B&W Diesel A/S
178 43 10-1.0
Fig. 1.10: L42MC engine cross section
430 100 018
198 22 29
1.19
MAN B&W Diesel A/S
178 42 12-5.0
430 100 018
198 22 29
1.20
MAN B&W Diesel A/S
2 Engine Layout and Load Diagrams

Propulsion and Engine Running Points
Propeller curve
The relation between power and propeller speed for
a fixed pitch propeller is as mentioned above described by means of the propeller law, i.e. the third
power curve:
Pb = c x n3 , in which:
178 05 41-5.3
Pb = engine power for propulsion

n = propeller speed
c = constant
Line 2 Propulsion curve, fouled hull and heavy weather

(heavy running), recommended for engine layout
Line 6 Propulsion curve, clean hull and calm weather
(light running), for propeller layout
MP
Specified MCR for propulsion
SP
Continuous service rating for propulsion
PD
Propeller design point
HR
Heavy running
LR
Light running
The power functions Pb = c x ni will be linear functions when using logarithmic scales.
Therefore, in the Layout Diagrams and Load Diagrams for diesel engines, logarithmic scales are
used, making simple diagrams with straight lines.
Fig. 2.01: Ship propulsion running points and engine layout
Propeller design point
hull surfaces, the fouling after sea trial, therefore,

will involve a relatively higher resistance and thereby
a heavier running propeller.
Normally, estimations of the necessary propeller

power and speed are based on theoretical calculations for loaded ship, and often experimental tank
tests, both assuming optimum operating conditions, i.e. a clean hull and good weather. The combination of speed and power obtained may be called
the ships propeller design point (PD), placed on the
light running propeller curve 6. See Fig. 2.01. On the
other hand, some shipyards, and/or propeller manufacturers sometimes use a propeller design point
(PD) that incorporates all or part of the so-called
sea margin described below.
Sea margin at heavy weather

If, at the same time the weather is bad, with head
winds, the ships resistance may increase compared to operating at calm weather conditions.
When determining the necessary engine power, it is
therefore normal practice to add an extra power
margin, the so-called sea margin, see Fig. 2.02
which is traditionally about 15% of the propeller design (PD) power.
Fouled hull
When the ship has sailed for some time, the hull and
propeller become fouled and the hulls resistance
will increase. Consequently, the ship speed will be
reduced unless the engine delivers more power to
the propeller, i.e. the propeller will be further loaded
and will be heavy running (HR).
Engine layout (heavy propeller)

When determining the necessary engine speed
considering the influence of a heavy running propeller for operating at large extra ship resistance, it is
recommended - compared to the clean hull and
calm weather propeller curve 6 - to choose a heavier
propeller curve 2 for engine layout, and the propeller
As modern vessels with a relatively high service

speed are prepared with very smooth propeller and
402 000 004
198 22 30
2.01
MAN B&W Diesel A/S
curve for clean hull and calm weather in curve 6 will

be said to represent a light running (LR) propeller,
see area 6 on Figs. 2.07a and 2.07b.
Compared to the heavy engine layout curve 2 we
recommend to use a light running of 3.0-7.0% for
design of the propeller, with 5% as a good average.
178 05 67-7.1
Fig. 2.02: Sea margin based on weather conditions in the

North Atlantic Ocean. Percentage of time at sea where
the service speed can be maintained, related to the extra
power (sea margin) in % of the sea trial power.
Engine margin
Besides the sea margin, a so-called engine margin of some 10% is frequently added. The corresponding point is called the specified MCR for propulsion (MP), and refers to the fact that the power
for point SP is 10% lower than for point MP, see Fig.
2.01. Point MP is identical to the engines specified
MCR point (M) unless a main engine driven shaft
generator is installed. In such a case, the extra
power demand of the shaft generator must also be
considered.
Note:
Light/heavy running, fouling and sea margin are
overlapping terms. Light/heavy running of the propeller refers to hull and propeller deterioration and
heavy weather and, sea margin i.e. extra power to
the propeller, refers to the influence of the wind and
the sea. However, the degree of light running must
be decided upon experience from the actual trade
and hull design.
402 000 004
198 22 30
2.02
MAN B&W Diesel A/S
Influence of propeller diameter and pitch on

the optimum propeller speed
In general, the larger the propeller diameter, the
lower is the optimum propeller speed and the kW
required for a certain design draught and ship
speed, see curve D in Fig. 2.03.
Once an optimum propeller diameter of maximum

7.2 m has been chosen, the pitch in this point is
given for the design speed of 14.5 knots, i.e. P/D =
0.70.
The maximum possible propeller diameter depends

on the given design draught of the ship, and the
clearance needed between the propeller and the
aft-body hull and the keel.
However, if the optimum propeller speed of 100

r/min does not suit the preferred / selected main engine speed, a change of pitch will only cause a relatively small extra power demand, keeping the same
maximum propeller diameter:
The example shown in Fig. 2.03 is an 80,000 dwt

crude oil tanker with a design draught of 12.2 m and
a design speed of 14.5 knots.
going from 100 to 110 r/min (P/D = 0.62) requires

8,900 kW i.e. an extra power demand of 80 kW.
When the optimum propeller diameter D is increased from 6.6 m to 7.2. m, the power demand is
reduced from about 9,290 kW to 8,820 kW, and the
optimum propeller speed is reduced from 120 r/min
to 100 r/min, corresponding to the constant ship
speed coefficient a = 28 (see definition of a in next
section).
going from 100 to 91 r/min (P/D = 0.81) requires

8,900 kW i.e. an extra power demand of 80 kW.
In both cases the extra power demand is only of
0.9%, and the corresponding 'equal speed curves'
are a =+0.1 and a =-0.1, respectively, so there is a
certain interval of propeller speeds in which the
'power penalty' is very limited.
178 47 03-2.0
Fig. 2.03: Influence of diameter and pitch on propeller design
402 000 004
198 22 30
2.03
MAN B&W Diesel A/S

MCR point "MP1", selected in the layout area and
parallel to one of the a-lines, another specified propulsion MCR point "MP2" upon this line can be chosen to give the ship the same speed for the new
combination of engine power and speed.
Constant ship speed lines

The constant ship speed lines a, are shown at the
very top of Fig. 2.04. These lines indicate the power
required at various propeller speeds to keep the
same ship speed provided that the optimum propeller diameter with an optimum pitch diameter ratio is
used at any given speed, taking into consideration
the total propulsion efficiency.
Fig. 2.04 shows an example of the required power

speed point MP1, through which a constant ship
speed curve a = 0.25 is drawn, obtaining point MP2
with a lower engine power and a lower engine speed
but achieving the same ship speed.
Normally, the following relation between necessary

power and propeller speed can be assumed:
Provided the optimum pitch/diameter ratio is used

for a given propeller diameter the following data applies when changing the propeller diameter:
P2 = P1 (n2/n1)a
where:
P = Propulsion power
n = Propeller speed, and
a = the constant ship speed coefficient.
for general cargo, bulk carriers and tankers

a = 0.25 -0.30
and for reefers and container vessels
a = 0.15 -0.25
For any combination of power and speed, each

point on lines parallel to the ship speed lines gives
the same ship speed.
When changing the propeller speed by changing the

pitch diameter ratio, the a constant will be different,
see above.
When such a constant ship speed line is drawn into

the layout diagram through a specified propulsion
178 05 66-7.0
Fig. 2.04: Layout diagram and constant ship speed lines
402 000 004
198 22 30
2.04
MAN B&W Diesel A/S
Engine Layout Diagram

The layout procedure has to be carefully considered
because the final layout choice will have a considerable influence on the operating condition of the main
engine throughout the whole lifetime of the ship. The
factors that should be conisdered are operational flexibility, fuel consumption, obtainable power, possible
shaft generator application and propulsion efficiency.
Power
L1
L3
L2
L4
An engines layout diagram is limited by two constant

mean effective pressure (mep) lines L1-L3 and L2-L4,
and by two constant engine speed lines L1-L2 and
L3-L4, see Fig. 2.04. The L1 point refers to the engines
nominal maximum continuous rating.
Speed
Layout diagram of
100 - 64% power and
100 - 75% speed range
valid for the types:
L90MC-C
S60MC-C
K90MC
S60MC
S80MC-C
L60MC
S80MC
S50MC-C
L80MC
S50MC
S70MC-C
L50MC
S70MC
L42MC
L70MC
Please note that the areas of the layout diagrams are

different for the engines types, see Fig. 2.05.
Power
L1
L3
Within the layout area there is full freedom to select the

engines specified MCR point M which suits the demand of propeller power and speed for the ship.
L2
Layout diagram of
100 - 80% power and
S90MC-C
L4
On the X-axis the engine speed and on the Y-axis the

engine power are shown in percentage scales. The
scales are logarithmic which means that, in this diagram, power function curves like propeller curves (3rd
power), constant mean effective pressure curves (1st
power) and constant ship speed curves (0.15 to 0.30
power) are straight lines.
Speed
Power
L1
L3
Fig. 2.06 shows, by means of superimposed diagrams

for all engine types, the entire layout area for the
MC-programme in a power/speed diagram. As can be
seen, there is a considerable overlap of power/speed
combinations so that for nearly all applications, there
is a wide section of different engines to choose from all
of which meet the individual ship's requirements.
L2
Layout diagram of
100 - 80% power and
K90MC-C
K80MC-C
L4
S46MC-C
S42MC
S35MC
Speed
L35MC
S26MC
Specified maximum continuous rating, SMCR = M

Power
L3
Based on the propulsion and engine running points,

as previously found, the layout diagram of a relevant
main engine may be drawn-in. The specified MCR
point (M) must be inside the limitation lines of the layout diagram; if it is not, the propeller speed will have to
be changed or another main engine type must be chosen. Yet, in special cases point M may be located to
the right of the line L1-L2, see Optimising Point.
L4
L1
L2
Layout diagram of
100 - 80% power and
K98MC
K98MC-C
Speed
Fig. 2.05: Layout diagram sizes
402 000 004
178 13 85-1.4
198 22 30
2.05
MAN B&W Diesel A/S
178 13 80-2.8
Fig. 2.06: Layout diagrams of the two-stroke engine MC-programme as per January 2000
402 000 004
198 22 30
2.06
MAN B&W Diesel A/S
Continuous service rating (S)
Engines with VIT
The Continuous service rating is the power at which

the engine is normally assumed to operate, and
point S is identical to the service propulsion point
(SP) unless a main engine driven shaft generator is
installed.
The optimising point O is placed on line 1 of the load

diagram, and the optimised power can be from 85 to
100% of point M's power, when turbocharger(s) and
engine timing are taken into consideration. When
optimising between 93.5% and 100% of point M's
power, 10% overload running will still be possible
(110% of M).
Optimising point (O)

The optimising point O is to be placed inside the layout diagram. In fact, the specified MCR point M can,
in special cases, be placed outside the layout diagram, but only by exceeding line L1-L2, and of
course, only provided that the optimising point O is
located inside the layout diagram and provided that
the specified MCR power is not higher than the L1
power.
The optimising point O is the rating at which the

turbocharger is matched, and at which the engine timing and compression ratio are adjusted.
On engines with Variable Injection Timing (VIT) fuel
pumps, the optimising point (O) can be different than
the specified MCR (M), whereas on engines without
VIT fuel pumps O has to coincide with M.
Engine without VIT

Optimising point (O) = specified MCR (M)
The large engine types have VIT fuel pumps as standard, but on some types these pumps are an option.
Small-bore engines are not fitted with VIT fuel pumps.
Type
K98MC
K98MC-C
S90MC-C
L90MC-C
K90MC
K90MC-C
S80MC-C
S80MC
L80MC
S70MC-C
S70MC
L70MC
S60MC-C
S60MC
L60MC
S50MC-C
S50MC
S46MC-C
S42MC
L42MC
S35MC
L35MC
S26MC
With VIT
Basic
Basic
Basic
Basic
Basic
Basic
Basic
Basic
Basic
Optional
Basic
Basic
Optional
Basic
Basic
Optional
Basic
On engine types not fitted with VIT fuel pumps,

the specified MCR point M has to coincide with
point O.
Without VIT
Basic
Basic
Basic
Basic
Basic
Basic
Basic
Basic
Basic
402 000 004
198 22 30
2.07
MAN B&W Diesel A/S

Line 4:
Represents the limit at which an ample air supply
is available for combustion and imposes a limitation on the maximum combination of torque and
speed.
Load Diagram
Definitions
The load diagram, Figs. 2.07, defines the power and
speed limits for continuous as well as overload operation of an installed engine having an optimising
point O and a specified MCR point M that confirms
the ships specification.
Line 5:
Represents the maximum mean effective pressure
level (mep), which can be accepted for continuous
operation.
Point A is a 100% speed and power reference point

of the load diagram, and is defined as the point on
the propeller curve (line 1), through the optimising
point O, having the specified MCR power. Normally,
point M is equal to point A, but in special cases, for
example if a shaft generator is installed, point M may
be placed to the right of point A on line 7.
Line 7:
Represents the maximum power for continuous
operation.7
Limits for overload operation
The overload service range is limited as follows:
The service points of the installed engine incorporate the engine power required for ship propulsion
and shaft generator, if installed.
Line 8:
Represents the overload operation limitations.
The area between lines 4, 5, 7 and the heavy dashed
line 8 is available for overload running for limited periods only (1 hour per 12 hours).
Limits for continuous operation

The continuous service range is limited by four lines:
Line 3 and line 9:
Line 3 represents the maximum acceptable speed
for continuous operation, i.e. 105% of A.
100% reference point
If, in special cases, A is located to the right of line

L1-L2, the maximum limit, however, is 105% of L1.
Specified MCR point
Optimising point
During trial conditions the maximum speed may be

extended to 107% of A, see line 9.
Line 1
Propeller curve through optimising point (i = 3)

(engine layout curve)
Line 2
Propeller curve, fouled hull and heavy weather

heavy running (i = 3)
Line 3
Speed limit
Line 4
Torque/speed limit (i = 2)
Line 5
Mean effective pressure limit (i = 1)
Line 6
Propeller curve, clean hull and calm weather

light running (i = 3), for propeller layout
Line 7
Power limit for continuous running (i = 0)
Line 8
Overload limit
Line 9
Speed limit at sea trial
The above limits may in general be extended to

105%, and during trial conditions to 107%, of the
nominal L1 speed of the engine, provided the torsional vibration conditions permit.
The overspeed set-point is 109% of the speed in A,
however, it may be moved to 109% of the nominal
speed in L1, provided that torsional vibration conditions permit.
Running above 100% of the nominal L1 speed at a
load lower than about 65% specified MCR is, however, to be avoided for extended periods. Only
plants with controllable pitch propellers can reach
this light running area.
Point M to be located on line 7 (normally in point A)

Regarding i in the power functions Pb = c x ni, see
page 2.01
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2.08
MAN B&W Diesel A/S
Fig. 2.07a: Engine load diagram for engine with VIT
178 05 42-7.3
178 39 18-4.1
Fig. 2.07b: Engine load diagram for engine without VIT
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MAN B&W Diesel A/S
Recommendation
Examples of the use of the Load Diagram
Continuous operation without limitations is allowed

only within the area limited by lines 4, 5, 7 and 3 of
the load diagram, except for CP propeller plants
mentioned in the previous section.
In the following see Figs. 2.08 - 2.13, are some examples illustrating the flexibility of the layout and
load diagrams and the significant influence of the
choice of the optimising point O.
The area between lines 4 and 1 is available for operation in shallow waters, heavy weather and during
acceleration, i.e. for non-steady operation without
any strict time limitation.
The upper diagrams of the examples 1, 2, 3 and 4

show engines with VIT fuel pumps for which the optimising point O is normally different from the specified MCR point M as this can improve the SFOC at
part load running. The lower diagrams also show
engine wihtout VIT fuel pumps, i.e. point A=O.
After some time in operation, the ships hull and propeller will be fouled, resulting in heavier running of
the propeller, i.e. the propeller curve will move to the
left from line 6 towards line 2, and extra power is required for propulsion in order to keep the ships
speed.
Example 1 shows how to place the load diagram for

an engine without shaft generator coupled to a fixed
pitch propeller.
In example 2 are diagrams for the same configuration, here with the optimising point to the left of the
heavy running propeller curve (2) obtaining an extra
engine margin for heavy running.
In calm weather conditions, the extent of heavy running of the propeller will indicate the need for cleaning the hull and possibly polishing the propeller.
Once the specified MCR (and the optimising point)
has been chosen, the capacities of the auxiliary
equipment will be adapted to the specified MCR,
and the turbocharger etc. will be matched to the optimised power, however considering the specified
MCR.
As for example 1 example 3 shows the same layout

for an engine with fixed pitch propeller, but with a
shaft generator.
Example 4 shows a special case with a shaft generator. In this case the shaft generator is cut off, and
the GenSets used when the engine runs at specified
MCR. This makes it possible to choose a smaller engine with a lower power output.
If the specified MCR (and/or the optimising point) is

to be increased later on, this may involve a change
of the pump and cooler capacities, retiming of the
engine, change of the fuel valve nozzles, adjusting
of the cylinder liner cooling, as well as rematching of
the turbocharger or even a change to a larger size of
turbocharger. In some cases it can also require
larger dimensions of the piping systems.
Example 5 shows diagrams for an engine coupled to

a controllable pitch propeller, with or without a shaft
generator, (constant speed or combinator curve operation).
Example 6 shows where to place the optimising
point for an engine coupled to a controllable pitch
propeller, and operating at constant speed.
It is therefore of utmost importance to consider, already at the project stage, if the specification should
be prepared for a later power increase.
For a project, the layout diagram shown in Fig.

2.14 may be used for construction of the actual
load diagram.
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MAN B&W Diesel A/S
Example 1:
Normal running conditions. Engine coupled to fixed pitch propeller (FPP) and without shaft generator
With VIT
178 05 44-0.6
Without VIT
M
S
O
A
MP
SP
Specified MCR of engine

Continuous service rating of engine
Optimising point of engine
Reference point of load diagram
Continuous service rating of propulsion
Point A of load diagram is found:

Line 1 Propeller curve through optimising point (O) is
equal to line 2
Line 7 Constant power line through specified MCR (M)
Point A Intersection between line 1 and 7
178 39 20-6.1
Fig. 2.08a: Example 1, Layout diagram for normal running

conditions, engine with FPP, without shaft generator
Fig. 2.08b: Example 1, Load diagram for normal running

For engines with VIT, the optimising point O and its propeller curve 1 will normally be selected on the engine
service curve 2, see the upper diagram of Fig. 2.08a.
on the engine service curve 2 (for fouled hull and

heavy weather), as shown in the lower diagram of
Fig. 2.08a.
For engines without VIT, the optimising point O will

have the same power as point M and its propeller
curve 1 for engine layout will normally be selected
Point A is then found at the intersection between propeller curve 1 (2) and the constant power curve through
M, line 7. In this case point A is equal to point M.
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MAN B&W Diesel A/S
Example 2:
Special running conditions. Engine coupled to fixed pitch propeller (FPP) and without shaft generator
With VIT
178 05 46-4.6
Without VIT
M
S
O
A
MP
SP


Line 1 Propeller curve through optimising point (O)
is equal to line 2
Fig. 2.09a: Example 2, Layout diagram for special running

Fig. 2.09b: Example 2, Load diagram for special running

Once point A has been found in the layout diagram,

the load diagram can be drawn, as shown in Fig.
2.08b and hence the actual load limitation lines of the
diesel engine may be found by using the inclinations
from the construction lines and the %-figures stated.
A similar example 2 is shown in Figs. 2.09. In this

case, the optimising point O has been selected
more to the left than in example 1, obtaining an extra
engine margin for heavy running operation in heavy
weather conditions. In principle, the light running
margin has been increased for this case.
178 39 23-1.0
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Example 3:
Normal running conditions. Engine coupled to fixed pitch propeller (FPP) and with shaft generator
With VIT
178 05 48-8.6
Without VIT
M
S
O
A
MP
SP
SG

Shaft generator power

Line 1 Propeller curve through optimising point (O)
Fig. 2.10a: Example 3, Layout diagram for normal running

Fig. 2.10b: Example 3, Load diagram for normal running

conditions, engine with FPP, with shaft generator
In example 3 a shaft generator (SG) is installed, and

therefore the service power of the engine also has to
incorporate the extra shaft power required for the
shaft generators electrical power production.
The optimising point O will be chosen on the engine

service curve as shown, but can, by an approximation, be located on curve 1, through point M.
178 39 25-5.1
Point A is then found in the same way as in example

1, and the load diagram can be drawn as shown in
Fig. 2.10b.
In Fig. 2.10a, the engine service curve shown for

heavy running incorporates this extra power.
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MAN B&W Diesel A/S
Example 4:
Special running conditions. Engine coupled to fixed pitch propeller (FPP) and with shaft generator
With VIT
178 06 35-1.6
Without VIT
M
S

O
A
MP
SP
SG

Shaft generator

Line 1 Propeller curve through optimising point (O) or
point S
Point A Intersection between line 1 and line L1 - L3
Point M Located on constant power line 7 through
point A (O = A if the engine is without VIT)

and with MP's speed.
178 39 28-0.2
See text on next page.

Fig. 2.11a: Example 4. Layout diagram for special running
Fig. 2.11b: Example 4. Load diagram for special running

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MAN B&W Diesel A/S
Also in this special case, a shaft generator is installed but, compared to Example 3, this case has a
specified MCR for propulsion, MP, placed at the top
of the layout diagram, see Fig. 2.11a.
In choosing the latter solution, the required specified MCR power can be reduced from point M to
point M as shown in Fig. 2.11a. Therefore, when running in the upper propulsion power range, a diesel
generator has to take over all or part of the electrical
power production.
This involves that the intended specified MCR of the

engine M will be placed outside the top of the layout
diagram.
However, such a situation will seldom occur, as

ships are rather infrequently running in the upper
propulsion power range.
One solution could be to choose a larger diesel

engine with an extra cylinder, but another and
cheaper solution is to reduce the electrical power
production of the shaft generator when running in
the upper propulsion power range.
Point A, having the highest possible power, is

then found at the intersection of line L1-L3 with
line 1, see Fig. 2.11a, and the corresponding load
diagram is drawn in Fig. 2.11b. Point M is found
on line 7 at MPs speed.
Example 4:
402 000 004
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MAN B&W Diesel A/S
Example 5:
Engine coupled to controllable pitch propeller (CPP) with or without shaft generator
Without VIT
M
S
With VIT
O
A

178 39 31-4.1
Fig. 2.12: Example 5: Engine with Controllable Pitch Propeller (CPP), with or without shaft generator
Fig. 2.12 shows two examples: on the left diagrams

for an engine without VIT fuel pumps (A = O = M), on
the right, for an engine with VIT fuel pumps (A = M).
The procedure shown in examples 3 and 4 for engines with FPP can also be applied here for engines
with CPP running with a combinator curve.
Layout diagram - without shaft generator

If a controllable pitch propeller (CPP) is applied, the
combinator curve (of the propeller) will normally be
selected for loaded ship including sea margin.
The optimising point O for engines with VIT may be

chosen on the propeller curve through point A = M
with an optimised power from 85 to 100% of the
specified MCR as mentioned before in the section
dealing with optimising point O.
The combinator curve may for a given propeller speed

have a given propeller pitch, and this may be heavy running in heavy weather like for a fixed pitch propeller.
Load diagram
Therefore, when the engines specified MCR point
(M) has been chosen including engine margin, sea
margin and the power for a shaft generator, if installed, point M may be used as point A of the load
diagram, which can then be drawn.
Therefore it is recommended to use a light running

combinator curve as shown in Fig. 2.12 to obtain an
increased operation margin of the diesel engine in
heavy weather to the limit indicated by curves 4 and 5.
The position of the combinator curve ensures the

maximum load range within the permitted speed
range for engine operation, and it still leaves a reasonable margin to the limit indicated by curves 4
and 5.
Layout diagram - with shaft generator

The hatched area in Fig. 2.12 shows the recommended speed range between 100% and 96.7% of
the specified MCR speed for an engine with shaft
generator running at constant speed.
Example 6 will give a more detailed description of

how to run constant speed with a CP propeller.
The service point S can be located at any point

within the hatched area.
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MAN B&W Diesel A/S
Example 6: Engines with VIT fuel pumps running at constant speed with controllable pitch
propeller (CPP)
Fig. 2.13a Constant speed curve through M, normal and correct location of the optimising point O
Irrespective of whether the engine is operating on a
propeller curve or on a constant speed curve
through M, the optimising point O must be located
on the propeller curve through the specified MCR
point M or, in special cases, to the left of point M.
Constant speed service

curve through M
The reason is that the propeller curve 1 through the

optimising point O is the layout curve of the engine,
and the intersection between curve 1 and the maximum power line 7 through point M is equal to 100%
power and 100% speed, point A of the load diagram
- in this case A=M.
Fig. 2.13a: Normal procedure
In Fig. 2.13a the optimising point O has been placed

correctly, and the step-up gear and the shaft generator, if installed, may be synchronised on the constant speed curve through M.
curve through M
Fig. 2.13b: Constant speed curve through M,

wrong position of optimising point O
Fig. 2.13b: Wrong procedure
If the engine has been service-optimised in point O

on a constant speed curve through point M, then the
specified MCR point M would be placed outside the
load diagram, and this is not permissible.
Fig. 2.13c: Recommended constant speed running curve, lower than speed M
In this case it is assumed that a shaft generator, if installed, is synchronised at a lower constant main engine speed (for example with speed equal to O or
lower) at which improved CP propeller efficiency is
obtained for part load running.

curve with a speed lower
than M
Fig. 2.13c: Recommended procedure
In this layout example where an improved CP propeller efficiency is obtained during extended periods of part load running, the step-up gear and the
shaft generator have to be designed for the applied lower constant engine speed.
Logarithmic scales
M: Specified MCR
O: Optimised point
A: 100% power and speed of load
diagram (normally A=M)
178 19 69-9.0
Fig. 2.13: Running at constant speed with CPP
402 000 004
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MAN B&W Diesel A/S
Fig. 2.14 contains a layout diagram that can be used for construction of the load diagram for an actual project, using the
%-figures stated and the inclinations of the lines.
178 46 87-5.0
Fig. 2.14: Diagram for actual project
402 000 004
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2.18
MAN B&W Diesel A/S
Emission Control
IMO NOx emission limits
All MC engines are delivered so as to comply with
the IMO speed dependent NOx limit, measured according to ISO 8178 Test Cycles E2/E3 for Heavy
Duty Diesel Engines.
More detailed information can be found in our publications:

P. 331 Emissions Control, Two-stroke Low-speed
Engines
P. 333 How to deal with Emission Control.
The Specific Fuel Oil Consumption (SFOC) and the

NOx are interrelated parameters, and an engine offered with a guaranteed SFOC and also guaranteed
to comply with the IMO NOx limitation will be subject
to a 5% fuel consumption tolerance.
30-50% NOx reduction
Water emulsification of the heavy fuel oil is a well
proven primary method. The type of homogenizer is
either ultrasonic or mechanical, using water from
the freshwater generator and the water mist
catcher. The pressure of the homogenised fuel has
to be increased to prevent the formation of the
steam and cavitation. It may be necessary to modify
some of the engine components such as the fuel
pumps, camshaft, and the engine control system.
Up to 95-98% NOx reduction
This reduction can be achieved by means of secondary methods, such as the SCR (Selective Catalytic Reduction), which involves an after-treatment
of the exhaust gas.
Plants designed according to this method have
been in service since 1990 on four vessels, using
Haldor Topse catalysts and ammonia as the reducing agent, urea can also be used.
The compact SCR unit can be located separately in
the engine room or horizontally on top of the engine.
The compact SCR reactor is mounted before the
turbocharger(s) in order to have the optimum working temperature for the catalyst.
402 000 004
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2.19
MAN B&W Diesel A/S
Specific Fuel Oil Consumption

Engine with from 98 to 50 cm bore engines are as
standard fitted with high efficiency turbochargers.
The smaller bore from 46 to 26 cm are fitted with the
so-called "conventional" turbochargers
With a conventional turbocharger the amount of air

required for combustion purposes can, however, be
adjusted to provide a higher exhaust gas temperature, if this is needed for the exhaust gas boiler. The
matching of the engine and the turbocharging system is then modified, thus increasing the exhaust
gas temperature by 20 C.
High efficiency/conventional turbochargers

Some engine types are as standard fitted with high
efficiency turbochargers but can alternatively use
conventional turbochargers. These are:
S70MC-C, S70MC, S60MC-C, S60MC, L60MC,
S50MC-C, S50MC and L50MC.
This modification will lead to a 7-8% reduction in the

exhaust gas amount, and involve an SFOC penalty
of up to 2 g/BHPh, see the example in Fig. 2.15.
The calculation of the expected specific fuel oil consumption (SFOC) can be carried out by means of the
following figures for fixed pitch propeller and for
controllable pitch propeller, constant speed.
Throughout the whole load area the SFOC of the engine depends on where the optimising point O is
chosen.
The high efficiency turbocharger is applied to the

engine in the basic design with the view to obtaining
the lowest possible Specific Fuel Oil Consumption
(SFOC) values.
178 47 08-1.0
Fig. 2.15: Example of part load SFOC curves for the two engine versions
402 000 004
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2.20
MAN B&W Diesel A/S
SFOC at reference conditions
Examples of graphic calculation of

SFOC
The SFOC is based on the reference ambient conditions stated in ISO 3046/1-1986:
Diagram 1 in the following figures are valid for fixed

pitch propeller and constant speed, respectively,
shows the reduction in SFOC, relative to the SFOC
at nominal rated MCR L1.
1,000 mbar ambient air pressure

25 C ambient air temperature
25 C scavenge air coolant temperature
The solid lines are valid at 100, 80 and 50% of the

optimised power (O).
and is related to a fuel oil with a lower calorific value of

10,200 kcal/kg (42,700 kJ/kg).
The optimising point O is drawn into the abovementioned Diagram 1. A straight line along the
constant mep curves (parallel to L1-L3) is drawn
through the optimising point O. The line intersections of the solid lines and the oblique lines indicate the reduction in specific fuel oil consumption
at 100%, 80% and 50% of the optimised power,
related to the SFOC stated for the nominal MCR
(L1) rating at the actually available engine version.
For lower calorific values and for ambient conditions

that are different from the ISO reference conditions,
the SFOC will be adjusted according to the conversion factors in the below table provided that the maximum combustion pressure (Pmax) is adjusted to the
nominal value (left column), or if the Pmax is not
re-adjusted to the nominal value (right column).
With
Pmax
adjusted
SFOC
Condition change change
Without
Pmax
adjusted
SFOC
change
Parameter
Scav. air coolant
per 10 C rise
temperature
+ 0.60% + 0.41%
Blower inlet
temperature
per 10 C rise
+ 0.20% + 0.71%
Blower inlet
pressure
per 10 mbar rise - 0.02% - 0.05%
Fuel oil lower

calorific value
rise 1%
(42,700 kJ/kg)
-1.00%
The SFOC curve for an engine with conventional

turbocharger is identical to that for an engine with
high efficiency turbocharger, but located at 2
g/BHPh higher level.
In Fig. 2.24 an example of the calculated SFOC
curves are shown on Diagram 2, valid for two alternative engine ratings: O1 = 100% M and
O2 = 85%M for a 6S70MC-C with VIT fuel pumps.
- 1.00%
With for instance 1 C increase of the scavenge air

coolant temperature, a corresponding 1 C increase
of the scavenge air temperature will occur and involves an SFOC increase of 0.06% if Pmax is adjusted.
SFOC guarantee
The SFOC guarantee refers to the above ISO reference conditions and lower calorific value, and is guaranteed for the power-speed combination in which the
engine is optimised (O).
The SFOC guarantee is given with a margin of 5% for
engines fulfilling the IMO NOx emission limitations.
As SFOC and NOx are interrelated paramaters, an engine offered without fulfilling the IMO NOx limitations
only has a tolerance of 3% of the SFOC.
402 000 004
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MAN B&W Diesel A/S
178 44 22-7.1
SFOC in g/BHPh at nominal MCR (L1)

Engine
kW/cyl.
BHP/cyl.
r/min
g/kWh
g/BHPh
6-12K98MC
5720
7780
94
171
126
6-12K98MC-C
5710
7760
104
171
126
Data optimising point (O):
178 87 11-3.0
Power: 100% of (O)
BHP
Speed: 100% of (O)
r/min
SFOC found:
g/BHPh
These figures are valid both for engines with fixed pitch propeller and for engines running at constant speed.
Fig. 2.16a: SFOC for engines with fixed pitch propeller, K98MC and K98MC-C
402 000 004
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2.22
MAN B&W Diesel A/S
178 44 22-7.0
178 44 22-7.1
Fig. 2.16b: SFOC for engines with constant speed,
402 000 004
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2.23
MAN B&W Diesel A/S
178 37 74-4.0

Engine
6-9S90MC-C
kW/cyl.
BHP/cyl.
r/min
g/kWh
g/BHPh
4890
6650
76
167
123
178 87 12-5.0
Fig. 2.17a: Example of SFOC for engines with fixed pitch propeller, S90MC-C
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2.24
MAN B&W Diesel A/S
178 37 75-6.0
178 11 68-5.0
Fig. 2.17b: Example of SFOC for engines with constant speed,
402 000 004
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2.25
MAN B&W Diesel A/S
178 06 87-7.0

)Engine
kW/cyl.
BHP/cyl.
r/min
g/kWh
g/BHPh
6-12K90MC-C
4560
6210
104
171
126
6-12K80MC-C
3610
4900
104
171
126

Power: 100% of (O)
BHP
Speed: 100% of (O)
r/min
SFOC:
178 87 13-7.0
g/BHPh
178 39 35-1.0
Fig. 2.18a: Example of SFOC for engines with fixed pitch propeller,
402 000 004
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2.26
MAN B&W Diesel A/S
178 06 89-0.0
178 44 22-7.1
Fig. 2.18b: Example of SFOC for engines with constant speed,
402 000 004
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2.27
MAN B&W Diesel A/S
178 15 92-3.0
Engine
6-12L90MC-C
4-12K90MC
6-8S80MC-C
4-9S80MC
4-12L80MC
4-8S70MC-C*
4-8S70MC
4-8L70MC
4-8S60MC-C*
4-8S60MC
4-8L60MC
4-8S50MC-C*
4-8S50MC
4-8L50MC
4-12L42MC*
kW/cyl.
4890
4570
3880
3840
3640
3105
2810
2830
2255
2040
1920
1580
1430
1330
995
BHP/cyl.
6650
6220
5280
5220
4940
4220
3820
3845
3070
2780
2600
2145
1940
1810
1355

Turbochargers
High efficiency
Conventional
g/kWh
g/BHPh
g/kWh
g/BHPh
167
123
171
126
167
123
167
123
174
128
169
124
171
126
169
124
171
126
174
128
170
125
173
127
170
125
173
127
171
126
174
128
171
126
174
128
171
126
174
128
173
127
175
129
177
130
r/min
83
94
76
79
93
91
91
108
105
105
123
127
127
148
176
* Note: Engines without VIT fuel pumps have to be optimised at the specified MCR power

Power: 100% of (O)
Speed: 100% of (O)
SFOC found:
BHP
r/min
g/BHPh
178 43 63-9.0
Fig. 2.19a: Example of SFOC for engines with fixed pitch propeller
402 000 004
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2.28
MAN B&W Diesel A/S
178 15 91-1.0
178 43 63-9.0
Fig. 2.19b: Example of SFOC for engines with constant speed
402 000 004
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2.29
MAN B&W Diesel A/S
Specified MCR (M) = optimised point (O)

178 06 88-9.0

Engine
kW/cyl.
BHP/cyl.
r/min
g/kWh
g/BHPh
4-8S46MC-C
1310
1785
129
174
128
4-12S42MC
1080
1470
136
177
130
4-12S35MC
740
1010
173
178
131
4-12L35MC
650
880
210
177
130
4-12S26MC
400
545
250
179
132
178 87 15-0.0

Power: 100% of (O)
BHP
Speed: 100% of (O)
r/min
Fig. 2.20a: Example of SFOC for engines with fixed pitch propeller
402 000 004
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2.30
MAN B&W Diesel A/S
Specified MCR (M) = optimised point (O)

178 06 90-0.0
178 43 63-9.0
Fig. 2.20b: Example of SFOC for engines with constant speed
402 000 004
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2.31
MAN B&W Diesel A/S
178 15 88-8.0
Data at nominal MCR (L1): 6S70MC-C
Data of optimising point (O)
O1
100% Power:
25,320 BHP
91 r/min
100% Speed:
124 g/BHPh
High efficiency turbocharger:
Power: 100% of O 21,000 BHP

17,850 BHP
Speed: 100% of O
81.9 r/min
77.4 r/min
SFOC found:
122.1 g/BHPh 119.7 g/BHPh
Note: Engines without VIT fuel pumps have to be optimised at the specified MCR power
O2
178 43 66-4.0
O1: Optimised in M
O2: Optimised at 85% of power M
Point 3: is 80% of O2 = 0.80 x 85% of M = 68% M
Point 4: is 50% of O2 = 0.50 x 85% of M = 42.5% M
178 43 67-6.0
Fig. 2.21: Example of SFOC for 6S70MC-C with fixed pitch propeller, high efficiency turbocharger and VIT fuel pumps
402 000 004
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MAN B&W Diesel A/S
Fuel Consumption at an Arbitrary Load

Once the engine has been optimised in point O,
shown on this Fig., the specific fuel oil consumption
in an arbitrary point S1, S2 or S3 can be estimated
based on the SFOC in points 1" and 2".
The SFOC curve through points S2, to the left of

point 1, is symmetrical about point 1, i.e. at speeds
lower than that of point 1, the SFOC will also increase.
These SFOC values can be calculated by using the

graphs for fixed pitch propeller (curve I) and for the
constant speed (curve II), obtaining the SFOC in
points 1 and 2, respectively.
The above-mentioned method provides only an approximate figure. A more precise indication of the
expected SFOC at any load can be calculated by
using our computer program. This is a service which
is available to our customers on request.
Then the SFOC for point S1 can be calculated as an

interpolation between the SFOC in points 1" and
2", and for point S3 as an extrapolation.
178 05 32-0.1
Fig. 2.22: SFOC at an arbitrary load
402 000 004
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2.33
MAN B&W Diesel A/S
3 Turbocharger Choice
Turbocharger Types
Location of turbochargers
The MC engines are designed for the application of

either MAN B&W, ABB or Mitsubishi (MHI) turbochargers which are matched to comply with the IMO
speed dependent NOx emission limitations, measured according to ISO 8178 Test Cycles E2/E3 for
Heavy Duty Diesel Engines.
On the exhaust side:

On all 98, 90, 80, 70, 60-bore engines
On 10-12 cylinder 42, 35 and 26-bore engines.
Optionally on 50 and 46-bore engines.
Engine type
Conventional
turbocharger
K98MC
K98MC-C
S90MC-C
L90MC-C
K90MC
K90MC-C
S80MC-C
S80MC
L80MC
K80MC-C
S70MC-C
S70MC
L70MC
S60MC-C
S60MC
L60MC
S50MC-C
S50MC
L50MC
S46MC-C
S42MC
L42MC
S35MC
L35MC
S26MC
O
O
O
O
O
O
O
O
S
S
S
S
S
S
One turbocharger on the aft end:

On all 50 and 46-bore engines
On 4-9 cylinder 42, 35 and 26-bore engines.
Optionally on 60-bore engines.
High efficiency
turbocharger
S
S
S
S
S
S
S
S
S
S
S
S
S
S
S
S
S
S
S
For other layout points than L1, the number or size of

turbochargers may be different, depending on the
point at which the engine is optimised.
Two turbochargers can be applied at extra cost for
those stated with one, if this is desirable due to
space requirements, or for other reasons.
In order to clean the turbine blades and the nozzle
ring assembly during operation, the exhaust gas inlet to the turbocharger(s) is provided with a dry
cleaning system using nut shells and a water washing system.
Coagency of SFOC and Exhaust Gas Data
Conventional turbocharger(s)
For certain engine types the amount of air required
for the combustion can, however, be adjusted to
provide a higher exhaust gas temperature, if this is
needed for the exhaust gas boiler. In this case the
conventional turbochargers are to be applied, see
the options in Fig. 3.01. The SFOC is then about 2
g/BHPh higher, see section 2.
S = Standard design
O = Optional design
Fig. 3.01: Turbocharger designs
485 600 100
198 22 31
3.01
MAN B&W Diesel A/S
Engine
type
Number of cylinders
4
K98MC
3xNA70/T9* 3xNA70/T9 3xNA70/T9 4xNA70/T9* 4xNA70/T9 4xNA70/T9 5xNA70/T9*
K98MC-C
3xNA70/T9* 3xNA70/T9 3xNA70/T9 4xNA70/T9* 4xNA70/T9 4xNA70/T9 5xNA70/T9*
S90MC-C
2xNA70/T9 3xNA70/T9* 3xNA70/T9 3xNA70/T9
L90MC-C
2xNA70/T9 2xNA70/T9 3xNA70/T9 3xNA70/T9 3xNA70/T9 4xNA70/T9 4xNA70/T9
K90MC
10
11
12
2xNA57/T9 2xNA70/T9 2xNA70/T9 2xNA70/T9 3xNA70/T9 3xNA70/T9 3xNA70/T9 4xNA70/T9 4xNA70/T9
K90MC-C
2xNA70/T9 3xNA70/T9* 3xNA70/T9 3xNA70/T9 3xNA70/T9 4xNA70/T9 4xNA70/T9
S80MC-C
2xNA70/T9 2xNA70/T9 2xNA70/T9
S80MC
1xNA70/T9 2xNA57/T9 2xNA70/T9 2xNA70/T9 2xNA70/T9 3xNA70/T9
L80MC
1xNA70/T9 2xNA57/T9 2xNA70/T9 2xNA70/T9 2xNA70/T9 3xNA70/T9 3xNA70/T9 3xNA70/T9 3xNA70/T9
K80MC-C
2xNA70/T9 2xNA70/T9 2xNA70/T9 2xNA70/T9 3xNA70/T9 3xNA70/T9 3xNA70/T9
S70MC-C 1xNA70/T9 1xNA70/T9 2xNA57/T9 2xNA70/T9 2xNA70/T9
S70MC
1xNA70/T9 1xNA70/T9 2xNA57/T9 2xNA57/T9 2xNA70/T9
L70MC
S60MC
L60MC
S50MC-C 1xNA48/S 1xNA57/T9 1xNA57/T9 1xNA70/T9 1xNA70/T9
S50MC
1xNA48/S 1xNA57/T9 1xNA57/T9 1xNA57/T9 1xNA70/T9
L50MC
1xNA48/S
1xNA48/S 1xNA57/T9 1xNA57/T9 1xNA57/T9
* Turbocharger installation requires special attention

Not included in the production programme
Example of full designation: 6S70MC-C requires 2xNA57/T9 at nominal MCR.
178 86 83-6.0
Fig. 3.02: MAN B&W high efficiency turbochargers for engines with nominal rating (L1)
complying with IMO's NOx emission limitatoins
485 600 100
198 22 31
3.02
MAN B&W Diesel A/S
Engine
type
Number of cylinders
4
K98MC
2 x 85-B12 2 x 85-B12 3 x 85-B11 3 x 85-B12 3 x 85-B12 4 x 85-B11 4 x 85-B12
K98MC-C
2 x 85-B12 3 x 85-B11 3 x 85-B11 3 x 85-B12 3 x 85-B12 4 x 85-B11 4 x 85-B12
S90MC-C
2 x 85-B11 2 x 85-B12 2 x 85-B12 3 x 85-B11
L90MC-C
2 x 85-B11 2 x 85-B12 2 x 85-B12 3 x 85-B11 3 x 85-B11 3 x 85-B12 3 x 85-B12
K90MC
10
11
12
1 x 85-B12 2 x 80-B12 2 x 85-B11 2 x 85-B11 2 x 85-B12 3 x 85-B11 3 x 85-B11 3 x 85-B11 3 x 85-B12
K90MC-C
2 x 85-B11 2 x 85-B11 2 x 85-B12 3 x 85-B11 3 x 85-B11 3 x 85-B12 3 x 85-B12
S80MC-C
2 x 80-B12 2 x 85-B11 2 x 85-B11
S80MC
1 x 85-B11 1 x 85-B12 2 x 80-B12 2 x 85-B11 2 x 85-B11 2 x 85-B12
L80MC
1 x 85-B11 1 x 85-B12 2 x 80-B12 2 x 85-B11 2 x 85-B11 2 x 85-B12 2 x 85-B12 3 x 85-B11 3 x 85-B11
K80MC-C
2 x 80-B11 2 x 80-B12 2 x 85-B11 2 x 85-B11 2 x 85-B12 2 x 85-B12 3 x 85-B11
S70MC-C 1 x 80-B12 1 x 85-B11 1 x 85-B12 2 x 80-B11 2 x 80-B12
S70MC
1 x 80-B12 1 x 85-B11 1 x 85-B11 1 x 85-B12 2 x 80-B12
L70MC
1 x 80-B12 1 x 85-B11 1 x 85-B12 2 x 80-B11 2 x 80-B12
S60MC-C 1 x 77-B12 1 x 80-B11 1 x 80-B12 1 x 85-B11 1 x 85-B12
S60MC
1 x 77-B11 1 x 80-B11 1 x 80-B12 1 x 85-B11 1 x 85-B11
L60MC
1 x 77-B11 1 x 80-B11 1 x 80-B12 1 x 85-B11 1 x 85-B11
S50MC-C 1 x 73-B12 1 x 77-B11 1 x 77-B12 1 x 80-B11 1 x 80-B12
S50MC
1 x 73-B11 1 x 77-B11 1 x 77-B12 1 x 80-B11 1 x 80-B12
L50MC
1 x 73-B11 1 x 73-B12 1 x 77-B11 1 x 77-B12 1 x 80-B11
All turbochargers in this table are of the TPL-type.

