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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 EditionFebruary 2000
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Engine Data
Engine Power
Thetable contains data regarding theenginepower,
speed and specific fuel oil consumption of the en-
gines of the MC Programme.
Engine power is specified in both BHP and kW, in
rounded figures, for each cylinder number and lay-
out points L1, L2, L3and L4:
L1designates nominal maximum continuous rating
(nominal MCR), at 100% engine power and 100%
engine speed.
L2, L3 and L4designate layout points at the other
three corners of the layout area, chosen for easy ref-
erence.
Overload corresponds to 110% of the power at
MCR, and may be permitted for a limited period of
one hour every 12 hours.
The engine power figuresgiven in the tables remain
valid up to tropical conditions at sea level, ie.:
Blower inlet temperature . . . . . . . . . . . . . . . . 45 C
Blower inlet pressure. . . . . . . . . . . . . . . 1000 mbar
Seawater temperature . . . . . . . . . . . . . . . . . . 32 C
Specific fuel oil consumption (SFOC)
Specific fuel oil consumption valuesrefer to brake
power, and the following reference conditions:
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 speci-
fied 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.
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 NOxemission limitations.
The Specific Fuel Oil Consumption (SFOC) is guar-
anteed for one engine load (power-speed combina-
tion), this being the one in which the engine is opti-
mised.
The guarantee is given with a margin of 5%.
As SFOC and NOxare interrelated parameters, an
engine offered without fulfilling the IMO NOxlimita-
tions is subject to a tolerance of only 3% of theSFOC.
Lubricating oil data
The cylinder oil consumption figures stated in the
tables are valid under normal conditions.
During running-in periods and under special condi-
tions, feed rates of up to 1.5 times the stated values
should be used.
MAN B&W Diesel A/S Engine Selection Guide
430100 400 198 22 27
1.01
Fig. 1.01: Layout diagram for engine power and speed
Speed
L2
L1
L3
L4
Power
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The engine types of the MC programme are
identified by the following letters and figures
430100 400 198 22 27
MAN B&W Diesel A/S Engine Selection Guide
S 70MC
Diameter of piston in cm
Stroke/bore ratio
Engine programme
C Compact engine
S Stationary plant
S Super long stroke approximately 4.0
L Long stroke approximately 3.2
K Short stroke approximately 2.8
-C6
Number of cylinders
Design
Concept
C Camshaft controlled
E Electronic controlled (Intelligent Engine)
Fig. 1.02: Engine type designation
178 34 39-1.0
1.02
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MAN B&W Diesel A/S Engine Selection Guide
430100 400 198 22 27
1.03
Power KWBHP
Enginetype
Layoutpoint
Enginespeed
Meaneffectivepressure
Number of cylinders
r/min bar 4 5 6 7 8 9 10 11 12
K98MC L1 94 18.2 34320
466804004054460
4576062240
5148070020
5720077800
6292085580
6864093360
Bore980 mm
L2 94 14.6 27480
373203206043540
3664049760
4122055980
4580062200
5038068420
5496074640
Stroke2660 mm
L3 84 18.2 30660
417003577048650
4088055600
4599062550
5111069500
5621076450
6132083400
L4 84 14.6 24540
333602863038920
3272044480
3681050040
4090055600
4499061160
4908066720
K98MC-C L1 104 18.2
34260
46560
39970
54320
45680
62080
51390
69840
57100
77600
62810
85360
68520
93120
Bore980 mm
L2 104 14.6 27420
372603199043470
3656049680
4113055890
4570062100
5027068310
5484074520
Stroke2400 mm
L3 94 18.2 30