- Not included in the production programme
Example of full designation: 6S70MC-C requires 1 x TPL85-B12 at nominal MCR.
178 86 84-8.0
Fig. 3.03: ABB high efficiency turbochargers, type TPL, for engines with nominal rating (L1)
complying with IMO's NOx emission limitations
485 600 100
198 22 31
3.03
MAN B&W Diesel A/S
Engine
type
Number of cylinders
4
10
11
12
K98MC
n.a.
3 x 714D
3 x 714D
n.a.
4 x 714D
4 x 714D
n.a.
K98MC-C
n.a.
3 x 714D
n.a.
n.a.
4 x 714D
n.a.
n.a.
S90MC-C
2 x 714D
n.a.
3 x 714D
3 x 714D
L90MC-C
2 x 714D
n.a.
3 x 714D
3 x 714D
n.a.
4 x 714D
4 x 714D
2 x 564D
2 x 714D
2 x 714D
n.a.
3 x 714D
3 x 714D
3 x 714D
4 x 714D
4 x 714D
K90MC-C
2 x 714D
n.a.
3 x 714D
3 x 714D
n.a.
4 x 714D
4 x 714D
S80MC-C
2 x 714D
2 x 714D
2 x 714D
S80MC
1 x 714D
2 x 564D
2 x 714D
2 x 714D
2 x 714D
3 x 714D
L80MC
1 x 714D
2 x 564D
2 x 714D
2 x 714D
2 x 714D
3 x 714D
3 x 714D
3 x 714D
3 x 714D
K80MC-C
2 x 714D
2 x 714D
2 x 714D
3 x 714D
3 x 714D
3 x 714D
3 x 714D
S70MC-C
1 x 714D
1 x 714D
2 x 564D
2 x 714D
2 x 714D
S70MC
1 x 714D
1 x 714D
2 x 564D
2 x 564D
2 x 714D
L70MC
1 x 714D
1 x 714D
2 x 564D
2 x 714D
2 x 714D
S60MC-C
1 x 564D
1 x 714D
1 x 714D
1 x 714D
2 x 564D
S60MC
1 x 564D
1 x 714D
1 x 714D
1 x 714D
2 x 564D
L60MC
1 x 564D
1 x 564D
1 x 714D
1 x 714D
1 x 714D
S50MC-C
1 x 564D
1 x 564D
1 x 564D
1 x 714D
1 x 714D
S50MC
1 x 454D
1 x 564D
1 x 564D
1 x 714D
1 x 714D
L50MC
1 x 454D
1 x 564D
1 x 564D
1 x 564D
1 x 714D
K90MC
All turbochargers in this table are of the VTR-type and have the suffix "-32".
n.a. Not applicable
Example of full designation: 6S70MC-C requires 2 x VTR564D-32 at nominal MCR.
178 86 86-1.0
Fig. 3.04: ABB high efficiency turbochargers, type VTR-32, for engines with nominal rating (L1)
485 600 100
198 22 31
3.04
MAN B&W Diesel A/S
Engine
type
Number of cylinders
4
K98MC
2xMET83SE 2xMET90SE 2xMET90SE 3xMET83SE 3xMET90SE 3xMET90SE 3xMET90SE
K98MC-C
S90MC-C
2xMET83SE 2xMET83SE 2xMET90SE 2xMET90SE
L90MC-C
K90MC
10
11
12
1xMET90SE 2xMET71SE 2xMET83SE 2xMET83SE 2xMET90SE 2xMET90SE 3xMET83SE 3xMET83SE 3xMET90SE
K90MC-C
S80MC-C
2xMET71SE 2xMET83SE 2xMET83SE
S80MC
1xMET83SE 1xMET90SE 1xMET90SE 2xMET71SE 2xMET83SE 2xMET83SE
L80MC
1xMET83SE 1xMET90SE 1xMET90SE 2xMET71SE 2xMET83SE 2xMET83SE 2xMET90SE 2xMET90SE 2xMET90SE
K80MC-C
S70MC-C 1xMET71SE 1xMET83SE 1xMET83SE 1xMET90SE 2xMET71SE
S70MC
1xMET66SE 1xMET83SE 1xMET83SE 1xMET90SE 1xMET90SE
L70MC
S60MC
L60MC
S50MC
L50MC
178 86 87-3.0
Fig. 3.05: Mitsubishi high efficiency turbochargers for engines with nominal rating (L1)
485 600 100
198 22 31
3.05
MAN B&W Diesel A/S
Engine
type
Number of cylinders
9
10
11
12
S70MC
S60MC
L60MC
L70MC

n.a.
n.a.
n.a.
n.a.
n.a.
S50MC-C 1xNA48/S
S50MC
1xNA48/S
L50MC
1xNA40/S
1xNA48/S
1xNA48/S 1xNA57/T9 1xNA57/T9
S46MC-C 1xNA40/S
1xNA48/S
1xNA48/S 1xNA57/T9 1xNA57/T9
S42MC
1xNA40/S
1xNA40/S
1xNA48/S
1xNA48/S
1xNA48/S 1xNA57/T9 2xNA40/S
2xNA48/S
2xNA48/S
L42MC
1xNA34/S
1xNA40/S
1xNA48/S
1xNA48/S
1xNA48/S 1xNA57/T9 2xNA40/S
2xNA40/S
2xNA48/S
S35MC
1xNA34/S
1xNA34/S
1xNA40/S
1xNA40/S
1xNA48/S
1xNA48/S
2xNA34/S
2xNA40/S
2xNA40/S
L35MC
1xNR29/S
1xNA34/S
1xNA34/S
1xNA40/S
1xNA40/S
1xNA40/S
2xNA34/S
2xNA34/S
2xNA34/S
S26MC
1xNR20/S
1xNR24/S
1xNR29/S
1xNR29/S
1xNA34/S
1xNA34/S
2xNR24/S
2xNR24/S
2xNR29/S
n.a. Not applicable

-
178 86 87-3.0
Fig. 3.06: MAN B&W conventional turbochargers for engines with nominal rating (L1)
complying with IMO's NOx emission limits
485 600 100
198 22 31
3.06
MAN B&W Diesel A/S
Engine
type
Number of cylinders
9
10
11
12
S70MC-C 1 x 80-B11 1 x 85-B11 1 x 85-B11 1 x 85-B12 2 x 80-B11
S70MC
S60MC-C 1 x 77-B11 1 x 80-B11 1 x 80-B12 1 x 85-B11 1 x 85-B11
S60MC
1 x 77-B11 1 x 77-B12 1 x 80-B11 1 x 80-B12 1 x 85-B11
L60MC
1 x 77-B11 1 x 77-B12 1 x 80-B11 1 x 80-B12 1 x 85-B11
S50MC-C 1 x 73-B11 1 x 77-B11 1 x 77-B11 1 x 77-B12 1 x 80-B11
S50MC
1 x 73-B11 1 x 73-B12 1 x 77-B11 1 x 77-B12 1 x 80-B11
L50MC
1 x 73-B11 1 x 73-B12 1 x 77-B11 1 x 77-B11 1 x 77-B12
S46MC-C 1 x 73-B11 1 x 73-B11 1 x 77-B11 1 x 77-B11 1 x 77-B12
L70MC
1 x 80-B11 1 x 80-B12 1 x 85-B11 1 x 85-B12 2 x 80-B11

n.a.
n.a.
n.a.
n.a.
n.a.
S42MC
1 x 69-A10 1 x 73-B11 1 x 73-B11 1 x 73-B12 1 x 77-B11 1 x 77-B11 2 x 73-B11 2 x 73-B11 2 x 73-B11
L42MC
1 x 69-A10 1 x 73-B11 1 x 73-B11 1 x 73-B12 1 x 73-B12 1 x 77-B11 2 x 73-B11 2 x 73-B11 2 x 73-B11
S35MC
1 x 65-A10 1 x 69-A10 1 x 69-A10 1 x 73-B11 1 x 73-B11 1 x 73-B11 2 x 69-A10 2 x 69-A10 2 x 69-A10
L35MC
1 x 65-A10 1 x 65-A10 1 x 69-A10 1 x 69-A10 1 x 73-B11 1 x 73-B11 2 x 65-A10 2 x 65-A10 2 x 69-A10
S26MC
1xTPS57D* 1xTPS57D* 1 x 61-A10 1 x 61-A10 1 x 65-A10 1 x 65-A10 2 x TPS57D* 2 x 61-A10 2 x 61-A10
All turbochargers in this table are of the TPL-type.

* For 4 and 5 cylinder S26MC the full designation is listed in the table.
n.a. Not applicable
-
Example of a full designation: 6S70MC-C requires 1 x TPL85-B11 at nominal MCR.
178 86 89-7.0
Fig. 3.07: ABB conventional turbochargers, type TPL, for engines with nominal rating (L1)
485 600 100
198 22 31
3.07
MAN B&W Diesel A/S
Engine
type
Number of cylinders
4
10
11
12
S70MC-C
1 x 714D
1 x 714D
2 x 564D
2 x 564D
2 x 714D
S70MC
1 x 714D
1 x 714D
1 x 714D
2 x 564D
2 x 714D
L70MC
n.a.
n.a.
n.a.
n.a.
n.a.
S60MC-C
1 x 564D
1 x 564D
1 x 714D
1 x 714D
1 x 714D
S60MC
1 x 564D
1 x 564D
1 x 714D
1 x 714D
1 x 714D
L60MC
1 x 564D
1 x 564D
1 x 714D
1 x 714D
1 x 714D
S50MC-C
1 x 454D
1 x 564D
1 x 564D
1 x 564D
1 x 714D
S50MC
1 x 454D
1 x 564D
1 x 564D
1 x 564D
1 x 714D
L50MC
1 x 454D
1 x 454D
1 x 564D
1 x 564D
1 x 564D
S46MC-C
1 x 454D
1 x 454D
1 x 564D
1 x 564D
1 x 564D
S42MC
1 x 454P
1 x 454D
1 x 454D
1 x 564D
1 x 564D
1 x 564D
2 x 454D
2 x 454D
2 x 454D
L42MC
1 x 454P
1 x 454D
1 x 454D
1 x 454D
1 x 564D
1 x 564D
2 x 454D
2 x 454D
2 x 454D
S35MC
1 x 354P
1 x 354P
1 x 454D
1 x 454D
1 x 454D
1 x 454D
2 x 354P
2 x 454P
2 x 454D
L35MC
1 x 354P
1 x 354P
1 x 454P
1 x 454D
1 x 454D
1 x 454D
2 x 354P
2 x 354P
2 x 454P
S26MC
1 x 254P
1 x 254P
1 x 304P
1 x 304P
1 x 354P
1 x 354P
2 x 254P
2 x 304P
2 x 304P
All turbochargers in this table are of the VTR-type and have the suffix "-32". Example of a full designation is VTR714D-32.
n.a. Not applicable
-
Example of full designation: 6S70MC-C requires 2 x VTR564D-32 at nominal MCR.
178 86 90-7.0
Fig. 3.08: ABB conventional turbochargers, type VTR-32, for engines with nominal rating (L1)
485 600 100
198 22 31
3.08
MAN B&W Diesel A/S
Engine
type
Number of cylinders
9
10
11
12
S70MC-C 1xMET66SD 1xMET83SD 1xMET83SD 1xMET90SE 1xMET90SE
S70MC
S60MC-C 1xMET66SD 1xMET66SD 1xMET71SE 1xMET83SD 1xMET83SD
S60MC
1xMET66SD 1xMET66SD 1xMET66SD 1xMET71SE 1xMET83SD
L60MC
1xMET53SD 1xMET66SD 1xMET66SD 1xMET71SE 1xMET83SD
S50MC-C 1xMET53SD 1xMET53SE 1xMET66SD 1xMET66SD 1xMET71SE
S50MC
1xMET53SD 1xMET53SD 1xMET66SD 1xMET66SD 1xMET66SD
L50MC
1xMET53SD 1xMET53SD 1xMET66SD 1xMET66SD 1xMET66SD
S46MC-C 1xMET53SD 1xMET53SD 1xMET53SD 1xMET66SD 1xMET66SD
L70MC
1xMET66SD 1xMET71SE 1xMET83SD 1xMET83SD 1xMET90SE

n.a.
n.a.
n.a.
n.a.
n.a.
S42MC
1xMET42SE 1xMET53SE 1xMET53SE 1xMET53SE 1xMET66SD 1xMET66SD 2xMET53SE 2xMET53SE 2xMET53SE
L42MC
1xMET42SD 1xMET42SE 1xMET53SD 1xMET53SD 1xMET53SD 1xMET66SD 2xMET42SE 2xMET53SD 2xMET53SD
S35MC
1xMET33SD 1xMET42SD 1xMET42SD 1xMET53SD 1xMET53SD 1xMET53SD 2xMET42SD 2xMET42SD 2xMET42SD
L35MC
1xMET30SR 1xMET33SD 1xMET33SD 1xMET42SD 1xMET42SE 1xMET53SD 2xMET33SD 2xMET42SD 2xMET42SD
S26MC
1xMET26SR 1xMET26SR 1xMET30SR 1xMET30SR 1xMET33SD 1xMET33SD 2xMET26SR 2xMET30SR 2xMET30SR
n.a. Not applicable
178 86 91-9.0
Fig. 3.09: Mitsubishi conventional turbochargers for engines with nominal rating (L1)
485 600 100
198 22 31
3.09
MAN B&W Diesel A/S
Cut-Off or By-Pass of Exhaust Gas
Advantages:
The exhaust gas can be cut-off or by-passed by the

turbochargers using either of the following systems.
Reduced SFOC if one turbocharger is cut-out

Reduced heat load on essential engine components, due to increased scavenge air pressure.
This results in less maintenance and lower spare
parts requirements
Turbocharger cut-out system

The application of this optional system, Fig. 3.10,
depends on the layout of the turbocharger(s) in each
individual case. It can be economical to apply the
cut-out system on an engine with two or more
turbochargers if the engine is to operate for long
periods at low loads of about 50% of the optimised
power or below.
The increased scavenge air pressure permits running without the use of an auxiliary blower down
to 20-30% of the specified MCR from 30-40%,
thus saving electrical power.
At 50% of the optimised power, the SFOC savings
will be about 1-2 g/BHPh, and the savings will be
larger at lower loads.
178 06 93-6.0
Fig. 3.10: Position of turbocharger cut-out valves
485 600 100
198 22 31
3.10
MAN B&W Diesel A/S
Valve for partial by-pass
Total by-pass for emergyency running
This optional system can only be applied on engines

having a turbocharger capacity higher than required
for the specifed MCR.
The total amount of exhaust gas around the

turbocharger is only by-passed in case of emergency running upon turbocharger failure, Fig. 3.12.
A valve for partial by-pass of the exhaust gas around

the high efficiency turbocharger(s), Fig. 3.11, can be
used in order to obtain improved SFOC at part
loads. For engine loads above 50% of optimised
power, the turbocharger allows part of the exhaust
gas to be by-passed around the turbcoharger, giving an increased exhaust temperature to the exhaust gas boiler.
This enables the engine to run at a higher load than

with a locked rotor during emergency conditions. If
this system is applied, the engine's exhaust gas receiver will be fitted with a by-pass flange of the same
diameter as the inlet pipe to the turbocharger. The
emergency pipe between the exhaust receiver and
the exhaust pipe after the turbocharger is yard's delivery.
At loads below 50% of the optimised power, the

by-pass closes automatically and the turbocharger
works under improved conditions with high efficiency. Furthermore, the limit for activating the auxiliary blowers is reduced in relation to the normal
limit for plants without partial bypass.
178 06 72-1.1
178 06 69-8.0
Fig. 3.11: Valve for partial by-pass
Fig. 3.12: Total by-pass of exhaust gas for emergency running
485 600 100
198 22 31
3.11
MAN B&W Diesel A/S
4 Electricity Production
Introduction
PTO/GCR
(Power Take Off/Gear Constant Ratio):
Generator coupled to a constant ratio step-up gear,
used only for engines running at constant speed.
Next to power for propulsion, electricity production

is the largest fuel consumer on board. The electricity
is produced by using one or more of the following
types of machinery, either running alone or in parallel:
The DMG/CFE (Direct Mounted Generator/Constant

Frequency Electrical) and the SMG/CFE (Shaft
Mounted Generator/Constant Frequency Electrical)
are special designs within the PTO/CFE group in
which the generator is coupled directly to the main engine crankshaft and the intermediate shaft, respectively, without a gear. The electrical output of the generator is controlled by electrical frequency control.
Auxiliary diesel generating sets

Main engine driven generators
Steam driven turbogenerators
Emergency diesel generating sets.
Within each PTO system, several designs are available, depending on the positioning of the gear:
The machinery installed should be selected based

on an economical evaluation of first cost, operating
costs, and the demand of man-hours for maintenance.
BW I:
Gear with a vertical generator mounted onto the
fore end of the diesel engine, without any connections to the ship structure.
In the following, technical information is given regarding main engine driven generators (PTO) and
the auxiliary diesel generating sets produced by
MAN B&W.
BW II:
A free-standing gear mounted on the tank top
and connected to the fore end of the diesel engine, with a vertical or horizontal generator.
The possibility of using a turbogenerator driven by

the steam produced by an exhaust gas boiler can be
evaluated based on the exhaust gas data.
BW III:
A crankshaft gear mounted onto the fore end of
the diesel engine, with a side-mounted generator
without any connections to the ship structure.
Power Take Off (PTO)

With a generator coupled to a Power Take Off (PTO)
from the main engine, the electricity can be produced based on the main engines low SFOC and
use of heavy fuel oil. Several standardised PTO systems are available, see Fig. 4.01 and the designations on Fig. 4.02:
BW IV:
A free-standing step-up gear connected to the
intermediate shaft, with a horizontal generator.
The most popular of the gear based alternatives are
the type designated BW III/RCF for plants with a
fixed pitch propeller (FPP) and the BW IV/GCR for
plants with a controllable pitch propeller (CPP). The
BW III/RCF requires no separate seating in the ship
and only little attention from the shipyard with respect to alignment.
PTO/RCF
(Power Take Off/Renk Constant Frequency):
Generator giving constant frequency, based on
mechanical-hydraulical speed control.
PTO/CFE
(Power Take Off/Constant Frequency Electrical):
Generator giving constant frequency, based on
electrical frequency control.
485 600 100
198 22 32
4.01
MAN B&W Diesel A/S
Design
Seating
Total
efficiency (%)
1a
1b
BW I/RCF
On engine
(vertical generator)
88-91
2a
2b
BW II/RCF
On tank top
88-91
3a
3b
BW III/RCF
On engine
88-91
4a
4b
BW IV/RCF
On tank top
88-91
5a
5b
DMG/CFE
On engine
84-88
6a
6b
SMG/CFE
On tank top
84-88
BW I/GCR
On engine
(vertical generator)
92
BW II/GCR
On tank top
92
BW III/GCR
On engine
92
10
BW IV/GCR
On tank top
92
PTO/GCR
PTO/CFE
PTO/RCF
Alternative types and layouts of shaft generators
178 19 66-3.1
Fig. 4.01: Types of PTO
485 600 100
198 22 32
4.02
MAN B&W Diesel A/S
The BW III -design can be applied on all engines

from the 98 to the 42 bore types. On the 60, 50,
46, and 42 type engines special attention has to
be paid to the space requirements for the BW III
system, if the turbocharger is located on the exhaust side.
For the smaller engine types, (the L/S35 and the
S26) the step-up gear and generator have to be
located on a separate seating, i.e. the BW II or the
BW IV system is to be used.
For further information please refer to the respective project guides and our publication:
P. 364
Shaft Generators
Power Take Off
from the Main Engine
Which is also available at the Internet address:

www.manbw.dk under Libraries.
Power take off:

BW III S70-C/RCF
700-60
50: 50 Hz
60: 60 Hz
kW on generator terminals
RCF: Renk constant frequency unit
CFE: Electrically frequency controlled unit
GCR: Step-up gear with constant ratio
Engine type on which it is applied
Layout of PTO: See Fig. 4.01
Make: MAN B&W
178 45 49-8.0
Fig. 4.02: Designation of PTO
485 600 100
198 22 32
4.03
MAN B&W Diesel A/S

Fig. 4.03 shows the principles of the PTO/RCF arrangement. As can be seen, a step-up gear box
(called crankshaft gear) with three gear wheels is
bolted directly to the frame box of the main engine.
The bearings of the three gear wheels are mounted
in the gear box so that the weight of the wheels is not
carried by the crankshaft. In the frame box, between
the crankcase and the gear drive, space is available
for tuning wheel, counterweights, axial vibration
damper, etc.
PTO/RCF
Side mounted generator, BWIII/RCF
(Fig. 4.01, Alternative 3)
The PTO/RCF generator systems have been developed in close cooperation with the German gear
manufacturer Renk. A complete package solution is
offered, comprising a flexible coupling, a step-up
gear, an epicyclic, variable-ratio gear with built-in
clutch, hydraulic pump and motor, and a standard
generator, see Fig. 4.03.
The first gear wheel is connected to the crankshaft

via a special flexible coupling made in one piece
with a tooth coupling driving the crankshaft gear,
thus isolating it against torsional and axial vibrations.
For marine engines with controllable pitch propellers running at constant engine speed, the hydraulic
system can be dispensed with, i.e. a PTO/GCR design is normally used.
178 00 45-5.0
Fig. 4.03: Power Take Off with Renk constant frequency gear: BW III/RCF
485 600 100
198 22 32
4.04
MAN B&W Diesel A/S
By means of a simple arrangement, the shaft in the

crankshaft gear carrying the first gear wheel and the
female part of the toothed coupling can be moved
forward, thus disconnecting the two parts of the
toothed coupling.
alarm is given depending upon the origin, severity

and the extent of deviation from the permissible values. The cause of a warning or an alarm is shown on
a digital display.
The power from the crankshaft gear is transferred,

via a multi-disc clutch, to an epicyclic variable-ratio
gear and the generator. These are mounted on a
common bedplate, bolted to brackets integrated
with the engine bedplate.
Extent of delivery for BWIII/RCF units

The delivery comprises a complete unit ready to be
built-on to the main engine. Fig. 4.04 shows the general arrangement. Space requirements for a specific
Standard sizes of the crankshaft gears and the RCF
units are designed for 700, 1200, 1800 and 2600 kW,
while the generator sizes of make A. van Kaick are:
The BWIII/RCF unit is an epicyclic gear with a hydrostatic superposition drive. The hydrostatic input
drives the annulus of the epicyclic gear in either direction of rotation, hence continuously varying the
gearing ratio to keep the generator speed constant
throughout an engine speed variation of 30%. In the
standard layout, this is between 100% and 70% of
the engine speed at specified MCR, but it can be
placed in a lower range if required.
Type
DSG
62 M2-4
62 L1-4
62 L2-4
74 M1-4
74 M2-4
74 L1-4
74 L2-4
86 K1-4
86 M1-4
86 L2-4
99 K1-4
The input power to the gear is divided into two paths

one mechanical and the other hydrostatic and
the epicyclic differential combines the power of the
two paths and transmits the combined power to the
output shaft, connected to the generator. The gear is
equipped with a hydrostatic motor driven by a pump,
and controlled by an electronic control unit. This
keeps the generator speed constant during single running as well as when running in parallel with other generators.
440 V
1800
kVA
707
855
1056
1271
1432
1651
1924
1942
2345
2792
3222
60 Hz
r/min
kW
566
684
845
1017
1146
1321
1539
1554
1876
2234
2578
380 V
1500
kVA
627
761
940
1137
1280
1468
1709
1844
2148
2542
2989
50 Hz
r/min
kW
501
609
752
909
1024
1174
1368
1475
1718
2033
2391
178 34 89-3.1
In the case that a larger generator is required, please

contact MAN B&W Diesel A/S.
The multi-disc clutch, integrated into the gear input

shaft, permits the engaging and disengaging of the
epicyclic gear, and thus the generator, from the
main engine during operation.
If a main engine speed other than the nominal is required as a basis for the PTO operation, this must be
taken into consideration when determining the ratio
of the crankshaft gear. However, this has no influence on the space required for the gears and the
generator.
An electronic control system with a Renk controller

ensures that the control signals to the main electrical switchboard are identical to those for the normal
auxiliary generator sets. This applies to ships with
automatic synchronising and load sharing, as well
as to ships with manual switchboard operation.
The PTO can be operated as a motor (PTI) as well as

a generator by adding some minor modifications.
Internal control circuits and interlocking functions

between the epicyclic gear and the electronic control box provide automatic control of the functions
necessary for the satisfactory operation and protection of the BWIII/RCF unit. If any monitored value exceeds the normal operation limits, a warning or an
485 600 100
198 22 32
4.05
MAN B&W Diesel A/S
Yard deliveries are:
Additional capacities required for BWIII/RCF
1. Cooling water pipes to the built-on lubricating oil

cooling system, including the valves.
The capacities stated in the List of capacities for

the main engine in question are to be increased by
the additional capacities for the crankshaft gear and
the RCF gear stated in Fig. 4.06.
2. Electrical power supply to the lubricating oil

stand-by pump built on to the RCF unit.
3. Wiring between the generator and the operator
control panel in the switch-board.
4. An external permanent lubricating oil filling-up
connection can be established in connection with
the RCF unit. The system is shown in Fig. 4.07 Lubricating oil system for RCF gear. The dosage
tank and the pertaining piping are to be delivered
by the yard. The size of the dosage tank is stated in
the table for RCF gear in Necessary capacities for
PTO/RCF (Fig. 4.06).
The necessary preparations to be made on the engine are specified in Figs. 4.05a and 4.05b.
485 600 100
198 22 32
4.06
MAN B&W Diesel A/S
178 36 29-6.0
Fig. 4.04a: Arrangement of side mounted generator PTO/RCF type BWlll RCF for engines with turbocharger on the
exhaust side (98-90-80-70-60-50-46 types)
178 05 11-5.0
Fig. 4.04b: Arrangement of side mounted generator PTO/RCF type BWlll RCF for engines with turbocharger on the at end
(60-50-46 types and 4-9 cylindere engine of the 42 type)
485 600 100
198 22 32
4.07
MAN B&W Diesel A/S
178 40 42-8.0
Fig. 4.05a: Necessary preparations to be made on engine for mounting PTO (to be decided when ordering the engine)
485 600 100
198 22 32
4.08
MAN B&W Diesel A/S
Pos.
Special face on bedplate and frame box
Pos.
Ribs and brackets for supporting the face and machined blocks for alignment of gear or stator
housing
Pos.
Machined washers placed on frame box part of face to ensure, that it is flush with the face on the
bedplate
Pos.
Rubber gasket placed on frame box part of face
Pos.
Shim placed on frame box part of face to ensure, that it is flush with the face of the bedplate
Pos.
Distance tubes and long bolts
Pos.
Threaded hole size, number and size of spring pins and bolts to be made in agreement with PTO
maker
Pos.
Flange of crankshaft, normally the standard execution can be used
Pos.
Studs and nuts for crankshaft flange
Pos. 10
Free flange end at lubricating oil inlet pipe (incl. blank flange)
Pos. 11
Oil outlet flange welded to bedplate (incl. blank flange)
Pos. 12
Face for brackets
Pos. 13
Brackets
Pos. 14
Studs for mounting the brackets
Pos. 15
Studs, nuts, and shims for mounting of RCF-/generator unit on the brackets
Pos. 16
Shims, studs and nuts for connection between crankshaft gear and RCF-/generator unit
Pos. 17
Engine cover with connecting bolts to bedplate/frame box to be used for shop test without PTO
Pos. 18
Intermediate shaft between crankshaft and PTO
Pos. 19
Oil sealing for intermediate shaft
Pos. 20
Engine cover with hole for intermediate shaft and connecting bolts to bedplate/frame box
Pos. 21
Plug box for electronic measuring instrument for check of condition of axial vibration damper
Pos. no:
10 11 12 13 14 15 16 17 18 19 20 21
BWIII/RCF
BWIII/GCR, BWIII/CFE
BWII/RCF
BWII/GCR, BWII/CFE
BWI/RCF
BWI/GCR, BWI/CFE
DMG/CFE
B
B
A
A
A
A: Preparations to be carried out by engine builder

B: Parts supplied by PTO-maker
C: See text of pos. no.
178 33 84-9.0
Fig. 4.05b: Necessary preparations to be made on engine for mounting PTO (to be decided when ordering the engine)
485 600 100
198 22 32
4.09
MAN B&W Diesel A/S
Crankshaft gear lubricated from the main engine lubricating oil system
The figures are to be added to the main engine capacity list:
kW
700
1200
1800
2600
m3/h
4.1
4.1
4.9
6.2
kW
12.1
20.8
31.1
45.0
kW
700
1200
1800
2600
m3/h
14.1
22.1
30.0
39.0
Heat dissipation
kW
55
92
134
180
El. power for oil pump
kW
11.0
15.0
18.0
21.0
Dosage tank capacity
m3
0.40
0.51
0.69
24V DC 10%, 8 amp
0.95
Nominal output of generator

Lubricating oil flow
Heat dissipation
RCF gear with separate lubricating oil system:

Nominal output of generator
Cooling water quantity
El. power for Renk-controller
Cooling water inlet temperature: 36 C

Pressure drop across cooler: approximately 0.5 bar
Fill pipe for lube oil system store tank (~32)
Drain pipe to lube oil system drain tank (~40)
Electric cable between Renk terminal at gearbox and
operator control panel in switchboard: Cable type
FMGCG 19 x 2 x 0.5
From main engine:

Design lube oil pressure: 2.25 bar
Lube oil pressure at crankshaft gear: min. 1 bar
Lube oil working temperature: 50 C
Lube oil type: SAE 30
178 33 85-0.0
Fig. 4.06: Necessary capacities for PTO/RCF, BW III/RCF system
The letters refer to the List of flanges,

which will be extended by the engine builder,
when PTO systems are built on the main engine
178 06 47-1.0
Fig. 4.07: Lubricating oil system for RCF gear
485 600 100
198 22 32
4.10
MAN B&W Diesel A/S

can be supplied by others, e.g. Fuji, Nishishiba and
Shinko in Japan.
DMG/CFE Generators
Fig. 4.01 alternative 5, shows the DMG/CFE (Direct
Mounted Generator/Constant Frequency Electrical)
which is a low speed generator with its rotor mounted directly on the crankshaft and its stator bolted on
to the frame box as shown in Figs. 4.08 and 4.09.
For generators in the normal output range, the mass

of the rotor can normally be carried by the foremost
main bearing without exceeding the permissible
bearing load (see Fig. 4.09), but this must be
checked by the engine manufacturer in each case.
The DMG/CFE is separated from the crankcase by a

plate, and a labyrinth stuffing box.
If the permissible load on the foremost main bearing

is exceeded, e.g. because a tuning wheel is needed,
this does not preclude the use of a DMG/CFE.
The DMG/CFE system has been developed in cooperation with the German generator manufacturers
Siemens and AEG, but similar types of generators
178 06 73-3.1
Fig. 4.08: Standard engine, with direct mounted generator (DMG/CFE)
485 600 100
198 22 32
4.11
MAN B&W Diesel A/S
178 06 63-7.1
Fig. 4.09: Standard engine, with direct mounted generator and tuning wheel
178 56 55-3.1
Fig. 4.10: Diagram of DMG/CFE with static converter
485 600 100
198 22 32
4.12
MAN B&W Diesel A/S
In such a case, the problem is solved by installing a

small, elastically supported bearing in front of the
stator housing, as shown in Fig. 4.09.
Yard deliveries are:
1. Installation, i.e. seating in the ship for the synchronous condenser unit, and for the static converter cubicles
As the DMG type is directly connected to the crankshaft, it has a very low rotational speed and, consequently, the electric output current has a low frequency normally in order of 15 Hz.
2. Cooling water pipes to the generator if water

cooling is applied
Therefore, it is necessary to use a static frequency

converter between the DMG and the main switchboard. The DMG/CFE is, as standard, laid out for
operation with full output between 100% and 70%
and with reduced output between 70% and 50% of
the engine speed at specified MCR.
3. Cabling.
The necessary preparations to be made on the engine are specified in Figs. 4.05a and 4.05b.
Static converter
The static frequency converter system (see Fig.
4.10) consists of a static part, i.e. thyristors and control equipment, and a rotary electric machine.
The DMG produces a three-phase alternating current with a low frequency, which varies in accordance with the main engine speed. This alternating
current is rectified and led to a thyristor inverter producing a three-phase alternating current with constant frequency.
Since the frequency converter system uses a DC intermediate link, no reactive power can be supplied
to the electric mains. To supply this reactive power,
a synchronous condenser is used. The synchronous
condenser consists of an ordinary synchronous
generator coupled to the electric mains.
Extent of delivery for DMG/CFE units

The delivery extent is a generator fully built-on to the
main engine inclusive of the synchronous condenser unit, and the static converter cubicles which
are to be installed in the engine room.
The DMG/CFE can, with a small modification, be
operated both as a generator and as a motor (PTI).
485 600 100
198 22 32
4.13
MAN B&W Diesel A/S

for maintaining the constant frequency of the generated electric power.
PTO type: BW IV/GCR

Power Take Off/Gear Constant Ratio
The shaft generator system, type BW IV/GCR, installed in the shaft line (Fig. 4.01 alternative 10) can
generate power on board ships equipped with a controllable pitch propeller running at constant speed.
Tunnel gear with hollow flexible coupling

This PTO-system is normally installed on ships with
a minor electrical power take off load compared to
the propulsion power, up to approximately 25% of
the engine power.
The PTO-system can be delivered as a tunnel gear

with hollow flexible coupling or, alternatively, as a
generator step-up gear with flexible coupling integrated in the shaft line.
The hollow flexible coupling is only to be dimensioned for the maximum electrical load of the power take
off system and this gives an economic advantage
for minor power take off loads compared to the system with an ordinary flexible coupling integrated in
the shaft line.
The main engine needs no special preparation for

mounting this type of PTO system if it is connected
to the intermediate shaft.
The PTO-system installed in the shaft line can also
be installed on ships equipped with a fixed pitch
propeller or controllable pitch propeller running in
combinator mode. This will, however, also require
an additional Renk Constant Frequency gear (Fig.
4.01 alternative 4) or additional electrical equipment
The hollow flexible coupling consists of flexible segments and connecting pieces, which allow replacement of the coupling segments without dismounting
the shaft line, see Fig. 4.11.
178 18 25-0.0
Fig. 4.11: BW IV/GCR, tunnel gear
485 600 100
198 22 32
4.14
MAN B&W Diesel A/S

ing when the clutch is disengaged, is built into the
CB-Clutch. When the clutch is engaged, the thrust
is transferred statically to the engine thrust bearing through the thrust bearing built into the clutch.
Auxiliary Propulsion System/Take Home

System
From time to time an Auxiliary Propulsion System/Take Home System capable of driving the
CP-propeller by using the shaft generator as an
electric motor is requested.
To obtain high propeller efficiency in the auxiliary

propulsion mode, and thus also to minimise the
auxiliary power required, a two-speed tunnel gear,
which provides lower propeller speed in the auxiliary propulsion mode, is used.
MAN B&W Diesel can offer a solution where the

CP-propeller is driven by the alternator via a
two-speed tunnel gear box. The electric power is
produced by a number of GenSets. The main engine is disengaged by a conical bolt clutch
(CB-Clutch) made as an integral part of the shafting. The clutch is installed between the tunnel
gear box and the main engine, and conical bolts
are used to connect and disconnect the main engine and the shafting. See Figure 4.12.
The two-speed tunnel gear box is made with a

friction clutch which allows the propeller to be
clutched in at full alternator/motor speed where
the full torque is available. The alternator/motor is
started in the de-clutched condition with a start
transformer.
The system can quickly establish auxiliary propulsion from the engine control room and/or bridge,
even with unmanned engine room.
The CB-Clutch is operated by hydraulic oil pressure which is supplied by the power pack used to
control the CP-propeller.
Re-establishment of normal operation requires attendance in the engine room and can be done within
a few minutes.
A thrust bearing, which transfers the auxiliary propulsion propeller thrust to the engine thrust bear-
178 47 02-0.0
Fig. 4.12: Auxiliary propulsion system
485 600 100
198 22 32
4.15
MAN B&W Diesel A/S
Generator step-up gear and flexible coupling

integrated in the shaft line
Power Take Off/Gear Constant Ratio,

PTO type: BW II/GCR
For higher power take off loads, a generator step-up

gear and flexible coupling integrated in the shaft line
may be chosen due to first costs of gear and coupling.
The system Fig. 4.01 alternative 8 can generate

electrical power on board ships equipped with a
controllable pitch propeller, running at constant
speed.
The flexible coupling integrated in the shaft line will

transfer the total engine load for both propulsion and
electricity and must be dimensioned accordingly.
The PTO unit is mounted on the tank top at the fore

end of the engine and, by virtue of its short and compact design, it requires a minimum of installation
space, see Fig. 4.13. The PTO generator is activated
at sea, taking over the electrical power production
on board when the main engine speed has stabilised at a level corresponding to the generator frequency required on board.
The flexible coupling cannot transfer the thrust from

the propeller and it is, therefore, necessary to make
the gear-box with an integrated thrust bearing.
This type of PTO-system is typically installed on
ships with large electrical power consumption,
e.g. shuttle tankers.
The BW II/GCR cannot, as standard, be mechanically disconnected from the main engine, but a hydraulically activated clutch, including hydraulic
pump, control valve and control panel, can be fitted
as an option.
178 18 22-5.0
Fig. 4.13: Power Take Off (PTO) BW II/GCR
485 600 100
198 22 32
4.16
MAN B&W Diesel A/S
Installation Aspects
Installation Aspects
Space requirement for the engine
Overhaul with double jib crane
Arrangenant of epoxy shocks
Mechanical top bracing
Hydraulic top bracing
Earthing device
400 000 050
178 50 15
MAN B&W Diesel A/S
5 Installation Aspects
The figures shown in this section are intended as an
aid at the project stage. The data are subject to
change without notice, and binding data is to be
given by the engine builder in the Installation Documentation.
Please note that the newest version of most of the
drawings of this section can be downloaded from
our website on www.manbw.dk under 'Products,
'Marine Power', 'Two-stroke Engines' where you
then choose the engine type.
Please note that the distances H3 and H4 given for a

double-jib crane is from the centre of the crankshaft
to the lower edge of the deck beam.
A special crane beam for dismantling the turbocharger must be fitted. The lifting capacity of the
crane beam for dismantling the turbocharger is
stated in the respective Project Guides.
The overhaul tools for the engine are designed to be
used with a crane hook according to DIN 15400,
June 1990, material class M and load capacity 1Am
and dimensions of the single hook type according to
DIN 15401, part 1.
Space Requirements for the Engine

The space requirements stated in Figs. 5.01 are
valid for engines rated at nominal MCR (L1).
The additional space needed for engines equipped
with PTO is available on request.
If, during the project stage, the outer dimensions of
the turbochargers seem to cause problems, it is
possible, for the same number of cylinders, to use
turbochargers with smaller dimensions by increasing the indicated number of turbochargers by one,
see chapter 3.
The total length of the engine at the crankshaft level

may vary depending on the equipment to be fitted
on the fore end of the engine, such as adjustable
counterweights, tuning wheel, moment compensators or PTO.
Engine Masses and Centre of Gravity

The total engine masses appear from Fig 5.01. The
centre of gravity as well as masses of water and oil in
the engine are stated in the respective Project
Guides.
Overhaul of Engine
The distances stated from the centre of the crankshaft to the crane hook are for vertical or tilted lift,
see Figs. 5.01a and 5.01b.
The capacity of a normal engine room crane can be
found in Fig. 5.02.
The area covered by the engine room crane shall be
wide enough to reach any heavy spare part required
in the engine room.
A lower overhaul height is, however, available by using
the MAN B&W double-jib crane, built by Danish Crane
Building ApS, shown in Figs. 5.02 and 5.03.
430 100 030
198 22 33
5.01
MAN B&W Diesel A/S

inders or more, it tends to twist the engine. Both
forms are shown in section 7 dealing with vibrations.
The guide force moments are harmless to the engine, however, they may cause annoying vibrations
in the superstructure and/or engine room, if proper
countermeasures are not taken.
Engine Seating and Arrangement of

Holding Down Bolts
The dimensions of the engine seating stated in Fig.
5.04 are for guidance only.
The engine is basically mounted on epoxy chocks
in which case the underside of the bedplates lower
flanges has no taper.
As a detailed calculation of this system is normally

not available, MAN B&W Diesel recommend that top
bracing is installed between the engines upper
platform brackets and the casing side.
The epoxy types approved by MAN B&W Diesel A/S

are:
However the top bracing is not needed in all cases. In

some cases the vibration level is lower if the top bracing is not installed. This has normally to be checked by
measurements, i.e. with and without top bracing.
Chockfast Orange PR 610 TCF

from ITW Philadelphia Resins Corporation, USA,
and
Epocast 36"
from H.A. Springer Kiel, Germany
If a vibration measurement in the first vessel of a series shows that the vibration level is acceptable
without the top bracing, then we have no objection
to the top bracing being dismounted and the rest of
the series produced without top bracing.
The engine may alternatively, be mounted on cast

iron chocks (solid chocks), in which case the underside of the bedplates lower flanges is with taper
1:100.
Please note that the K98MC, K98MC-C and the
S90MC-C are designed for mounting on epoxy chocks
only.
Top Bracing
The so-called guide force moments are caused by
the transverse reaction forces acting on the
crossheads due to the connecting rod/crankshaft
mechanism. When the piston of a cylinder is not exactly in its top or bottom position, the gas force from
the combustion, transferred through the connecting
rod will have a component acting on the crosshead
and the crankshaft perpendicularly to the axis of the
cylinder. Its resultant is acting on the guide shoe (or
piston skirt in the case of a trunk engine), and together they form a guide force moment.
It is our experience that especially the 7 cyl. engine

will often have a lower vibration level without top
bracing.
Without top bracing, the natural frequency of the
vibrating system comprising engine, ships bottom,
and ships side, is often so low that resonance with
the excitation source (the guide force moment) can
occur close the the normal speed range, resulting in
the risk of vibraiton.
With top bracing, such a resonance will occur
above the normal speed range, as the top bracing
increases the natural frequency of the abovementioned vibrating system.
The top bracing is normally placed on the exhaust
side of the engine, but the top bracing can alternatively be placed on the camshaft side.
The moments may excite engine vibrations moving

the engine top athwartships and causing a rocking
(excited by H-moment) or twisting (excited by
X-moment) movement of the engine.
For engines with fewer than seven cylinders, this
guide force moment tends to rock the engine in
transverse direction, and for engines with seven cyl-
430 100 030
198 22 33
5.02
MAN B&W Diesel A/S
Mechanical top bracing
Earthing Device
The mechanical top bracing shown in Figs. 5.05 and

5.06 comprises stiff connections (links) with friction
plates.
In some cases, it has been found that the difference

in the electrical potential between the hull and the
propeller shaft (due to the propeller being immersed
in seawater) has caused spark erosion on the main
bearings and journals of the engine.
The forces and deflections for calculating the transverse top bracings connection to the hull structure
are stated in Fig. 5.06.
Mechanical top bracings can be applied on all types
from 98 to the S35 and no top bracing is needed on
L35 and S26 types.
The mechanical top bracing is to be made by the shipyard in accordance with MAN B&W instructions.
A potential difference of less than 80 mV is harmless

to the main bearings so, in order to reduce the potential between the crankshaft and the engine structure (hull), and thus prevent spark erosion, we recommend the installation of a highly efficient earthing
device.
The sketch Fig. 5.10 shows the layout of such an
earthing device, i.e. a brush arrangement which is
able to keep the potential difference below 50 mV.
Hydraulic top bracing

We also recommend the installation of a shaft-hull
mV-meter so that the potential, and thus the correct
functioning of the device, can be checked.
The hydraulic top bracings are available with pump

station or without pump station, see Figs. 5.07, 5.08
and 5.09.
The hydraulically adjustable top bracing is an alternative to the mechanical top bracing and is intended
for appliction in vessels where hull deflection is foreseen to exceed the usual level.
The hydraulically adjustable top bracing is intended
for one side mounting, either the exhaust side (alternative 1), or the camshaft side (alternative 2).
Hydraulic top bracings can be applied on all 98-50
types.
Position of top bracings

All engines can have a top bracing on the exhaust side.
All 98-S35 engines can have a top bracing on the
camshaft side, except for S70MC-C, S60MC-C and
S50MC-C engines where only a hydraulic top bracing can be placed in both ends of the engine.
The number of top bracings required and their location are stated in the respective Project Guides.
For further information see section 7 Vibration aspects.
430 100 030
198 22 33
5.03
MAN B&W Diesel A/S
H3
H1
H2
E
A
Lmin
K98
A
B
E
H1
H2
H3
4 cyl.
5 cyl.
6 cyl.
7 cyl.
8 cyl.
9 cyl.
10 cyl.
11 cyl.
12 cyl.
4 cyl.
5 cyl.
6 cyl.
7 cyl.
8 cyl.
9 cyl.
10 cyl.
11 cyl.
12 cyl.
K98-C S90-C L90-C
K90
1700 1700 1800 1699 1699

4640 4370 5000 5000 4936
1750 1750 1602 1602 1602
13075 12400 14450 13900 14050
11950 11325 13300 12800 12925
13025 12575 13425 13125 13175
12865
14615
17605
19355
21105
22855
24605
1152
1318
1528
1678
1856
2006
2157
12865
14615
17605
19355
21105
22855
24605
1100
1265
1475
1621
1797
1946
2095
12087
13689
15291
18193
1105
1235
1410
1588
12400
15502
17104
18706
20308
21910
23512
9176
10778
12380
13982
17084
18686
20288
21890
23492
1077
1279
1446
1589
1734
1877
2038
787
931
1074
1272
1411
1553
1700
1840
1980
K90-C S80-C S80

L80
Dimensions in mm
1699 1736 1736 1510
4286 5000 4824 4388
1602 1424 1424 1424
12075 14400 14050 12400
11100 13275 13150 11575
11950 13025 12950 11775
Lmin
8051 8386
9475 9810
12447 10899 10899 11234
14049 12323 12323 12658
15651 13747 13747 14082
18403
16331 16786
20005
18210
21607
19634
23209
21058
Dry masses in tons
636
580
756
681
986
805
864
791
1106
880
996
864
1253
985 1105
974
1415
1223 1120
1561
1218
1686
1339
1826
1440
178 16 77-5.0
K80-C S70-C
S70
L70
S60-C
S60
L60
1510 1520 1520 1323 1300 1300

4088 4390 4250 3842 3770 3478
1424 1190 1246 1246 1020 1068
11475 12400 12225 10850 10650 10500
10675 11525 11400 10075 9925 9825
11125 11250 11125 10125 9675 9550
6591 7177 7008
7781 8423 8254
11104 8971 9669 9500
12528 10161 10915 10746
13952 11351 12161 11992
16526
17950
19374
20798
774
875
984
1101
1202
1302
1423
408
480
555
624
704
413
492
562
648
722
383
448
525
592
667
5648
6668
7688
8708
9728
263
314
358
410
467
1134
3228
1068
9325
8675
8725
6116 5956
7184 7024
8252 8092
9320 9160
10388 10228
273
319
371
422
470
270
318
343
407
451
The distances H1 and H2 are from the centre of the crankshaft to the crane hook.
The distance H3 for the double jib crane is from the centre of the crankshaft to the lower edge of the deck beam
E - Cylinder distance
H1 - Vertical lift
H2 - Tilted lift
H3 - Electrical double jib crane

178 87 18-6.0
Fig. 5.01a: Space requirements and masses
430 100 450
198 22 34
5.04
MAN B&W Diesel A/S
H1
H3
H2
H4
E
A
Lmin
S50-C
S50
L50
A
B
E
H1
H2
H3
H4
1085
3150
850
8950
8375
8150
1085
2950
890
8800
8250
8100
944
2710
890
7825
7325
7400
4 cyl.
5 cyl.
6 cyl.
7 cyl.
8 cyl.
9 cyl.
10 cyl.
11 cyl.
12 cyl.
4739
5589
6439
7289
8139
5730
6620
7510
8400
9290
5615
6505
7395
8285
9175
4 cyl.
5 cyl.
6 cyl.
7 cyl.
8 cyl.
9 cyl.
10 cyl.
11 cyl.
12 cyl.
155
181
207
238
273
171
195
225
255
288
163
188
215
249
276
B
S46-C
S42
Dimensions in mm
986
900
2924
2670
782
748
8600
8050
8075
7525
7850
7300
Lmin
4240
4988
5736
6484
7232
7980
9476
10224
10972
Dry masses in tons
133
109
153
125
171
143
197
160
217
176
195
232
249
269
4357
5139
5921
6703
7485
178 16 76-0.0
L42
S35
L35
S26
690
2460
748
6700
6250
6350
650
2200
600
6425
6050
5925
5850
550
1980
600
5200
4850
5025
4825
420
1880
490
4825
4725
4525
4500
4661
5409
6157
6905
7653
8401
9897
10645
11393
3480
4080
4680
5280
5880
6480
7080
8280
8880
3445
4045
4645
5245
5845
6445
7645
8245
8845
2975
3465
3955
4445
4935
5425
6405
6895
7385
57
65
75
84
93
103
122
132
141
50
58
67
75
83
92
108
118
126
32
37
42
48
53
58
68
74
79
95
110
125
143
158
176
210
229
244
The distances H1 and H2 are from the centre of the crankshaft to the crane hook. The distances H3 and H4 for the double
jib crane are from the centre of the crankshaft to the lower edge of the deck beam.
E - Cylinder distance
H1 - Vertical lift
H2 - Tilted lift
H3 - Electrical double jib crane H4 Manual double jib crane

178 87 19-8.0
Fig. 5.01b: Space requirements and masses

430 100 450
198 22 34
5.05
MAN B&W Diesel A/S
Lifting capacity in tons

Engine type
For normal
overhaul
For double
jib crane
K98MC
12.5
2 x 6.3
K98MC-C
12.5
2 x 6.3
S90MC-C
10.0
2 x 5.0
L90MC-C
10.0
2 x 5.0
K90MC
10.0
2 x 5.0
K90MC-C
10.0
2 x 5.0
S80MC-C
10.0
2 x 5.0
S80MC
8.0
2 x 4.0
L80MC
8.0
2 x 4.0
K80MC-C
6.3
2 x 4.0
S70MC-C
6.3
2 x 3.0
S70MC
5.0
2 x 2.5
L70MC
5.0
2 x 2.5
S60MC-C
4.0
2 x 2.0
S60MC
3.2
2 x 1.6
L60MC
3.2
2 x 1.6
S50MC-C
2.0
2 x 1.6
S50MC
2.0
2 x 1.0
L50MC
1.6
2 x 1.0
S46MC-C
2.0
2 x 1.0
S42MC
1.25
2 x 1.0
L42MC
1.25
2 x 1.0
S35MC
0.8
2 x 0.5
L35MC
0.63
2 x 0.5
S26MC
0.5
2 x 0.5
178 87 20-8.0
Fig. 5.02: Engine room crane capacities for overhaul
488 701 010
198 22 35
5.06
MAN B&W Diesel A/S
Deck beam
MAN B&W Double

Jib Crane
The double-jib crane

can be delivered by:
Danish Crane Building A/S
P.O. Box 54
sterlandsvej 2
DK-9240 Nibe, Denmark
Centreline crankshaft
Telephone: + 45 98 35 31 33
Telefax:
+ 45 98 35 30 33
E-mail:
dcb@dcb.dk
178 06 25-5.3
Fig. 5.03: Overhaul with double-jib crane
488 701 010
198 22 35
5.07
MAN B&W Diesel A/S
178 06 43-4.2
A
B
Engine type
3255 2910
K98MC
3120 2775
K98MC-C
3360 3100
S90MC-T
3360 3100
L90MC-C
3420 3054
K90MC
3090 2729
K90MC-C
3275 2950
S80MC-C
3275 2950
S80MC
3040 2720
L80MC
2890 2570
K80MC-C
2880 2616
S70MC-C
2880 2616
S70MC
2670 2410
L70MC
2410 2175
S60MC-C
2410 2175
S60MC
2270 2045
L60MC
2090 1880
S50MC-C
2090 1880
S50MC
1970 1760
L50MC
1955 1755
S46MC-C
1910 1720
S42MC
1785 1595
L42MC
1616 1475
S35MC
1505 1350
L35MC
1390 1235
S26MC
Jv = with vertical oil outlets
C
50
50
44
44
44
44
40
40
40
40
36
36
36
30
30
30
28
28
28
28
25
25
20
20
20
D
2310
2175
2480
2480
2359
2034
2450
2320
2100
1950
2195
2046
1840
1855
1690
1565
1540
1450
1330
1435
1330
1230
1155
1035
Dimensions are stated in mm

E
F
G
H
I
Jh
60 1525 50 1510 30
60 1375 50 1360 30
55 1755 44 1730 30
55 1755 44 1730 30
55 1675 44 1650 30
55 1405 44 1380 30
50 1700 40 1675 25
50 1700 40 1675 25
50 1490 40 1465 25
50 1340 40 1315 25
45 1530 36 1515 22
45 1500 36 1480 22
45 1310 36 1290 20
40 1330 30 1315 20
40 1215 30 1200 20
40 1095 30 1080 20 1150
36 1110 28 1095 20 1075
36 1035 28 1020 20 1050
36
915 28
900 18 1046
32 1060 28 1045 18
830
30
955 24
980 15
880
30
870 25
855 18
940
25
855 20
840 18
775
25
720 20
705 18
745
695 20
680 15
690
Jh = with horizontal oil outlets
FIg. 5.04: Profile of engine seating, epoxy chocks
Jv
781
781
920
920
885
610
920
805
785
677
805
695
685
700
630
605
518
520
515
550
510
560
495
465
470
K
1700
1700
1800
1800
1699
1699
1736
1736
1510
1510
1520
1520
1323
1300
1300
1134
1088
1085
944
986
900
690
650
550
420
L
80
80
75
75
75
75
70
70
70
70
65
65
65
60
60
60
50
50
50
50
45
45
45
45
40
M
50
50
50
50
50
50
50
50
50
50
50
50
50
50
50
50
47
50
50
50
50
50
40
40
35
N
500
500
470
470
470
470
440
440
440
430
400
400
400
400
400
400
400
400
400
380
350
350
350
350
P
38
38
34
34
34
34
34
34
34
34
34
34
34
22
25
25
22
22
22
22
19
19
19
19
19
178 87 22-1.0
430 100 450
198 22 36
5.08
MAN B&W Diesel A/S

Force per mechanical top bracing and minimum
horizontal rigidity at attachment to the hull
Minimum
horizontal
Engine type
rigidity in
MN/m
K98MC
248
230
K98MC-C
248
230
S90MC-C
209
210
L90MC-C
209
210
K90MC
209
210
K90MC-C
209
210
S80MC-C
165
190
S80MC
165
190
L80MC
165
190
K80MC-C
165
190
S70MC-C
126
170
S70MC
126
170
L70MC
126
170
S60MC-C
93
140
S60MC
93
140
L60MC
93
140
S50MC-C
64
120
S50MC
64
120
L50MC
64
120
S46MC-C
55
110
S42MC
45
100
L42MC
45
100
S35MC
32
85
L35MC
*
*
S26MC
*
*
* = top bracings are normally not required
Force per
bracing in
kN
178 46 90-9.0
Top bracing should only be installed on one side,

either the exhaust side, or the camshaft side
178 09 63-3.2
Fig. 5.05: Mechanical top bracing arrangement
Fig. 5.06: Mechanical top bracing outline
483 110 007
198 22 37
5.09
MAN B&W Diesel A/S
Force per hydraulic top bracing and maximum

horizontal deflection at attachment to the hull
Max.
Number of Force per
bracing in horizontal
top
Engine type
deflection
kN
bracings
in mm
per engine
11-12K98MC
6
127
0.51
6-10K98MC-C
4
127
0.51
11-12K98MC-C
6
127
0.51
6-10K98MC-C
4
127
0.51
S90MC-C
4
127
0.51
L90MC-C
4
127
0.51
K90MC
4
127
0.51
K90MC-C
4
127
0.51
S80MC-C
4
127
0.51
S80MC
4
127
0.51
L80MC
4
127
0.51
K80MC-C
4
127
0.51
S70MC-C
2
127
0.36
S70MC
2
127
0.36
L70MC
2
127
0.36
S60MC-C
2
81
0.23
S60MC
2
81
0.23
L60MC
2
81
0.23
S50MC-C
2
81
0.23
S50MC
2
81
0.23
L50MC
2
81
0.23
S46MC-C
2*
46*
0.13*
S42MC
2*
46*
0.13*
L42MC
2*
46*
0.13*
S35MC
2*
35*
0.07*
L35MC
**
**
**
S26MC
**
**
**
* = with mechanical top bracings only
** = top bracings are norminally not required
178 87 24-5.0
178 46 89-9.0
Fig. 5.07: Hydraulic top bracing arrangement, turbocharger located exhaust side of engine
483 110 008
198 22 39
5.10
MAN B&W Diesel A/S
With pneumatic/hydraulic
cylinders only
Hydraulic cylinders
Accumulator unit
Pump station
including:
two pumps
oil tank
filter
releif valves and
control box
The hydraulically adjustable top bracing system consists basically of two or four hydraulic cylinders, two
accumulator units and one pump station
Pipe:
Electric wiring:
178 16 68-0.0
Fig. 5.08a: Hydraulic top bracing layout of system with pump station, option: 4 83 122
Valve block with

solenoid valve
and relief valve
Hull
side
Engine
side
Inlet
Outlet
178 16 47-6.0
Fig. 5.08b: Hydraulic cylinder for option 4 83 122
483 110 008
198 22 39
5.11
MAN B&W Diesel A/S
With pneumatic/hydraulic
cylinders only
178 18 60-7.0
Fig. 5.09a: Hydraulic top bracing layout of system without pump station, option: 4 83 123
178 15 73-2.0
Fig. 5.09b: Hydraulic cylinder for option 4 83 123
483 110 008
198 22 39
5.12
MAN B&W Diesel A/S
Cross section must not be smaller than 45 mm2 and

the length of the cable must be as short as possible
Hull
Slipring
Voltmeter for shaft-hull
Silver metal
graphite brushes
Rudder
Propeller
Voltmeter for shafthull potential difference
Main bearing
Intermediate shaft
Earthing device
Propeller shaft
Current
178 32 07-8.0
Fig. 5.10: Earthing device, (yard's supply)
420 600 010
198 22 40
5.13
MAN B&W Diesel A/S
6.01 Calculation of Capacities
Central cooling water system, Figs. 6.01.02 and 6.01.04
The MC engines are available in the following three

versions with respect to the Specific Fuel Oil Consumption (SFOC):
With high efficiency turbocharger(s):
K98MC, K98MC-C, S90MC-C, L90MC-C, K90MC,
K90MC-C, S80MC-C, S80MC, L80MC, K80MC-C and
L70MC
With conventional turbocharger(s):

S46MC-C, S42MC, L42MC, S35MC, L35MC and S26MC
The capacities for the starting air receivers and the

compressors are stated in Fig. 6.01.05
Each system is briefly described in sections 6.02 to
6.10. A detailed specification of the components
can be found in the respective Project Guides.
If a freshwater generator is installed, the water production can be calculated by using the formula
stated later in this section and the way of calculating
the exhaust gas data is also shown later in this section. The air consumption is approximately 98% of
the calculated exhaust gas amount.
With high efficiency turbocharger or optionally with

conventional turbocharger:
S70MC-C, S70MC, S60MC-C, S60MC, L60MC,
S50MC-C, S50MC and L50MC.
A 2 g/BHPh penalty must be added to the SFOC if a
higher exhaust gas temperature is required by using a
conventional turbocharger
Cooling Water Systems

The capacities given in the tables are based on tropical ambient reference conditions and refer to engines with high efficiency or conventional turbocharger running at nominal MCR (L1) for:
Seawater cooling system, Figs. 6.01.01 and 6.01.03
The diagrams use the symbols shown in Fig. 6.01.19

Basic symbols for piping. The symbols for instrumentation can be found in section 8 of the Project Guides.
Heat radiation
The radiation and convection heat losses to the
engine room are stated as an approximate percentage of the engine's nominal power (kW in L1).
1.1% for the 98 and 90 types
1.8% for the 35 types, and
2.0% for the 26 type
178 11 26-4.1
Fig. 6.01.01: Diagram for seawater cooling system
178 11 27-6.1
Fig. 6.01.02: Diagram for central cooling water system

430 200 025
198 22 41
6.01.01
MAN B&W Diesel A/S
Pumps
K98MC
Cyl.
10
11
12
Nominal MCR at 94 r/min
kW
34320
40040
45760
51480
57200
62920
68640
Fuel oil circulating pump
m3/h
13.2
15.4
17.7
19.9
22.0
24.0
26.0
Fuel oil supply pump
m3/h
8.8
10.2
11.7
13.2
14.6
16.1
17.6
Jacket cooling water pump
m3/h 1)
305
350
395
450
495
540
600
2)
275
320
370
415
460
510
550
Seawater cooling pump*
Coolers
Lubricating oil pump*
3)
n.a.
335
385
n.a.
480
530
n.a.
4)
275
320
370
415
460
510
550
m3/h 1)
1090
1270
1440
1630
1810
1990
2170
2)
1080
1260
1450
1620
1800
1990
2170
3)
n.a.
1260
1430
n.a.
1790
1970
n.a.
4)
1080
1250
1430
1610
1790
1970
2150
m3/h 1)
750
860
980
1110
1230
1350
1480
2)
740
860
990
1110
1230
1360
1480
3)
n.a.
830
950
n.a.
1190
1310
n.a.
4)
740
860
980
1110
1230
1350
1470
n.a.
n.a.
n.a.
n.a.
n.a.
n.a.
n.a.
14000
16340
18670
21010
23340
25670
28010
712
830
950
1068
1187
1306
1424
Booster pump for camshaft
m3/h
Scavenge air cooler

Heat dissipation approx.
kW
Seawater
m3/h
Lubricating oil cooler

Heat dissipation approx.*
kW
1)
2860
3290
3720
4250
4680
5110
5630
2)
2960
3390
4010
4440
4870
5490
5920
3)
n.a.
3010
3440
n.a.
4300
4730
n.a.
4)
2790
3260
3690
4180
4670
5100
5530
Lubricating oil*
m3/h
Seawater
m3/h 1)
378
440
490
562
623
684
746
2)
368
430
500
552
613
684
746
3)
n.a.
430
480
n.a.
603
664
n.a.
4)
368
420
480
542
603
664
726
1)
5040
5840
6640
7520
8320
9120
10000
2)
4800
5600
6400
7200
8000
8800
9600
3)
n.a.
5880
6680
n.a.
8370
9170
n.a.
4)
4800
5600
6400
7200
8000
8800
9600
Jacket water cooler

kW
See above "Main lubricating oil pump"
Jacket cooling water
m3/h
See above "Jacket cooling water pump"
Seawater
m3/h
See above "Seawater quantity" for lube oil cooler
Fuel oil heater
kW
345
405
465
520
580
630
680
Exhaust gas flow at 235 C**
kg/h
329490
384405
439320
494235
549150
604065
658980
Air consumption of engine
kg/s
89.8
104.7
119.7
134.7
149.6
164.6
179.6
For main engine arrangements with built-on power take off (PTO) of an MAN B&W recommended type and/or torsional
vibration damper the engines capacities must be increased by those stated for the actual system
** The exhaust gas amount and temperature must be adjusted according to the actual plant specification
n.a. Not applicable
1) Engines with MAN B&W turbochargers
3) Engines with ABB turbochargers, type VTR
2) Engines with ABB turbochargers, type TPL 4) Engines with Mitsubishi turbochargers
178 86 64-5.0
Fig. 6.03a: List of capacities, K98MC with seawater system stated at the nominal MCR power (L1) for engines
430 200 025
198 22 41
6.01.02
MAN B&W Diesel A/S

K98MC
Pumps

Central cooling water pump*
Seawater pump*
Coolers

Scavenge air cooler
Central cooling water
Lubricating oil*
Jacket water cooler

Cyl.
10
11
12
kW
34320
40040
45760
51480
57200
62920
68640
m3/h
m3/h
m3/h 1)
2)
3)
4)
m3/h 1)
2)
3)
4)
m3/h 1)
2)
3)
4)
m3/h 1)
2)
3)
4)
m3/h
13.2
8.8
305
275
n.a.
275
880
870
n.a.
860
1040
1040
n.a.
1030
750
740
n.a.
740
n.a.
15.4
10.2
350
320
335
320
1020
1010
1010
1000
1210
1210
1200
1200
860
860
830
860
n.a.
17.7
11.7
395
370
385
370
1160
1160
1150
1150
1380
1380
1370
1370
980
990
950
980
n.a.
19.9
13.2
450
415
n.a.
415
1310
1300
n.a.
1290
1560
1550
n.a.
1540
1110
1110
n.a.
1110
n.a.
22.0
14.6
495
460
480
460
1450
1450
1440
1440
1730
1720
1710
1710
1230
1230
1190
1230
n.a.
24.0
16.1
540
510
530
510
1590
1600
1580
1580
1900
1900
1880
1880
1350
1360
1310
1350
n.a.
26.0
17.6
600
550
n.a.
550
1740
1740
n.a.
1720
2080
2070
n.a.
2050
1480
1480
n.a.
1470
n.a.
13890
498
16210
581
18520
664
20840
747
23150
830
25470
912
27780
995
1)
2)
3)
4)
2860
2960
n.a.
2790
3290
3390
3010
3260
5110
5490
4730
5100
5630
5920
n.a.
5530
m3/h
m3/h 1)
2)
3)
4)
382
372
n.a.
362
439
429
429
419
678
688
668
668
745
745
n.a.
725
1)
2)
3)
4)
5040
4800
n.a.
4800
5840
5600
5880
5600
1)
2)
3)
4)
21790
21650
n.a.
21480
25340
25200
25100
25070
kW
m3/h
kW
kW
3720
4250
4680
4010
4440
4870
3440
n.a.
4300
3690
4180
4670
See above "Lubricating oil pump"
496
563
620
496
553
620
486
n.a.
610
486
543
610
6640
7520
8320
9120
6400
7200
8000
8800
6680
n.a.
8370
9170
6400
7200
8000
8800
See above "Jacket cooling water"
See above "Central cooling water quantity" for lube oil cooler

Central cooler
m3/h
m3/h
Central cooling water*

Seawater*
m3/h
m3/h
Fuel oil heater
kW
345
405
465
520
kg/h
329490
384405
439320
kg/s
89.8
104.7
119.7
kW
28880
32610
36150
28930
32480
36020
28640
n.a.
35820
28610
32220
35820
See above "Central cooling water pump"
See above "Seawater cooling pump"
10000
9600
n.a.
9600
39700
39760
39370
39370
43410
43300
n.a.
42910
580
630
680
494235
549150
604065
658980
134.7
149.6
164.6
179.6
178 86 65-7.0
Fig. 6.04a: List of capacities, K98MC with central cooling water system stated at the nominal MCR power (L1) for engines
430 200 025
198 22 41
6.01.03
MAN B&W Diesel A/S

K98MC-C
Cyl.
10
11
12
kW
34260
39970
45680
51390
57100
62810
68520
m3/h
13.2
15.4
17.6
19.8
22.0
24.0
26.0
m3/h
8.8
10.2
11.7
13.1
14.6
16.1
17.5
m /h 1)
305
350
395
450
495
540
600
2)
275
320
370
415
460
510
550
3)
n.a.
335
n.a.s
n.a.
480
n.a.
n.a.
4)
275
320
370
415
460
510
550
m3/h 1)
1110
1290
1470
1660
1840
2020
2210
2)
1100
1290
1470
1650
1830
2020
2200
3)
n.a.
1280
n.a.
n.a.
1820
n.a.
n.a.
4)
1090
1280
1460
1640
1820
2000
2190
m3/h 1)
750
860
980
1110
1230
1350
1480
2)
740
870
990
1110
1230
1360
1480
3)
n.a.
830
n.a.
n.a.
1190
n.a.
n.a.
4)
740
860
990
1110
1230
1350
1480
n.a.
n.a.
n.a.
n.a.
n.a.
n.a.
n.a.
14610
17040
19480
21910
24350
26780
29220
730
852
975
1097
1218
1340
1462
1)
2860
3290
3720
4250
4680
5110
5630
2)
2960
3580
4010
4440
4870
5490
5920
Pumps
Coolers
m3/h
Scavenge air cooler

kW
Seawater
m3/h

kW
3)
n.a.
3010
n.a.
n.a.
4300
n.a.
n.a.
4)
2790
3260
3750
4180
4670
5100
5570
Lubricating oil*
m3/h
Seawater
m3/h 1)
380
438
495
563
622
680
748
2)
370
438
495
553
612
680
738
Jacket water cooler

kW
3)
n.a.
428
n.a.
n.a.
602
n.a.
n.a.
4)
360
428
485
543
602
660
728
1)
5040
5840
6640
7520
8320
9120
10000
2)
4800
5600
6400
7200
8000
8800
9600
3)
n.a.
5880
n.a.
n.a.
8370
n.a.
n.a.
4)
4800
5600
6400
7200
8000
8800
9600
m3/h
Seawater
m3/h
Fuel oil heater
kW
345
405
460
520
580
630
680
kg/h
343350
400575
457800
515025
572250
629475
686700
kg/s
93.6
109.2
124.8
140.5
156.1
171.7
187.3
n.a Not applicable
178 86 66-9.0
Fig. 6.03b: List of capacities, K98MC-C with seawater system stated at the nominal MCR power (L1) for engines
430 200 025
198 22 41
6.01.04
MAN B&W Diesel A/S

K98MC-C
Pumps

Seawater pump*
Coolers

Scavenge air cooler
Lubricating oil*
Jacket water cooler

Cyl.
10
11
12
kW
34260
39970
45680
51390
57100
62810
68520
m3/h
m3/h
m3/h 1)
2)
3)
4)
m3/h 1)
2)
3)
4)
m3/h 1)
2)
3)
4)
m3/h 1)
2)
3)
4)
m3/h
13.2
8.8
305
275
n.a.
275
890
880
n.a.
870
1070
1070
n.a.
1060
750
740
n.a.
740
n.a.
15.4
10.2
350
320
335
320
1030
1030
1020
1020
1250
1250
1230
1230
860
870
830
860
n.a.
17.6
11.7
395
370
n.a.
370
1180
1180
n.a.
1170
1420
1420
n.a.
1410
980
990
n.a.
990
n.a.
19.8
13.1
450
415
n.a.
415
1330
1320
n.a.
1310
1600
1600
n.a.
1580
1110
1110
n.a.
1110
n.a.
22.0
14.6
495
460
480
460
1470
1470
1460
1460
1760
1780
1760
1760
1230
1230
1190
1230
n.a.
24.0
16.1
540
510
n.a.
510
1620
1620
n.a.
1600
1950
1960
n.a.
1940
1350
1360
n.a.
1350
n.a.
26.0
17.5
600
550
n.a.
550
1770
1760
n.a.
1750
2130
2130
n.a.
2110
1480
1480
n.a.
1480
n.a.
kW
m3/h
14500
510
16910
595
19330
680
21740
765
24160
850
26580
936
28990
1021
1)
2)
3)
4)
2860
2960
n.a.
2790
3290
3580
3010
3260
5110
5490
n.a.
5100
5630
5920
n.a.
5570
m3/h
m3/h 1)
2)
3)
4)
380
370
n.a.
360
435
435
425
425
684
684
n.a.
664
749
739
n.a.
729
1)
2)
3)
4)
5040
4800
n.a.
4800
5840
5600
5880
5600
1)
2)
3)
4)
22400
22260
n.a.
22090
kW
kW
3720
4250
4680
4010
4440
4870
n.a.
n.a.
4300
3750
4180
4670
500
565
620
500
555
620
n.a.
n.a.
610
490
545
610
6640
7520
8320
9120
6400
7200
8000
8800
n.a.
n.a.
8370
n.a.
6400
7200
8000
8800
10000
9600
n.a.
9600

Central cooler
m3/h
m3/h

Seawater*
m3/h
m3/h
Fuel oil heater
kW
345
405
460
520
580
630
680
kg/h
343350
400575
457800
515025
572250
629475
686700
kg/s
93.6
109.2
124.8
140.5
156.1
171.7
kW
26040
26090
25800
25770
29690
33510
37160
40810
29740
33380
37030
40870
n.a.
n.a.
36830
n.a.
29480
33120
36830
40480
44620
44100
n.a.
44160
187.3
178 86 67-0.0
Fig. 6.04b: List of capacities, K98MC-C with central cooling water system stated at the nominal MCR power (L1) for engines
430 200 025
198 22 41
6.01.05
MAN B&W Diesel A/S

S90MC-C
Cyl.
kW
29340
34230
39120
44010
m3/h
11.3
13.2
15.1
17.0
m3/h
7.2
8.4
9.6
10.8
m /h 1)
250
295
335
370
2)
230
270
305
345
3)
240
n.a.
320
360
Pumps
4)
230
270
305
345
m3/h 1)
860
1000
1140
1280
2)
860
1000
1140
1290
3)
850
n.a.
1130
1270
4)
850
990
1130
1270
m3/h 1)
550
640
730
820
2)
550
640
720
820
3)
520
n.a.
700
790
Coolers
4)
m3/h
Scavenge air cooler

kW
Seawater
m3/h

kW
550
640
730
820
10.4
12.1
13.9
15.6
11310
13200
15090
16970
554
647
739
832
1)
2170
2590
2920
3250
2)
2360
2690
3020
3540
3)
1980
n.a.
2640
2970
4)
2190
2520
2890
3220
Lubricating oil*
m3/h
Seawater
m3/h 1)
306
353
401
448
2)
306
353
401
458
3)
296
n.a.
391
438
4)
296
343
391
438
1)
4120
4860
5520
6180
2)
3960
4620
5280
5940
3)
4150
n.a.
5560
6220
4)
3960
4620
5280
5940
Jacket water cooler

kW
m3/h
Seawater
m3/h
Fuel oil heater
kW
295
345
395
445
kg/h
273400
319000
364600
410100
kg/s
74.5
86.9
99.4
111.8
n.a. Not applicable
178 37 42-1.2
Fig. 6.03c: List of capacities, S90MC-C with seawater system stated at the nominal MCR power (L1) for engines
430 200 025
198 22 41
6.01.06
MAN B&W Diesel A/S

S90MC-C
Pumps

Seawater pump*
Coolers

Scavenge air cooler
Lubricating oil*
Jacket water cooler

Cyl.
kW
m3/h
m3/h
m3/h 1)
2)
3)
4)
m3/h 1)
2)
3)
4)
m3/h 1)
2)
3)
4)
m3/h 1)
2)
3)
4)
m3/h
29340
11.3
7.2
250
230
240
230
720
720
710
710
840
840
830
830
550
550
520
550
10.4
34230
13.2
8.4
295
270
n.a.
270
840
830
n.a.
830
980
980
n.a.
970
640
640
n.a.
640
12.1
39120
15.1
9.6
335
305
320
305
960
950
950
950
1120
1110
1110
1110
730
720
700
730
13.9
44010
17.0
10.8
370
345
360
345
1070
1080
1060
1060
1260
1260
1250
1240
820
820
790
820
15.6
kW
m3/h
11220
416
13090
485
14960
554
16840
624
kW
1)
2)
3)
4)
2170
2360
1980
2190
m3/h
m3/h 1)
2)
3)
4)
304
304
294
294
kW
1)
2)
3)
4)
4120
3960
4150
3960
1)
2)
3)
4)
17510
17540
17350
17370
2590
2920
2690
3020
n.a.
2640
2520
2890
355
406
345
396
n.a.
396
345
396
3250
3540
2970
3220
446
456
436
436
4860
5520
6180
4620
5280
5940
n.a.
5560
6220
4620
5280
5940

Central cooler
m3/h
m3/h

Seawater*
m3/h
m3/h
Fuel oil heater
kW
295
345
395
445
kg/h
273400
319000
364600
410100
kg/s
74.5
86.9
99.4
111.8
kW
20540
23400
20400
23260
n.a.
23160
20230
23130
26270
26320
26030
26000
178 37 43-3.2
Fig. 6.04c: List of capacities, S90MC-C with central cooling water system stated at the nominal MCR power (L1) for engines
430 200 025
198 22 41
6.01.07
MAN B&W Diesel A/S

L90MC-C
Cyl.
10
11
12
kW
29340
34230
39120
44010
48900
53790
586800
m3/h
11.3
13.2
15.1
17.0
18.9
21.0
23.0
m3/h
7.2
8.4
9.6
10.8
12.0
13.2
14.4
m /h 1)
250
285
335
370
410
455
495
2)
230
270
305
345
385
420
460
3)
240
n.a.
320
360
n.a.
440
480
4)
230
270
305
345
385
420
460
m3/h 1)
860
1000
1150
1290
1430
1580
1720
2)
860
1000
1140
1290
1430
1570
1710
3)
850
n.a.
1140
1280
n.a.
1560
1700
4)
850
990
1130
1270
1420
1560
1700
m3/h 1)
560
650
750
840
930
1040
1130
2)
570
660
750
850
940
1030
1120
3)
540
n.a.
720
810
n.a.
990
1080
4)
570
660
750
840
940
1030
1130
10.4
12.1
13.9
15.6
17.3
19.1
20.8
11300
13200
15100
17000
18900
20700
22600
554
647
739
832
924
1016
1109
Pumps
Coolers
Booster pump for camshaft+exh. m3/h

Scavenge air cooler
kW
Seawater
m3/h

kW
1)
2240
2580
3010
3350
3690
4130
4470
2)
2430
2770
3110
3640
3980
4320
4660
3)
2050
n.a.
2730
3070
n.a.
3750
4090
4)
2250
2590
2980
3320
3720
4060
4460
Lubricating oil*
m3/h
Seawater
m3/h 1)
306
353
411
458
506
564
611
2)
306
353
401
458
506
554
601
3)
296
n.a.
401
448
n.a.
544
591
4)
296
343
391
438
496
544
591
1)
4120
4780
5520
6180
6840
7580
8240
2)
3960
4620
5280
5940
6600
7280
7920
3)
4150
n.a.
5560
6220
n.a.
7630
8290
4)
3960
4620
5280
5940
6600
7260
7920
Jacket water cooler

kW
m3/h
Seawater
m3/h
Fuel oil heater
kW
295
345
395
445
495
550
600
kg/h
273400
319000
364600
410100
455700
501300
546800
kg/s
74.5
86.9
99.4
111.8
124.2
136.6
149.0
n.a. Not applicable
178 87 00-5.0
Fig. 6.03d: List of capacities, L90MC-C with seawater system stated at the nominal MCR power (L1) for engines
430 200 025
198 22 41
6.01.08
MAN B&W Diesel A/S

L90MC-C
Coolers
Pumps

Cyl.
10
11
12
kW
29340
34230
39120
44010
48900
53790
58680
11.3
7.2
250
230
240
230
720
720
710
710
840
840
830
830
560
570
540
570
10.4
13.2
8.4
285
270
n.a.
270
840
840
n.a.
830
980
980
n.a.
970
650
660
n.a.
660
12.1
15.1
9.6
335
305
320
305
960
960
950
950
1120
1120
1110
1110
750
750
720
750
13.9
17.0
10.8
370
345
360
345
1080
1080
1070
1070
1260
1260
1250
1250
840
850
810
840
15.6
18.9
12.0
410
385
n.a.
385
1200
1200
n.a.
1190
1400
1400
n.a.
1390
930
940
n.a.
940
17.3
21.0
13.2
455
420
440
420
1320
1320
1310
1300
1550
1540
1530
1530
1040
1030
990
1030
19.1
23.0
14.4
495
460
480
460
1440
1430
1420
1420
1680
1670
1670
1670
1130
1120
1080
1130
20.8
11200
416
13100
485
15000
554
16800
624
18700
693
20600
762
22400
832
2240
2430
2050
2250
2580
2770
n.a.
2590
4130
4320
3750
4060
4470
4660
4090
4460
304
304
294
294
355
355
n.a.
345
558
558
548
538
608
598
588
588
4120
3960
4150
3960
4780
4620
n.a.
4620
m3/h
m3/h
m3/h 1)
2)
3)
4)
m3/h 1)
2)
3)
4)
Seawater pump*
m3/h 1)
2)
3)
4)
m3/h 1)
2)
3)
4)
Scavenge air cooler
kW
m3/h
kW 1)
2)
3)
4)
Lubricating oil*
m3/h
m3/h 1)
2)
3)
4)
Jacket water cooler
kW 1)
2)
3)
4)
m3/h
m3/h
Central cooler
kW 1)
2)
3)
4)
m3/h
Seawater*
m3/h
17600
17600
17400
17400
3010
3350
3690
3110
3640
3980
2730
3070
n.a.
2980
3320
3720
406
456
507
406
456
507
396
446
n.a.
396
446
497
5520
6180
6840
7580
5280
5940
6600
7260
5560
6220
n.a.
7630
5280
5940
6600
7260
20500
20500
n.a.
20300
23500
26300
29200
23400
26400
29300
23300
26100
n.a.
23300
26100
29000
32300
32200
32000
31900
8240
7920
8290
7920
35100
35000
34800
34800
Fuel oil heater
kW
295
345
395
445
495
550
600
kg/h
273400
319000
364600
410100
455700
501300
546800
kg/s
74.5
86.9
99.4
111.8
124.2
136.6
149.0
178 87 01-7.0
Fig. 6.04d: List of capacities, L90MC-C with central cooling water system stated at the nominal MCR power (L1) for engines
430 200 025
198 22 41
6.01.09
MAN B&W Diesel A/S

K90MC
Cyl.
10
11
12
kW
18280
22850
27420
31990
36560
41130
45700
50270
54840
m3/h
7.4
9.3
11.1
13.0
14.8
16.7
18.5
20.0
22.0
m3/h
4.7
5.8
7.0
8.2
9.4
10.5
11.7
12.9
14.0
m /h 1)
155
200
235
270
315
350
385
430
470
2)
145
180
215
250
290
325
360
395
430
3)
150
190
225
n.a.
305
340
375
415
450
Pumps
Coolers
4)
145
180
215
250
290
325
360
395
430
m3/h 1)
580
720
860
1000
1150
1290
1440
1580
1730
2)
570
720
860
1010
1150
1300
1440
1580
1720
3)
570
710
850
n.a.
1140
1280
1420
1570
1710
4)
570
710
860
1000
1140
1280
1430
1570
1710
m3/h 1)
420
530
630
730
840
940
1040
1160
1260
2)
415
520
630
730
830
950
1050
1150
1250
3)
405
510
610
n.a.
810
910
1010
1110
1210
4)
420
530
630
730
840
940
1050
1150
1260
m3/h
n.a.
n.a.
n.a.
n.a.
n.a.
n.a.
n.a.
n.a.
n.a.
Scavenge air cooler

kW
7460
9330
11200
13060
14930
16800
18660
20530
22390
Seawater
m3/h
374
467
561
654
748
841
935
1028
1121

kW
1)
1560
1990
2350
2710
3170
3530
3890
4340
4700
2)
1630
2070
2540
2900
3260
3810
4170
4530
4890
3)
1440
1800
2160
n.a.
2880
3240
3600
3960
4320
4)
1560
1970
2370
2730
3130
3490
3910
4270
4690
Lubricating oil*
m3/h
Seawater
m3/h 1)
206
253
299
346
402
449
505
552
609
2)
196
253
299
356
402
459
505
552
599
3)
196
243
289
n.a.
392
439
485
542
589
4)
196
243
299
346
392
439
495
542
589
1)
2670
3330
3970
4600
5320
5950
6580
7300
7930
2)
2540
3170
3810
4440
5080
5710
6350
6980
7620
3)
2670
3360
3990
n.a.
5360
5990
6630
7360
7990
4)
2540
3170
3810
4440
5080
5710
6350
6980
7620
520
580
Jacket water cooler

kW
m3/h
Seawater
m3/h
Fuel oil heater
kW
kg/h
kg/s
195
245
290
340
390
440
485
175600 219500 263300 307200 351100 395000 438900 482800 526700

47.9
59.8
71.7
83.7
95.7
107.6
119.6
131.6
143.5
n.a. Not applicable
178 87 73-5.0
Fig. 6.03e: List of capacities, K90MC with seawater system stated at the nominal MCR power (L1) for engines
430 200 025
198 22 41
6.01.10
MAN B&W Diesel A/S

K90MC
Coolers
Pumps

Cyl.
10
11
12
kW
18280
7.4
4.7
155
145
150
145
465
460
455
455
560
550
550
550
420
415
405
420
n.a.
22850
9.3
5.8
200
180
190
180
580
580
570
570
700
690
690
690
530
520
510
530
n.a.
27420
11.1
7.0
235
215
225
215
690
690
680
690
830
840
830
830
630
630
610
630
n.a.
31990
13.0
8.2
270
250
n.a.
250
810
810
n.a.
800
970
970
n.a.
960
730
730
n.a.
730
n.a.
36560
14.8
9.4
315
290
305
290
930
920
920
910
1110
1110
1100
1100
840
830
810
840
n.a.
41130
16.7
10.5
350
325
340
325
1040
1040
1030
1030
1250
1250
1240
1240
940
950
910
940
n.a.
45700
18.5
11.7
385
360
375
360
1150
1150
1140
1140
1390
1390
1380
1380
1040
1050
1010
1050
n.a.
50270
20.0
12.9
430
395
415
395
1270
1270
1260
1250
1530
1530
1520
1510
1160
1150
1110
1150
n.a.
54840
22.0
14.0
470
430
450
430
1390
1380
1370
1370
1670
1660
1650
1650
1260
1250
1210
1260
n.a.
7410
260
9260
326
11110
391
12960
456
14810
521
16660
586
18510
651
20370
716
22220
781
1560
1630
1440
1560
1990
2070
1800
1970
4340
4530
3960
4270
4700
4890
4320
4690
205
200
195
195
254
254
244
244
2350
2710
3170
3530
3890
2540
2900
3260
3810
4170
2160
n.a.
2880
3240
3600
2370
2730
3130
3490
3910
299
354
409
454
499
299
354
399
454
499
289
n.a.
399
444
489
299
344
389
444
489
554
554
544
534
609
599
589
589
2670
2540
2670
2540
3330
3170
3360
3170
3970
4600
5320
5950
6580
7300
3810
4440
5080
5710
6350
6980
3990
n.a.
5360
5990
6630
7360
3810
4440
5080
5710
6350
6980
7930
7620
7990
7620
11640
11580
11520
11510
14580
14500
14420
14400
195
245
m3/h
m3/h
m3/h 1)
2)
3)
4)
m3/h 1)
2)
3)
4)
Seawater pump*
m3/h 1)
2)
3)
4)
m3/h 1)
2)
3)
4)
Scavenge air cooler
kW
m3/h
kW 1)
2)
3)
4)
Lubricating oil*
m3/h
m3/h 1)
2)
3)
4)
Jacket water cooler
kW 1)
2)
3)
4)
m3/h
m3/h
Central cooler
kW 1)
2)
3)
4)
m3/h
Seawater*
m3/h
Fuel oil heater
kW
kg/h
kg/s
17430 20270 23300 26140 28980

17460 20300 23150 26180 29030
17260
n.a.
23050 25890 28740
17290 20130 23020 25860 28770
290
340
390
440
485
32010
31880
31690
31620
34850
34730
34530
34530
520
580
175600 219500 263300 307200 351100 395000 438900 482800 526700

47.9
59.8
71.7
83.7
95.7
107.6
119.6
131.6
143.5
178 87 74-7.0
Fig. 6.04e: List of capacities, K90MC with central cooling water system stated at the nominal MCR power (L1) for engines
430 200 025
198 22 41
6.01.11
MAN B&W Diesel A/S

K90MC-C
Cyl.
10
11
12
kW
27360
31920
36480
41040
45600
50160
54720
m3/h
11.1
13.0
14.8
16.7
18.5
20.0
22.0
m3/h
7.0
8.2
9.3
10.5
11.7
12.8
14.0
m /h 1)
215
260
290
325
355
400
430
2)
200
230
265
295
330
365
395
3)
210
n.a.
280
310
n.a.
385
415
4)
200
230
265
295
330
365
395
m3/h 1)
890
1040
1190
1330
1480
1630
1780
2)
890
1030
1180
1330
1480
1620
1770
3)
880
n.a.
1180
1320
n.a.
1620
1760
4)
880
1030
1170
1320
1470
1610
1760
m3/h 1)
610
720
820
920
1010
1120
1220
2)
610
710
810
920
1020
1120
1220
3)
590
n.a.
790
880
n.a.
1080
1180
4)
610
710
820
910
1020
1120
1220
n.a.
n.a.
n.a.
n.a.
n.a.
n.a.
n.a.
11680
13630
15580
17530
19470
21420
23370
586
684
781
879
977
1074
1172
Pumps
Coolers
m3/h
Scavenge air cooler

kW
Seawater
m3/h

kW
1)
2350
2810
3170
3530
3890
4340
4700
2)
2540
2900
3260
3810
4170
4530
4890
3)
2160
n.a.
2880
3240
n.a.
3960
4320
4)
2370
2730
3130
3490
3910
4270
4690
Lubricating oil*
m3/h
Seawater
m3/h 1)
304
356
409
451
503
556
608
2)
304
346
399
451
503
546
598
3)
294
n.a.
399
441
n.a.
546
588
4)
294
346
389
441
493
536
588
1)
3970
4680
5320
5950
6580
7300
7930
2)
3810
4440
5080
5710
6350
6980
7620
3)
3990
n.a.
5360
5990
n.a.
7360
7990
4)
3810
4440
5080
5710
6350
6980
7620
Jacket water cooler

kW
m3/h
Seawater
m3/h
Fuel oil heater
kW
290
340
390
440
485
520
580
kg/h
274700
320500
366200
412000
457800
503600
549400
kg/s
74.9
87.4
99.9
112.4
124.9
137.3
149.8
n.a. Not applicable
178 87 75-9.0
Fig. 6.03f: List of capacities, K90MC-C with seawater system stated at the nominal MCR power (L1) for engines
430 200 025
198 22 41
6.01.12
MAN B&W Diesel A/S

K90MC-C
Coolers
Pumps

Cyl.
10
11
12
kW
27360
11.1
7.0
215
200
210
200
710
710
700
710
860
860
850
850
610
610
590
610
n.a.
31920
13.0
8.2
260
230
n.a.
230
840
830
n.a.
820
1010
1000
n.a.
990
720
710
n.a.
710
n.a.
36480
14.8
9.3
290
265
280
265
950
950
940
940
1150
1140
1130
1130
820
810
790
820
n.a.
41040
16.7
10.5
325
295
310
295
1070
1070
1060
1050
1290
1290
1270
1270
920
920
880
910
n.a.
45600
18.5
11.7
355
330
n.a.
330
1180
1190
n.a.
1170
1430
1430
n.a.
1420
1010
1020
n.a.
1020
n.a.
50160
20.0
12.8
400
365
385
365
1310
1300
1290
1290
1570
1570
1560
1560
1120
1120
1080
1120
n.a.
54720
22.0
14.0
430
395
415
395
1420
1420
1410
1410
1710
1710
1700
1700
1220
1220
1180
1220
n.a.
11590
410
13530
478
15460
546
17390
614
19320
683
21250
751
23190
819
2350
2540
2160
2370
2810
2900
n.a.
2730
4340
4530
3960
4270
4700
4890
4320
4690
300
300
290
300
362
352
n.a.
342
559
549
539
539
601
601
591
591
3970
3810
3990
3810
4680
4440
n.a.
4440
m3/h
m3/h
m3/h 1)
2)
3)
4)
m3/h 1)
2)
3)
4)
Seawater pump*
m3/h 1)
2)
3)
4)
m3/h 1)
2)
3)
4)
Scavenge air cooler
kW
m3/h
kW 1)
2)
3)
4)
Lubricating oil*
m3/h
m3/h 1)
2)
3)
4)
Jacket water cooler
kW 1)
2)
3)
4)
m3/h
m3/h
Central cooler
kW 1)
2)
3)
4)
m3/h
Seawater*
m3/h
17910
17940
17740
17770
3170
3530
3890
3260
3810
4170
2880
3240
n.a.
3130
3490
3910
404
456
497
404
456
507
394
446
n.a.
394
436
487
5320
5950
6580
7300
5080
5710
6350
6980
5360
5990
n.a.
7360
5080
5710
6350
6980
21020
20870
n.a.
20700
23950
26870
29790
23800
26910
29840
23700
26620
n.a.
23670
26590
29580
32890
32760
32570
32500
7930
7620
7990
7620
35820
35700
35500
35500
Fuel oil heater
kW
290
340
390
440
485
520
580
kg/h
274700
320500
366200
412000
457800
503600
549400
kg/s
74.9
87.4
99.9
112.4
124.9
137.3
149.8
178 87 76-0.0
Fig. 6.04f: List of capacities, K90MC-C with central cooling water system stated at the nominal MCR power (L1) for engines
430 200 025
198 22 41
6.01.13
MAN B&W Diesel A/S
Pumps
S80MC-C
Cyl.
kW
23280
27160
31040
m3/h
9.6
11.2
12.7
m3/h
5.7
6.7
7.6
m3/h 1)
215
250
285
2)
200
230
265
3)
210
240
275
4)
200
230
265
m3/h 1)
700
810
920
2)
690
810
930
3)
690
800
920
4)
690
800
920
m3/h 1)
445
510
580
2)
440
520
590
3)
420
490
560
4)
Coolers
445
520
590
m3/h
10.4
12.1
13.9
Scavenge air cooler

kW
8970
10460
11960
Seawater
m3/h
441
515
588

kW
1)
1770
2040
2300
2)
1850
2230
2490
3)
1580
1850
2110
4)
1750
2060
2320
Lubricating oil*
m /h
Seawater
m3/h 1)
259
295
332
2)
249
295
342
3)
249
285
332
4)
249
285
332
1)
3590
4160
4730
2)
3430
4000
4580
3)
3620
4190
4760
4)
3430
4000
4580
Jacket water cooler

*
**
kW
m /h
Seawater
m3/h
Fuel oil heater
kW
250
295
335
kg/h
216700
252800
289000
kg/s
59.1
68.9
78.8
The exhaust gas amount and temperature must be adjusted according to the actual plant specification
178 37 44-5.2
Fig. 6.03g: List of capacities, S80MC-C with seawater system stated at the nominal MCR power (L1) for engines
430 200 025
198 22 41
6.01.14
MAN B&W Diesel A/S

S80MC-C
Pumps

Seawater pump*
Coolers

Scavenge air cooler
Lubricating oil*
Jacket water cooler

Cyl.
12
kW
23280
9.6
5.7
215
200
210
200
590
590
580
580
680
680
670
670
445
440
420
445
10.4
27160
11.2
6.7
250
230
240
230
690
690
680
680
790
790
790
790
510
520
490
520
12.1
31040
12.7
7.6
285
265
275
265
780
780
770
780
900
910
900
900
580
590
560
590
13.9
8900
334
10380
390
11860
445
1)
2)
3)
4)
1770
1850
1580
1750
2300
2490
2110
2320
m3/h
m3/h 1)
2)
3)
4)
256
256
246
246
2040
2230
1850
2060
300
300
290
290
m3/h
m3/h
m3/h 1)
2)
3)
4)
m3/h 1)
2)
3)
4)
m3/h 1)
2)
3)
4)
m3/h 1)
2)
3)
4)
m3/h
kW
m3/h
kW
kW
335
335
325
335
1)
2)
3)
4)
3590
3430
3620
3430
4160
4730
4000
4580
4190
4760
4000
4580
1)
2)
3)
4)
14260
14180
14100
14080
16580
16610
16420
16440
18890
18930
18730
18760

Central cooler
m3/h
m3/h

Seawater*
m3/h
m3/h
Fuel oil heater
kW
250
295
335
kg/h
216700
252800
289000
kg/s
59.1
68.9
78.8
kW
178 37 45-7.2
Fig. 6.04g: List of capacities, S80MC-C with central cooling water system stated at the nominal MCR power (L1) for engines
430 200 025
198 22 41
6.01.15
MAN B&W Diesel A/S
Pumps
S80MC
Cyl.
kW
15360
19200
23040
26880
30720
34560
m3/h
6.3
7.9
9.4
11.0
12.6
14.2
m3/h
3.7
4.7
5.6
6.6
7.5
8.4
m3/h 1)
140
175
215
250
285
325
2)
135
165
200
230
265
300
3)
140
175
210
240
275
315
4)
135
165
200
230
265
300
m3/h 1)
465
580
700
810
930
1050
2)
465
580
700
820
930
1040
3)
460
580
690
810
920
1040
4)
460
580
690
810
920
1040
m3/h 1)
305
380
460
530
610
690
2)
305
375
455
540
610
680
3)
295
365
440
510
590
660
4)
305
380
455
540
610
680
6.9
8.7
10.4
12.1
13.9
15.6
Coolers
m3/h
Scavenge air cooler

kW
5910
7390
8860
10340
11820
13290
Seawater
m3/h
294
368
441
515
588
662

kW
1)
1190
1500
1840
2110
2390
2760
2)
1290
1570
1920
2310
2580
2860
3)
1100
1370
1650
1920
2200
2470
4)
1200
1500
1770
2090
2410
2680
Lubricating oil*
m /h
Seawater
m3/h 1)
171
212
259
295
342
388
2)
171
212
259
305
342
378
3)
166
212
249
295
332
378
4)
166
212
249
295
332
378
1)
2370
2990
3590
4160
4730
5390
2)
2290
2860
3430
4000
4580
5150
3)
2380
2990
3620
4190
4760
5430
4)
2290
2860
3430
4000
4580
5150
Jacket water cooler

*
**
kW
m3/h
Seawater
m3/h
Fuel oil heater
kW
165
205
245
290
330
370
kg/h
142800
178500
214200
249900
285600
321300
kg/s
38.9
48.7
58.4
68.1
77.8
87.6
178 36 25-9.1
Fig. 6.03h: List of capacities, S80MC with seawater system stated at the nominal MCR power (L1) f or engines
430 200 025
198 22 41
6.01.16
MAN B&W Diesel A/S

S80MC
Pumps

Seawater pump*
Coolers

Scavenge air cooler
Lubricating oil*
Jacket water cooler

Cyl.
kW
15360
6.3
3.7
140
135
140
135
390
390
385
385
450
450
445
445
305
305
295
305
6.9
19200
7.9
4.7
175
165
175
165
490
485
480
480
570
560
560
560
380
375
365
380
8.7
23040
9.4
5.6
215
200
210
200
590
580
580
580
680
680
670
670
460
455
440
455
10.4
26880
11.0
6.6
250
230
240
230
680
680
670
670
790
790
780
780
530
540
510
540
12.1
30720
12.6
7.5
285
265
275
265
780
780
770
770
900
900
890
900
610
610
590
610
13.9
34560
14.2
8.4
325
300
315
300
880
870
870
870
1020
1010
1010
1010
690
680
660
680
15.6
5860
218
7330
273
8800
328
10260
382
11730
437
13190
491
1)
2)
3)
4)
1190
1290
1100
1200
1500
1570
1370
1500
2390
2580
2200
2410
2760
2860
2470
2680
m3/h
m3/h 1)
2)
3)
4)
172
172
167
167
217
212
207
207
343
343
333
333
389
379
379
379
1)
2)
3)
4)
2370
2290
2380
2290
2990
2860
2990
2860
3590
4160
4730
3430
4000
4580
3620
4190
4760
3430
4000
4580
5390
5150
5430
5150
1)
2)
3)
4)
9420
9440
9340
9350
11820
14230
16530
18850
11760
14150
16570
18890
11690
14070
16370
18690
11690
14000
16350
18720
21340
21200
21090
21020
m3/h
m3/h
m3/h 1)
2)
3)
4)
m3/h 1)
2)
3)
4)
m3/h 1)
2)
3)
4)
m3/h 1)
2)
3)
4)
m3/h
kW
m3/h
kW
kW
1840
2110
1920
2310
1650
1920
1770
2090
262
298
252
298
252
288
252
288

Central cooler
m3/h
m3/h

Seawater*
m3/h
m3/h
Fuel oil heater
kW
165
205
245
290
330
370
kg/h
142800
178500
214200
249900
285600
321300
kg/s
38.9
48.7
58.4
68.1
77.8
87.6
kW
178 36 27-2.1
Fig. 6.04h: List of capacities, S80MC with central cooling water system stated at the nominal MCR power (L1) for engines
430 200 025
198 22 41
6.01.17
MAN B&W Diesel A/S
Pumps
L80MC
Cyl.
10
11
12
kW
14560
18200
21840
25480
29120
32760
36400
40040
43680
m3/h
6.3
7.8
9.4
11.0
12.5
14.1
15.7
17.2
18.8
m3/h
3.7
4.7
5.6
6.5
7.5
8.4
9.3
10.2
11.2
m3/h 1)
120
145
180
210
235
275
300
325
355
2)
110
135
165
190
220
245
275
300
330
3)
115
145
175
200
230
260
290
315
345
4)
110
135
165
190
220
245
275
300
330
m3/h 1)
465
580
700
820
930
1060
1170
1290
1400
2)
465
580
700
820
930
1050
1160
1290
1400
3)
460
580
700
810
930
1040
1160
1270
1390
Coolers
**
465
580
690
810
930
1040
1160
1270
1390
350
435
530
610
700
790
870
960
1040
2)
350
435
520
610
700
780
870
960
1050
3)
335
420
510
590
670
760
840
930
1010
4)
350
435
520
610
700
780
870
960
1040
6.9
8.7
10.4
12.1
13.9
15.6
17.3
19.1
20.8
m3/h
Scavenge air cooler

kW
6210
7760
9310
10860
12410
13960
15510
17060
18620
Seawater
m3/h
302
378
454
529
605
680
756
832
907

kW
1)
1260
1580
1940
2230
2520
2900
3200
3490
3780
2)
1360
1650
2010
2420
2710
3000
3290
3770
4070
3)
1160
1460
1750
2040
2330
2620
2910
3200
3490
4)
1270
1580
1870
2210
2540
2830
3160
3450
3740
Lubricating oil*
m /h
Seawater
m3/h 1)
163
202
246
291
325
380
414
458
493
2)
163
202
246
291
325
370
404
458
493
3)
158
202
246
281
325
360
404
438
483
4)
163
202
236
281
325
360
404
438
483
1)
2170
2740
3290
3820
4340
4940
5460
5990
6510
2)
2090
2610
3130
3660
4180
4700
5220
5750
6270
3)
2180
2740
3320
3840
4370
4980
5510
6030
6550
4)
2090
2610
3130
3660
4180
4700
5220
5750
6270
450
495
Jacket water cooler

4)
m3/h 1)
kW
m /h
Seawater
m3/h
Fuel oil heater
kW
kg/h
kg/s
165
205
245
290
330
370
410
145700 182200 218600 255000 291500 327900 364400 400800 437200

39.7
49.7
59.6
69.5
79.5
89.4
99.4
109.3
119.2
178 36 26-0.1
Fig. 6.03i: List of capacities, L80MC with seawater system stated at the nominal MCR power (L1) for engines
430 200 025
198 22 41
6.01.18
MAN B&W Diesel A/S

L80MC
Pumps

Seawater pump*
Coolers

Scavenge air cooler
Lubricating oil*
Jacket water cooler

Cyl.
10
11
12
kW
14560
6.3
3.7
120
110
115
110
390
390
385
390
460
460
455
455
350
350
335
350
6.9
18200
7.8
4.7
145
135
145
135
490
485
485
485
570
570
570
570
435
435
420
435
8.7
21840
9.4
5.6
180
165
175
165
590
590
580
580
690
690
680
680
530
520
510
520
10.4
25480
11.0
6.5
210
190
200
190
690
690
680
680
800
810
800
800
610
610
590
610
12.1
29120
12.5
7.5
235
220
230
220
780
780
770
780
920
920
910
910
700
700
670
700
13.9
32760
14.1
8.4
275
245
260
245
890
880
870
870
1040
1030
1030
1020
790
780
760
780
15.6
36400
15.7
9.3
300
275
290
275
980
970
970
970
1150
1140
1140
1140
870
870
840
870
17.3
40040
17.2
10.2
325
300
315
300
1080
1080
1070
1060
1260
1270
1250
1250
960
960
930
960
19.1
43680
18.8
11.2
355
330
345
330
1170
1180
1160
1160
1380
1380
1360
1360
1040
1050
1010
1040
20.8
6150
227
7690
284
9230
340
10770
397
12310
454
13850
510
15390
567
16930
624
18460
680
1)
2)
3)
4)
1260
1360
1160
1270
1580
1650
1460
1580
3490
3770
3200
3450
3780
4070
3490
3740
m3/h
m3/h 1)
2)
3)
4)
163
163
158
163
206
201
201
201
1940
2230
2520
2900
3200
2010
2420
2710
3000
3290
1750
2040
2330
2620
2910
1870
2210
2540
2830
3160
250
293
326
380
413
250
293
326
370
403
240
283
316
360
403
240
283
326
360
403
456
456
446
436
490
500
480
480
1)
2)
3)
4)
2170
2090
2180
2090
2740
2610
2740
2610
3290
3820
4340
4940
5460
5990
3130
3660
4180
4700
5220
5750
3320
3840
4370
4980
5510
6030
3130
3660
4180
4700
5220
5750
6510
6270
6550
6270
1)
2)
3)
4)
9580
9600
9490
9510
12010
11950
11890
11880
165
205
m3/h
m3/h
m3/h 1)
2)
3)
4)
m3/h 1)
2)
3)
4)
m3/h 1)
2)
3)
4)
m3/h 1)
2)
3)
4)
m3/h
kW
m3/h
kW
kW

Central cooler
m3/h
m3/h

Seawater*
m3/h
m3/h
Fuel oil heater
kW
kg/h
kg/s
kW
14460 16820 19170 21690 24050

14370 16850 19200 21550 23900
14300 16650 19010 21450 23810
14230 16640 19030 21380 23770
245
290
330
370
410
26410
26450
26160
26130
28750
28800
28500
28470
450
495
145700 182200 218600 255000 291500 327900 364400 400800 437200

39.7
49.7
59.6
69.5
79.5
89.4
99.4
109.3
119.2
178 36 28-2.1
Fig. 6.04i: List of capacities, L80MC with central cooling water system stated at the nominal MCR power (L1) for engines
430 200 025
198 22 41
6.01.19
MAN B&W Diesel A/S
Pumps
K80MC-C
Cyl.
10
11
12
kW
21660
25270
28880
32490
36100
39710
43320
m3/h
9.4
10.9
12.5
14.0
15.6
17.1
18.7
m3/h
5.5
6.5
7.4
8.3
9.2
10.2
11.1
m3/h 1)
175
200
225
250
285
315
340
2)
155
180
210
235
260
285
310
3)
165
190
220
250
275
300
325
4)
155
180
210
235
260
285
310
m3/h 1)
670
780
890
1000
1110
1220
1330
2)
670
780
890
1000
1110
1220
1340
3)
660
770
880
990
1100
1210
1320
4)
660
770
880
990
1100
1210
1320
m3/h 1)
495
580
650
730
820
900
980
2)
495
570
660
740
820
900
990
3)
475
550
630
710
790
870
950
4)
Coolers
490
580
660
740
820
900
980
m3/h
10.4
12.1
13.9
15.6
17.3
19.1
20.9
Scavenge air cooler

kW
8840
10310
11780
13260
14730
16200
17680
Seawater
m3/h
441
515
588
662
735
809
882

kW
1)
1860
2140
2420
2700
3070
3350
3630
2)
1940
2220
2610
2890
3170
3450
3920
3)
1670
1950
2230
2510
2790
3060
3340
4)
1800
2120
2440
2720
2990
3310
3590
Lubricating oil*
m /h
Seawater
m3/h 1)
229
265
302
338
375
411
448
2)
229
265
302
338
375
411
458
3)
219
255
292
328
365
401
438
4)
219
255
292
328
365
401
438
1)
2940
3400
3860
4330
4870
5330
5790
2)
2780
3240
3700
4170
4630
5090
5560
3)
2970
3430
3890
4450
4910
5370
5840
4)
2780
3240
3700
4170
4630
5090
5560
Jacket water cooler

*
**
kW
m /h
Seawater
m3/h
Fuel oil heater
kW
245
285
330
365
410
450
490
kg/h
207900
242600
277200
311900
346500
381200
415800
kg/s
56.7
66.1
75.5
85.0
94.4
103.9
113.3
178 87 79-6.0
Fig. 6.03j: List of capacities, K80MC-C with seawater system stated at the nominal MCR power (L1) for engines
430 200 025
198 22 41
6.01.20
MAN B&W Diesel A/S

K80MC-C
Pumps

Seawater pump*
Coolers

Scavenge air cooler
Lubricating oil*
Jacket water cooler

Cyl.
10
11
12
kW
21660
9.4
5.5
175
155
165
155
540
530
530
530
650
650
640
640
495
495
475
490
10.4
25270
10.9
6.5
200
180
190
180
630
620
620
620
750
750
750
750
580
570
550
580
12.1
28880
12.5
7.4
225
210
220
210
710
710
700
710
860
860
850
850
650
660
630
660
13.9
32490
14.0
8.3
250
235
250
235
800
800
800
790
970
970
960
960
730
740
710
740
15.6
36100
15.6
9.2
285
260
275
260
890
890
880
880
1080
1070
1070
1060
820
820
790
820
17.3
39710
17.1
10.2
315
285
300
285
980
970
970
970
1180
1180
1170
1170
900
900
870
900
19.1
43320
18.7
11.1
340
310
325
310
1070
1070
1060
1060
1290
1290
1280
1280
980
990
950
980
20.8
8770
309
10230
360
11690
412
13150
463
14610
515
16070
566
17540
617
1)
2)
3)
4)
1860
1940
1670
1800
2140
2220
1950
2120
3350
3450
3060
3310
3630
3920
3340
3590
m3/h
m3/h 1)
2)
3)
4)
231
221
221
221
270
260
260
260
414
404
404
404
453
453
443
443
1)
2)
3)
4)
2940
2780
2970
2780
3400
3240
3430
3240
1)
2)
3)
4)
13570
13490
13410
13350
15770
15690
15610
15590
m3/h
m3/h
m3/h 1)
2)
3)
4)
m3/h 1)
2)
3)
4)
m3/h 1)
2)
3)
4)
m3/h 1)
2)
3)
4)
m3/h
kW
m3/h
kW
kW
2420
2700
3070
2610
2890
3170
2230
2510
2790
2440
2720
2990
298
337
375
298
337
375
288
337
365
298
327
365
3860
4330
4870
5330
3700
4170
4630
5090
3890
4450
4910
5370
3700
4170
4630
5090

Central cooler
m3/h
m3/h

Seawater*
m3/h
m3/h
Fuel oil heater
kW
245
285
330
365
kg/h
207900
242600
277200
kg/s
56.7
66.1
75.5
kW
17970
20180
22550
18000
20210
22410
17810
20110
22310
17830
20040
22230
5790
5560
5840
5560
24750
24610
24500
24470
26960
27020
26720
26690
410
450
490
311900
346500
381200
415800
85.0
94.4
103.9
113.3
178 87 80-6.0
Fig. 6.04j: List of capacities, K80MC-C with central cooling water system stated at the nominal MCR power (L1) for engines
430 200 025
198 22 41
6.01.21
MAN B&W Diesel A/S
Pumps
S70MC-C
Cyl.
kW
12420
15525
18630
21735
24840
m3/h
5.5
6.9
8.3
9.6
11.0
m3/h
3.1
3.9
4.6
5.4
6.2
m3/h 1)
110
140
165
190
225
2)
105
130
155
180
205
3)
110
135
160
190
215
4)
105
130
155
180
205
m3/h 1)
405
500
610
710
810
2)
405
510
610
710
810
3)
400
500
600
700
800
4)
400
500
600
700
800
m3/h 1)
265
325
390
455
530
2)
260
325
390
460
520
3)
250
315
380
440
500
4)
265
325
390
455
530
2.0
2.5
3.0
3.5
4.0
Coolers
Booster pump for exh. valve act. m3/h

Scavenge air cooler
kW
5070
6330
7600
8870
10130
Seawater
m3/h
269
336
404
471
538

kW
1)
980
1200
1440
1660
1950
2)
1030
1320
1540
1840
2060
3)
880
1100
1320
1540
1760
4)
970
1200
1420
1680
1970
Lubricating oil*
m /h
Seawater
m3/h 1)
136
164
206
239
272
2)
136
174
206
239
272
3)
131
164
196
229
262
4)
131
164
196
229
262
1)
1880
2330
2830
3280
3760
2)
1800
2250
2700
3150
3600
3)
1890
2340
2830
3340
3790
4)
1800
2250
2700
3150
3600
Jacket water cooler

*
**
kW
m /h
Seawater
m3/h
Fuel oil heater
kW
145
180
220
250
290
kg/h
117600
147000
176400
205800
235200
kg/s
32.1
40.1
48.1
56.1
64.1
178 45 60-4.0
Fig. 6.03k: List of capacities, S70MC-C with high efficiency turbocharger

seawater system
stated at the nominal MCR power (L1) for engines complying with IMO's NOx emission limitations
430 200 025
198 22 41
6.01.22
MAN B&W Diesel A/S

S70MC-C
Coolers
Pumps

Cyl.
kW
12420
5.5
3.1
110
105
110
105
310
310
305
305
380
375
375
375
265
260
250
265
2.0
15525
6.9
3.9
140
130
135
130
385
385
380
380
470
470
465
465
325
325
315
325
2.5
18630
8.3
4.6
165
155
160
155
465
460
455
455
570
560
560
560
390
390
380
390
3.0
21735
9.6
5.4
190
180
190
180
540
540
530
530
660
660
650
650
460
460
440
455
3.5
24840
11.0
6.2
225
205
215
205
620
620
610
610
750
750
750
750
530
520
500
530
4.0
5030
173
6290
216
7540
259
8800
302
10060
345
980
1030
880
980
1200
1440
1660
1320
1540
1840
1100
1320
1540
1200
1420
1680
169
206
238
169
201
238
164
196
228
164
196
228
1950
2060
1740
1970
1880
1800
1890
1800
2330
2830
3280
2250
2700
3150
2340
2830
3340
2250
2700
3150
3760
3600
3790
3600
7890
7860
7800
7810
9820
11810
13740
9860
11780
13790
9730
11690
13680
9740
11660
13630
15770
15720
15610
15630
m3/h
m3/h
m3/h 1)
2)
3)
4)
m3/h 1)
2)
3)
4)
Seawater pump*
m3/h 1)
2)
3)
4)
m3/h 1)
2)
3)
4)
Scavenge air cooler
kW
m3/h
kW 1)
2)
3)
4)
Lubricating oil*
m3/h
m3/h 1)
2)
3)
4)
Jacket water cooler
kW 1)
2)
3)
4)
m3/h
m3/h
Central cooler
kW 1)
2)
3)
4)
m3/h
Seawater*
m3/h
137
137
132
132
275
275
265
265
Fuel oil heater
kW
145
180
220
250
290
kg/h
117600
147000
176400
205800
235200
kg/s
32.1
40.1
48.1
56.1
64.1
178 45 61-6.0
Fig. 6.04k: List of capacities, S70MC-C with high efficiency turbocharger

central cooling water system stated at the
nominal MCR power (L1) for engines complying with IMO's NOx emission limitations
430 200 025
198 22 41
6.01.23
MAN B&W Diesel A/S
Pumps
S70MC
Cyl.
kW
11240
14050
16860
19670
22480
m3/h
5.2
6.4
7.7
9.0
10.3
m3/h
2.8
3.5
4.2
4.9
5.6
m3/h 1)
94
115
135
155
190
2)
85
105
125
150
170
3)
90
110
135
155
180
4)
85
105
125
150
170
m3/h 1)
355
440
530
620
710
2)
355
440
530
620
710
3)
350
440
530
610
700
Coolers
**
350
440
530
610
700
245
305
370
425
490
2)
245
305
365
425
490
3)
235
295
355
410
470
4)
245
305
365
425
485
6.2
7.8
9.4
10.9
12.5
m3/h
Scavenge air cooler

kW
4460
5570
6690
7800
8920
Seawater
m3/h
231
289
347
404
462

kW
1)
890
1090
1310
1510
1780
2)
930
1180
1380
1580
1860
3)
800
990
1190
1390
1590
4)
870
1100
1300
1520
1710
Lubricating oil*
m /h
Seawater
m3/h 1)
124
151
183
216
248
2)
124
151
183
216
248
3)
119
151
183
206
238
4)
119
151
183
206
238
1)
1710
2110
2570
2980
3410
2)
1630
2030
2440
2850
3260
3)
1720
2130
2570
2980
3440
4)
1630
2030
2440
2850
3260
Jacket water cooler

4)
m3/h 1)
kW
m /h
Seawater
m3/h
Fuel oil heater
kW
135
170
200
235
270
kg/h
106300
132800
159400
186000
212500
kg/s
29.0
36.2
43.4
50.7
57.9
178 87 81-8.0
Fig. 6.03l: List of capacities, S70MC with high efficiency turbocharger

seawater system
430 200 025
198 22 41
6.01.24
MAN B&W Diesel A/S

S70MC
Pumps

Seawater pump*
Coolers

Scavenge air cooler
Lubricating oil*
Jacket water cooler

Cyl.
kW
11240
5.2
2.8
94
85
90
85
290
285
285
285
335
335
330
330
245
245
235
245
6.2
14050
6.4
3.5
115
105
110
105
360
360
355
355
420
420
415
415
305
305
295
305
7.8
16860
7.7
4.2
135
125
135
125
430
430
425
425
500
500
495
495
370
365
355
365
9.4
19670
9.0
4.9
155
150
155
150
500
500
495
495
590
580
580
580
425
425
410
425
10.9
22480
10.3
5.6
190
170
180
170
580
570
570
570
670
670
660
660
490
490
470
485
12.5
4420
164
5530
205
6630
246
7740
287
8840
328
1)
2)
3)
4)
890
930
800
870
1780
1860
1590
1710
m3/h
m3/h 1)
2)
3)
4)
126
121
121
121
1090
1310
1510
1180
1380
1580
990
1190
1390
1100
1300
1520
155
184
213
155
184
213
150
179
208
150
179
208
m3/h
m3/h
m3/h 1)
2)
3)
4)
m3/h 1)
2)
3)
4)
m3/h 1)
2)
3)
4)
m3/h 1)
2)
3)
4)
m3/h
kW
m3/h
kW
kW
252
242
242
242
1)
2)
3)
4)
1710
1630
1720
1630
2110
2570
2980
2030
2440
2850
2130
2570
2980
2030
2440
2850
3410
3260
3440
3260
1)
2)
3)
4)
7020
6980
6940
6920
8730
10510
12230
8740
10450
12170
8650
10390
12110
8660
10370
12110
14030
13960
13870
13810

Central cooler
m3/h
m3/h

Seawater*
m3/h
m3/h
Fuel oil heater
kW
135
170
200
235
270
kg/h
106300
132800
159400
186000
212500
kg/s
29.0
36.2
43.4
50.7
57.9
kW
178 87 83-1.0
Fig. 6.04l: List of capacities, S70MC with high efficiency turbocharger and central cooling water system stated at the
430 200 025
198 22 41
6.01.25
MAN B&W Diesel A/S
Pumps
L70MC
Cyl.
kW
11320
14150
16980
19810
22640
m3/h
5.3
6.6
7.9
9.2
10.6
m3/h
2.9
3.6
4.3
5.1
5.8
m3/h 1)
105
125
150
175
205
2)
94
120
140
165
190
3)
99
125
150
175
200
4)
94
120
140
165
190
m3/h 1)
375
465
560
650
750
2)
370
465
560
650
740
3)
370
460
550
650
740
Coolers
**
370
460
550
640
740
255
320
385
445
510
2)
255
320
380
450
510
3)
245
310
370
430
490
4)
260
320
380
445
520
6.2
7.8
9.4
10.9
12.5
m3/h
Scavenge air cooler

kW
4820
6030
7240
8440
9650
Seawater
m3/h
248
310
372
434
496

kW
1)
890
1090
1310
1510
1780
2)
930
1190
1380
1660
1860
3)
800
990
1190
1390
1590
4)
880
1100
1300
1520
1760
Lubricating oil*
m /h
Seawater
m3/h 1)
127
155
188
216
254
2)
122
155
188
216
244
3)
122
150
178
216
244
4)
122
150
178
206
244
1)
1720
2130
2590
3000
3440
2)
1640
2050
2460
2870
3280
3)
1730
2140
2590
3060
3470
4)
1640
2050
2460
2870
3280
Jacket water cooler

4)
m3/h 1)
kW
m /h
Seawater
m3/h
Fuel oil heater
kW
140
175
205
240
280
kg/h
113400
141800
170100
198500
226800
kg/s
30.9
38.7
46.4
54.1
61.9
178 87 84-3.0
Fig. 6.03m: List of capacities, L70MC with seawater system stated at the nominal MCR power (L1)
for engines complying with IMO's NOx emission limitations
430 200 025
198 22 41
6.01.26
MAN B&W Diesel A/S

L70MC
Pumps

Seawater pump*
Coolers

Scavenge air cooler
Lubricating oil*
Jacket water cooler

Cyl.
kW
11320
5.3
2.9
105
94
99
94
295
295
295
295
355
350
350
350
255
255
245
260
6.2
14150
6.6
3.6
125
120
125
120
370
370
365
365
440
440
435
435
320
320
310
320
7.8
16980
7.9
4.3
150
140
150
140
445
440
440
440
530
530
520
520
385
380
370
380
9.4
19810
9.2
5.1
175
165
175
165
520
520
510
510
620
620
610
610
445
450
430
445
10.9
22640
10.6
5.8
205
190
200
190
590
590
590
590
710
700
700
700
510
510
490
520
12.5
4790
172
5990
215
7180
258
8380
301
9580
344
1)
2)
3)
4)
890
930
800
880
1780
1860
1590
1760
m3/h
m3/h 1)
2)
3)
4)
123
123
123
123
1090
1310
1510
1190
1380
1660
990
1190
1390
1100
1300
1520
155
187
219
155
182
219
150
182
209
150
182
209
m3/h
m3/h
m3/h 1)
2)
3)
4)
m3/h 1)
2)
3)
4)
m3/h 1)
2)
3)
4)
m3/h 1)
2)
3)
4)
m3/h
kW
m3/h
kW
kW
246
246
246
246
1)
2)
3)
4)
1720
1640
1730
1640
2130
2590
3000
2050
2460
2870
2140
2590
3060
2050
2460
2870
3440
3280
3470
3280
1)
2)
3)
4)
7400
7360
7320
7310
9210
11080
12890
9230
11020
12910
9120
10960
12830
9140
10940
12770
14800
14720
14640
14620

Central cooler
m3/h
m3/h

Seawater*
m3/h
m3/h
Fuel oil heater
kW
140
175
205
240
280
kg/h
113400
141800
170100
198500
226800
kg/s
30.9
38.7
46.4
54.1
61.9
kW
178 87 85-5.0
Fig. 6.04m: List of capacities, L70MC with central cooling water system stated at the nominal MCR power (L1)
430 200 025
198 22 41
6.01.27
MAN B&W Diesel A/S
Pumps
S60MC-C
Cyl.
kW
9020
11275
13530
15785
18040
m3/h
4.5
5.6
6.8
7.9
9.0
m3/h
2.3
2.8
3.4
3.9
4.5
m3/h 1)
80
105
125
140
160
2)
76
95
115
135
150
3)
79
100
120
140
160
4)
76
95
115
135
150
m3/h 1)
300
370
445
515
600
2)
300
370
445
515
590
3)
295
365
440
510
590
4)
295
365
440
515
590
m3/h 1)
190
240
285
330
380
2)
190
240
285
335
380
3)
185
230
275
320
370
4)
190
240
290
335
380
1.6
2.0
2.4
2.8
3.2
Coolers

Scavenge air cooler
kW
3670
4590
5500
6420
7340
Seawater
m3/h
198
247
297
346
395

kW
1)
700
900
1060
1220
1400
2)
760
950
1110
1340
1500
3)
640
800
960
1120
1280
4)
710
870
1050
1220
1380
Lubricating oil*
m /h
Seawater
m3/h 1)
97
128
148
174
195
2)
97
123
148
174
195
3)
97
123
143
164
195
4)
97
118
143
164
195
1)
1390
1730
2060
2390
2770
2)
1320
1650
1980
2310
2640
3)
1380
1740
2070
2400
2770
4)
1320
1650
1980
2310
2640
Jacket water cooler

*
**
kW
m /h
Seawater
m3/h
Fuel oil heater
kW
120
145
180
205
235
kg/h
85260
106575
127890
149205
170520
kg/s
23.2
29.0
34.9
40.7
46.5
178 45 58-2.0
Fig. 6.03n: List of capacities, S60MC-C with high efficiency turbocharger

seawater system
430 200 025
198 22 41
6.01.28
MAN B&W Diesel A/S

S60MC-C
Coolers
Pumps

Cyl.
kW
9020
4.5
2.3
80
76
79
76
225
225
225
225
275
275
270
270
190
190
185
190
1.6
11275
5.6
2.8
105
95
100
95
285
280
280
280
345
340
340
340
240
240
230
240
2.0
13530
6.8
3.4
125
115
120
115
340
335
335
335
410
410
405
405
285
285
275
290
2.4
15785
7.9
3.9
140
135
140
135
395
395
390
390
480
480
475
475
330
335
320
335
2.8
18040
9.0
4.5
160
150
160
150
450
450
445
445
550
550
540
540
380
380
370
380
3.2
3640
126
4550
158
5460
189
6380
221
7290
252
700
760
640
710
900
1060
1220
950
1110
1340
800
960
1120
870
1050
1220
127
151
174
122
146
174
122
146
169
122
146
169
1400
1500
1280
1380
1390
1320
1380
1320
1730
2060
2390
1650
1980
2310
1740
2070
2400
1650
1980
2310
2770
2640
2770
2640
5730
5720
5660
5670
7180
8580
9990
7150
8550
10030
7090
8490
9900
7070
8490
9910
11460
11430
11340
11310
m3/h
m3/h
m3/h 1)
2)
3)
4)
m3/h 1)
2)
3)
4)
Seawater pump*
m3/h 1)
2)
3)
4)
m3/h 1)
2)
3)
4)
Scavenge air cooler
kW
m3/h
kW 1)
2)
3)
4)
Lubricating oil*
m3/h
m3/h 1)
2)
3)
4)
Jacket water cooler
kW 1)
2)
3)
4)
m3/h
m3/h
Central cooler
kW 1)
2)
3)
4)
m3/h
Seawater*
m3/h
99
99
99
99
198
198
193
193
Fuel oil heater
kW
120
145
180
205
235
kg/h
85260
106575
127890
149205
170520
kg/s
23.2
29.0
34.9
40.7
46.5
178 45 59-4.0
Fig. 6.04n: List of capacities, S60MC-C with high efficiency turbocharger

central cooling system stated at the
430 200 025
198 22 41
6.01.29
MAN B&W Diesel A/S
Pumps
S60MC
Cyl.
kW
8160
10200
12240
14280
16320
m3/h
4.2
5.3
6.4
7.4
8.5
m3/h
2.0
2.5
3.1
3.6
4.1
m3/h 1)
67
82
100
120
135
2)
62
78
93
110
125
3)
66
83
98
115
130
4)
62
78
93
110
125
m3/h 1)
265
325
395
455
520
2)
260
325
390
460
520
3)
260
325
390
455
520
Coolers
**
260
325
390
455
520
175
220
265
310
350
2)
175
220
265
310
350
3)
170
210
255
295
340
4)
180
220
265
310
350
5.2
6.5
7.8
9.1
10.4
m3/h
Scavenge air cooler

kW
3240
4050
4860
5670
6480
Seawater
m3/h
172
215
258
301
344

kW
1)
640
780
960
1100
1250
2)
680
850
1000
1200
1340
3)
580
720
860
1010
1150
4)
650
790
950
1110
1250
Lubricating oil*
m /h
Seawater
m3/h 1)
93
110
137
154
176
2)
88
110
132
159
176
3)
88
110
132
154
176
4)
88
110
132
154
176
1)
1250
1550
1860
2160
2460
2)
1190
1480
1780
2080
2380
3)
1250
1580
1880
2170
2500
4)
1190
1480
1780
2080
2380
Jacket water cooler

4)
m3/h 1)
kW
m /h
Seawater
m3/h
Fuel oil heater
kW
110
140
170
195
225
kg/h
77300
96600
115900
135200
154600
kg/s
21.1
26.3
31.6
36.8
42.1
178 30 51-8.1
Fig. 6.03o: List of capacities, S60MC with high efficiency turbocharger

seawater system
430 200 025
198 22 41
6.01.30
MAN B&W Diesel A/S

S60MC
Pumps

Seawater pump*
Coolers

Scavenge air cooler
Lubricating oil*
Jacket water cooler

Cyl.
kW
8160
4.2
2.0
67
62
66
62
210
210
210
210
245
245
240
240
175
175
170
180
5.2
10200
5.3
2.5
82
78
83
78
265
265
260
260
305
305
300
300
220
220
210
220
6.5
12240
6.4
3.1
100
93
98
93
320
315
315
315
365
365
360
360
265
265
255
265
7.8
14280
7.4
3.6
120
110
115
110
370
370
365
365
425
425
420
420
310
310
295
310
9.1
16320
8.5
4.1
135
125
130
125
420
420
420
415
485
485
485
480
350
350
340
350
10.4
3220
122
4020
152
4830
183
5630
213
6440
244
1)
2)
3)
4)
640
680
580
650
1250
1340
1150
1250
m3/h
m3/h 1)
2)
3)
4)
88
88
88
88
780
960
1100
850
1000
1200
720
860
1010
790
950
1110
113
137
157
113
132
157
108
132
152
108
132
152
m3/h
m3/h
m3/h 1)
2)
3)
4)
m3/h 1)
2)
3)
4)
m3/h 1)
2)
3)
4)
m3/h 1)
2)
3)
4)
m3/h
kW
m3/h
kW
kW
176
176
176
171
1)
2)
3)
4)
1250
1190
1250
1190
1550
1860
2160
1480
1780
2080
1580
1880
2170
1480
1780
2080
2460
2380
2500
2380
1)
2)
3)
4)
5110
5090
5050
5060
6350
7650
8890
6350
7610
8910
6320
7570
8810
6290
7560
8820
10150
10160
10090
10070

Central cooler
m3/h
m3/h

Seawater*
m3/h
m3/h
Fuel oil heater
kW
110
140
170
195
225
kg/h
77300
96600
115900
135200
154600
kg/s
21.1
26.3
31.6
36.8
42.1
kW
178 30 53-1.1
Fig. 6.04o: List of capacities, S60MC with high efficiency turbocharger

central cooling system
430 200 025
198 22 41
6.01.31
MAN B&W Diesel A/S
Pumps
L60MC
Cyl.
kW
7680
9600
11520
13440
15360
m3/h
4.1
5.2
6.2
7.3
8.3
m3/h
2.0
2.4
2.9
3.4
3.9
m3/h 1)
64
79
99
115
130
2)
60
75
90
105
120
3)
64
79
95
110
125
4)
60
75
90
105
120
m3/h 1)
250
310
370
430
490
2)
245
310
370
430
495
3)
245
305
365
425
490
Coolers
**
245
305
365
430
490
175
220
265
305
350
2)
175
220
260
305
350
3)
170
210
255
295
340
4)
175
220
265
305
350
5.2
6.5
7.8
9.1
10.4
m3/h
Scavenge air cooler

kW
3060
3820
4590
5350
6110
Seawater
m3/h
160
200
239
279
319

kW
1)
630
770
950
1090
1230
2)
670
840
990
1190
1330
3)
570
710
850
990
1140
4)
640
780
940
1100
1240
Lubricating oil*
m /h
Seawater
m3/h 1)
90
110
131
151
171
2)
85
110
131
151
176
3)
85
105
126
146
171
4)
85
105
126
151
171
1)
1210
1500
1800
2090
2380
2)
1150
1440
1720
2010
2300
3)
1210
1500
1820
2100
2390
4)
1150
1440
1720
2010
2300
Jacket water cooler

4)
m3/h 1)
kW
m /h
Seawater
m3/h
Fuel oil heater
kW
110
135
165
190
220
kg/h
73900
92400
110900
129400
147800
kg/s
20.1
25.2
30.2
35.3
40.3
178 87 86-7.0
Fig. 6.03p: List of capacities, L60MC with high efficiency turbocharger

seawater system
430 200 025
198 22 41
6.01.32
MAN B&W Diesel A/S

L60MC
Pumps

Seawater pump*
Coolers

Scavenge air cooler
Lubricating oil*
Jacket water cooler

Cyl.
kW
7680
4.1
2.0
64
60
64
60
200
200
200
200
235
230
230
230
175
175
170
175
5.2
9600
5.2
2.4
79
75
79
75
250
250
245
250
290
290
285
290
220
220
210
220
6.5
11520
6.2
2.9
99
90
95
90
300
300
300
295
350
345
345
345
265
260
255
265
7.8
13440
7.3
3.4
115
105
110
105
350
350
345
345
405
405
400
400
305
305
295
305
9.1
15360
8.3
3.9
130
120
125
120
400
400
395
395
465
465
460
460
350
350
340
350
10.4
3030
113
3790
142
4550
170
5300
199
6060
227
1)
2)
3)
4)
630
670
570
640
1230
1330
1140
1240
m3/h
m3/h 1)
2)
3)
4)
87
87
87
87
770
950
1090
840
990
1190
710
850
990
780
940
1100
108
130
151
108
130
151
103
130
146
108
125
146
m3/h
m3/h
m3/h 1)
2)
3)
4)
m3/h 1)
2)
3)
4)
m3/h 1)
2)
3)
4)
m3/h 1)
2)
3)
4)
m3/h
kW
m3/h
kW
kW
173
173
168
168
1)
2)
3)
4)
1210
1150
1210
1150
1500
1800
2090
1440
1720
2010
1500
1820
2100
1440
1720
2010
2380
2300
2390
2300
1)
2)
3)
4)
4870
4850
4810
4820
6060
7300
8480
6070
7260
8500
6000
7220
8390
6010
7210
8410
9670
9690
9590
9600

Central cooler
m3/h
m3/h

Seawater*
m3/h
m3/h
Fuel oil heater
kW
110
135
165
190
220
kg/h
73900
92400
110900
129400
147800
kg/s
20.1
25.2
30.2
35.3
40.3
kW
178 87 87-9.0
Fig. 6.04p: List of capacities, L60MC with high efficiency turbocharger

430 200 025
198 22 41
6.01.33
MAN B&W Diesel A/S
Pumps
S50MC-C
Cyl.
kW
6320
7900
9480
11060
12640
m3/h
3.7
4.6
5.6
6.5
7.4
m3/h
1.6
2.0
2.4
2.8
3.2
m3/h 1)
53
70
84
100
115
2)
53
66
79
92
105
3)
56
69
83
97
110
4)
53
66
79
92
105
m3/h 1)
195
245
340
345
390
2)
195
245
335
340
390
3)
195
240
335
340
385
4)
195
245
335
340
385
m3/h 1)
135
165
200
235
265
2)
135
165
195
230
260
3)
125
160
190
220
255
4)
130
165
200
230
265
1.5
2.0
2.0
2.5
2.5
Coolers

Scavenge air cooler
kW
2570
3210
3850
4490
5130
Seawater
m3/h
126
158
234
221
252

kW
1)
530
610
720
870
980
2)
520
650
760
900
1010
3)
440
550
660
770
880
4)
495
620
730
840
970
Lubricating oil*
m /h
Seawater
m3/h 1)
69
87
106
124
138
2)
69
87
101
119
138
3)
69
82
101
119
133
4)
69
87
101
119
133
1)
920
1220
1450
1690
1920
2)
920
1150
1380
1610
1840
3)
980
1210
1440
1700
1930
4)
920
1150
1380
1610
1840
Jacket water cooler

kW
m /h
Seawater
m3/h
Fuel oil heater
kW
97
120
145
170
195
kg/h
59600
74600
89500
104400
119300
kg/s
16.2
20.3
24.4
28.4
32.5
n.a. Not applicable
178 32 47-3.2
Fig. 6.03q: List of capacities, S50MC-C with high efficiency turbocharger

seawater system
430 200 025
198 22 41
6.01.34
MAN B&W Diesel A/S

S50MC-C
Coolers
Pumps

Cyl.
kW
6320
3.7
1.6
53
53
56
53
170
170
170
170
190
190
190
190
135
135
125
130
1.5
7900
4.6
2.0
70
66
69
66
215
215
210
215
240
240
235
235
165
165
160
165
2.0
9480
5.6
2.4
84
79
83
79
260
255
255
255
285
285
285
285
200
195
190
200
2.0
11060
6.5
2.8
100
92
97
92
300
300
300
295
335
335
330
330
235
230
220
230
2.5
12640
7.4
3.2
115
105
110
105
345
340
340
340
385
380
380
380
265
260
255
265
2.5
2550
103
3190
128
3820
154
4460
180
5100
205
530
520
440
495
610
720
870
650
760
900
550
660
770
620
730
840
87
106
120
87
101
120
82
101
120
87
101
115
980
1010
880
970
920
920
980
920
1220
1450
1690
1150
1380
1610
1210
1440
1700
1150
1380
1610
1920
1840
1930
1840
4000
3990
3970
3970
5020
5990
7020
4990
5960
6970
4950
5920
6930
4960
5930
6910
8000
7950
7910
7910
m3/h
m3/h
m3/h 1)
2)
3)
4)
m3/h 1)
2)
3)
4)
Seawater pump*
m3/h 1)
2)
3)
4)
m3/h 1)
2)
3)
4)
Scavenge air cooler
kW
m3/h
kW 1)
2)
3)
4)
Lubricating oil*
m3/h
m3/h 1)
2)
3)
4)
Jacket water cooler
kW 1)
2)
3)
4)
m3/h
m3/h
Central cooler
kW 1)
2)
3)
4)
m3/h
Seawater*
m3/h
67
67
67
67
140
135
135
135
Fuel oil heater
kW
97
120
145
170
195
kg/h
59600
74600
89500
104400
119300
kg/s
16.2
20.3
24.4
28.4
32.5
178 32 48-5.2
Fig. 6.04q: List of capacities, S50MC-C with high efficiency turbocharger

430 200 025
198 22 41
6.01.35
MAN B&W Diesel A/S
Pumps
S50MC
Cyl.
kW
5720
7150
8580
10010
11440
m3/h
3.5
4.4
5.3
6.2
7.1
m3/h
1.4
1.8
2.2
2.5
2.9
m3/h 1)
44
59
70
81
96
2)
44
55
66
77
87
3)
46
58
69
82
93
4)
44
55
66
77
87
m3/h 1)
170
210
250
290
335
2)
165
210
250
290
335
3)
165
210
250
290
330
Coolers
4)
165
205
250
290
330
m3/h 1)
125
155
185
215
250
2)
125
155
185
220
250
3)
120
150
180
210
240
4)
125
155
190
220
250
4.2
5.2
6.2
7.3
8.3
m3/h
Scavenge air cooler

kW
2280
2840
3410
3980
4550
Seawater
m3/h
104
130
156
182
208

kW
1)
495
570
670
770
910
2)
480
610
710
840
950
3)
405
510
610
710
810
4)
460
560
680
780
880
Lubricating oil*
m /h
Seawater
m3/h 1)
66
80
94
108
127
2)
61
80
94
108
127
3)
61
80
94
108
122
4)
61
75
94
108
122
1)
840
1110
1320
1530
1750
2)
840
1040
1250
1460
1670
3)
880
1110
1320
1560
1770
4)
840
1040
1250
1460
1670
Jacket water cooler

kW
m /h
Seawater
m3/h
Fuel oil heater
kW
92
115
140
165
185
kg/h
54200
67700
81300
94800
108400
kg/s
14.8
18.4
22.2
25.8
29.5
n.a. Not applicable
178 87 88-0.0
Fig. 6.03r: List of capacities, S50MC with high efficiency turbocharger

seawater system
430 200 025
198 22 41
6.01.36
MAN B&W Diesel A/S

S50MC
Pumps

Seawater pump*
Coolers

Scavenge air cooler
Lubricating oil*
Jacket water cooler

Cyl.
kW
5720
3.5
1.4
44
44
46
44
155
155
150
150
170
170
170
170
125
125
120
125
4.2
7150
4.4
1.8
59
55
58
55
195
195
195
190
215
215
210
210
155
155
150
155
5.2
8580
5.3
2.2
70
66
69
66
220
220
220
220
255
255
255
255
185
185
180
190
6.2
10010
6.2
2.5
81
77
82
77
255
255
255
250
300
300
300
295
215
220
210
220
7.3
11440
7.1
2.9
96
87
93
87
295
295
295
290
345
340
340
340
250
250
240
250
8.3
2260
90
2820
115
3380
126
3950
144
4510
170
1)
2)
3)
4)
495
480
405
460
910
950
810
880
m3/h
m3/h 1)
2)
3)
4)
65
65
60
60
570
670
770
610
710
840
510
610
710
560
680
780
80
94
111
80
94
111
80
94
111
75
94
106
m3/h
m3/h
m3/h 1)
2)
3)
4)
m3/h 1)
2)
3)
4)
m3/h 1)
2)
3)
4)
m3/h 1)
2)
3)
4)
m3/h
kW
m3/h
kW
kW
125
125
125
120
1)
2)
3)
4)
840
840
880
840
1110
1320
1530
1040
1250
1460
1110
1320
1560
1040
1250
1460
1750
1670
1770
1670
1)
2)
3)
4)
3600
3580
3550
3560
4500
5370
6250
4470
5340
6250
4440
5310
6220
4420
5310
6190
7170
7130
7090
7060

Central cooler
m3/h
m3/h

Seawater*
m3/h
m3/h
Fuel oil heater
kW
92
115
140
165
185
kg/h
54200
67700
81300
94800
108400
kg/s
14.8
18.4
22.2
25.8
29.5
kW
178 87 89-2.0
Fig. 6.04r: List of capacities, S50MC with high efficiency turbocharger

430 200 025
198 22 41
6.01.37
MAN B&W Diesel A/S
Pumps
L50MC
Cyl.
kW
5320
6650
7980
9310
10640
m3/h
3.4
4.3
5.2
6.0
6.9
m3/h
1.4
1.7
2.1
2.4
2.7
m3/h 1)
41
51
66
76
86
2)
41
51
62
72
82
3)
43
55
65
75
87
4)
41
51
62
72
82
m3/h 1)
160
200
240
280
320
2)
160
200
240
280
320
3)
160
200
240
280
320
Coolers
4)
160
200
240
280
320
m3/h 1)
125
155
185
215
245
2)
125
155
185
215
245
3)
120
150
180
210
240
4)
125
155
185
215
245
4.2
5.2
6.2
7.3
8.3
m3/h
Scavenge air cooler

kW
2080
2600
3120
3640
4160
Seawater
m3/h
100
125
150
175
200

kW
1)
490
590
670
770
870
2)
480
580
710
810
940
3)
405
500
600
710
810
4)
455
560
670
780
880
Lubricating oil*
m /h
Seawater
m3/h 1)
60
75
90
105
120
2)
60
75
90
105
120
3)
60
75
90
105
120
4)
60
75
90
105
120
1)
790
990
1250
1450
1650
2)
790
990
1190
1390
1580
3)
840
1050
1250
1450
1680
4)
790
990
1190
1390
1580
Jacket water cooler

kW
m /h
Seawater
m3/h
Fuel oil heater
kW
89
115
135
155
180
kg/h
50300
62800
75400
88000
100500
kg/s
13.7
17.1
20.5
24.0
27.4
n.a. Not applicable
178 87 90-2.0
Fig. 6.03s: List of capacities, L50MC with high efficiency turbocharger

seawater system
430 200 025
198 22 41
6.01.38
MAN B&W Diesel A/S

L50MC
Pumps

Seawater pump*
Coolers

Scavenge air cooler
Lubricating oil*
Jacket water cooler

Cyl.
kW
5320
3.4
1.4
41
41
43
41
125
125
125
125
160
160
160
160
125
125
120
125
4.2
6650
4.3
1.7
51
51
55
51
170
170
170
170
200
200
200
200
155
155
150
155
5.2
7980
5.2
2.1
66
62
65
62
200
200
195
195
240
240
235
235
185
185
180
185
6.2
9310
6.0
2.4
76
72
75
72
220
215
215
215
280
280
275
275
215
215
210
215
7.3
10640
6.9
2.7
86
82
87
82
265
265
265
260
320
320
315
315
245
245
240
245
8.3
2060
64
2580
94
3090
108
3610
112
4120
144
1)
2)
3)
4)
490
480
405
455
870
940
810
880
m3/h
m3/h 1)
2)
3)
4)
61
61
61
61
590
670
770
580
710
810
500
600
710
560
670
780
76
92
108
76
92
103
76
87
103
76
87
103
m3/h
m3/h
m3/h 1)
2)
3)
4)
m3/h 1)
2)
3)
4)
m3/h 1)
2)
3)
4)
m3/h 1)
2)
3)
4)
m3/h
kW
m3/h
kW
kW
121
121
121
116
1)
2)
3)
4)
790
790
840
790
990
1250
1450
990
1190
1390
1050
1250
1450
990
1190
1390
1650
1580
1680
1580
1)
2)
3)
4)
3340
3330
3310
3310
4160
5010
5830
4150
4990
5810
4130
4940
5770
4130
4950
5780
6640
6640
6610
6580

Central cooler
m3/h
m3/h

Seawater*
m3/h
m3/h
Fuel oil heater
kW
89
115
135
155
180
kg/h
50300
62800
75400
88000
100500
kg/s
13.7
17.1
20.5
24.0
27.4
kW
178 87 91-4.0
Fig. 6.04s: List of capacities, L50MC with high efficiency turbocharger

430 200 025
198 22 41
6.01.39
MAN B&W Diesel A/S
Pumps
S46MC-C
Cyl.
kW
5240
6550
7860
9170
10480
m3/h
3.4
4.3
5.1
6.0
6.8
m3/h
1.3
1.7
2.0
2.3
2.7
m3/h 1)
44
55
66
81
92
2)
44
55
66
77
88
3)
46
57
70
81
92
4)
44
55
66
77
88
m3/h 1)
170
215
255
300
340
2)
170
215
255
300
340
3)
170
210
255
295
340
4)
170
210
255
295
340
m3/h 1)
125
150
170
190
210
2)
130
150
170
190
210
3)
120
140
160
180
200
4)
125
145
165
190
210
1.0
1.5
1.5
2.0
2.0
Coolers
Booster pump f. exh. valve actuator*** m3/h

Scavenge air cooler
kW
2010
2510
3010
3510
4010
Seawater
m3/h
108
135
162
189
216

kW
1)
485
610
710
790
890
2)
490
600
730
830
930
3)
415
520
620
730
830
4)
470
570
680
800
900
Lubricating oil*
m /h
Seawater
m3/h 1)
62
80
93
111
124
2)
62
80
93
111
124
3)
62
75
93
106
124
4)
62
75
93
106
124
1)
830
1030
1240
1510
1720
2)
830
1030
1240
1450
1650
3)
870
1080
1300
1510
1720
4)
830
1030
1240
1450
1650
Jacket water cooler

kW
m /h
Seawater
m3/h
Fuel oil heater
kW
89
115
135
155
180
kg/h
44900
56100
67400
78600
89800
kg/s
12.2
15.3
18.3
21.4
24.4
*** No booster pumps are required for engines produced according to Plant Specifications ordered after January 2000
178 32 71-1.1
Fig. 6.03t: List of capacities, S46MC-C with seawater system stated at the nominal MCR power (L1)
430 200 025
198 22 41
6.01.40
MAN B&W Diesel A/S

S46MC-C
Coolers
Pumps

Cyl.
kW
5240
3.4
1.3
44
44
46
44
150
150
150
150
160
160
155
155
125
130
120
125
1.0
6550
4.3
1.7
55
55
57
55
185
185
185
185
200
195
195
195
150
150
140
145
1.5
7860
5.1
2.0
66
66
70
66
225
225
220
220
235
235
235
235
170
170
160
165
1.5
9170
6.0
2.3
81
77
81
77
250
250
250
250
275
275
275
275
190
190
180
190
2.0
10480
6.8
2.7
92
88
92
88
285
285
285
285
315
315
310
310
210
210
200
210
2.0
1990
87
2490
108
2980
130
3480
142
3980
162
485
490
415
470
610
710
790
600
730
830
520
620
730
570
680
800
77
95
108
77
95
108
77
90
108
77
90
108
890
930
830
900
830
830
870
830
1030
1240
1510
1030
1240
1450
1080
1300
1510
1030
1240
1450
1720
1650
1720
1650
3310
3310
3280
3290
4130
4930
5780
4120
4950
5760
4090
4900
5720
4090
4900
5730
6590
6560
6530
6530
m3/h
m3/h
m3/h 1)
2)
3)
4)
m3/h 1)
2)
3)
4)
Seawater pump*
m3/h 1)
2)
3)
4)
m3/h 1)
2)
3)
4)
Scavenge air cooler
kW
m3/h
kW 1)
2)
3)
4)
Lubricating oil*
m3/h
m3/h 1)
2)
3)
4)
Jacket water cooler
kW 1)
2)
3)
4)
m3/h
m3/h
Central cooler
kW 1)
2)
3)
4)
m3/h
Seawater*
m3/h
63
63
63
63
123
123
123
123
Fuel oil heater
kW
89
115
135
155
180
kg/h
44900
56100
67400
78600
89800
kg/s
12.2
15.3
18.3
21.4
24.4
178 32 72-3.1
Fig. 6.04t: List of capacities, S46MC-C with central cooling system stated at the nominal MCR power (L1)
430 200 025
198 22 41
6.01.41
MAN B&W Diesel A/S
Pumps
S42MC
Cyl.
10
11
12
kW
4320
5400
6480
7560
8640
9720
10800
11880
12960
m3/h
2.2
2.6
2.9
3.5
3.9
4.3
5.0
5.7
6.3
m3/h
1.1
1.4
1.7
2.0
2.2
2.5
2.8
3.1
3.4
m3/h 1)
41
51
61
71
82
96
100
110
120
2)
41
51
61
71
82
92
100
110
120
3)
43
53
64
75
85
95
105
115
125
4)
41
51
61
71
82
92
100
110
120
m3/h 1)
140
175
210
245
280
315
350
385
420
2)
140
175
210
245
280
315
350
385
420
3)
140
175
210
245
280
315
350
380
415
4)
140
175
210
245
280
315
350
385
420
m3/h 1)
100
125
150
175
195
220
250
275
295
2)
99
125
150
175
195
220
250
275
300
3)
95
120
145
165
190
215
240
260
285
4)
Coolers

Scavenge air cooler
kW
Seawater
m3/h

kW
98
125
150
170
200
220
250
270
295
1.0
1.5
1.5
2.0
2.0
2.5
2.5
3.0
3.0
1660
2070
2490
2900
3310
3730
4140
4560
4970
88
110
132
154
176
199
221
243
265
1)
400
480
580
660
740
800
960
1080
1160
2)
395
485
570
650
760
840
970
1050
1140
3)
330
410
490
570
660
740
820
900
980
4)
360
465
550
630
730
810
930
1010
1090
Lubricating oil*
m3/h
Seawater
m3/h 1)
52
65
78
91
104
116
129
142
155
2)
52
65
78
91
104
116
129
142
155
3)
52
65
78
91
104
116
129
137
150
4)
52
65
78
91
104
116
129
142
155
1)
700
880
1060
1230
1410
1650
1760
1940
2110
2)
700
880
1060
1230
1410
1580
1760
1940
2110
3)
750
920
1100
1300
1470
1650
1850
2020
2200
4)
700
880
1060
1230
1410
1580
1760
1940
2110
150
165
Jacket water cooler

kW
m /h
Seawater
m3/h
Fuel oil heater
kW
58
68
76
92
100
115
130
kg/h
37200
46500
55800
65000
74300
83600
92900
kg/s
10.1
12.6
15.2
17.7
20.2
22.7
25.2
102200 111500
27.8
30.3
178 42 71-6.1
Fig. 6.03u: List of capacities, S42MC with seawater system stated at the nominal MCR power (L1)
430 200 025
198 22 41
6.01.42
MAN B&W Diesel A/S

S42MC
Coolers
Pumps

Cyl.
10
11
12
kW
4320
2.2
1.1
41
41
43
41
140
140
140
140
130
130
130
130
100
99
95
98
1.0
5400
2.6
1.4
51
51
53
51
175
175
175
175
165
165
160
165
125
125
120
125
1.5
6480
2.9
1.7
61
61
64
61
210
210
210
210
195
195
195
195
150
150
145
150
1.5
7560
3.5
2.0
71
71
75
71
245
245
245
245
230
230
225
225
175
175
165
170
2.0
8640
3.9
2.2
82
82
85
82
280
280
280
280
260
260
260
260
195
195
190
200
2.0
9720
4.3
2.5
96
92
95
92
315
315
315
315
295
295
290
290
220
220
215
220
2.5
10800
5.0
2.8
100
100
105
100
350
350
350
350
325
325
325
325
250
250
240
250
2.5
11880
5.7
3.1
110
110
115
110
385
385
380
385
360
360
355
360
275
275
260
270
3.0
12960
6.3
3.4
120
120
125
120
420
420
415
420
395
390
390
390
295
300
285
295
3.0
1650
88
2060
110
2470
132
2880
154
3290
176
3700
199
4110
221
4530
243
4940
265
400
395
330
360
480
485
410
465
580
570
490
550
1080
1050
900
1010
1160
1140
980
1090
52
52
52
52
65
65
65
65
78
78
78
78
660
740
800
960
650
760
840
970
570
660
740
820
630
730
810
930
91
104
116
129
91
104
116
129
91
104
116
129
91
104
116
129
142
142
137
142
155
155
150
155
700
700
750
700
880
880
920
880
1060
1230
1410
1650
1760
1940
1060
1230
1410
1580
1760
1940
1100
1300
1470
1650
1850
2020
1060
1230
1410
1580
1760
1940
2110
2110
2200
2110
2750
2750
2730
2710
3420
3430
3390
3410
7550
7520
7450
7480
8210
8190
8120
8140
150
165
m3/h
m3/h
m3/h 1)
2)
3)
4)
m3/h 1)
2)
3)
4)
Seawater pump*
m3/h 1)
2)
3)
4)
m3/h 1)
2)
3)
4)
Scavenge air cooler
kW
m3/h
kW 1)
2)
3)
4)
Lubricating oil*
m3/h
m3/h 1)
2)
3)
4)
Jacket water cooler
kW 1)
2)
3)
4)
m3/h
m3/h
Central cooler
kW 1)
2)
3)
4)
m3/h
Seawater*
m3/h
4110
4770
5440
6150
6830
4100
4760
5460
6120
6840
4060
4750
5420
6090
6780
4080
4740
5430
6090
6800
Fuel oil heater
kW
58
68
76
92
100
115
130
kg/h
37200
46500
55800
65000
74300
83600
92900
kg/s
10.1
12.6
15.2
17.7
20.2
22.7
25.2
102200 111500
27.8
30.3
178 42 75-3.1
Fig. 6.04u: List of capacities, S42MC with central cooling system stated at the nominal MCR power (L1)
430 200 025
198 22 41
6.01.43
MAN B&W Diesel A/S
Pumps
L42MC
Cyl.
10
11
12
kW
3980
4975
5970
6965
7960
8955
9950
10945
11940
m3/h
2.2
2.6
2.9
3.5
3.9
4.3
5.0
5.7
6.3
m3/h
1.0
1.3
1.6
1.8
2.1
2.3
2.6
2.8
3.1
m3/h 1)
32
40
48
56
64
76
80
88
96
2)
32
40
48
56
64
72
80
88
96
3)
34
42
50
58
68
76
85
93
100
4)
32
40
48
56
64
72
80
88
96
m3/h 1)
120
150
180
205
235
265
295
325
355
2)
120
150
175
205
235
265
300
325
355
3)
120
145
175
205
235
265
295
325
355
4)
115
145
175
205
235
265
295
325
355
m3/h 1)
95
110
130
145
160
180
205
220
235
2)
95
115
130
145
160
180
205
220
235
3)
91
105
120
135
150
175
195
210
225
4)
Coolers

Scavenge air cooler
kW
Seawater
m3/h

kW
94
110
125
140
155
180
200
220
235
1.0
1.5
1.5
2.0
2.0
2.5
2.5
3.0
3.0
1410
1760
2120
2470
2820
3170
3530
3880
4230
75
94
113
132
151
170
189
208
227
1)
335
410
495
560
630
670
820
890
990
2)
340
415
485
550
620
720
830
900
970
3)
270
340
410
475
540
610
680
750
820
4)
305
375
460
530
600
680
750
850
920
Lubricating oil*
m /h
Seawater
m3/h 1)
45
56
67
73
84
95
106
117
128
2)
45
56
62
73
84
95
111
117
128
3)
45
51
62
73
84
95
106
117
128
4)
40
51
62
73
84
95
106
117
128
1)
580
720
860
1010
1150
1360
1440
1590
1730
2)
580
720
860
1010
1150
1300
1440
1590
1730
3)
620
760
910
1050
1220
1360
1530
1670
1820
4)
580
720
860
1010
1150
1300
1440
1590
1730
Jacket water cooler

kW
m /h
Seawater
m3/h
Fuel oil heater
kW
58
68
76
92
100
115
130
150
165
kg/h
33800
42300
50700
59200
67600
76100
84500
93000
101400
kg/s
9.2
11.5
13.8
16.1
18.4
20.7
23.0
25.3
27.6
178 42 51-3.1
Fig. 6.03v: List of capacities, L42MC with seawater system stated at the nominal MCR power (L1)
430 200 025
198 22 41
6.01.44
MAN B&W Diesel A/S

L42MC
Coolers
Pumps

Cyl.
10
11
12
kW
3980
2.2
1.0
32
32
34
32
120
120
120
115
110
110
110
110
95
95
91
94
1.0
4975
2.6
1.3
40
40
42
40
150
150
145
145
140
140
135
135
110
115
105
110
1.5
5970
2.9
1.6
48
48
50
48
180
175
175
175
165
165
165
165
130
130
120
125
1.5
6965
3.5
1.8
56
56
58
56
205
205
205
205
190
190
190
190
145
145
135
140
2.0
7960
3.9
2.1
64
64
68
64
235
235
235
235
220
220
220
220
160
160
150
155
2.0
8955
4.3
2.3
76
72
76
72
265
265
265
265
250
245
245
245
180
180
175
180
2.5
9950
5.0
2.6
80
80
85
80
295
300
295
295
275
275
275
270
205
205
195
200
2.5
10945
5.7
2.8
88
88
93
88
325
325
325
325
305
305
300
300
220
220
210
220
3.0
11940
6.3
3.1
96
96
100
96
355
355
355
355
330
330
325
330
235
235
225
235
3.0
1400
75
1750
94
2100
113
2450
132
2800
151
3150
170
3500
189
3850
208
4200
227
335
340
270
305
410
415
340
375
495
485
410
460
890
900
750
850
990
970
820
920
45
45
45
40
56
56
51
51
67
62
62
62
560
630
670
820
550
620
720
830
475
540
610
680
530
600
680
750
73
84
95
106
73
84
95
111
73
84
95
106
73
84
95
106
117
117
117
117
128
128
128
128
580
580
620
580
720
720
760
720
860
860
910
860
1010
1150
1360
1440
1590
1010
1150
1300
1440
1590
1050
1220
1360
1530
1670
1010
1150
1300
1440
1590
1730
1730
1820
1730
2320
2320
2290
2290
2880
2890
2850
2850
3460
4020
4580
5180
5760
3450
4010
4570
5170
5770
3420
3980
4560
5120
5710
3420
3990
4550
5130
5690
6330
6340
6270
6290
6920
6900
6840
6850
m3/h
m3/h
m3/h 1)
2)
3)
4)
m3/h 1)
2)
3)
4)
Seawater pump*
m3/h 1)
2)
3)
4)
m3/h 1)
2)
3)
4)
Scavenge air cooler
kW
m3/h
kW 1)
2)
3)
4)
Lubricating oil*
m3/h
m3/h 1)
2)
3)
4)
Jacket water cooler
kW 1)
2)
3)
4)
m3/h
m3/h
Central cooler
kW 1)
2)
3)
4)
m3/h
Seawater*
m3/h
Fuel oil heater
kW
58
68
76
92
100
115
130
150
165
kg/h
33800
42300
50700
59200
67600
76100
84500
93000
101400
kg/s
9.2
11.5
13.8
16.1
18.4
20.7
23.0
25.3
27.6
178 42 52-5.1
Fig. 6.04v: List of capacities, L42MC with central cooling system stated at the nominal MCR power (L1)
430 200 025
198 22 41
6.01.45
MAN B&W Diesel A/S
Pumps
S35MC
Cyl.
10
11
12
kW
2960
3700
4440
5180
5920
6660
7400
8140
8880
m3/h
1.5
1.8
2.0
2.4
2.7
3.0
3.3
3.6
3.9
m3/h
0.8
1.0
1.2
1.4
1.5
1.7
1.9
2.1
2.3
m3/h 1)
28
36
43
50
57
64
71
78
85
2)
28
36
43
50
57
64
71
78
85
3)
30
37
45
52
59
66
74
83
90
4)
28
36
43
50
57
64
71
78
85
m3/h 1)
89
110
130
155
175
195
220
240
265
2)
88
110
130
155
175
195
220
240
265
3)
87
110
130
150
175
195
215
240
260
4)
87
110
130
155
175
195
220
240
260
m3/h 1)
65
80
96
110
130
145
160
175
190
2)
64
80
95
115
130
145
160
175
190
3)
61
76
91
105
120
135
150
165
180
4)
Coolers

Scavenge air cooler
kW
Seawater
m3/h

kW
63
79
94
110
125
140
160
175
190
1.0
1.0
1.0
1.5
1.5
1.5
2.0
2.0
2.0
1100
1370
1640
1920
2190
2470
2740
3010
3290
53
66
79
92
105
118
131
144
158
1)
290
345
415
475
550
600
690
770
830
2)
280
355
410
475
530
590
710
760
820
3)
230
285
345
400
460
510
570
630
690
4)
250
320
375
455
510
570
640
700
750
Lubricating oil*
m /h
Seawater
m3/h 1)
37
44
51
63
70
77
89
96
107
2)
37
44
51
63
70
77
89
96
107
3)
37
44
51
58
70
77
84
96
102
4)
37
44
51
63
70
77
89
96
102
1)
465
580
700
820
930
1050
1170
1280
1400
2)
465
580
700
820
930
1050
1170
1280
1400
3)
495
610
740
860
980
1090
1230
1370
1490
4)
465
580
700
820
930
1050
1170
1280
1400
Jacket water cooler

kW
m /h
Seawater
m3/h
Fuel oil heater
kW
39
47
52
63
71
79
87
94
100
kg/h
25200
31500
37800
44100
50400
56700
63000
69300
75600
kg/s
6.8
8.6
10.3
12.0
13.7
15.4
17.1
18.8
20.5
178 42 72-8.1
Fig. 6.03x: List of capacities, S35MC with seawater system stated at the nominal MCR power (L1)
430 200 025
198 22 41
6.01.46
MAN B&W Diesel A/S

S35MC
Coolers
Pumps

Cyl.
10
11
12
kW
2960
1.5
0.8
28
28
30
28
89
88
87
87
88
88
87
86
65
64
61
63
1.0
3700
1.8
1.0
36
36
37
36
110
110
110
110
110
110
110
110
80
80
76
79
1.0
4440
2.0
1.2
43
43
45
43
130
130
130
130
130
130
130
130
96
95
91
94
1.0
5180
2.4
1.4
50
50
52
50
155
155
150
155
155
155
150
150
110
115
105
110
1.5
5920
2.7
1.5
57
57
59
57
175
175
175
175
175
175
175
175
130
130
120
125
1.5
6660
3.0
1.7
64
64
66
64
195
195
195
195
195
195
195
195
145
145
135
140
1.5
7400
3.3
1.9
71
71
74
71
220
220
215
220
220
220
215
215
160
160
150
160
2.0
8140
3.6
2.1
78
78
83
78
240
240
240
240
240
240
240
235
175
175
165
175
2.0
8880
3.9
2.3
85
85
90
85
265
265
260
260
260
260
260
260
190
190
180
190
2.0
1080
53
1350
66
1630
79
1900
92
2170
105
2440
118
2710
131
2980
144
3250
158
290
280
230
250
345
355
285
320
415
410
345
375
770
760
630
700
830
820
690
750
37
37
37
37
44
44
44
44
51
51
51
51
475
550
600
690
475
530
590
710
400
460
510
570
455
510
570
640
63
70
77
89
63
70
77
89
58
70
77
84
63
70
77
89
96
96
96
96
107
107
102
102
465
465
495
465
580
580
610
580
700
700
740
700
820
930
1050
1170
1280
820
930
1050
1170
1280
860
980
1090
1230
1370
820
930
1050
1170
1280
1400
1400
1490
1400
1840
1830
1810
1800
2280
2290
2250
2250
2750
3200
3650
4090
4570
2740
3200
3630
4080
4590
2720
3160
3610
4040
4510
2710
3180
3610
4060
4520
5030
5020
4980
4960
5480
5470
5430
5400
m3/h
m3/h
m3/h 1)
2)
3)
4)
m3/h 1)
2)
3)
4)
Seawater pump*
m3/h 1)
2)
3)
4)
m3/h 1)
2)
3)
4)
Scavenge air cooler
kW
m3/h
kW 1)
2)
3)
4)
Lubricating oil*
m3/h
m3/h 1)
2)
3)
4)
Jacket water cooler
kW 1)
2)
3)
4)
m3/h
m3/h
Central cooler
kW 1)
2)
3)
4)
m3/h
Seawater*
m3/h
Fuel oil heater
kW
39
47
52
63
71
79
87
94
100
kg/h
25200
31500
37800
44100
50400
56700
63000
69300
75600
kg/s
6.8
8.6
10.3
12.0
13.7
15.4
17.1
18.8
20.5
178 42 76-5.1
Fig. 6.04x: List of capacities, S35MC with central cooling system stated at the nominal MCR power (L1)
430 200 025
198 22 41
6.01.47
MAN B&W Diesel A/S
Pumps
L35MC
Cyl.
10
11
12
kW
2600
3250
3900
4550
5200
5850
6500
7150
7800
m3/h
1.5
1.8
2.0
2.4
2.7
3.0
3.3
3.6
3.9
m3/h
0.7
0.8
1.0
1.2
1.4
1.5
1.7
1.9
2.0
m3/h 1)
23
28
34
39
45
51
56
62
68
2)
23
28
34
39
45
51
56
62
68
3)
24
30
36
42
47
53
60
65
72
4)
23
28
34
39
45
51
56
62
68
m3/h 1)
79
98
115
135
155
175
195
215
235
2)
79
98
120
135
155
175
195
215
235
3)
78
97
115
135
155
175
195
215
235
4)
77
97
115
135
155
175
195
215
230
m3/h 1)
63
75
90
105
115
125
145
155
160
2)
64
74
90
105
120
130
145
155
160
3)
61
71
86
100
110
120
135
145
150
4)
Coolers
63
73
89
105
115
125
140
155
160
1.0
1.0
1.0
1.5
1.5
1.5
2.0
2.0
2.0
Scavenge air cooler

kW
940
1170
1410
1640
1880
2110
2350
2580
2820
Seawater
m3/h
48
60
72
84
96
108
120
132
144

kW
1)
240
300
350
410
455
500
600
650
700
2)
240
290
355
405
460
510
580
630
710
3)
190
240
290
335
385
430
480
530
580
4)
215
265
320
370
420
485
530
600
640
Lubricating oil*
m /h
Seawater
m3/h 1)
32
40
43
51
59
67
75
83
91
2)
32
40
48
51
59
67
75
83
91
3)
32
40
43
51
59
67
75
83
91
4)
32
40
43
51
59
67
75
83
86
1)
400
500
600
700
800
900
1000
1100
1200
2)
400
500
600
700
800
900
1000
1100
1200
3)
430
530
640
750
850
950
1060
1160
1290
4)
400
500
600
700
800
900
1000
1100
1200
Jacket water cooler

kW
m /h
Seawater
m3/h
Fuel oil heater
kW
39
47
52
63
71
79
87
94
100
kg/h
21600
27000
32400
37800
43200
48600
54000
59400
64800
kg/s
5.9
7.3
8.8
10.3
11.7
13.2
14.7
16.1
17.6
178 87 92-6.0
Fig. 6.03y: List of capacities, L35MC with seawater system stated at the nominal MCR power (L1)
430 200 025
198 22 41
6.01.48
MAN B&W Diesel A/S

L35MC
Coolers
Pumps

Cyl.
10
11
12
kW
2600
1.5
0.7
23
23
24
23
79
79
78
77
75
75
74
74
63
64
61
63
1.0
3250
1.8
0.8
28
28
30
28
98
98
97
97
94
93
92
92
75
74
71
73
1.0
3900
2.0
1.0
34
34
36
34
115
120
115
115
110
115
110
110
90
90
86
89
1.0
4550
2.4
1.2
39
39
42
39
135
135
135
135
130
130
130
130
105
105
100
105
1.5
5200
2.7
1.4
45
45
47
45
155
155
155
155
150
150
150
145
115
120
110
115
1.5
5850
3.0
1.5
51
51
53
51
175
175
175
175
165
170
165
165
125
130
120
125
1.5
6500
3.3
1.7
56
56
60
56
195
195
195
195
190
185
185
185
145
145
135
140
2.0
7150
3.6
1.9
62
62
65
62
215
215
215
215
205
205
205
205
155
155
145
155
2.0
7800
3.9
2.0
68
68
72
68
235
235
235
230
225
225
225
220
160
160
150
160
2.0
930
48
1160
60
1400
72
1630
84
1860
96
2100
108
2330
120
2560
132
2800
144
240
240
190
215
300
290
240
265
350
355
290
320
650
630
530
600
700
710
580
640
32
32
32
32
40
40
40
40
43
48
43
43
410
455
500
600
405
460
510
580
335
385
430
480
370
420
485
530
51
59
67
75
51
59
67
75
51
59
67
75
51
59
67
75
83
83
83
83
91
91
91
86
400
400
430
400
500
500
530
500
600
600
640
600
700
800
900
1000
1100
700
800
900
1000
1100
750
850
950
1060
1160
700
800
900
1000
1100
1200
1200
1290
1200
1570
1570
1550
1550
1960
1950
1930
1930
2350
2740
3120
3500
3930
2360
2740
3120
3510
3910
2330
2720
3100
3480
3870
2320
2700
3080
3490
3860
4310
4290
4250
4260
4700
4710
4670
4640
m3/h
m3/h
m3/h 1)
2)
3)
4)
m3/h 1)
2)
3)
4)
Seawater pump*
m3/h 1)
2)
3)
4)
m3/h 1)
2)
3)
4)
Scavenge air cooler
kW
m3/h
kW 1)
2)
3)
4)
Lubricating oil*
m3/h
m3/h 1)
2)
3)
4)
Jacket water cooler
kW 1)
2)
3)
4)
m3/h
m3/h
Central cooler
kW 1)
2)
3)
4)
m3/h
Seawater*
m3/h
Fuel oil heater
kW
39
47
52
63
71
79
87
94
100
kg/h
21600
27000
32400
37800
43200
48600
54000
59400
64800
kg/s
5.9
7.3
8.8
10.3
11.7
13.2
14.7
16.1
17.6
178 87 93-8.0
Fig. 6.04y: List of capacities, L35MC with central cooling system stated at the nominal MCR power (L1)
430 200 025
198 22 41
6.01.49
MAN B&W Diesel A/S
Pumps
S26MC
Cyl.
10
11
12
kW
1600
2000
2400
2800
3200
3600
4000
4400
4800
m3/h
1.5
1.8
2.0
2.4
2.7
3.0
3.3
3.6
3.9
m3/h
0.4
0.5
0.6
0.7
0.8
0.9
1.1
1.2
1.3
m3/h 1)
16
20
24
28
32
36
40
44
48
2)
16
20
24
28
32
36
40
44
48
3)
24
28
25
29
34
38
55
47
51
4)
16
20
24
28
32
36
40
44
48
m3/h 1)
70
88
105
125
140
160
175
190
210
2)
71
88
105
125
140
160
175
195
210
3)
73
90
105
125
140
155
180
190
210
4)
71
88
105
125
140
155
175
190
210
m3/h 1)
49
57
65
72
84
94
99
105
115
2)
51
58
66
73
83
93
100
105
115
3)
48
55
63
70
80
90
95
100
110
4)
Coolers
50
57
65
72
82
92
99
105
115
Booster pump f. exh. valve actuator m3/h
n.a.
n.a.
n.a.
n.a.
n.a.
n.a.
n.a.
n.a.
n.a.
Scavenge air cooler

kW
570
710
850
990
1140
1280
1420
1560
1700
Seawater
m3/h
45
56
68
79
90
101
112
123
134

kW
1)
220
275
350
400
460
510
550
600
700
2)
230
280
340
390
450
500
580
630
680
3)
200
250
300
350
400
450
500
550
600
4)
225
275
325
375
425
475
550
600
650
Lubricating oil*
m /h
Seawater
m3/h 1)
25
34
37
46
50
59
63
67
76
2)
25
34
37
46
50
59
63
72
76
3)
25
34
37
46
50
54
68
67
76
4)
25
34
37
46
50
54
63
67
76
1)
310
385
460
540
620
690
770
850
920
2)
310
385
460
540
620
690
770
850
920
3)
395
470
485
560
650
720
940
890
970
4)
310
385
460
540
620
690
770
850
920
Jacket water cooler

kW
m /h
Seawater
m3/h
Fuel oil heater
kW
39
47
52
63
71
79
87
94
100
kg/h
12400
15600
18700
21800
24900
28000
31100
34200
37300
kg/s
3.4
4.2
5.1
5.9
6.8
7.6
8.4
9.3
10.1
n.a. Not applicable
178 42 72-8.1
Fig. 6.03z: List of capacities, S26MC with seawater system stated at the nominal MCR power (L1)
430 200 025
198 22 41
6.01.50
MAN B&W Diesel A/S

S26MC
Coolers
Pumps

Cyl.
10
11
12
kW
1600
1.5
0.4
16
16
24
16
70
71
73
71
52
53
56
53
49
51
48
50
n.a.
2000
1.8
0.5
20
20
28
20
88
88
90
88
66
66
68
66
57
58
55
57
n.a.
2400
2.0
0.6
24
24
25
24
105
105
105
105
79
79
78
78
65
66
63
65
n.a.
2800
2.4
0.7
28
28
29
28
125
125
125
125
92
92
91
91
72
73
70
72
n.a.
3200
2.7
0.8
32
32
34
32
140
140
140
140
105
105
105
105
84
83
80
82
n.a.
3600
3.0
0.9
36
36
38
36
160
160
155
155
120
120
115
115
94
93
90
92
n.a.
4000
3.3
1.1
40
40
55
40
175
175
180
175
130
130
135
130
99
100
95
99
n.a.
4400
3.6
1.2
44
44
47
44
190
195
190
190
145
145
145
145
105
105
100
105
n.a.
4800
3.9
1.3
48
48
51
48
210
210
210
210
160
155
155
155
115
115
110
115
n.a.
560
45
710
56
850
68
990
79
1130
90
1270
101
1410
112
1550
123
1690
134
220
230
200
225
275
280
250
275
350
340
300
325
600
630
550
600
700
680
600
650
25
25
25
25
34
34
34
34
37
37
37
37
400
460
510
550
390
450
500
580
350
400
450
500
375
425
475
550
46
50
59
63
46
50
59
63
46
50
54
68
46
50
54
63
67
72
67
67
76
76
76
76
310
310
395
310
385
385
470
385
460
460
485
460
540
620
690
770
850
540
620
690
770
850
560
650
720
940
890
540
620
690
770
850
920
920
970
920
1090
1100
1160
1100
1370
1380
1430
1370
1660
1930
2210
2470
2730
1650
1920
2200
2460
2760
1640
1900
2180
2440
2850
1640
1910
2180
2440
2730
3000
3030
2990
3000
3310
3290
3260
3260
m3/h
m3/h
m3/h 1)
2)
3)
4)
m3/h 1)
2)
3)
4)
Seawater pump*
m3/h 1)
2)
3)
4)
m3/h 1)
2)
3)
4)
Booster pump f. exh. valve actator m3/h
Scavenge air cooler
kW
m3/h
kW 1)
2)
3)
4)
Lubricating oil*
m3/h
m3/h 1)
2)
3)
4)
Jacket water cooler
kW 1)
2)
3)
4)
m3/h
m3/h
Central cooler
kW 1)
2)
3)
4)
m3/h
Seawater*
m3/h
Fuel oil heater
kW
39
47
52
63
71
79
87
94
100
kg/h
12400
15600
18700
21800
24900
28000
31100
34200
37300
kg/s
3.4
4.2
5.1
5.9
6.8
7.6
8.4
9.3
10.1
178 42 76-5.1
Fig. 6.04z: List of capacities, S26MC with central cooling system stated at the nominal MCR power (L1)
430 200 025
198 22 41
6.01.51
MAN B&W Diesel A/S
Starting air system: 30 bar (gauge)

Cylinder No.
K98MC
Reversible engine
Receiver volume (12 starts)
Compressor capacity, total
Non-reversible engine
K98MC-C
Reversible engine
S90MC-C
Reversible engine
L90MC-C
Reversible engine
K90MC
Reversible engine
K90MC-C
Reversible engine
10
11
12
m3
m3/h
2 x 14.5
870
2 x 15.0
900
2 x 15.5
930
2 x 15.5
930
2 x 15.5
930
2 x 16.0
960
2 x 16.0
960
m3
m3/h
2 x 8.0
2 x 8.0
2 x 8.0
2 x 8.0
2 x 8.0
2 x 8.5
2 x 8.5
480
480
480
480
480
510
510
m3
m3/h
2 x 13.5
810
2 x 13.5
810
2 x 13.5
810
2 x 13.5
810
2 x 13.5
810
2 x 13.5
810
2 x 14.0
840
m3
m3/h
2 x 7.0
2 x 7.0
2 x 7.0
2 x 7.0
2 x 7.0
2 x 7.0
2 x 7.5
420
420
420
420
420
420
450
m3
m3/h
2 x 15.0
900
2 x 15.0
900
2 x 15.5
930
2 x 15.5
930
m3
m3/h
2 x 8.0
2 x 8.0
2 x 8.0
2 x 8.0
480
480
480
480
m3
m3/h
2 x 13.5
810
2 x 14.0
840
2 x 14.0
840
2 x 14.5
870
2 x 14.5
870
2 x 14.5
870
2 x 15.0
900
m3
m3/h
2 x 7.0
2 x 7.5
2 x 7.5
2 x 7.5
2 x 7.5
2 x 7.5
2 x 8.0
420
450
450
450
450
450
480
m3
m3/h
2 x10.0
600
2 x 11.0
660
2 x 11.5
690
2 x 12.0
720
2 x 12.0
720
2 x 12.5
750
2 x 12.5
750
2 x 12.5
750
2 x 12.5
750
m3
m3/h
2 x 5.5
2 x 6.0
2 x 6.0
2 x 6.5
2 x 6.5
2 x 6.5
2 x 6.5
2 x 6.5
2 x 7.0
330
360
360
390
390
390
390
390
420
m3
m3/h
2 x 12.0
720
2 x 12.0
720
2 x 12.5
750
2 x 12.5
750
2 x 12.5
750
2 x 13.0
780
2 x 13.0
780
m3
m3/h
2 x 6.0
2 x 6.5
2 x 6.5
2 x 6.5
2 x 6.5
2 x 6.5
2 x 7.0
360
390
390
390
390
390
420
178 87 96-3.0
Fig. 6.01.05a: Capacities of starting air receivers and compressors for main engine
430 200 025
198 22 41
6.01.52
MAN B&W Diesel A/S

Cylinder No.
S80MC-C
Reversible engine
S80MC
Reversible engine
L80MC
Reversible engine
K80MC-C
Reversible engine
S70MC-C
Reversible engine
S70MC
Reversible engine
L70MC
Reversible engine
m3
m3/h
2 x 12.0
720
2 x 12.0
720
2 x 12.5
750
m3
m3/h
2 x 6.5
2 x 6.5
2 x 6.5
390
390
390
10
11
12
m3
m3/h
2 x 9.5
570
2 x 10.5
630
2 x 11.5
690
2 x 11.5
690
2 x 12.0
720
2 x 12.0
720
m3
m3/h
2 x 5.0
2 x 5.5
2 x 6.0
2 x 6.0
2 x 6.5
2 x 6.5
300
330
360
360
390
390
m3
m3/h
2 x 8.5
510
2 x 9.0
540
2 x 9.5
570
2 x 10.0
600
2 x 10.0
600
2 x 10.0
600
2 x 10.0
600
2 x 10.5
630
2 x 10.5
630
m3
m3/h
2 x 4.5
2 x 5.0
2 x 5.0
2 x 5.5
2 x 5.5
2 x 5.5
2 x 5.5
2 x 6.0
2 x 6.5
270
300
300
330
330
330
330
360
360
m3
m3/h
2 x 8.5
510
2 x 8.5
510
2 x 9.0
540
2 x 9.0
540
2 x 9.0
540
2 x 9.0
540
2 x 9.5
570
m3
m3/h
2 x 4.5
2 x 4.5
2 x 4.5
2 x 4.5
2 x 5.0
2 x 5.0
2 x 5.0
270
270
270
270
300
300
300
m3
m3/h
2 x 7.0
420
2 x 7.5
450
2 x 8.0
480
2 x 8.0
480
2 x 8.0
480
m3
m3/h
2 x 3.5
2 x 4.0
2 x 4.5
2 x 4.5
2 x 4.5
210
240
270
270
270
m3
m3/h
2 x 7.0
420
2 x 7.0
420
2 x 8.0
480
2 x 8.0
480
2 x 8.0
480
m3
m3/h
2 x 4.0
2 x 4.0
2 x 4.0
2 x 4.0
2 x 4.0
240
240
240
240
240
m3
m3/h
2 x 5.5
330
2 x 6.0
360
2 x 6.5
390
2 x 6.5
390
2 x 7.0
420
m3
m3/h
2 x 3.0
2 x 3.5
2 x 3.5
2 x 3.5
2 x 4.0
180
210
210
210
240
178 87 96-3.0
Fig. 6.01.05b: Capacities of starting air receivers and compressors for main engine
430 200 025
198 22 41
6.01.53
MAN B&W Diesel A/S

Cylinder No.
S60MC-C
Reversible engine
S60MC
Reversible engine
L60MC
Reversible engine
S50MC-C
Reversible engine
S50MC
Reversible engine
L50MC
Reversible engine
S46MC-C
Reversible engine
m3
m3/h
2 x 4.5
270
2 x 5.0
300
2 x 5.0
300
2 x 5.5
330
2 x 5.5
330
m3
m3/h
2 x 2.5
2 x 2.5
2 x 3.0
2 x 3.0
2 x 3.0
150
150
180
180
180
m3
m3/h
2 x 4.0
240
2 x 4.5
270
2 x 5.0
300
2 x 5.0
300
2 x 5.0
300
m3
m3/h
2 x 2.5
2 x 2.5
2 x 2.5
2 x 2.5
2 x 3.0
150
150
150
150
180
m3
m3/h
2 x 3.5
210
2 x 4.0
240
2 x 4.0
240
2 x 4.5
270
2 x 4.5
270
m3
m3/h
2 x 2.0
2 x 2.0
2 x 2.5
2 x 2.5
2 x 2.5
120
120
150
150
150
m3
m3/h
2 x 4.0
240
2 x 4.5
270
2 x 4.5
270
2 x 4.5
270
2 x 4.5
270
m3
m3/h
2 x 2.0
2 x 2.5
2 x 2.5
2 x 2.5
2 x 3.0
120
150
150
150
180
m3
m3/h
2 x 3.5
210
2 x 3.5
210
2 x 3.5
210
2 x 4.0
240
2 x 4.5
270
m3
m3/h
2 x 2.0
2 x 2.5
2 x 2.5
2 x 2.5
2 x 3.0
120
150
150
150
180
m3
m3/h
2 x 3.5
210
2 x 3.5
210
2 x 3.5
210
2 x 3.5
210
2 x 4.0
240
m3
m3/h
2 x 2.0
2 x 2.0
2 x 2.0
2 x 2.0
2 x 2.0
120
120
120
120
120
m3
m3/h
2 x 3.5
210
2 x 3.5
210
2 x 3.5
210
2 x 4.0
240
2 x 4.0
240
m3
m3/h
2 x 2.0
2 x 2.0
2 x 2.0
2 x 2.0
2 x 2.0
120
120
120
120
120
10
11
12
178 87 96-3.0
Fig. 6.01.05c: Capacities of starting air receivers and compressors for main engine
430 200 025
198 22 41
6.01.54
MAN B&W Diesel A/S

Cylinder No.
S42MC
Reversible engine
L42MC
Reversible engine
S35MC
Reversible engine
L35MC
Reversible engine
S26MC
Reversible engine
10
11
12
m3
m3/h
2 x 3.0
180
2 x 3.0
180
2 x 3.0
180
2 x 3.0
180
2 x 3.5
210
2 x 3.5
210
2 x 3.5
210
2 x 3.5
210
2 x 3.5
210
m3
m3/h
2 x 2.0
2 x 2.0
2 x 2.0
2 x 2.0
2 x 2.5
2 x 2.5
2 x 2.5
2 x 2.5
2 x 2.5
120
120
120
120
150
150
150
150
150
m3
m3/h
2 x 2.0
120
2 x 2.0
120
2 x 2.0
120
2 x 2.0
120
2 x 2.5
150
2 x 2.5
150
2 x 2.5
150
2 x 2.5
150
2 x 2.5
150
m3
m3/h
2 x 1.5
2 x 1.5
2 x 1.5
2 x 1.5
2 x 1.5
2 x 1.5
2 x 1.5
2 x 1.5
2 x 1.5
90
90
90
90
90
90
90
90
90
m3
m3/h
2 x 1.0
60
2 x 1.0
60
2 x 1.0
60
2 x 1.0
60
2 x 1.5
90
2 x 1.5
90
2 x 1.5
90
2 x 1.5
90
2 x 1.5
90
m3
m3/h
2 x 0.5
2 x 0.5
2 x 0.5
2 x 0.5
2 x 1.0
2 x 1.0
2 x 1.0
2 x 1.0
2 x 1.0
30
30
30
30
60
60
60
60
60
m3
m3/h
2 x 1.0
60
2 x 1.0
60
2 x 1.0
60
2 x 1.0
60
2 x 1.5
90
2 x 1.5
90
2 x 1.5
90
2 x 1.5
90
2 x 1.5
90
m3
m3/h
2 x 0.5
2 x 0.5
2 x 0.5
2 x 0.5
2 x 1.0
2 x 1.0
2 x 1.0
2 x 1.0
2 x 1.0
30
30
30
30
60
60
60
60
60
m3
m3/h
2 x 0.9
54
2 x 0.9
54
2 x 1.0
60
2 x 1.0
60
2 x 1.0
60
2 x 1.0
60
2 x 1.0
60
2 x 1.0
60
2 x 1.0
60
m3
m3/h
2 x 0.4
2 x 0.4
2 x 0.4
2 x 0.4
2 x 0.5
2 x 0.5
2 x 0.5
2 x 0.5
2 x 0.5
24
24
24
24
30
30
30
30
30
178 87 96-3.0
Fig. 6.01.05d: Capacities of starting air receivers and compressors for main engine
430 200 025
198 22 41
6.01.55
MAN B&W Diesel A/S
Auxiliary System Capacities for

Derated Engines
The dimensioning of heat exchangers (coolers) and
pumps for derated engines can be calculated on the
basis of the heat dissipation values found by using
the following description and diagrams. Those for
the nominal MCR (L1 ), see Figs. 6.01.03 and
6.01.04, may also be used if wanted.
The percentage power (P%) and speed (n%) of L1

for specified MCR (M) of the derated engine is used
as input in the above-mentioned diagrams, giving
the % heat dissipation figures relative to those in the
List of Capacities, Figs. 6.01.03 and 6.01.04.
The examples represent the engines which have the

largest layout diagrams. The layout diagram sizes
for all engine types can be found in section 2.
Cooler heat dissipations

For the specified MCR (M) the diagrams in Figs.
6.01.06, 6.01.07 and 6.01.08 show reduction factors for the corresponding heat dissipations for
the coolers, relative to the values stated in the
List of Capacities valid for nominal MCR (L1).
178 06 56-6.1
Fig. 6.01.07: Jacket water cooler, heat dissipation

qjw% in % of L1 value
178 06 55-6.1
Fig. 6.01.06: Scavenge air cooler, heat dissipation

qair% in % of L1 value
178 08 07-7.0
Fig. 6.01.08: Lubricating oil cooler, heat dissipation

qlub% in % of L1 value
430 200 025
198 22 41
6.01.56
MAN B&W Diesel A/S
Pump capacities
The pump capacities given in the List of Capacities refer to engines rated at nominal MCR (L1).
For lower rated engines, only a marginal saving in
the pump capacities is obtainable.
To ensure proper lubrication, the lubricating oil
pump and the booster pump for camshaft and/or
exhaust valve actuator must remain unchanged.
Booster pumps for
Camshaft and
Exhaust valve
exhaust valve
actuator
actuator
K98MC
K98MC-C
S90MC-C
L90MC
K90MC
K90MC-C
S80MC-C
S80MC
L80MC
K80MC-C
S70MC-C
S70MC
L70MC
S60MC-C
S60MC
L60MC
S50MC-C
S50MC
L50MC
S46MC-C
S42MC
L42MC
S35MC
L35MC
S26MC
reduced proportionally to the reduced heat dissipations found in Figs. 6.01.06, 6.01.07 and 6.01.08,
respectively.
However, regarding the scavenge air cooler(s), the engine maker has to approve this reduction in order to
avoid too low a water velocity in the scavenge air
cooler pipes.
As the jacket water cooler is connected in series
with the lubricating oil cooler, the water flow capacity for the latter is used also for the jacket water
cooler.
None
X
X
If a central cooler is used, the above still applies, but

the central cooling water capacities are used instead of the above seawater capacities. The seawater flow capacity for the central cooler can be reduced in proportion to the reduction of the total
cooler heat dissipation.
X
X
X
X
X
X
X
X
Pump pressures
Irrespective of the capacities selected as per the
above guidelines, the below-mentioned pump
heads at the mentioned maximum working temperatures for each system shall be kept:
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
Also the fuel oil circulating and supply pumps and

the fuel oil heater should remain unchanged,
In order to ensure a proper starting ability, the
starting air compressors and the starting air receivers must also remain unchanged.
The jacket cooling water pump capacity is relatively
low, and practically no saving is possible, it is therefore kept unchanged.
The seawater flow capacity for each of the scavenge air, lube oil and jacket water coolers can be

Lubricating oil pump
K98, K98-C
S90-C, L90, S80-C, S80
K90-C, K90
K80-C, L80, S70-C, S70
L70, S60-C, S60, L60, S50-C,
S50, L50, S46-C, S42, L42,
S35, L35, S26
and/or exhaust valve actuator
Seawater pump
Central cooling water pump
Jacket water pump
Pump
head
bar
4.0
6.0
Max.
working
temp. C
100
150
5.0
4.6
4.5
4.3
4.0
60
60
60
60
60
3.0
60
2.5
2.5
3.0
50
60
100
Flow velocities
For external pipe connections, we prescribe the
following maximum velocities:
Marine diesel oil . . . . . . . . . . . . . . . . . . . . . 1.0 m/s
Heavy fuel oil. . . . . . . . . . . . . . . . . . . . . . . . 0.6 m/s
Lubricating oil . . . . . . . . . . . . . . . . . . . . . . . 1.8 m/s
Cooling water . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s
430 200 025
198 22 41
6.01.57
MAN B&W Diesel A/S
Example 1:
Derated 6S70MC-C with high efficiency MAN B&W turbocharger with fixed pitch propeller, seawater
cooling system and without VIT fuel pumps.
The calculation is made for the service rating (S) of the diesel engine being 80% of the specified MCR.
As the engine is without VIT fuel pumps the specified MCR (M) is identical to the optimised power (O)
Nominal MCR, (L1)
PL1:
18,630 kW = 25,320 BHP
(100.0%)
Specified MCR, (M)
PM:
14,904 kW = 20,256 BHP
(80.0%)
81.9 r/min
(90.0%)
Optimised power, (O)
PO:
14,904 kW = 20,256 BHP
(80.0%)
81.9 r/min
(88.0%)
91
r/min (100.0%)
Example 1:
The method of calculating the reduced capacities
for point M is shown below.
The values valid for the nominal rated engine are
found in the List of Capacities Fig. 6.01.03a, and
are listed together with the result in Fig. 6.01.09.
Heat dissipation of scavenge air cooler
Fig. 6.01.05 which is approximate indicates a 73%
heat dissipation:
7600 x 0.73 = 5548 kW
Heat dissipation of jacket water cooler
Fig. 6.01.07 indicates a 84% heat dissipation:
2830 x 0.84 = 2377 kW
Heat dissipation of lube. oil cooler
Fig. 6.01.08 indicates a 91% heat dissipation:
1440 x 0.91 = 1310 kW
Seawater pump
Scavenge air cooler: 404 x 0.73 = 294.9 m3/h
3
Lubricating oil cooler: 206 x 0.91 = 187.5 m /h
482.4 m3/h
Total:
If the engine were fitted with VIT fuel pumps, the
M would not coincide with O, and in the figure the
data for the specified MCR (M) should be used.
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MAN B&W Diesel A/S
Nominal rated engine (L1)

high efficiency
turbocharger
18,630 kW
at 91 r/min
Example 1
Specified MCR (M)
m3/h
m3/h
m3/h
m3/h
m3/h
m3/h
8.3
4.6
165
610
390
3.0
8.3
4.6
165
482.4
390
3.0
kW
m3/h
7600
404
5548
294.9
kW
m3/h
m3/h
1440
390
206
1310
390
187.5
kW
m3/h
m3/h
kW
2830
165
206
220
2377
165
187.5
220
kg/h
C
kg/sec.
176400
235
48.1
138200
226
37.6
2 x 8.0
480
2 x 8.0
480
2 x 4.5
270
2 x 4.5
270
Shaft power at MCR

Pumps:
Seawater pump*
Booster pump for camshaft and exhaust valves
Coolers:
Scavenge air cooler
Heat dissipation
Seawater quantity
Lub. oil cooler
Heat dissipation*
Lubricating oil quantity*
Seawater quantity
Jacket water cooler
Heat dissipation
Jacket cooling water quantity
Seawater quantity
Fuel oil preheater:
Gases at ISO ambient conditions*
Exhaust gas amount
Exhaust gas temperature
Air consumption
Reversible engine
m3
m3/h
m3
m3/h
Exhaust gas tolerances: temperature -/+ 15 C and amount +/- 5%
14,904 kW
at 81.9 r/min
The air consumption and exhaust gas figures are expected and refer to 100% specified MCR, ISO ambient
reference conditions and the exhaust gas back pressure 300 mm WC
The exhaust gas temperatures refer to after turbocharger
* Calculated in example 3, in this chapter
178 45 72-4.0
Fig. 6.01.09: Example 1 Capacities of derated 6S70MC-C with high efficiency MAN B&W turbocharger and seawater
cooling system.
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MAN B&W Diesel A/S

peller (FPP) or for constant speed, controllable pitch
propeller (CPP), respectively, in Fig. 6.01.10.
Freshwater Generator
If a freshwater generator is installed and is utilising
the heat in the jacket water cooling system, it should
be noted that the actual available heat in the jacket
cooling water system is lower than indicated by the
heat dissipation figures valid for nominal MCR (L1)
given in the List of Capacities. This is because the
latter figures are used for dimensioning the jacket
water cooler and hence incorporate a safety margin
which can be needed when the engine is operating
under conditions such as, e.g. overload. Normally,
this margin is 10% at nominal MCR.
For a derated diesel engine, i.e. an engine having a
specified MCR (M) and/or an optimising point (O)
different from L1, the relative jacket water heat dissipation for point M and O may be found, as previously described, by means of Fig. 6.01.07.
With reference to the above, the heat actually available for a derated diesel engine may then be found
as follows:
1. Engine power between optimised and specified
power.
For powers between specified MCR (M) and optimised power (O), the diagram Fig. 6.01.07 is to
be used,i.e. giving the percentage correction
factor qjw% and hence
q jw%
Qjw = QL1 x
x 0.9 (0.87)
[1]
100
2. Engine power lower than optimised power.
For powers lower than the optimised power, the
value Qjw,O found for point O by means of the
above equation [1] is to be multiplied by the correction factor kp found in Fig. 6.01.10 and hence
At part load operation, lower than optimised power,

the actual jacket water heat dissipation will be reduced according to the curves for fixed pitch pro-
Qjw = Qjw,O x kp
[2]
where
Qjw = jacket water heat dissipation
QL1 = jacket water heat dissipation at nominal
MCR (L1)
qjw%= percentage correction factor from Fig.
6.01.07
Qjw,O = jacket water heat dissipation at optimised
power (O), found by means of equation [1]
kp = correction factor from Fig. 6.01.10
0.9 = factor for overload margin, tropical
ambient conditions
The heat dissipation is assumed to be more or less

independent of the ambient temperature conditions, yet the overload factor of about 0.87 instead
of 0.90 will be more accurate for ambient conditions
corresponding to ISO temperatures or lower.
178 06 64-3.0
Fig. 6.01.10: Correction factor kp for jacket cooling

water heat dissipation at part load, relative to heat
dissipation at optimised power
If necessary, all the actually available jacket cooling

water heat may be used provided that a special temperature control system ensures that the jacket
cooling water temperature at the outlet from the engine does not fall below a certain level. Such a tem-
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MAN B&W Diesel A/S
Jacket cooling water system
Freshwater generator system
Valve A: ensures that Tjw < 80 C

Valve B: ensures that Tjw >80 5 C = 75 C
Valve B and the corresponding by-pass may be omitted if, for example, the freshwater generator is equipped with an
automatic start/stop function for too low jacket cooling water temperature
If necessary, all the actually available jacket cooling water heat may be utilised provided that a special temperature control
system ensures that the jacket cooling water temperature at the outlet from the engine does not fall below a certain level
178 16 79-9.2
Fig. 6.01.11: Freshwater generators. Jacket cooling water heat recovery flow diagram
perature control system may consist, e.g., of a special by-pass pipe installed in the jacket cooling
water system, see Fig. 6.01.11, or a special built-in
temperature control in the freshwater generator,
e.g., an automatic start/stop function, or similar. If
such a special temperature control is not applied,
we recommend limiting the heat utilised to maximum 50% of the heat actually available at specified
MCR, and only using the freshwater generator at engine loads above 50%.
When using a normal freshwater generator of the

single-effect vacuum evaporator type, the freshwater production may, for guidance, be estimated as
0.03 t/24h per 1 kW heat, i.e.:
Mfw = 0.03 x Qjw
t/24h
[3]
where
Mfw is the freshwater production in tons per 24
hours
and
Qjw is to be stated in kW
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MAN B&W Diesel A/S
Example 2:
Freshwater production from a derated 6S70MC-C with high efficiency MAN B&W turbocharger, without
VIT fuel pumps and with fixed pitch propeller.
Based on the engine ratings below, this example will show how to calculate the expected available jacket
cooling water heat removed from the diesel engine, together with the corresponding freshwater
production from a freshwater generator.
The calculation is made for the service rating (S) of the diesel engine being 80% of the specified MCR.
As the engine is without VIT fuel pumps the specified MCR (M) is identical to the optimised power (O)
Nominal MCR, (L1)
PL1:
18,630 kW = 25,320 BHP
(100.0%)
Specified MCR, (M)
PM:
14,904 kW = 20,256 BHP
(80.0%)
81.9 r/min
PO:
14,904 kW = 20,256 BHP
(80.0%)
81.9 r/min
(90.0%)
Service rating, (S)
PS:
11,923 kW = 16,205 BHP
(64.0%)
76.0 r/min
(83.5%)
The expected available jacket cooling water heat at

service rating is found as follows:
QL1
= 2830 kW from List of Capacities
By means of equation [1], and using factor 0.87 for

actual ambient condition the heat dissipation in the
optimising point (O) is found:
q jw%
100
= 2830 x
Calculation of Exhaust Gas Amount and

Temperature
The exhaust gas data to be expected in practice depends, primarily, on the following three factors:
a) The optimising point of the engine (point O):
PO: power in kW (BHP) at optimising point
nO: speed in r/min at optimising point
b) The ambient conditions, and exhaust gas
back-pressure:
x 0.87
Tair: actual ambient air temperature, in C

pbar: actual barometric pressure, in mbar
TCW: actual scavenge air coolant temperature, in C
DpO: exhaust gas back-pressure in mm WC at
optimising point
84.0
x 0.87 = 2068 kW
100
If the engine were fitted with VIT fuel pumps, M would

not coincide with O, and the data for the optimising
point should be used, as shown in Fig. 6.01.07.
By means of equation [2], the heat dissipation in the
service point (S) is found:
Qjw
= Qjw,O x kp = 2068 x 0.85 = 1760 kW
kp
= 0.85 using Ps% = 80% in Fig. 6.01.10
(90.0%)
Influencing factors
qjw% = 84.0% using 80.0% power and 90.0%

speed for M=O (as no VIT fuel pumps are
used) in Fig. 6.01.07
Q jw,O = QL1 x
91.0 r/min (100.0%)
c) The continuous service rating of the engine

(point S), valid for fixed pitch propeller or
controllable pitch propeller (constant engine
speed)
PS: continuous service rating of engine,
in kW (BHP)
For the service point the corresponding expected

obtainable freshwater production from a freshwater
generator of the single-effect vacuum evaporator
type is then found from equation [3]:
Mfw = 0.03 x Qjw = 0.03 x 1760 = 52.7 t/24h
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MAN B&W Diesel A/S
Calculation Method
To enable the project engineer to estimate the actual exhaust gas data at an arbitrary service rating,
the following method of calculation may be used.
Mexh: exhaust gas amount in kg/h, to be found
Texh: exhaust gas temperature in C, to be found
The partial calculations based on the above influencing factors have been summarised in equations
[4] and [5], see Fig. 6.01.12.
The partial calculations based on the influencing
factors are described in the following:
Mexh = ML1 x
a) Correction for choice of optimising point

When choosing an optimising point O other than
the nominal MCR point L1, the resulting changes
in specific exhaust gas amount and temperature are
found by using as input in diagrams 6.01.13 and
6.01.14 the corresponding percentage values (of L1)
for optimised power PO% and speed nO%.
mo%: specific exhaust gas amount, in % of specific
gas amount at nominal MCR (L1), see Fig.
6.01.13.
DTo: change in exhaust gas temperature after
turbocharger relative to the L1 value, in C,
see Fig. 6.01.14.
PO m o%
DMamb%
Dm s%
P
x
x (1 +
) x (1 +
) x S%
PL1 100
100
100
100
Texh = TL1 + DTo + DTamb + DTS
kg/h
[4]
[5]
where, according to List of capacities, i.e. referring to ISO ambient conditions and 300 mm WC
back-pressure and optimised in L1:
ML1: exhaust gas amount in kg/h at nominal MCR (L1)
TL1: exhaust gas temperatures after turbocharger in C at nominal MCR (L1)
178 30 58-0.0
Fig. 6.01.12: Summarising equations for exhaust gas amounts and temperatures
178 06 59-1.1
Fig. 6.01.13: Specific exhaust gas amount, mo% in %

of L1 value
178 06 60-1.1
Fig. 6.01.14: Change of exhaust gas temperature, DTo in

C after turbocharger relative to L1 value
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MAN B&W Diesel A/S
b) Correction for actual ambient conditions and

back-pressure
For ambient conditions other than ISO 3046/11986, and back-pressure other than 300 mm WC at
optimising point (O), the correction factors stated in
the table in Fig. 6.01.15 may be used as a guide, and
the corresponding relative change in the exhaust
gas data may be found from equations [6] and [7],
shown in Fig. 6.01.16.
Parameter
Change
Change of exhaust Change of exhaust

gas temperature
gas amount
Blower inlet temperature
+ 10 C
+ 16.0 C
4.1%
Blower inlet pressure (barometric pressure)
+ 10 mbar
0.1 C
+ 0.3%
Charge air coolant temperature

(seawater temperature)
+ 10 C
+ 1.0 C
+ 1.9%
Exhaust gas back pressure at the optimising point
+ 100 mm WC
+ 5.0 C
1.1%
178 30 59-2.1
Fig. 6.01.15: Correction of exhaust gas data for ambient conditions and exhaust gas back pressure
DMamb%
= -0.41 x (Tair 25) + 0.03 x (pbar 1000) + 0.19 x (TCW 25 ) - 0.011 x (DpO 300)
DTamb
= 1.6 x (Tair 25) 0.01 x (pbar 1000) +0.1 x (TCW 25) + 0.05 x (DpO 300)
[6]
[7]
where the following nomenclature is used:

change in exhaust gas amount, in % of amount at ISO conditions
DMamb%:
DTamb:
change in exhaust gas temperature, in C
The back-pressure at the optimising point can, as an approximation, be calculated by:

DpO
=DpM x (PO/PM)2
[8]
where,
PM:
DpM:
power in kW (BHP) at specified MCR

exhaust gas back-pressure prescribed at specified MCR, in mm WC
178 30 60-2.1
Fig. 6.01.16: Exhaust gas correction formula for ambient conditions and exhaust gas back-pressure
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MAN B&W Diesel A/S
178 06 74-5.0
Fig. 6.01.17: Change of specific exhaust gas amount,

Dms% in % at part load
178 06 73-3.0
Fig. 6.01.18: Change of exhaust gas temperature,

DTs in C at part load
c) Correction for engine load

Figs. 6.01.17 and 6.01.18 may be used, as guidance, to determine the relative changes in the specific exhaust gas data when running at part load,
compared to the values in the optimising point, i.e.
using as input PS% = (PS/PO) x 100%:
Dms%:
change in specific exhaust gas amount, in

% of specific amount at optimising point,
see Fig. 6.01.17.
DTs:
change in exhaust gas temperature, in

C, see Fig. 6.01.18.
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MAN B&W Diesel A/S
Example 3:
Expected exhaust data for a derated 6S70MC-C with high efficiency MAN B&W turbocharger, with fixed pitch
propeller and with VIT fuel pumps.
In order to show the calculation in worst case we have chosen an engine with VIT fuel pump.
Based on the engine ratings below, and by means of an example, this chapter will show how to calculate the
expected exhaust gas amount and temperature at service rating , and corrected to ISO conditions
The calculation is made for the service rating (S) being 80% of the optimised power of the diesel engine.
Nominal MCR, (L1)
PL1:
18,630 kW = 25,320 BHP (100.0%)
91.0 r/min (100.0%)
Specified MCR, (M)
PM:
14,904 kW = 20,256 BHP
(80.0%)
81.9 r/min
(90.0%)
PO:
13,935 kW = 18393 BHP
(74.8%)
80.1 r/min
(88.0%)
Service rating, (S)
PS:
11,923 kW = 16,205 BHP
(59.8%)
74.3 r/min
(81.7%)
Reference conditions:
Mamb% = + 0.75%
Air temperature Tair . . . . . . . . . . . . . . . . . . . . 20 C

Scavenge air coolant temperature TCW . . . . . 18 C
Barometric pressure pbar . . . . . . . . . . . . 1013 mbar
Exhaust gas back-pressure
at specified MCR DpM . . . . . . . . . . . . 300 mm WC
DTamb
= 1.6 x (20- 25) + 0.01 x (1013-1000)

+ 0.1 x (18-25) + 0.05 x (262-300) C
DTamb
= - 10.5 C
c) Correction for the engine load:
a) Correction for choice of optimising point:

13935
PO%
=
x 100 = 74.8%
18630
nO%
Service rating = 80% of optimised power

By means of Figs. 6.01.17 and 6.01.18:
80.1
x 100 = 88.0%
91
By means of Figs. 6.01.13 and 6.01.14:

mO%
= 97.6 %
DTO
= - 8.9 C
= + 3.2%
DTS
= - 3.6 C
By means of equations [4] and [5], the final result is

found taking the exhaust gas flow ML1 and temperature TL1 from the List of Capacities:
b) Correction for ambient conditions and

back-pressure:
The back-pressure at the optimising point is found
by means of equation [8]:
DpO
DmS%
ML1
= 176400 kg/h
Mexh
= 176400 x
(1 +
13935 2
= 300 x
= 262 mm WC
14904
Mexh
13935 97.6
0.75
x
x (1 +
)x
18630 100
100
3.2
80
)x
= 107117 kg/h
100 100
= 107000 kg/h +/- 5%
By means of equations [6] and [7]:

Mamb% = - 0.41 x (20-25) 0.03 x (1013-1000)
+ 0.19 x (18-25) 0.011 x (262-300) %
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MAN B&W Diesel A/S
The exhaust gas temperature:

TL1
= 235 C
Texh
= 235 8.9 10.5 3.6 = 212 C
Texh
= 212 C -/+15 C
Exhaust gas data at specified MCR (ISO)

At specified MCR (M), the running point may be considered as a service point where:
PS%
PM
14904
x 100% =
x 100% = 107.0%
PO
13935
and for ISO ambient reference conditions, the corresponding calculations will be as follows:
Mexh,M = 176400 x
(1 +
13935 97.6
0.42
x
x (1 +
)x
18630 100
100
-0.1 107.0
)x
= 138233 kg/h
100
100
Mexh,M = 138200 kg/h

Texh,M = 235 8.9 1.9 + 2.2 = 226.4 C
T e x h , M= 226 C
The air consumption will be:
138200 x 0.98 kg/h
= 37.6 kg/sec
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MAN B&W Diesel A/S
No.
Symbol Symbol designation
No.
Symbol
Symbol designation
General conventional symbols
2.17
Pipe going upwards
1.1
Pipe
2.18
Pipe going downwards
1.2
Pipe with indication of direction of flow
2.19
Orifice
1.3
Valves, gate valves, cocks and flaps
1.4
Appliances
3.1
Valve, straight through
1.5
Indicating and measuring instruments
3.2
Valves, angle
3.3
Valves, three way
Pipes and pipe joints
Valves, gate valves, cocks and flaps
2.1
Crossing pipes, not connected
3.4
Non-return valve (flap), straight
2.2
Crossing pipes, connected
3.5
Non-return valve (flap), angle
2.3
Tee pipe
3.6
Non-return valve (flap), straight, screw down
2.4
Flexible pipe
3.7
Non-return valve (flap), angle, screw down
2.5
Expansion pipe (corrugated) general
3.8
Flap, straight through
2.6
Joint, screwed
3.9
Flap, angle
2.7
Joint, flanged
3.10
Reduction valve
2.8
Joint, sleeve
3.11
Safety valve
2.9
Joint, quick-releasing
3.12
Angle safety valve
2.10
Expansion joint with gland
3.13
Self-closing valve
2.11
Expansion pipe
3.14
Quick-opening valve
2.12
Cap nut
3.15
Quick-closing valve
2.13
Blank flange
3.16
Regulating valve
2.14
Spectacle flange
3.17
Kingston valve
2.15
Bulkhead fitting water tight, flange
3.18
Ballvalve (cock)
2.16
Bulkhead crossing, non-watertight
Fig. 6.01.19a: Basic symbols for piping
178 30 61-4.0
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MAN B&W Diesel A/S
No. Symbol Symbol designation
No.
3.19
Butterfly valve
4.6
Piston
3.20
Gate valve
4.7
Membrane
3.21
Double-seated changeover valve
4.8
Electric motor
3.22
Suction valve chest
4.9
Electro-magnetic
3.23
Suction valve chest with non-return valves
3.24
Double-seated changeover valve, straight
5.1
Mudbox
3.25
Double-seated changeover valve, angle
5.2
Filter or strainer
3.26
Cock, straight through
5.3
Magnetic filter
3.27
Cock, angle
5.4
Separator
2.28
Cock, three-way, L-port in plug
5.5
Steam trap
3.29
Cock, three-way, T-port in plug
5.6
Centrifugal pump
3.30
Cock, four-way, straight through in plug
5.7
Gear or screw pump
3.31
Cock with bottom connection
5.8
Hand pump (bucket)
3.32
Cock, straight through, with bottom conn.
5.9
Ejector
3.33
Cock, angle, with bottom connection
5.10
Various accessories (text to be added)
3.34
Cock, three-way, with bottom connection 5.11
Control and regulation parts
Symbol Symbol designation
Appliances
Piston pump
Fittings
4.1
Hand-operated
6.1
Funnel
4.2
Remote control
6.2
Bell-mounted pipe end
4.3
Spring
6.3
Air pipe
4.4
Mass
6.4
Air pipe with net
4.5
Float
6.5
Air pipe with cover
178 30 61-4.0
Fig. 6.01.19b: Basic symbols for piping
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MAN B&W Diesel A/S
No.
Symbol
Symbol designation
No.
Symbol
Symbol designation
6.6
Air pipe with cover and net
Indicating instruments with ordinary symbol designations
6.7
Air pipe with pressure vacuum valve
7.1
6.8
Air pipe with pressure vacuum valve with net 7.2
Observation glass
6.9
Deck fittings for sounding or filling pipe
7.3
Level indicator
6.10
Short sounding pipe with selfclosing cock
7.4
Distance level indicator
6.11
Stop for sounding rod
7.5
Counter (indicate function)
7.6
Recorder
Sight flow indicator
The symbols used are in accordance with ISO/R 538-1967, except symbol No. 2.19
178 30 61-4.0
Fig. 6.01.19c: Basic symbols for piping
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6.01.70
MAN B&W Diesel A/S
6.02 Fuel Oil System

Pressurised Fuel Oil System
The system is so arranged that both diesel oil and
heavy fuel oil can be used, see Fig. 6.02.01.
This automatic circulation of preheated fuel during

engine standstill is the background for our recommendation:
constant operation on heavy fuel
From the service tank the fuel is led to an electrically

driven supply pump by means of which a pressure
of approximately 4 bar can be maintained in the low
pressure part of the fuel circulating system, thus
avoiding gasification of the fuel in the venting box in
the temperature ranges applied.
The venting box is connected to the service tank via
an automatic deaerating valve, which will release
any gases present, but will retain liquids.
From the low pressure part of the fuel system the
fuel oil is led to an electrically-driven circulating
pump, which pumps the fuel oil through a heater
and a full flow filter situated immediately before the
inlet to the engine.
To ensure ample filling of the fuel pumps, the capacity of the electrically-driven circulating pump is
higher than the amount of fuel consumed by the diesel engine. Surplus fuel oil is recirculated from the
engine through the venting box.
To ensure a constant fuel pressure to the fuel injection pumps during all engine loads, a spring loaded
overflow valve is inserted in the fuel oil system on
the engine.
The fuel oil pressure measured on the engine (at fuel
pump level) should be 7-8 bar, equivalent to a circulating pump pressure of 10 bar.
When the engine is stopped, the circulating pump will
continue to circulate heated heavy fuel through the
fuel oil system on the engine, thereby keeping the
fuel pumps heated and the fuel valves deaerated.
In addition, if this recommendation was not followed, there would be a latent risk of diesel oil and
heavy fuels of marginal quality forming incompatible
blends during fuel change over. Therefore, we
strongly advise against the use of diesel oil for operation of the engine this applies to all loads.
In special circumstances a change-over to diesel oil
may become necessary and this can be performed
at any time, even when the engine is not running.
Such a change-over may become necessary if, for
instance, the vessel is expected to be inactive for a
prolonged period with cold engine e.g. due to:
docking
stop for more than five days
major repairs of the fuel system, etc.
environmental requirements
The built-on overflow valves, if any, at the supply
pumps are to be adjusted to 5 bar, whereas the external bypass valve is adjusted to 4 bar. The pipes
between the tanks and the supply pumps shall have
minimum 50% larger passage area than the pipe
between the supply pump and the circulating pump.
The remote controlled quick-closing valve at inlet
X to the engine (Fig. 6.02.01) is required by MAN
B&W in order to be able to stop the engine immediately, especially during quay and sea trials, in the
event that the other shut-down systems should fail.
This valve is yards supply and is to be situated as
close as possible to the engine. If the fuel oil pipe X
at inlet to engine is made as a straight line immediately at the end of the engine, it will be necessary to
mount an expansion joint. If the connection is
made as indicated, with a bend immediately at the
end of the engine, no expansion joint is required.
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6.02.01
MAN B&W Diesel A/S
178 46 91-0.0
Diesel oil
Heavy fuel oil
a)
b)
Heated pipe with insulation
Number of auxiliary engines, pumps, coolers, etc. Subject to alterations according to the actual plants specification
Tracing fuel oil lines of max. 150 C

Tracing of fuel oil drain lines: maximum
90 C, min. 50 C f. Inst. By jacket cooling water
The letters refer to the List of flanges

D shall have min. 50% larger area than d.
Fig. 6.02.01: Fuel oil system commen for main engine and Holeby GenSets
402 600 025
198 22 42
6.02.02
MAN B&W Diesel A/S
The introduction of the pump sealing arrangement,

the so-called umbrella type, has made it possible
to omit the separate camshaft lubricating oil system.
The umbrella type fuel oil pump has an additional
external leakage rate of clean fuel oil through AD.
The flow rate in litres is approximately:
A separate booster pump, supplies diesel oil from

the MDO tank to the GenSet engines and returns
any excess oil to the tank. In order to ensure operation of the booster pump, in the event of a
black-out, the booster pump must have an immediate possibility of being powered by compressed air
or by power supplied from the emergency generator.
0.10 l/cyl. h
0.15 l/cyl. h
0.20 l/cyl. h
0.30 l/cyl. h
0.45 l/cyl. h
0.50 l/cyl. h
0.60 l/cyl. h
0.75 l/cyl. h
S26MC, L35MC
S35MC
S42MC, L42MC
S46MC-C, S50MC-C
S50MC, L50MC
L60MC
S60MC, S60MC-C, L70MC
S70MC, S70MC-C, L80MC, K80MC-C,
K90MC-C, K90MC, L90MC-C
1.00 l/cyl. h S80MC, S80MC-C
1.25 l/cyl. h K98MC-C, K98MC, S90MC-C
A 3-way valve is installed immediately before each

GenSet for change-over between the pressurised
and the open MDO (Marine Diesel Oil) supply system.
The purpose of the drain AF is to collect the unintentional leakage from the high pressure pipes. The
drain oil is lead to a fuel oil sludge tank. The AF
drain can be provided with a box for giving alarm in
case of leakage in a high pressure pipes.
Operation in port
Owing to the relatively high viscosity of the heavy

fuel oil, it is recommended that the drain pipe and
the tank are heated to min. 50 C.
The drain pipe between engine and tank can be
heated by the jacket water, as shown in Fig. 6.02.01.
Flange BD.
In the event of a black-out, the 3-way valve at each

GenSet will automatically change over to the MDO
supply system. The internal piping on the GenSets
will then, within a few seconds, be flushed with MDO
and be ready for start up.
During operation in port, when the main engine is

stopped but power from one or more GenSet is still
required, the supply pump, should be runnning. One
circulating pump should always be kept running
when there is heavy oil in the piping.
The by-pass line with overflow valve, item 1, between the inlet and outlet of the main engine, serves
the purpose of by-passing the main engine if, for
instance, a major overhaul is required on the main
engine fuel oil system. During this by-pass, the
overflow valve takes over the function of the internal overflow valve of the main engine.
Operation at sea
The flexibility of the common fuel oil system for main
engine and GenSets makes it possible, if necessary,
to operate the GenSet engines on different fuels,
diesel oil or heavy fuel oil, simultaneously by
means of remote controlled 3-way valves, which are
located close to the engines.
402 600 025
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6.02.03
MAN B&W Diesel A/S
Fuel oils
Marine diesel oil:
Marine diesel oil ISO 8217, Class DMB
British Standard 6843, Class DMB
Similar oils may also be used
Heavy Fuel Oil (HFO)
Most commercially available HFO with a viscosity
below 700 cSt at 50 C (7000 sec. Redwood I at
100 F) can be used.
The data refers to the fuel as supplied i.e. before any
on board cleaning.
Property
Units
3
Value
< 991*
Density at 15 C
kg/m
Kinematic viscosity
at 100 C
at 50 C
cSt
cSt
> 55
> 700
Flash point
>
60
Pour point
>
30
Carbon residue
% mass
>
22
Ash
% mass
> 0.15
Total sediment after ageing
% mass
> 0.10
Water
% volume
> 1.0
Sulphur
% mass
> 5.0
Vanadium
mg/kg
> 600
Aluminum + Silicon
mg/kg
>
80
*) May be increased to 1.010 provided adequate

cleaning equipment is installed, i.e. modern type of
centrifuges.
For external pipe connections, we prescribe the
following maximum flow velocities:
Marine diesel oil . . . . . . . . . . . . . . . . . . . . . 1.0 m/s
Heavy fuel oil. . . . . . . . . . . . . . . . . . . . . . . . 0.6 m/s
402 600 025
198 22 42
6.02.04
MAN B&W Diesel A/S
6.03 Uni-lubricating Oil System
178 46 92-2.1
The letters refer to List of flanges

* Venting for MAN B&W or Mitsubishi turbochargers
Fig. 6.03.01: Lubricating and cooling oil system
Since mid 1995 we have introduced as standard,

the so called umbrella type of fuel pump for which
reason a separate camshaft lube oil system is no
longer necessary.
As a consequence the uni-lubricating oil system is
fitted with two small booster pumps for exhaust
valve actuators lube oil supply Y and/or the camshaft for engine of the 50 type and larger, depending
on the specific engine type, see Fig. 6.03.01.
Please note that no booster pumps are required on
S46MC-C, S42MC, L42MC, S35MC, L35MC and
S26MC produced according to plant specifications
orderd after January 2000.
The system supplies lubricating oil through inlet R,

to the engine bearings and through U to cooling oil
to the pistons etc.
For some engine types the R and U inlet can be
combined in RU as shown in Fig. 6.03.01.
Turbochargers with slide bearings are normally
lubricated from the main engine system .
Separate inlet AA and outlet AB can be fitted for
the lubrication of the turbocharger(s) on the 98 to
60-types, and the venting is through "E" directly to
the deck
.
440 600 025
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6.03.01
MAN B&W Diesel A/S
The engine crankcase is vented through AR by a

pipe which extends directly to the deck. This pipe has
a drain arrangement so that oil condensed in the pipe
can be led to a drain tank.
Drains from the engine bedplate AE are fitted on
both sides.
Lubricating oil is pumped from a bottom tank, by
means of the main lubricating oil pump, to the lubricating oil cooler, a thermostatic valve and, through
a full-flow filter, to the engine, where it is distributed
to pistons and bearings.
Lubricating oil centrifuges

Manual cleaning centrifuges can only be used for attended machinery spaces (AMS). For unattended
machinery spaces (UMS), automatic centrifuges with
total discharge or partial discharge are to be used.
The nominal capacity of the centrifuge is to be according to the suppliers recommendation for lubricating oil, based on the figures:
0.136 l/kWh = 0.1 l/BHPh
The Nominal MCR is used as the total installed effect.
The major part of the oil is divided between piston

cooling and crosshead lubrication.
List of lubricating oils

From the engine, the oil collects in the oil pan, from
where it is drained off to the bottom tank.
For external pipe connections, we prescribe a maximum oil velocity of 1.8 m/s.
The circulating oil (Lubricating and cooling oil) must

be a rust and oxidation inhibited engine oil, of SAE
30 viscosity grade.
In order to keep the crankcase and piston cooling
space clean of deposits, the oils should have adequate dispersion and detergent properties.
Flushing of lube oil system

Before starting the engine for the first time, the lubricating oil system on board has to be cleaned in accordance with MAN B&Ws recommendations:
Flushing of Main Lubricating Oil System, which is
available on request.
Alkaline circulating oils are generally superior in this

respect.
Company
Circulating oil
SAE 30/TBN 5-10
Elf-Lub.
BP
Castrol
Chevron
Exxon
Fina
Mobil
Shell
Texaco
Atlanta Marine D3005

Energol OE-HT-30
Marine CDX-30
Veritas 800 Marine
Exxmar XA
Alcano 308
Mobilgard 300
Melina 30/30S
Doro AR 30
The oils listed have all given satisfactory service in

MAN B&W engine installations. Also other brands
have been used with satisfactory results.
440 600 025
198 22 43
6.03.02
MAN B&W Diesel A/S
6.04 Cylinder Lubricating Oil System

oils with higher alkalinity, such as TBN 80, may be
beneficial, especially in combination with high sulphur fuels.
The cylinder oils listed below have all given satisfactory service during heavy fuel operation in MAN
B&W engine installations:

178 06 14-7.2
Company
Cylinder oil
SAE 50/TBN 70
Elf-Lub.
BP
Castrol
Chevron
Exxon
Fina
Mobil
Shell
Texaco
Talusia HR 70
CLO 50-M
S/DZ 70 cyl.
Delo Cyloil Special
Exxmar X 70
Vegano 570
Mobilgard 570
Alexia 50
Taro Special
Fig. 6.04.01: Cylinder lubricating oil system
The cylinder lubricators are supplied with oil from a

gravity-feed cylinder oil service tank, and they are
equipped with built-in floats, which keep the oil level
constant in the lubricators, Fig. 6.04.01.
The size of the cylinder oil service tank depends on
the owners and yards requirements, and it is normally dimensioned for minimum two days consumption.
Cylinder Oils
Cylinder oils should, preferably, be of the SAE 50
viscosity grade.
Modern high rated two-stroke engines have a relatively great demand for the detergency in the cylinder oil. Due to the traditional link between high
detergency and high TBN in cylinder oils, we recommend the use of a TBN 70 cylinder oil in combination
with all fuel types within our guiding specification regardless of the sulphur content.
Also other brands have been used with satisfactory

results.
Cylinder Lubrication
Each cylinder liner has a number of lubricating orifices (quills), through which the cylinder oil is introduced into the cylinders. The oil is delivered into the
cylinder via non-return valves, when the piston rings
pass the lubricating orifices, during the upward
stroke.
The cylinder lubricators can be either of the mechanical type or the electronic Alpha lubricator.
Cylinder Oil Feed Rate

The nominal cylinder oil feed rate at nominal MCR is
for all S-MC types
0.95-1.5 g/kWh (0.7-1.1 g/BHPh)
and for L-MC types and K-MC types
Consequently, TBN 70 cylinder oil should also be

used on testbed and at seatrial. However, cylinder
442 600 025
0.8-1.2 g/kWh (0.6-0.9 g/BHPh)
198 22 44
6.04.01
MAN B&W Diesel A/S
178 47 15-2.0
Fig. 6.04.02: Electronic Alpha cylinder lubricating oil system
Electronic Alpha Cylinder

Lubrication System
The electronic Alpha cylinder lubrication system,
Fig. 6.04.02, is an alternative to the mechanical engine-driven lubrication system.
The system is designed to supply cylinder oil intermittently, e.g. every four engine revolutions, at a
constant pressure and with electronically controlled
timing and dosage at a defined position.
Cylinder lubricating oil is fed to the engine by means
of a pump station which can be mounted either on
the engine or in the engine room.
The oil fed to the injectors is pressurised by means
of lubricator(s) on each cylinder, equipped with
small multi-piston pumps. The amount of oil fed to
the injectors can be finely tuned with an adjusting
screw, which limits the length of the piston stroke.
The whole system is controlled by the Master Control Unit (MCU) which calculates the injection frequency on the basis of the engine-speed signal
given by the tacho signal and the fuel index.
The MCU is equipped with a Backup Control Unit
which, if the MCU malfunctions, activates an alarm
and takes control automatically or manually, via a
switchboard unit.
The electronic lubricating system incorporates all
the lubricating oil functions of the mechanical system, such as speed dependent, mep dependent,
and load change dependent.
Prior to start up, the cylinders can be pre-lubricated
and, during the running-in period, the operator can
choose to increase the lube oil feed rate by 25%,
50% or 100%.
442 600 025
198 22 44
6.04.02
MAN B&W Diesel A/S
6.05 Stuffing Box Drain Oil System

For engines running on heavy fuel, it is important
that the oil drained from the piston rod stuffing
boxes is not led directly into the system oil, as the oil
drained from the stuffing box is mixed with sludge
from the scavenge air space.
The performance of the piston rod stuffing box on
the MC engines has proved to be very efficient, primarily because the hardened piston rod allows a
higher scraper ring pressure.
The amount of drain oil from the stuffing boxes is
about 5 - 10 litres/24 hours per cylinder during normal service. In the running-in period, it can be
higher.
We therefore consider the piston rod stuffing box

drain oil cleaning system as an option, and recommend that this relatively small amount of drain oil is
used for other purposes or is burnt in the incinerator.
If the drain oil is to be re-used as lubricating oil, it will
be necessary to install the stuffing box drain oil
cleaning system shown below.
As an alternative to the tank arrangement shown,
the drain tank (001) can, if required, be designed as
a bottom tank, and the circulating tank (002) can be
installed at a suitable place in the engine room.
The above mentoned cleaning system for stuffing
box drain oil is not applicable for the S26MC.
178 47 09-3.0
Fig. 6.05.01: Optional stuffing box drain oil system
443 800 003
198 22 45
6.05.01
MAN B&W Diesel A/S
Piston rod lube oil pump and filter unit

The filter unit consisting of a pump and a fine filter
could be of make C.C. Jensen A/S, Denmark. The
fine filter cartridge is made of cellulose fibres and
will retain small carbon particles etc. with relatively
low density, which are not removed by centrifuging.
Lube oil flow . . . . . . . . . . . see table in Fig. 6.05.02
Working pressure . . . . . . . . . . . . . . . . . 0.6-1.8 bar
Filtration fineness . . . . . . . . . . . . . . . . . . . . . . 1 mm
Working temperature . . . . . . . . . . . . . . . . . . . 50 C
Oil viscosity at working temperature . . . . . . 75 cSt
Pressure drop at clean filter . . . . maximum 0.6 bar
Filter cartridge . . . maximum pressure drop 1.8 bar
Minimum capacity of tanks

Tank 001
m3
Tank 002
m3
Capacity of pump
option 4 43 640
at 2 bar
m3/h
1 x HDU 427/54
0.6
0.7
0.2
1 x HDU 427/54
0.9
1.0
0.3
No. of cylinders
C.J.C. Filter
004
4-9
10 12
178 34 72-4.1
Fig. 6.05.02: Capacities of cleaning system, stuffing box drain
443 800 003
198 22 45
6.05.02
MAN B&W Diesel A/S
6.06 Cooling Water Systems

The water cooling can be arranged in several configurations, the most common system choice being:
A seawater cooling system
and a jacket cooling water system
A central cooling water system,

with three circuits:
a seawater system
a low temperature freshwater system
a jacket cooling water system
The advantages of the seawater cooling system are

mainly related to first cost, viz:
The advantages of the central coling system are:

Only one heat exchanger cooled by seawater,
and thus, only one exchanger to be overhauled
Only two sets of cooling water pumps

(seawater and jacket water)
All other heat exchangers are freshwater cooled

and can, therefore, be made of a less expensive
material
Simple installation with few piping systems.
Few non-corrosive pipes to be installed

Whereas the disadvantages are:
Reduced maintenance of coolers and components
Seawater to all coolers and thereby higher maintenance cost
Increased heat utilisation.
Expensive seawater piping of non-corrosive materials such as galvanised steel pipes or Cu-Ni
pipes.
whereas the disadvantages are:

Three sets of cooling water pumps (seawater,
freshwater low temperature, and jacket water
high temperature)
Higher first cost.
An arrangement common for the main engine and

MAN B&W Holeby auxiliary engines is shown in
Figs. 6.06.01. and 6.06.02.
445 600 025
198 22 46
6.06.01
MAN B&W Diesel A/S
178 46 93-4.1
Fig. 6.06.01 : Seawater cooling system common for main engine and Holeby GenSets
445 600 025
198 22 46
6.06.02
MAN B&W Diesel A/S
Seawater Cooling System

The seawater cooling system is used for cooling, the
main engine lubricating oil cooler, the jacket water
cooler and the scavenge air cooler, and the camshaft lube oil cooler, if fitted.
The lubricating oil cooler for a PTO step-up gear should
be connected in parallel with the other coolers. The
capacity of the SW pump is based on the outlet
temperature of the SW being maximum 50 C after
passing through the coolers with an inlet temperature of maximum 32 C (tropical conditions), i.e. a
maximum temperature increase of 18 C.
ble scavenge air temperature, and thus optimum

cooling is obtained with a view to the highest possible thermal efficiency of the engines.
Since the system is seawater cooled, all components
are to be made of seawater resistant materials.
With both the main engine and one or more auxiliary
engines in service, the seawater pump, supplies
cooling water to all the coolers and, through
non-return valve, item A, to the auxiliary engines.
The port service pump is inactive.
Operation in port
The valves located in the system fitted to adjust the
distribution of cooling water flow are to be provided
with graduated scales.
The inter-related positioning of the coolers in the
system serves to achieve:
The lowest possible cooling water inlet temperature to the lubricating oil cooler in order to obtain the cheapest cooler. On the other hand, in
order to prevent the lubricating oil from stiffening
in cold services, the inlet cooling water temperature should not be lower than 10 C

stopped but one or more auxiliary engines are
running, a port service seawater pump is started
up, instead of the large pump. The seawater is led
from the pump to the auxiliary engine(s), through
the common jacket water cooler, and is divided
into two strings by the thermostatic valve, either
for recirculation or for discharge to the sea.
The lowest possible cooling water inlet temperature to the scavenge air cooler, in order to keep
the fuel oil consumption as low as possible.
Operation at sea
Seawater is drawn by the seawater pump, through
two separate inlets or sea chests, and pumped
through the various coolers for both the main engine
and the GenSets.
The coolers incorporated in the system are the lubricating oil cooler, the scavenge air cooler(s), and a
common jacket water cooler.
The camshaft lubricating oil cooler, is omitted if a unilubricating oil system is applied for the main engine.
The air cooler(s) are supplied directly by the seawater
pumps and are therefore cooled by the coldest water
available in the system. This ensures the lowest possi-
445 600 025
198 22 46
6.06.03
MAN B&W Diesel A/S
178 46 94-6.0
Fig. 6.06.02 : Jacket cooling water system common for main engine and Holeby GenSets
445 600 025
198 22 46
6.06.04
MAN B&W Diesel A/S
Jacket Cooling Water System
There is one common expansion tank, for the main

engine and the GenSets.
The jacket cooling water system, shown in Fig.

6.06.02, is used for cooling the cylinder liners, cylinder
covers and exhaust valves of the main engine and
heating of the fuel oil drain pipes.
To prevent the accumulation of air in the jacket water system, a deaerating tank, is to be installed.
The jacket water pump draws water from the jacket

water cooler outlet and delivers it to the engine.
An alarm device is inserted between the deaerating

tank and the expansion tank, so that the operating
crew can be warned if excess air or gas is released,
as this signals a malfunction of engine components.
At the inlet to the jacket water cooler there is a thermostatically controlled regulating valve, with a sensor at the engine cooling water outlet, which keeps
the main engine cooling water outlet at a temperature of 80 C.
Operation in port
The engine jacket water must be carefully treated,

maintained and monitored so as to avoid corrosion,
corrosion fatigue, cavitation and scale formation. It
is recommended to install a preheater if preheating
is not available from the auxiliary engines jacket
cooling water system.
The venting pipe in the expansion tank should end
just below the lowest water level, and the expansion
tank must be located at least 5 m above the engine
cooling water outlet pipe.
MAN B&Ws recommendations about the freshwater system de-greasing, descaling and treatment
by inhibitors are available on request.
The freshwater generator, if installed, may be connected to the seawater system if the generator does
not have a separate cooling water pump. The generator must be coupled in and out slowly over a period
of at least 3 minutes.
For external pipe connections, we prescribe the 3
following maximum water velocities:
Jacket water . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s
Seawater. . . . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s
The main engine is preheated by utilising hot water

from the GenSets. Depending on the size of main
engine and GenSets, an extra preheater may be
necessary.
This preheating is activated by closing valves A and
opening valve B.
Activating valves A and B will change the direction
of flow, and the water will now be circulated by the
auxiliary engine-driven pumps.
From the GenSets, the water flows through valve B
directly to the main engine jacket outlet. When the
water leaves the main engine, through the jacket inlet, it flows to the thermostatically controlled 3-way
valve.
As the temperature sensor for the valve in this operating mode is measuring in a non-flow, low temperature piping, the valve will lead most of the cooling
water to the jacket water cooler.
The integrated loop in the GenSets will ensure a
constant temperature of 80 C at the GenSets outlet, the main engine will be preheated, and GenSets
on stand-by can also be preheated by operating
valves F3 and F1.
Fresh water treatment

Operation at sea
An integrated loop in the GenSets ensures a constant temperature of 80 C at the outlet of the
GenSets.
The MAN B&W Diesel recommendations for treatment of the jacket water/freshwater are available
on request.
445 600 025
198 22 46
6.06.05
MAN B&W Diesel A/S
6.07 Central Cooling Water System
178 47 05-6.0
Letters refer to List of flanges

Fig. 6.07.01: Central cooling system
The central cooling water system is characterised

by having only one heat exchanger cooled by seawater, and by the other coolers, including the jacket
water cooler, being cooled by the freshwater low
temperature (FW-LT) system.
In order to prevent too high a scavenge air temperature, the cooling water design temperature in the
FW-LT system is normally 36 C, corresponding to a
maximum seawater temperature of 32 C.
Our recommendation of keeping the cooling water
inlet temperature to the main engine scavenge air
cooler as low as possible also applies to the central

cooling system. This means that the temperature
control valve in the FW-LT circuit is to be set to minimum 10 C, whereby the temperature follows the
outboard seawater temperature when this exceeds
10 C.
For external pipe connections, we prescribe the following maximum water velocities:
Jacket water . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s
Central cooling water (FW-LT) . . . . . . . . . . 3.0 m/s
Seawater. . . . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s
445 550 002
198 22 47
6.07.01
MAN B&W Diesel A/S

the cooling water through the main engine to the
fresh water generator, and the jacket water cooler.
Central Cooling System, common for

Main Engine and Holeby GenSets
Design features and working principle
The camshaft lubricating oil cooler, is omitted in
plants using the uni-lubricating oil system for the
main engine.
A thermostatically controlled 3-way valve, at the jacket

cooler outlet mixes cooled and uncooled water to
maintain an outlet water temperature of 80-85 C from
the main engine.
Operation in port
The low and high temperature systems are directly
connected to gain the advantage of preheating the
main engine and GenSets during standstill.
As all fresh cooling water is inhibited and common
for the central cooling system, only one common
expansion tank, is necessary for deaeration of both
the low and high temperature cooling systems. This
tank accommodates the difference in water volume
caused by changes in the temperature.
To prevent the accumulation of air in the cooling water system, a deaerating tank, is located below the
expansion tank.
An alarm device is inserted between the deaerating
tank and the expansion tank so that the operating
crew can be warned if excess air or gas is released,
as this signals a malfunction of engine components.

stopped but one or more GenSets are running,
valves A are closed and valves B are opened.
A small central water pump, will circulate the necessary flow of water for the air cooler, the lubricating
oil cooler, and the jacket cooler of the GenSets. The
auxiliary engines-driven pumps and the previously
mentioned integrated loop ensure a satisfactory
jacket cooling water temperature at the GenSets
outlet.
The main engine and the stopped GenSets are
preheated as described for the jacket water system.
Operation at sea
The seawater cooling pump, supplies seawater
from the sea chests through the central cooler, and
overboard. Alternatively, some shipyards use a
pumpless scoop system.
On the freshwater side, the central cooling water
pump, circulates the low-temperature fresh water, in a
cooling circuit, directly through the lubricating oil
cooler of the main engine, the GenSets and the scavenge air cooler(s).
The jacket water cooling system for the GenSets is
equipped with engine-driven pumps and a bypass system integrated in the low-temperature
system.
The main engine jacket system has an independent
pump circuit with a jacket water pump, circulating
445 550 002
198 22 47
6.07.02
MAN B&W Diesel A/S
178 46 95-8.0
Fig. 6.07.02 Central cooling system common for main engine and Holeby GenSets
445 550 002
198 22 47
6.07.03
MAN B&W Diesel A/S
6.08 Starting and Control Air Systems
178 47 04-4.0
A: Valve A is supplied with the engine

AP: Air inlet for dry cleaning of turbocharger
* The diameter depends on the pipe length and the

engine size
Fig. 6.08.01: Starting and control air systems
The starting air of 30 bar is supplied by the starting

air compressors in Fig. 6.08.01 to the starting air receivers and from these to the main engine inlet A.
Through a reducing station, compressed air at 7 bar
is supplied to the engine as:
Control air for manoeuvring system, and for
exhaust valve air springs, through B
Please note that the air consumption for control air,

safety air, turbocharger cleaning, sealing air for exhaust valve and for fuel valve testing unit are momentary requirements of the consumers.The capacities
stated for the air receivers and compressors in the
List of Capacities cover the main engine requirements and starting of GenSets.
The main starting valve A on the engine is combined
with the manoeuvring system, which controls the start
of the engine.
Safety air for emergency stop through C

Through a reducing valve is supplied compressed
air at 10 bar to AP for turbocharger cleaning
(soft blast) , and a minor volume used for the fuel
valve testing unit.
Slow turning before start of engine is an option recommended by MAN B&W Diesel.
450 600 025
198 22 48
6.08.01
MAN B&W Diesel A/S
178 46-97-1.1
Fig. 6.07.02: Starting air system common for main engine and Holeby GenSets
Starting Air System common for Main

Engine and Holeby GenSets
Starting air and control air for the GenSets is supplied from the same starting air receivers, as for the
main engine via reducing valves, see Fig. 6.07.02,
item 4, that lower the pressure to the values specified for the relevant type of MAN B&W four-stroke
GenSets.
An emergency air compressor and a starting air bottle are installed for emergency start of GenSets.
If high-humidity air is sucked in by the air compressors, the oil and water separator, will remove drops
of moisture form the 30 bar compressed air. When
the pressure is subsequently reduced to 7 bar, e.g.
for use in the main engine manouvering system, the
relative humidity remaining in the compressed air
will be very slight. Cosequently, further air drying will
be unnecessary.
450 600 025
198 22 48
6.08.02
MAN B&W Diesel A/S
6.09 Scavenge Air System
178 07 27-4.1
Fig. 6.09.01: Scavenge air system
The engines are supplied with scavenge air from

one or more turbochargers either located on the
exhaust side of the engine or on the aft end of the
engine, if only one turbocharger is applied.
Location of turbochargers
The locations are as follows:
On exhaust side:
98, 90, 80, 70, 60-types
10-12-cylinder 42, 35, 26-types
Optionally on 50-46-types
On aft on end
50, 46-types
4-9-cylinder 42, 35 and 26-types
Optionally on 60-types.
The compressor of the turbocharger sucks air from
the engine room, through an air filter, and the compressed air is cooled by the scavenge air cooler, one
per turbocharger. The scavenge air cooler is provided with a water mist catcher, which prevents
condensate water from being carried with the air
into the scavenge air receiver and to the combustion
chamber.
455 600 025
198 22 49
6.09.01
MAN B&W Diesel A/S
The scavenge air system, Fig. 6.09.01 is an integrated part of the main engine.
fitted to the air chamber above the air cooler element.
The heat dissipation and cooling water quantities

stated in the 'List of capacities' in section 6.01 are
based on MCR at tropical conditions, i.e. a SW temperature of 32 C, or a FW temperature of 36 C, and
an ambient air inlet temperature of 45 C.
Sludge is drained through AL to the bilge tank, and

the polluted grease dissolvent returns from AM,
through a filter, to the chemical cleaning tank. The
cleaning must be carried out while the engine is at
standstill.
Auxiliary Blowers
Scavenge air box drain system
The engine is provided with two or more electrically

driven auxiliary blowers. Between the scavenge air
cooler and the scavenge air receiver, non-return
valves are fitted which close automatically when the
auxiliary blowers start supplying the scavenge air.
The scavenge air box is continuously drained

through AV, see Fig. 6.09.03, to a small pressurised drain tank, from where the sludge is led to the
sludge tank. Steam can be applied through BV, if
required, to facilitate the draining.
The auxiliary blowers start operating consecutively

before the engine is started and will ensure complete scavenging of the cylinders in the starting
phase, thus providing the best conditions for a safe
start.
The continuous drain from the scavenge air box

must not be directly connected to the sludge tank
owing to the scavenge air pressure. The pressurised drain tank must be designed to withstand full
scavenge air pressure and, if steam is applied, to
withstand the steam pressure available.
During operation of the engine, the auxiliary blowers

will start automatically whenever the engine load is
reduced to about 30-40%, and will continue operating until the load again exceeds approximately
40-50%.
Emergency running
If one of the auxiliary blowers is out of action, the
other auxiliary blower will function in the system,
without any manual readjustment of the valves being
necessary.
Drain from water mist catcher

The drain line for the air cooler system is, during running, used as a permanent drain from the air cooler
water mist catcher. The water is led though an orifice to prevent major losses of scavenge air. The
system is equipped with a drain box, where a level
switch is mounted, indicating any excessive water
level.
For further information please refer to the respective

project guides and our publication:
P.311 Influence of Ambient Temperature Conditions on Main Engine Operation
Air cooler cleaning

The air side of the scavenge air cooler can be
cleaned by injecting a grease dissolvent through
AK, see Fig. 6.09.02 to a spray pipe arrangement
455 600 025
198 22 49
6.09.02
MAN B&W Diesel A/S

178 47 10-3.0
Fig. 6.09.02: Air cooler cleaning system, option: 4 55 655
178 06 16-0.0
Fig. 6.09.03: Scavenge box drain system
455 600 025
198 22 49
6.09.03
MAN B&W Diesel A/S
Fire Extinguishing System for Scavenge

Air Space
Fire in the scavenge air space can be extinguished
by steam, being the standard version, or, optionally,
by water mist or CO2, see Fig. 6.09.04.
The alternative external systems are using:
Steam pressure: 3-10 bar
Freshwater pressure: min. 3.5 bar
CO2 test pressure: 150 bar
178 06 17-2.0
Fig. 6.09.04 Fire extinguishing system for scavenge air

space
455 600 025
198 22 49
6.09.04
MAN B&W Diesel A/S
6.10 Exhaust Gas System
178 07 27-4.1
Fig. 6.10.01: Exhaust gas system on engine
Exhaust Gas System on Engine

The exhaust gas is led from the cylinders to the exhaust gas receiver where the fluctuating pressures
from the cylinders are equalised and from where the
gas is led further on to the turbocharger at a constant
pressure, see Fig. 6.10.01.
Compensators are fitted between the exhaust
valves and the exhaust gas receiver and between
the receiver and the turbocharger. A protective grating is placed between the exhaust gas receiver and
the turbocharger. The turbocharger is fitted with a
pick-up for remote indication of the turbocharger
speed.
The exhaust gas receiver and the exhaust pipes are
provided with insulation, covered by steel plating.
Turbocharger arrangement and

cleaning systems
The turbocharger is, in the basic design, arranged on
the exhaust side of the engine types 98-60 and on the
aft end on the 50-26 types, but can, as an option, be
arranged on the aft end of the engine, on the 60 types
and on the exhaust side on the 50 and 46 types.
The 10,11 and 12 cylinder engines of the S46MC-C,
S35MC, L35MC and S26MC types are equipped
with two turbochargers on the exhaust side.
The engines are designed for the installation of either
MAN B&W turbochargers type NA, ABB turbochargers
type VTR or TPL, or MHI turbochargers type MET.
All makes of turbochargers are fitted with an arrangement for water washing of the compressor
side, and soft blast cleaning of the turbine. Washing
of the turbine side is only applicable on MAN B&W
and ABB turbochargers.
460 600 025
198 22 50
6.10.01
MAN B&W Diesel A/S

For dimensioning of the external exhaust gas piping,
the recommended maximum exhaust gas velocity is
50 m/s at specified MCR (M).
The actual back-pressure in the exhaust gas system
at MCR depends on the gas velocity, i.e. it is proportional to the square of the exhaust gas velocity, and
hence inversely proportional to the pipe diameter to
the 4th power. It has by now become normal practice in order to avoid too much pressure loss in the
piping, to have an exhaust gas velocity of about 35
m/sec at specified MCR.
As long as the total back-pressure of the exhaust gas
system incorporating all resistance losses from pipes
and components complies with the above-mentioned requirements, the pressure losses across each
component may be chosen independently.
Exhaust gas piping system for main engine

The exhaust gas piping system conveys the gas
from the outlet of the turbocharger(s) to the atmosphere.
The exhaust piping is shown schematically on Fig.
6.10.02.
The exhaust piping system for the main engine comprises:
Exhaust gas pipes
178 33 46-7.1
Fig. 6.10.02: Exhaust gas system
Exhaust gas boiler

Silencer
Exhaust Gas System for main engine
Spark arrester (compensators)
At specified MCR (M), the total back-pressure in the

exhaust gas system after the turbocharger indicated by the static pressure measured in the round
piping after the turbocharger must not exceed 350
mm WC (0.035 bar).
Expansion joints
Pipe bracings.
In order to have a back-pressure margin for the final

system, it is recommended at the design stage to
initially use about 300 mm WC (0.030 bar).
460 600 025
198 22 50
6.10.02
MAN B&W Diesel A/S
In connection with dimensioning the exhaust gas

piping system, the following parameters must be
observed:
Exhaust gas flow rate
Exhaust gas temperature at turbocharger outlet
piece of the turbocharger outlet are indicated in the

respective Project Guides as DA and DR.
The movements stated are related to the engine
seating. The figures indicate the axial and the lateral
movements related to the orientation of the expansion joints.
Maximum noise level at gas outlet to atmosphere
The expansion joints are to be chosen with an elasticity that limit the forces and the moments of the exhaust gas outlet flange of the turbocharger as stated
for each of the turbocharger makers in the corresponding Project Guide.
Maximum force from exhaust piping on

turbocharger(s)
Exhaust gas boiler
Maximum pressure drop through exhaust gas

system
Engine plants are usually designed for utilisation of

the heat energy of the exhaust gas for steam production (or for heating of thermal oil system.)
Sufficient axial and lateral elongation abitity of

expansion joints
Utilisation of the heat energy of the exhaust gas.
Items that are to be calculated or read from tables
are:
Exhaust gas mass flow rate, temperature and maximum back pressure at turbocharger gas outlet
Diameter of exhaust gas pipes
Utilising the exhaust gas energy
Attenuation of noise from the exhaust pipe outlet
Pressure drop across the exhaust gas system
Expansion joints.
Exhaust gas compensator after turbocharger

When dimensioning the compensator for the expansion joint on the turbocharger gas outlet transition
pipe, the exhaust gas pipe and components, are to be
so arranged that the thermal expansions are absorbed
by expansion joints. The heat expansion of the pipes
and the components is to be calculated based on a
temperature increase from 20 C to 250 C. The vertical and horizontal thermal expansion of the engine
measured at the top of the exhaust gas transition
The exhaust gas passes an exhaust gas boiler

which is usually placed near the engine top or in
the funnel.
It should be noted that the exhaust gas temperature
and flow rate are influenced by the ambient conditions, for which reason this should be considered
when the exhaust gas boiler is planned.
At specified MCR, the maximum recommended
pressure loss across the exhaust gas boiler is normally 150 mm WC.
This pressure loss depends on the pressure losses
in the rest of the system as mentioned above. Therefore, if an exhaust gas silencer/spark arrester is not
installed, the acceptable pressure loss across the
boiler may be somewhat higher than the max. of 150
mm WC, whereas, if an exhaust gas silencer/spark
arrester is installed, it may be necessary to reduce
the maximum pressure loss.
The above-mentioned pressure loss across the silencer and/or spark arrester shall include the pressure losses from the inlet and outlet transition
pieces.
460 600 025
198 22 50
6.10.03
MAN B&W Diesel A/S
Exhaust gas silencer

The typical octave band sound pressure levels from
the diesel engines exhaust gas system related to
the distance of one metre from the top of the exhaust gas uptake are shown in the respective Project Guide.
The need for an exhaust gas silencer can be decided based on the requirement of a maximum
noise level at a certain place.
The exhaust gas noise data is valid for an exhaust
gas system without boiler and silencer, etc.
The noise level in the Project Guides refers to nominal MCR at a distance of one metre from the exhaust
gas pipe outlet edge at an angle of 30 to the gas
flow direction.
For each doubling of the distance, the noise level
will be reduced by about 6 dB (far-field law).
Spark arrester
To prevent sparks from the exhaust gas from being
spread over deck houses, a spark arrester can be
fitted as the last component in the exhaust gas system.
It should be noted that a spark arrester contributes
with a considerable pressure drop, which is often a
disadvantage.
It is recommended that the combined pressure
loss across the silencer and/or spark arrester
should not be allowed to exceed 100 mm WC at
specified MCR depending, of course, on the
pressure loss in the remaining part of the system,
thus if no exhaust gas boiler is installed, 200mm
WC could be possible.
460 600 025
198 22 50
6.10.04
MAN B&W Diesel A/S
6.11 Manoeuvring System

Manoeuvring System on Engine
Slow turning
The basic diagram is applicable for reversible engines, i.e. those with fixed pitch propeller (FPP).
The standard manoeuvring system does not feature

slow turning before starting, but for Unattended Machinery Space (UMS) we strongly recommend the
addition of the slow turning device shown in Figs.
6.11.01, 6.11.02 and 6.11.03, option 4 50 140.
The layout of the manoeuvring system depends on

the engine type chosen, but generally can be stated
that:
The 98-80-types have electronic governors with
remote control and electronic speed setting, according to Fig. 6.11.01.
The slow turning valve allows the starting air to partially bypass the main starting valve. During slow
turning the engine will rotate so slowly that, in the
event that liquids have accumulated on the piston
top, the engine will stop before any harm occurs.
The 70-50-types have also electronic governors

with remote control and electronic speed setting,
according to Fig. 6.11.02.
Governor
The 46-26-types have normally mechanical/hydraulic governors from Woodward, with pneumatic speed setting and electronic start, stop and
reversing according to Fig. 6.11.03, but they can
optionally be fitted with an electronic governor.
When selecting the governor, the complexity of the

installation has to be considered. We normally distinguish between conventional and advanced
marine installations.
The electronic governor consists of the following
elements:
Actuator
The lever on the Engine side manoeuvring console

can be set to either Manual or Remote position.
Revolution transmitter (pick-ups)
In the Manual position the engine is controlled from

the engine side manoeuvring console by the push
buttons START, STOP, and the AHEAD/ASTERN.
The load is controlled by the Engine side speed setting handwheel.
Electronic governor panel
In the Remote position all signals to the engine are

electronic or pneumatic for 50-26-types, the
START, STOP, AHEAD and ASTERN signals activate the solenoid valves EV684, EV682, EV683 and
EV685, respectively.
The actuator, revolution transmitter and the pressure transmitter are mounted on the engine.
Power supply unit

Pressure transmitter for scavenge air.
The electronic governors must be tailor-made, and

the specific layout of the system must be mutually
agreed upon by the customer, the governor supplier
and the engine builder.
Shutdown system
The engine is stopped by activating the puncture
valves located in the fuel pumps either at normal
stopping or at shutdown by activating solenoid
valve EV658.
It should be noted that the shutdown system, the

governor and the remote control system must be
compatible if an integrated solution is to be obtained.
465 100 010
198 22 52
6.11.01
MAN B&W Diesel A/S
Conventional plants
Fixed Pitch Propeller (FPP)
A typical example of a conventional marine installation is:
Plants equipped with a fixed pitch propeller require

no modifications to the basic diagrams for the reversible engine shown in Figs. 6.11.01, 6.11.02 and
6.11.03.
An engine directly coupled to a fixed pitch propeller

An engine directly coupled to a controllable pitch
propeller, without clutch and without extreme demands on the propeller pitch change
Controllable Pitch Propeller (CPP)

For plants with CPP, two alternatives are available:
Plants with controllable pitch propeller with a

shaft generator of less than 15% of the engines
MCR output.
If a controllable pitch propeller is coupled to the
engine, the manoeuvring system diagram has to
be simplified as the reversing is to be omitted.
With a view to such an installation, the engine can be

equipped with a Woodward governor on the
46-26-types or with a conventional electronic
governor approved by MAN B&W, e.g.:
The fuel pump roller guides are provided with

non-displaceable rollers.
Siemens digital governor system, type SIMOS

SPC 55.
Engine with emergency reversing

The manoeuvring system on the engine is identical to that for reversible engines, as the interlocking of the reversing is to be made in the electronic
remote control system.
From the engine side manoeuvring console it is
possible to start, stop and reverse the engine,as
well as from the engine control room console, but
not from the bridge.
Advanced plants
Engine Side Manoeuvring Console
The advanced marine installations, are for example:
The layout of the engine side mounted manoeuvring

console is located on the camshaft side of the engine.
Lyngs Marine A/S electronic governor system,

type EGS 2000 or EGS 2100
Kongsberg Norcontrol Automation A/S digital
governor system, type DGS 8800e
Plants with flexible coupling in the shafting system

Geared installations
Control Room Console
Plants with disengageable clutch for disconnecting the propeller
The manoeuvring handle for the Engine Control

Room console is delivered as a separate item with
the engine.
Plants with shaft generator requiring great frequency accuracy.

For these plants the electronic governors have to be
tailor-made.
465 100 010
198 22 52
6.11.02
MAN B&W Diesel A/S

98-90-80-types
178 46 65-9.0
Fig. 6.11.01: Diagram of manoeuvring system for reversible engine with FPP, with remote control
465 100 010
198 22 52
6.11.03
MAN B&W Diesel A/S

70-60-types
178 44 39-6.1
Fig. 6.11.02: Diagram of manoeuvring system for reversible engine with FPP, with remote control
465 100 010
198 22 52
6.11.04
MAN B&W Diesel A/S

50-46-42-35-26-types
A, B, C refer to List of flanges.
178 39 96-1.1
Fig. 6.11.03: Diagram of manoeuvring system, reversible engine with FPP and mechanical-hydraulic governor prepared for
remote control
465 100 010
198 22 52
6.11.05
MAN B&W Diesel A/S

7

standards or recommendations (for instance related
to special agreement between shipowner and shipyard).
The natural frequency of the hull depends on the
hulls rigidity and distribution of masses, whereas
the vibration level at resonance depends mainly on
the magnitude of the external moment and the engines position in relation to the vibration nodes of
the ship.
C
C
Vibration Aspects
The vibration characteristics of the two-stroke low

speed diesel engines can for practical purposes be,
split up into four categories, and if the adequate
countermeasures are considered from the early
project stage, the influence of the excitation sources can be minimised or fully compensated.
In general, the marine diesel engine may influence
the hull with the following:
A
External unbalanced moments
These can be classified as unbalanced 1st, 2nd
and may be 4th order external moments, which
need to be considered only for certain cylinder
numbers
Guide force moments

Axial vibrations in the shaft system
D
Torsional vibrations in the shaft system.

The external unbalanced moments and guide
force moments are illustrated in Fig. 7.01.
In the following, a brief description is given of their
origin and of the proper countermeasures needed to
render them harmless.
A
B
C
D
Combustion pressure
Guide force
Staybolt force
Main bearing force
1st
order moment, vertical 1 cycle/rev
2nd order moment, vertical 2 cycle/rev
External unbalanced moments

The inertia forces originating from the unbalanced
rotating and reciprocating masses of the engine
create unbalanced external moments although the
external forces are zero.
1st
order moment, horizontal 1

cycle/rev
Of these moments, only the 1st order (one cycle per

revolution) and the 2nd order (two cycles per
revo-lution) need to be considered, and then only for
engines with a low number of cylinders. On some
large bore engines the 4th external order moment
may also have to be examined. When application on
container vessel is considered. The inertia forces on
engines with more than 6 cylinders tend, more or
less, to neutralise themselves.
Guide force moment,

H transverse Z cycle/rev.
Z is 1 or 2 times number
of cylinder
Guide force moment,

X transverse Z cycles/rev.
Z = 1,2...12
Countermeasures have to be taken if hull resonance

occurs in the operating speed range, and if the vibration level leads to higher accelerations and/or velocities than the guidance values given by international
178 06 82-8.0
Fig. 7.01: External unbalanced moments and

guide force moments
407 000 100
198 22 53
7.01
MAN B&W Diesel A/S
1st order moments on 4-cylinder engines

Adjustable
counterweights
1st order moments act in both vertical and horizontal direction. For our two-stroke engines with standard balancing these are of the same magnitudes.
For engines with five cylinders or more, the 1st order
moment is rarely of any significance to the ship. It
can, however, be of a disturbing magnitude in
four-cylinder engines.
Aft
Resonance with a 1st order moment may occur for

hull vibrations with 2 and/or 3 nodes. This resonance can be calculated with reasonable accuracy,
and the calculation will show whether a compensator is necessary or not on four-cylinder engines.
Fixed
counterweights
Fore
Adjustable
counterweights
A resonance with the vertical moment for the 2 node

hull vibration can often be critical, whereas the resonance with the horizontal moment occurs at a higher
speed than the nominal because of the higher natural frequency of horizontal hull vibrations.
As standard, four-cylinder engines are fitted with
adjustable counterweights, as illustrated in Fig.
7.02. These can reduce the vertical moment to an insignificant value (although, increasing correspondingly the horizontal moment), so this resonance is
easily dealt with. A solution with zero horizontal moment is also available.
Fixed
counterweights
Fig 7.02: Adjustable counterweights

178 16 87-7.0
407 000 100
198 22 53
7.02
MAN B&W Diesel A/S
178 06 76-9.0
Fig. 7.03: 1st order moment compensator
In rare cases, where the 1st order moment will cause

resonance with both the vertical and the horizontal
hull vibration mode in the normal speed range of the
engine, a 1st order compensator, as shown in Fig.
7.03, can be introduced as an option, in the chain
tightener wheel, reducing the 1st order moment to a
harmless value. The compensator comprises two
counter-rotating masses running at the same speed
as the crankshaft.
With a 1st order moment compensator fitted aft, the
horizontal moment will decrease to between 0 and
30% of the value stated in the last table of this
section, depending on the position of the node. The
1st order vertical moment will decrease to about
30% of the value stated in the table.
Since resonance with both the vertical and the horizontal hull vibration mode is rare, the standard engine is not prepared for the fitting of such compensators.
407 000 100
198 22 53
7.03
MAN B&W Diesel A/S

A decision regarding the vibrational aspects and the
possible use of compensators must be taken at the
contract stage. If no experience is available from sister ships, which would be the best basis for deciding
whether compensators are necessary or not, it is advisable to make calculations to determine which of
the solutions (1), (2), (3) or (4) should be applied.
2nd order moments on 4, 5 and 6-cylinder engines

The 2nd order moment acts only in the vertical direction. Precautions need only to be considered for
four, five and six cylinder engines in general.
Resonance with the 2nd order moment may occur
at hull vibrations with more than three nodes. Contrary to the calculation of natural frequency with 2
and 3 nodes, the calculation of the 4 and 5 node
naural frequencies for the hull is a rather comprehensive procedure and, despite advanced calculation methods, is often not very accurate.
Experience with our two-stroke slow speed engines

has shown that propulsion plants with small bore
engines (S/L42MC, S/L35MC and S26MC) are less
sensitive regarding hull vibrations exited by 2nd order moments than the lager bore engines. Therefore, these engines do not have engine driven 2nd
order moment compensators.
A 2nd order moment compensator comprises two

counter-rotating masses running at twice the engine speed. 2nd order moment compensators are
not included in the basic extent of delivery.
If compensator(s) are omitted, the engine can be delivered prepared for the fitting of compensators later
on. The decision for preparation must also be taken
at the contract stage. Measurements taken during
the sea trial, or later in service and with fully loaded
ship, will be able to show whether compensator(s)
have to be fitted or not.
Several solutions, as shown in Fig. 7.04, are available to cope with the 2nd order moment, out of
which the most cost efficient one can be chosen in
the individual case, e.g.
If no calculations are available at the contract stage,

we advise to order the engine with a 2nd order moment compensator on the aft end and to make preparations for the fitting of a compensator on the front
end.
1) No compensators, if considered unnecessary

on the basis of natural frequency, nodal point
and size of the 2nd order moment
2) A compensator mounted on the aft end of the
engine, driven by the main chain drive
If it is decided not to use compensators and, furthermore, not to prepare the main engine for later fitting,
another solution can be used, if annoying vibrations
should occur:
3) A compensator mounted on the front end,

driven from the crankshaft through a separate
chain drive
An electrically driven compensator synchronised

to the correct phase relative to the external force or
moment can neutralise the excitation. This type of
compensator needs an extra seating fitted, preferably, in the steering gear room where deflections are
largest and the effect of the compensator will therefore be greatest.
4) Compensators on both aft and fore end, completely eliminating the external 2nd order moment.
Briefly, it can be stated that compensators positioned in a node or close to it, will be inefficient. In
such a case, solution (4) should be considered.
The electrically driven compensator will not give rise

to distorting stresses in the hull, but it is more expensive than the engine-mounted compensators
(2), (3) and (4).
407 000 100
198 22 53
7.04
MAN B&W Diesel A/S
178 47 06 -8.0
Fig. 7.04: Optional 2nd order moment compensators

407 000 100
198 22 53
7.05
MAN B&W Diesel A/S
178 46 98-3.0
Fig 7.05: Power Related Unbalance (PRU) values in Nm/kW for S-MC/MC-C engines
PRU Nm/kWNeed for compensaor

from 0 to 60 . . . . . . . . . . . . . . . . . . . . . not relevant
from 60 to 120 . . . . . . . . . . . . . . . . . . . . . . unlikely
from 120 to 220 . . . . . . . . . . . . . . . . . . . . . . . likely
above 220 . . . . . . . . . . . . . . . . . . . . . . . most likely
Power Related Unbalance (PRU)

To evaluate if there is a risk that 1st and 2nd order
external moments will excite disturbing hull vibrations, the concept Power Related Unbalance can be
used as a guidance.
PRU =
External moment
Enginepower
The actual values for the MC-engines are shown in

Figs. 7.05, 7.06 and 7.07.
Nm/kW
In the table at the end of this chapter, the external

moments (M1) are stated at the speed (n1) and MCR
rating in point L1 of the layout diagram. For other
speeds , the corresponding external moments are
calculated by means of the formula:
With the PRU-value, stating the external moment

relative to the engine power, it is possible to give an
estimate of the risk of hull vibrations for a specific
engine. Based on service experience from a greater
number of large ships with engines of different types
and cylinder numbers, the PRU-values have been
classified in four groups as follows:
n 2
MA = M1 x A kNm
n1
(The tolerance on the calculated values is 2.5%).
407 000 100
198 22 53
7.06
MAN B&W Diesel A/S
178 46 99-5.0
Fig. 7.06: Power Realted Unbalance (PRU) values in Nm/kW for L-MC/MC-C engines
407 000 100
198 22 53
7.07
MAN B&W Diesel A/S
178 47 00-7.0
Fig. 7.07: Power Related Unbalance (PRU) value in Nm/kW for K-MC/MC-C engines
407 000 100
198 22 53
7.08
MAN B&W Diesel A/S
178 47 14-0.0
Fig. 7.08: H-type and X-type force moments
As this system is very difficult to calculate with the

necessary accuracy, MAN B&W Diesel strongly
recommend that a top bracing is installed between the engine's upper platform brackets and
the casing side. The only exception is the S26MC
which is so small that we consider guide force moments to be insignificant.
Guide Force Moments

The so-called guide force moments are caused by
the transverse reaction forces acting on the crossheads due to the connecting rod/crankshaft mechanism. These moments may excite engine vibrations,
moving the engine top athwartships and causing a
rocking (excited by H-moment) or twisting (excited
by X-moment) movement of the engine as illustrated
in Fig. 7.08.
The mechanical top bracing comprises stiff connections (links) with friction plates and alternatively a
hydraulic top bracing, which allow adjustment to
the loading conditions of the ship. With both types
of top bracing above-mentioned natural frequency will increase to a level where resonance will
occur above the normal engine speed. Details of
the top bracings are shown in section 5.
The guide force moments corresponding to the

MCR rating (L1) are stated in the tables.
Top bracings
The guide force moments are harmless except
when resonance vibrations occur in the engine/double bottom system.
407 000 100
198 22 53
7.09
MAN B&W Diesel A/S
Definition of Guide Force Moments

During the years the definition of guide force moment has been discussed. Especially nowadays
where complete FEM-models are made to predict
hull/engine interaction this definition has become
important.
H-type Guide Force Moment (MH)
X-type Guide Force Moment (MX)
Each cylinder unit produces a force couple consisting of:
The X-type guide force moment is calculated based

on the same force couple as described above. However as the deflection shape is twisting the engine
each cylinder unit does not contribute with equal
amount. The centre units do not contribute very
much whereas the units at each end contributes
much.
1:
A force at level of crankshaft centreline.
2:
Another force at level of the guide plane. The

position of the force changes over one revolution, as the guide shoe reciprocates on the
guide plane.
A so-called Bi-moment can be calculated (fig. 7.08):
S [force-couple(cyl.X) distX]
As the deflection shape for the H-type is equal for

each cylinder the Nth order H-type guide force moment for an N-cylinder engine with regular firing order is:
N MH(one cylinder).
Bi-moment =
For modelling purpose the size of the forces in the

force couple is:
MX = Bi-Moment/ L
Force = MH / L
The X-type guide force moment is then defined as:

kNm
For modelling purpose the size of the four (4) forces

(see fig. 7.08) can be calculated:
kN
where L is the distance between crankshaft level

and the middle position of the guide plane (i.e. the
length of the connecting rod).
Force = MX / LX
kN
where:
As the interaction between engine and hull is at the

engine seating and the top bracing positions, this
force couple may alternatively be applied in those
positions with a vertical distance of (LZ). Then the
force can be calculated as:
ForceZ = MH / LZ
in kNm2
LX : is horizontal length between force points (fig. 7.08)

Similar to the situation for the H-type guide force
moment, the forces may be applied in positions
suitable for the FEM model of the hull. Thus the
forces may be referred to another vertical level LZ
above crankshaft centreline.These forces can be
calculated as follows:
kN
Any other vertical distance may be applied, so as to

accommodate the actual hull (FEM) model.
ForceZ,one point =
Mx L
Lz Lx
kN
The force couple may be distributed at any number

of points in longitudinal direction. A reasonable way
of dividing the couple is by the number of top bracing, and then apply the forces in those points.
ForceZ,one point = ForceZ,total / Ntop bracing, total kN
407 000 100
198 22 53
7.10
MAN B&W Diesel A/S

Based on our statistics, this need may arise for the
following types of installation:
Axial Vibrations
When the crank throw is loaded by the gas pressure
through the connecting rod mechanism, the arms of
the crank throw deflect in the axial direction of the
crankshaft, exciting axial vibrations. Through the
thrust bearing, the system is connected to the ship`s
hull.
Plants with controllable pitch propeller

Plants with unusual shafting layout and for special
owner/yard requirements
Plants with 8, 11 or 12-cylinder engines.
Generally, only zero-node axial vibrations are of interest. Thus the effect of the additional bending
stresses in the crankshaft and possible vibrations of
the ship`s structure due to the reaction force in the
thrust bearing are to be considered.
The so-called QPT (Quick Passage of a barred

speed range Technique), is an alternative option to a
torsional vibration damper, on a plant equipped with
a controllable pitch propeller. The QPT could be implemented in the governor in order to limit the vibratory stresses during the passage of the barred
speed range.
An axial damper is fitted as standard to all MC engines minimising the effects of the axial vibrations.
For an extremely long shaft line in certain large size
container vessels, a second axial vibration damper
positioned on the intermediate shaft, designed to
control the on-node axial vibrations can be applied.
The application of the QPT has to be decided by the

engine maker and MAN B&W Diesel A/S based on final torsional vibration calculations.
Four, five and six-cylinder engines, require special
attention. On account of the heavy excitation, the
natural frequency of the system with one-node vibration should be situated away from the normal operating speed range, to avoid its effect. This can be
achieved by changing the masses and/or the stiffness of the system so as to give a much higher, or
much lower, natural frequency, called undercritical
or overcritical running, respectively.
Torsional Vibrations
The reciprocating and rotating masses of the engine including the crankshaft, the thrust shaft, the
intermediate shaft(s), the propeller shaft and the
propeller are for calculation purposes considered
as a system of rotating masses (inertias) interconnected by torsional springs. The gas pressure of
the engine acts through the connecting rod mechanism with a varying torque on each crank throw, exciting torsional vibration in the system with different
frequencies.
Owing to the very large variety of possible shafting

arrangements that may be used in combination with
a specific engine, only detailed torsional vibration
calculations of the specific plant can determine
whether or not a torsional vibration damper is necessary.
In general, only torsional vibrations with one and

two nodes need to be considered. The main critical
order, causing the largest extra stresses in the shaft
line, is normally the vibration with order equal to the
number of cylinders, i.e., five cycles per revolution
on a five cylinder engine. This resonance is positioned at the engine speed corresponding to the
natural torsional frequency divided by the number
of cylinders.
The torsional vibration conditions may, for certain
installations require a torsional vibration damper.
407 000 100
198 22 53
7.11
MAN B&W Diesel A/S
Undercritical running
Overcritical running
The natural frequency of the one-node vibration is

so adjusted that resonance with the main critical order occurs about 35-45% above the engine speed
at specified MCR.
The natural frequency of the one-node vibration is

so adjusted that resonance with the main critical order occurs about 30-70% below the engine speed
at specified MCR. Such overcritical conditions can
be realised by choosing an elastic shaft system,
leading to a relatively low natural frequency.
Such undercritical conditions can be realised by

choosing a rigid shaft system, leading to a relatively
high natural frequency.
The characteristics of overcritical conditions are:

Tuning wheel may be necessary on crankshaft
fore end
The characteristics of an undercritical system are

normally:
Turning wheel with relatively high inertia
Relatively short shafting system
Shafts with relatively small diameters, requiring

shafting material with a relatively high ultimate
tensile strength
Probably no tuning wheel

Turning wheel with relatively low inertia
With barred speed range of about 10% with

respect to the critical engine speed.
Large diameters of shafting, enabling the use of

shafting material with a moderate ultimate tensile strength, but requiring careful shaft alignment, (due to relatively high bending stiffness)
Torsional vibrations in overcritical conditions may,

in special cases, have to be eliminated by the use of
a torsional vibration damper.
Without barred speed range

When running undercritical, significant varying
torque at MCR conditions of about 100-150% of the
mean torque is to be expected.
Overcritical layout is normally applied for engines

with more than four cylinders.
Please note:
We do not include any tuning wheel, or torsional vibration damper, in the standard scope of supply, as
the proper countermeasure has to be found after
torsional vibration calculations for the specific plant,
and after the decision has been taken if and where a
barred speed range might be acceptable.
This torque (propeller torsional amplitude) induces a

significant varying propeller thrust which, under adverse conditions, might excite annoying longitudinal
vibrations on engine/double bottom and/or deck
house.
The yard should be aware of this and ensure that the
complete aft body structure of the ship, including
the double bottom in the engine room, is designed
to be able to cope with the described phenomena.
For further information about vibration aspects

please refer to our publications:
P.222 An introduction to Vibration Aspects of
Two-stroke Diesel Engines in Ships
P.268 Vibration Characteristics of Two-stroke
Low Speed Diesel Engines
407 000 100
198 22 53
7.12
MAN B&W Diesel A/S

K98MC
No. of cyl.
Firing
order
10
11
12
1-5-34-2-6
1-7-2-54-3-6
1-8-3-47-2-5-6
Uneven
Uneven
Uneven
1-8-12-42-9-10-53-7-11-6
External forces in kN
0
0
External moments in kNm
Order:
1st a
0
545
2nd
6108 c
1773
4th
285
809
Guide force H-moments in kNm
Order:
1st
0
0
2nd
0
0
3rd
0
0
4th
0
0
5th
0
0
6th
2234
0
7th
0
1662
8th
0
0
9th
0
0
10th
0
0
11th
0
0
12th
160
0
Guide force X-moments in kNm
Order:
1st
0
282
2nd
306
89
3rd
1846
2019
4th
1473
4187
5th
0
336
6th
0
54
7th
0
0
8th
266
21
9th
336
38
10th
73
208
11th
0
159
12th
0
15
214
0
329
987
813
403
180
123
565
76
126
727
0
0
210
0
0
0
0
0
0
0
1130
0
0
0
0
0
0
141
1034
1006
264
72
99
542
38
11
28
0
0
1008
1307
427
129
871
221
120
138
67
28
0
0
476
1066
530
540
763
581
49
79
203
62
0
0
0
0
0
0
0
0
0
0
0
320
111
0
2980
1701
4854
0
14
0
4
0
235
58
511
41
3519
2086
1792
3464
609
406
59
96
92
203
93
6
3937
2924
643
2307
2670
293
111
231
200
101
39
6
5125
3759
3095
251
266
1563
203
149
266
117
0
0
6143
2946
0
0
0
532
1168
0
0
0
1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments
for all cylinder numbers.
6-cylinder engines can be fitted with 2nd order moment compensators on the aft and fore end,
eliminating the 2nd order external moment.
178 33 22-7.2
Fig. 7.09a: External forces and moments in layout point L1 for K98MC
407 000 100
198 22 53
7.13
MAN B&W Diesel A/S

K98MC-C
No. of cyl.
Firing
order
10
11
12
1-5-34-2-6
1-7-2-54-3-6
1-8-3-4
7-2-5-6
Uneven
Uneven
Uneven
1-8-12-42-9-10-53-7-11-6
0

Order:
1st a
0
581
2nd
6283 c
1824
4th
273
776
Order:
1st
0
0
2nd
0
0
3rd
0
0
4th
0
0
5th
0
0
6th
1933
0
7th
0
1409
8th
0
0
9th
0
0
10th
0
0
11th
0
0
12th
137
0
Order:
1st
0
278
2nd
154
45
3rd
1671
1828
4th
1392
3955
5th
0
319
6th
0
50
7th
0
0
8th
249
19
9th
310
35
10th
64
181
11th
0
142
12th
0
13
a
c
228
0
315
1052
836
387
192
126
542
81
130
697
0
0
546
0
0
0
0
0
0
0
985
0
0
0
0
0
0
119
910
891
229
61
86
467
31
10
24
0
0
851
1151
378
111
739
192
103
112
55
24
0
0
401
939
469
467
647
507
42
62
168
53
0
0
0
0
0
0
0
0
0
0
0
275
109
0
2698
1607
4611
0
12
0
4
0
209
53
503
21
3186
1971
1702
3217
554
380
54
83
82
187
92
3
3564
2763
610
2142
2429
274
102
201
178
93
39
3
4640
3551
2940
233
242
1463
187
130
237
108
0
0
5806
2784
0
0
0
498
1078
0
0
0
178 86 03-5.1
Fig. 7.09b: External forces and moments in layout point L1 for K98MC-C
407 000 100
198 22 53
7.14
MAN B&W Diesel A/S

S90MC-C
No. of cyl.
Firing order
1-5-3-4-2-6
1-7-2-5-4-3-6
1-8-3-4
7-2-5-6
1-9-2-7-3
6-5-4-8
0
Order:
1st a
2nd
4th
Order:
1st
2nd
3rd
4th
5th
6th
7th
8th
9th
10th
11th
12th
Order:
1st
2nd
3rd
4th
5th
6th
7th
8th
9th
10th
11th
12th
0
5336 c
359
1006
967
1234
173
0
415
1045
556
1939
0
0
0
0
0
2676
0
0
0
0
0
208
0
0
0
0
0
0
2057
0
0
0
0
0
0
0
0
0
0
0
0
1435
0
0
0
0
0
0
0
0
0
0
0
0
861
0
0
0
0
563
1663
1442
0
0
0
304
422
98
0
0
679
102
2200
4954
216
149
67
60
29
337
244
11
117
0
2784
1665
5176
0
17
0
5
0
309
68
706
59
658
7782
6426
778
52
62
22
20
7
61
178 36 71-3.2
Fig. 7.09c: External forces and moments in layout point L1 for S90MC-C
407 000 100
198 22 53
7.15
MAN B&W Diesel A/S

L90MC-C
No. of cyl.
Firing
order
6
1-5-34-2-6
7
1-7-2-54-3-6
1-8-3-47-2-5-6
Uneven
10
Uneven
11
Uneven
12
1-8-12-42-9-10-53-7-11-6
0
1st a
0
1056
2nd
4841 c
878
4th
244
839
Order:
1st
0
0
2nd
0
0
3rd
0
0
4th
0
0
5th
0
0
6th
2255
0
7th
0
1738
8th
0
0
9th
0
0
10th
0
0
11th
0
0
12th
105
0
Order:
1st
0
681
2nd
514
93
3rd
1490
1971
4th
1261
4334
5th
0
194
6th
0
125
7th
0
55
8th
242
47
9th
315
22
10th
69
236
11th
0
136
12th
0
5
182
0
282
726
630
342
256
36
501
177
213
640
Order:
0
0
488
0
0
0
0
0
0
0
1187
0
0
0
0
0
0
131
1023
1075
279
75
104
587
41
9
19
0
0
941
1293
456
136
911
232
130
149
54
18
0
0
144
1055
566
569
798
611
53
85
166
41
0
0
0
0
0
0
0
0
0
0
0
211
117
0
2495
1456
4653
0
14
0
4
0
172
33
468
67
2937
1767
1676
3246
570
384
63
92
67
120
165
4
3267
2588
633
2170
2484
260
104
222
146
60
114
23
4250
3307
2902
247
256
1457
191
142
193
69
0
0
5310
2522
0
0
0
484
1123
0
0
0
178 86 05-9.1
Fig. 7.09d: External forces and moments in layout point L1 for L90MC-C
407 000 100
198 22 53
7.16
MAN B&W Diesel A/S

K90MC
No. of cyl.
Firing
order
10
11
12
1-3-2-4
1-4-3-2-5
1-5-34-2-6
1-7-2-54-3-6
1-8-3-4
7-2-5-6
1-6-7-35-8-2-4-9
Uneven
Uneven
1-8-12-42-9-10-53-7-11-6
0
4609 c
163
473
1338
463
207
0
188
1630
1504
234
291
34
334
202
203
427
0
0
326
0
0
0
0
0
1680
0
0
0
0
0
88
0
0
0
0
0
0
1257
0
0
0
0
0
0
0
0
0
0
0
0
852
0
0
0
0
0
0
0
0
0
0
0
0
460
0
0
0
0
0
747
1018
325
97
659
167
89
103
43
15
0
0
352
830
403
406
577
439
37
59
131
34
0
0
0
0
0
0
0
0
0
0
0
176
0
114
1148
963
0
0
0
188
33
1256
2738
215
34
0
82
0
1922
1112
3220
0
10
650
37
2306
1387
1066
2310
116
1
2517
1977
438
1503
1743
80
5
3274
2526
2009
171
180
0
0
4091
1927
0
0
0
181
1015
337
127
748
95
0

Order:
1st a
2502 b
794
2nd
5322 c
6625 c
4th
0
21
Order:
1st
0
0
2nd
0
0
3rd
0
0
4th
2437
0
5th
0
2342
6th
0
0
7th
0
0
8th
426
0
9th
0
0
10th
0
145
11th
0
0
12th
59
0
Order:
1st
997
317
2nd
132
164
3rd
180
635
4th
0
125
5th
302
0
6th
511
57
7th
116
408
93
8th
9th
10th
a
b
c
0
33
53
242
10
0
168
210
46
13
23
131
45
33
12
69
149
By means of the adjustable counterweights on 4-cylinder engines, 70% of the 1st order moment can be moved
from horizontal to vertical direction or vice versa, if required.
4,5 and 6-cylinder engines can be fitted with 2nd order moment compensators on the aft and fore end,
178 87 58-1.0
Fig. 7.09e: External forces and moments in layout point L1 for K90MC
407 000 100
198 22 53
7.17
MAN B&W Diesel A/S

K90MC-C
No. of cyl.
10
11
12
Firing order
1-5-3
-4-2-6
1-7-2-54-3-6
1-8-3-4
7-2-5-6
Uneven
Uneven
Uneven
1-8-12-42-9-10-53-7-11-6
0

Order:
1st a
0
497
2nd
4859 c
1411
4th
172
490
Order:
1st
0
0
2nd
0
0
3rd
0
0
4th
0
0
5th
0
0
6th
1468
0
7th
0
1063
8th
0
0
9th
0
0
10th
0
0
11th
0
0
12th
81
0
Order:
1st
0
196
2nd
163
47
3rd
1092
1195
4th
947
2692
5th
0
214
6th
0
33
7th
0
0
8th
164
13
9th
200
22
10th
40
113
11th
0
78
12th
0
7
1669
0
199
890
641
243
81
56
346
35
28
444
0
0
345
0
0
0
0
0
0
0
745
0
0
0
0
0
0
89
713
688
174
46
65
346
22
6
14
0
0
640
901
292
85
557
146
76
80
35
14
0
0
302
735
362
355
488
383
31
46
106
31
0
0
0
0
0
0
0
0
0
0
0
162
657
0
1531
1094
2689
0
69
0
20
0
100
27
350
22
2106
1337
1147
2143
368
253
37
52
45
97
32
2
2351
1901
419
1429
1608
129
66
126
99
49
14
1
3060
2439
1984
158
162
970
121
81
131
56
0
0
3827
1894
0
0
0
327
702
0
0
0
178 87 59-3.0
Fig. 7.09f: External forces and moments in layout point L1 for K90MC-C
407 000 100
198 22 53
7.18
MAN B&W Diesel A/S

S80MC-C
No. of cyl.
Firing order
1-5-3-4-2-6
1-7-2-54-3-6
1-8-3-47-2-5-6
0
Order:
1st a
2nd
4th
Order:
1st
2nd
3rd
4th
5th
6th
7th
8th
9th
10th
11th
12th
Order:
1st
2nd
3rd
4th
5th
6th
7th
8th
9th
10th
11th
12th
a
c
252
988
652
847
0
265
0
0
0
0
0
2118
0
0
0
0
0
117
0
0
0
0
0
0
1628
0
0
0
0
0
0
0
0
0
0
0
0
1122
0
0
0
0
0
517
1395
1023
0
0
0
211
289
63
0
0
182
150
1526
2906
241
41
0
16
32
180
107
9
610
0
1956
1181
3025
0
91
0
29
0
137
34
0
3405 c
230
eliminating the 2nd order external moment
.
178 36 72-5.1
Fig. 7.09g: External forces and moments in layout point L1 for S80MC -C
407 000 100
198 22 53
7.19
MAN B&W Diesel A/S

S80MC
No. of cyl.
1-4-3-2-5
1-5-3-4-2-6

Order:
1st a
1289 b
2nd
3346 c
4th
0
409
4166 c
20
0
2898 c
152
244
841
433
817
0
176
429
378
214

Order:
1st
0
2nd
0
3rd
0
4th
2558
5th
0
6th
0
7th
0
8th
515
9th
0
10th
0
11th
0
12th
71
0
0
0
0
2490
0
0
0
0
223
0
0
0
0
0
0
0
1927
0
0
0
0
0
107
0
0
0
0
0
0
1502
0
0
0
0
0
0
0
0
0
0
0
0
1029
0
0
0
0
0
0
143
845
815
228
65
90
570
43
10
19

Order:
1st
822
2nd
497
3rd
220
4th
0
5th
286
6th
522
7th
123
8th
0
9th
41
10th
72
11th
15
12th
0
261
619
775
117
0
59
434
260
13
0
5
36
0
431
1400
900
0
0
0
181
264
63
0
0
155
125
1531
2558
204
35
0
14
29
178
103
7
521
0
1963
1039
2554
0
78
0
26
0
132
29
274
56
2743
1264
1096
2283
423
285
52
84
61
104
Firing order
1-3-2-4
0
a
b
c
1-7-2-5-4-3-6 1-8-3-4-7-2-5-6
9
Uneven
429
178 35 07-4.1
Fig. 7.09h: External forces and moments in layout point L1 for S80MC
407 000 100
198 22 53
7.20
MAN B&W Diesel A/S

L80MC
No. of cyl.
Firing
order
10
11
12
1-3-2-4
1-4-3-2-5
1-5-34-2-6
1-7-2-54-3-6
1-8-2-64-5-3-7
Uneven
Uneven
Uneven
1-8-12-42-9-10-53-7-11-6
278
909
420
466
0
683
489
409
208
128
12
301
620
599
654
90
122
386
0
0
0
0
0
1425
0
0
0
0
0
73
0
0
0
0
0
0
1106
0
0
0
0
0
0
0
0
0
0
0
0
767
0
0
0
0
0
0
88
640
623
169
48
67
405
31
7
13
0
0
630
809
265
82
580
150
89
113
43
13
0
0
297
660
328
344
508
395
37
64
130
28
0
0
0
0
0
0
0
0
0
0
0
145
0
154
968
765
0
0
0
152
211
50
0
0
145
45
1059
2175
175
29
0
12
24
143
85
6
244
0
679
3535
1096
0
32
0
10
0
55
88
256
20
1897
1075
941
1897
350
239
41
67
50
80
67
1
2112
1561
352
1267
1525
164
70
162
110
40
47
5
2748
1997
1629
143
156
910
128
104
146
46
0
0
3434
1531
0
0
0
303
747
0
0
0
0

Order:
1st a
1470 b
467
2nd
3616 c
4501 c
4th
0
19
Order:
1st
0
0
2nd
0
0
3rd
0
0
4th
1936
0
5th
0
1904
6th
0
0
7th
0
0
8th
384
0
9th
0
0
10th
0
159
11th
0
0
12th
48
0
Order:
1st
768
244
2nd
178
222
3rd
152
536
4th
0
99
5th
246
0
6th
434
49
7th
102
359
8th
0
218
9th
33
11
10th
58
0
11th
12
4
12th
0
28
b
c
0
3131 c
148
178 35 08-6.1
Fig. 7.09i: External forces and moments in layout point L1 for L80MC
407 000 100
198 22 53
7.21
MAN B&W Diesel A/S

K80MC-C
No. of cyl.
10
11
12
Firing order
1-5-34-2-6
1-7-2-54-3-6
1-8-3-47-2-5-6
Uneven
Uneven
Uneven
1-8-12-42-9-10-53-7-11-6
0

Order:
1st a
0
321
2nd
3418 c
992
4th
144
408
Order:
1st
0
0
2nd
0
0
3rd
0
0
4th
0
0
5th
0
0
6th
1224
0
7th
0
889
8th
0
0
9th
0
0
10th
0
0
11th
0
0
12th
77
0
Order:
1st
0
148
2nd
47
14
3rd
865
946
4th
739
2099
5th
0
169
6th
0
27
7th
0
0
8th
132
10
9th
163
18
10th
32
92
11th
0
69
12th
0
6
a
c
1078
0
166
574
451
203
54
36
289
28
23
370
0
0
287
0
0
0
0
0
0
0
623
0
0
0
0
0
0
74
578
565
145
38
55
293
19
6
14
0
0
527
730
240
70
466
122
65
68
32
13
0
0
248
596
297
296
408
321
27
39
98
30
0
0
0
0
0
0
0
0
0
0
0
154
497
0
1213
853
2124
0
56
0
16
0
88
25
265
6
670
1042
907
1720
296
204
30
43
40
89
25
0
1864
1484
332
1147
1294
144
54
103
87
45
13
0
2425
1904
1568
127
131
781
99
66
116
52
0
0
3033
1477
0
0
0
263
572
0
0
0
178 87 60-3.0
Fig. 7.09j: External forces and moments in layout point L1 for K80MC-C
407 000 100
198 22 53
7.22
MAN B&W Diesel A/S

S70MC-C
No. of cyl.
Firing order
1-3-2-4
1-4-3-2-5
1-5-3-4-2-6
1-7-2-54-3-6
1-8-3-47-2-5-6
0
854 b
271
161
542
2515 c
3131 c
2178 c
632
19
147
417
170
1802
766

Order:
1st a
2nd
4th

Order:
1 x No. of cyl.
1771
1805
1387
2 x No. of cyl.
383
160
67
3 x No. of cyl.
44

Order:
1st
612
194
116
388
2nd
365
455
316
92
3rd
133
469
847
927
1188
4th
82
636
1807
734
5th
212
151
1889
6th
383
43
26
7th
91
319
57
8th
198
138
11
9th
31
10
198
22
20
10th
53
46
131
11th
11
75
96
12th
23
18
4.5 and 6-cylinder engines can be fitted with 2nd order moment compensators on the aft and fore end,
178 44 37-2.0
Fig. 7.09k: External forces and moments in layout point L1 for S70MC-C
407 000 100
198 22 53
7.23
MAN B&W Diesel A/S

S70MC
No. of cyl.
Firing order
1-3-2-4
1-4-3-2-5
1-5-3-4-2-6
1-7-2-54-3-6
1-8-3-47-2-5-6
0
944 b
300
178
599
2452 c
3052 c
2123 c
343
14
111
317
129
876
602

Order:
1st a
2nd
4th

Order:
1 x No. of cyl.
1503
1488
1124
2 x No. of cyl.
301
129
50
3 x No. of cyl.
34

Order:
1st
533
169
101
338
2nd
149
186
129
37
3rd
101
355
642
702
899
4th
69
529
1503
611
5th
171
122
1526
6th
304
34
20
7th
72
253
46
8th
152
106
9th
24
150
17
15
10th
42
36
103
11th
58
74
12th
17
14
eliminating the 2nd order external moment
178 87 68-8.0
Fig. 7.09l: External forces and moments in layout point L1 for S70MC
407 000 100
198 22 53
7.24
MAN B&W Diesel A/S

L70MC
No. of cyl.
Firing order
1-3-2-4
1-4-3-2-5
1-5-3-4-2-6
1-7-2-54-3-6
1-8-2-64-5-3-7
0
1094 b
347
207
347
2nd
269 c
3350 c
2330 c
676
4th
14
110
313
508
741
514

Order:
1st a

Order:
1 x No. of cyl.
1274
1275
954
2 x No. of cyl.
257
107
49
3 x No. of cyl.
33

Order:
1st
523
166
99
166
2nd
23
28
20
3rd
82
289
522
571
366
4th
65
503
1431
2325
5th
165
117
734
6th
290
33
19
7th
68
241
22
8th
146
102
9th
22
141
16
10th
39
34
96
11th
57
37
12th
18
59
178 87 61-5.0
Fig. 7.09m: External forces and moments in layout point L1 for L70MC
407 000 100
198 22 53
7.25
MAN B&W Diesel A/S

S60MC-C
No. of cyl.
Firing order
1-3-2-4
1-4-3-2-5
1-5-3-4-2-6
1-7-2-54-3-6
1-8-3-47-2-5-6
0
533 b
169
101
338
1570 c
1954 c
1360 c
395
12
92
261
106
681
482

Order:
1st a
2nd
4th

Order:
1 x No. of cyl.
1116
1136
873
2 x No. of cyl.
241
101
42
3 x No. of cyl.
28

Order:
1st
385
122
73
244
2nd
236
294
204
59
3rd
85
300
542
593
759
4th
52
401
1139
463
5th
133
95
1189
6th
241
27
16
7th
57
201
36
8th
124
87
9th
20
124
14
12
10th
34
29
83
11th
47
60
12th
14
12
178 44 38-4.0
Fig. 7.09n: External forces and moments in layout point L1 for S60MC-C
407 000 100
198 22 53
7.26
MAN B&W Diesel A/S

S60MC
No. of cyl.
Firing order
1-3-2-4
1-4-3-2-5
1-5-3-4-2-6
1-7-2-54-3-6
1-8-3-47-2-5-6
0
582 b
185
110
369
1510 c
1880 c
1308 c
380
69
195
74
552
380

Order:
1st a
2nd
4th

Order:
1 x No. of cyl.
949
937
708
2 x No. of cyl.
190
82
32
3 x No. of cyl.
21

Order:
1st
334
106
63
212
2nd
109
136
94
27
3rd
66
233
421
460
590
4th
43
334
949
386
5th
108
77
961
6th
192
22
13
7th
45
160
29
8th
96
67
9th
15
95
11
10th
27
23
65
11th
37
47
12th
11
178 87 62-7.0
Fig. 7.09o: External forces and moments in layout point L1 for S60MC
407 000 100
198 22 53
7.27
MAN B&W Diesel A/S

L60MC
No. of cyl.
Firing order
1-3-2-4
1-4-3-2-5
1-5-3-4-2-6
1-7-2-54-3-6
1-8-2-64-5-3-7
0
656 b
208
124
208
1615 c
2010 c
1398 c
406
66
188
305
481
335

Order:
1st a
2nd
4th

Order:
1 x No. of cyl.
782
783
606
2 x No. of cyl.
168
78
27
3 x No. of cyl.
18

Order:
1st
312
99
59
99
2nd
12
15
10
3rd
49
171
309
339
217
4th
40
309
878
1428
5th
101
72
451
6th
184
21
12
7th
44
156
14
8th
95
66
9th
16
99
11
10th
29
25
70
11th
38
24
12th
10
32
178 87 63-9.0
Fig. 7.09p: External forces and moments in layout point L1 for L60MC
407 000 100
198 22 53
7.28
MAN B&W Diesel A/S

S50MC-C
No. of cyl.
Firing order
1-3-2-4
1-4-3-2-5
1-5-3-4-2-6
1-7-2-54-3-6
1-8-3-47-2-5-6
0
1st a
302 b
96
57
192
2nd
891 c
1109 c
771 c
224
4th
52
148
60
394
279

Order:

Order:
1 x No. of cyl.
649
658
506
2 x No. of cyl.
140
58
24
3 x No. of cyl.
16

Order:
1st
222
71
42
141
2nd
146
181
126
37
3rd
51
180
326
357
457
4th
30
233
662
269
5th
77
55
689
6th
140
16
7th
33
116
21
8th
72
50
9th
11
72
10th
19
17
48
11th
27
35
12th
178 38 95-4.2
Fig. 7.09q: External forces and moments in layout point L1 for S50MC-C
407 000 100
198 22 53
7.29
MAN B&W Diesel A/S

S50MC
No. of cyl.
Firing order
1-3-2-4
1-4-3-2-5
1-5-3-4-2-6
1-7-2-54-3-6
1-8-3-47-2-5-6
0

Order:
1st a
343 b
109
65
218
2nd
891 c
1109 c
772 c
224
4th
41
115
47
319
219

Order:
1 x No. of cyl.
548
543
410
2 x No. of cyl.
110
47
18
3 x No. of cyl.
12

Order:
1st
194
62
37
123
2nd
56
70
48
14
3rd
37
130
236
258
330
4th
25
293
548
223
5th
62
44
556
6th
111
12
7th
26
92
17
8th
56
39
9th
54
10th
15
13
38
11th
21
27
12th
178 87 64-0.0
Fig. 7.09r: External forces and moments in layout point L1 for S50MC
407 000 100
198 22 53
7.30
MAN B&W Diesel A/S

L50MC
No. of cyl.
Firing order
1-3-2-4
1-4-3-2-5
1-5-3-4-2-6
1-7-2-54-3-6
1-8-2-64-5-3-7
0

Order:
1st a
383 b
122
72
122
2nd
943 c
1174 c
817 c
237
4th
39
110
178
278
195

Order:
1 x No. of cyl.
449
451
350
2 x No. of cyl.
97
46
16
3 x No. of cyl.
11

Order:
1st
180
57
34
57
2nd
14
17
12
3rd
27
94
171
187
120
4th
23
177
504
820
5th
58
41
260
6th
106
12
7th
26
90
8th
55
39
9th
58
10th
17
15
42
11th
22
14
12th
20
178 87 65-2.0
Fig. 7.09s: External forces and moments in layout point L1 for L50MC
407 000 100
198 22 53
7.31
MAN B&W Diesel A/S

S46MC-C
No. of cyl.
Firing order
1-3-2-4
1-4-3-2-5
1-5-3-4-2-6
1-7-2-54-3-6
1-8-3-47-2-5-6
0
1st a
238 b
76
45
151
2nd
702 c
874 c
608 c
177
4th
41
117
47
318
224

Order:

Order:
1 x No. of cyl.
530
537
411
2 x No. of cyl.
112
47
27
3 x No. of cyl.
18

Order:
1st
173
55
33
110
2nd
110
137
95
28
3rd
39
137
247
271
347
4th
23
181
515
209
5th
60
43
536
6th
108
12
7th
25
89
16
8th
55
38
9th
54
10th
15
13
37
11th
24
31
12th
178 87 66-4.0
Fig. 7.09t: External forces and moments in layout point L1 for S46MC-C
407 000 100
198 22 53
7.32
MAN B&W Diesel A/S

S42MC
No. of cyl.
Firing
order
10
11
12
1-3-2-4
1-4-3-2-5
1-5-34-2-6
1-7-2-54-3-6
1-8-3-47-2-5-6
1-6-7-35-8-2-4-9
Uneven
Uneven
1-8-12-42-9-10-53-7-11-6
0
340
18
29
99
51
96
0
21
99
111
26
13
1
36
9
11
46
0
0
36
0
0
0
0
0
286
0
0
0
0
0
21
0
0
0
0
0
0
219
0
0
0
0
0
0
0
0
0
0
0
0
150
0
0
0
0
0
0
0
0
0
0
0
0
87
0
0
0
0
0
211
171
53
16
115
29
17
22
10
4
0
0
122
155
72
74
106
78
7
11
25
8
0
0
0
0
0
0
0
0
0
0
0
39
0
106
262
131
0
0
0
24
32
8
0
0
23
31
287
371
29
5
0
2
4
24
16
1
76
0
368
151
358
0
10
0
3
0
21
5
78
35
455
188
141
274
13
6
0
2
2
20
10
0
572
266
57
206
244
26
11
25
21
10
8
4
913
379
289
25
26
146
18
14
23
10
0
0
1141
291
0
0
0
49
108
0
0
0
0

Order:
1st a
151 b
48
2nd
392
488
4th
0
2
Order:
1st
0
0
2nd
0
0
3rd
0
0
4th
408
0
5th
0
384
6th
0
0
7th
0
0
8th
75
0
9th
0
0
10th
0
30
11th
0
0
12th
14
0
Order:
1st
119
38
2nd
122
152
3rd
41
145
4th
0
17
5th
40
0
6th
70
8
7th
16
58
8th
0
35
9th
5
2
10th
9
0
11th
2
1
12th
0
7
a
b
178 41 24-4.1
Fig. 7.09u: External forces and moments in layout point L1 for S42MC
407 000 100
198 22 53
7.33
MAN B&W Diesel A/S

L42MC
No. of cyl.
Firing
order
10
11
12
1-3-2-4
1-4-3-2-5
1-5-34-2-6
1-7-2-54-3-6
1-8-2-64-5-3-7
1-6-7-35-8-2-4-9
Uneven
Uneven
1-8-12-42-9-10-53-7-11-6
0
487
23
43
141
65
73
0
106
149
159
33
20
2
47
14
16
60
0
0
46
0
0
0
0
0
213
0
0
0
0
0
12
0
0
0
0
0
0
164
0
0
0
0
0
0
0
0
0
0
0
0
114
0
0
0
0
0
0
0
0
0
0
0
0
68
0
0
0
0
0
84
120
40
12
86
22
13
17
7
2
0
0
40
98
49
51
75
59
5
10
20
5
0
0
0
0
0
0
0
0
0
0
0
24
0
14
129
114
0
0
0
23
31
7
0
0
22
4
141
324
26
4
0
2
3
21
13
1
37
0
91
526
164
0
5
0
2
0
9
15
75
5
258
164
130
291
12
6
5
2
2
16
10
0
282
232
53
190
227
24
10
24
17
7
7
0
367
297
244
21
23
135
19
15
23
8
0
0
458
228
0
0
0
45
111
0
0
0
0

Order:
1st a
229 b
73
2nd
562
700
4th
0
3
Order:
1st
0
0
2nd
0
0
3rd
0
0
4th
288
0
5th
0
285
6th
0
0
7th
0
0
8th
57
0
9th
0
0
10th
0
24
11th
0
0
12th
8
0
Order:
1st
115
37
2nd
18
20
3rd
20
71
4th
0
15
5th
37
0
6th
65
7
7th
15
53
8th
0
32
9th
5
2
10th
9
0
11th
2
1
12th
0
5
a
178 41 25-6.1
Fig. 7.09v: External forces and moments in layout point L1 for L42MC
407 000 100
198 22 53
7.34
MAN B&W Diesel A/S

S35MC
No. of cyl.
Firing
order
10
11
12
1-3-2-4
1-4-3-2-5
1-5-34-2-6
1-7-2-54-3-6
1-8-3-47-2-5-6
1-6-7-3-58-2-4-9
Uneven
Uneven
1-8-12-42-9-10-53-7-11-6
0
200
11
17
58
30
56
0
12
58
65
15
15
3
22
10
13
28
0
0
21
0
0
0
0
0
155
0
0
0
0
0
21
0
0
0
0
0
0
117
0
0
0
0
0
0
0
0
0
0
0
0
82
0
0
0
0
0
0
0
0
0
0
0
0
47
0
0
0
0
0
111
94
30
9
62
16
9
11
6
2
0
0
53
76
37
38
54
42
4
6
17
5
0
0
0
0
0
0
0
0
0
0
0
25
0
58
141
73
0
0
0
13
18
4
0
0
13
17
154
207
16
3
0
1
2
12
9
1
43
0
197
84
201
0
6
0
2
0
12
3
45
19
244
105
79
151
7
4
0
1
1
12
11
1
311
151
33
115
135
14
6
14
12
6
8
4
405
192
150
13
14
81
11
8
16
7
0
0
505
145
0
0
0
27
63
0
0
0
0

Order:
1st a
89 b
28
2nd
231
287
4th
0
1
Order:
1st
0
0
2nd
0
0
3rd
0
0
4th
224
0
5th
0
212
6th
0
0
7th
0
0
8th
41
0
9th
0
0
10th
0
16
11th
0
0
12th
8
0
Order:
1st
68
22
2nd
67
83
3rd
22
78
4th
0
9
5th
23
0
6th
39
4
7th
9
31
8th
0
19
9th
3
1
10th
5
0
11th
1
0
12th
0
4
a
178 41 26-8.1
Fig. 7.09x: External forces and moments in layout point L1 for S35MC
407 000 100
198 22 53
7.35
MAN B&W Diesel A/S

L35MC
No. of cyl.
Firing
order
10
11
12
1-3-2-4
1-4-3-2-5
1-5-34-2-6
1-7-2-54-3-6
1-8-3-47-2-5-6
1-9-2-5-73-6-4-8
Uneven
Uneven
1-8-12-42-9-10-53-7-11-6
0
201
10
18
58
27
60
0
11
56
86
40
16
3
20
11
13
25
0
0
19
0
0
0
0
0
111
0
0
0
0
0
7
0
0
0
0
0
0
84
0
0
0
0
0
0
0
0
0
0
0
0
61
0
0
0
0
0
0
0
0
0
0
0
0
36
0
0
0
0
0
77
67
21
6
44
12
7
8
4
1
0
0
36
55
26
27
39
31
3
5
11
3
0
0
0
0
0
0
0
0
0
0
0
14
0
46
123
66
0
0
0
12
17
4
0
0
12
13
135
188
15
2
0
1
2
11
8
1
40
0
172
76
183
0
5
0
2
0
10
2
38
20
103
276
211
67
9
3
0
1
1
4
11
1
272
137
30
105
123
13
6
13
10
4
7
3
354
175
137
12
13
76
10
8
13
5
0
0
442
132
0
0
0
25
61
0
0
0
0

Order:
1st a
94 b
30
2nd
232
289
4th
0
1
Order:
1st
0
0
2nd
0
0
3rd
0
0
4th
160
0
5th
0
153
6th
0
0
7th
0
0
8th
30
0
9th
0
0
10th
0
12
11th
0
0
12th
5
0
Order:
1st
64
20
2nd
53
66
3rd
19
68
4th
0
9
5th
21
0
6th
35
4
7th
8
29
8th
0
18
9th
3
1
10th
4
0
11th
1
0
12th
0
3
178 87 67-7.0
Fig. 7.09y: External forces and moments in layout point L1 for L35MC
407 000 100
198 22 53
7.36
MAN B&W Diesel A/S

S26MC
No. of cyl.
Firing
order
10
11
12
1-3-2-4
1-4-3-2-5
1-5-34-2-6
1-7-2-54-3-6
1-8-3-47-2-5-6
1-9-2-5-73-6-4-8
1-8-5-72-9-4-63-10
Uneven
1-8-12-42-9-10-53-7-11-6
0
127
7
11
37
19
36
0
8
34
54
28
21
27
6
23
31
15
0
0
13
0
0
0
0
0
70
0
0
0
0
0
4
0
0
0
0
0
0
57
0
0
0
0
0
0
0
0
0
0
0
0
42
0
0
0
0
0
0
0
0
0
0
0
0
28
0
0
0
0
0
0
0
0
0
0
0
0
21
0
0
0
0
12
29
15
17
26
21
2
4
8
2
0
0
0
0
0
0
0
0
0
0
0
8
0
6
36
33
0
0
0
8
12
3
0
0
6
2
40
93
8
1
0
1
1
9
5
0
19
0
51
38
97
0
3
0
1
0
7
1
18
2
30
137
112
39
5
2
0
1
1
2
11
1
38
29
193
16
33
2
1
0
0
0
12
1
91
75
68
6
6
42
7
6
8
2
0
0
114
65
0
0
0
16
39
0
0
0
0

Order:
1st a
57 b
18
2nd
147
183
4th
0
1
Order:
1st
0
0
2nd
0
0
3rd
0
0
4th
87
0
5th
0
89
6th
0
0
7th
0
0
8th
21
0
9th
0
0
10th
0
10
11th
0
0
12th
3
0
Order:
1st
31
10
2nd
7
8
3rd
6
20
4th
0
4
5th
11
0
6th
20
2
7th
5
18
8th
0
11
9th
2
1
10th
4
0
11th
1
0
12th
0
1
a
178 41 28-1.1
Fig. 7.09z: External forces and moments in layout point L1 for S26MC
407 000 100
198 22 53
7.37

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Engine Selection Guide

Two-stroke MC/MC-C Engines

This book describes the general technical features of the MC Programme

MAN B&W Diesel A/S

Engine Selection Guide

Specific fuel oil consumption (SFOC)

The table contains data regarding the engine power,

Specific fuel oil consumption values refer to brake

Engine power is specified in both BHP and kW, in

Fig. 1.01: Layout diagram for engine power and speed

Overload corresponds to 110% of the power at

The guarantee is given with a margin of 5%.

The engine power figures given in the tables remain

As SFOC and NOx are interrelated parameters, an

Blower inlet temperature . . . . . . . . . . . . . . . . 45 C

Lubricating oil data

MAN B&W Diesel A/S

Engine Selection Guide

The engine types of the MC programme are

Electronic controlled (Intelligent Engine)

Super long stroke approximately 4.0

Fig. 1.02: Engine type designation

MAN B&W Diesel A/S

Engine Selection Guide

Fig. 1.03a: Power and speed

MAN B&W Diesel A/S

Engine Selection Guide

Fig. 1.03b: Power and speed

MAN B&W Diesel A/S

Engine Selection Guide

Fig. 1.03c: Power and speed

MAN B&W Diesel A/S

Engine Selection Guide

Fig. 1.03d: Power and speed

MAN B&W Diesel A/S

Engine Selection Guide

Fig. 1.03e: Power and speed

MAN B&W Diesel A/S

Engine Selection Guide

Specific fuel oil consumption

With high efficiency turbochargers

Lubricating oil consumption

Fig. 1.04a: Fuel and lubricating oil consumption

430 100 100

MAN B&W Diesel A/S

Engine Selection Guide

Specific fuel oil consumption

With high efficiency turbochargers

Lubricating oil consumption

Fig. 1.04b: Fuel and lubricating oil consumption

430 100 100

MAN B&W Diesel A/S

Specific fuel oil consumption

With high efficiency

At load layout point

Engine Selection Guide

Lubricating oil consumption

Fig. 1.04c: Fuel and lubricating oil consumption

430 100 100

MAN B&W Diesel A/S

At load layout point

Engine Selection Guide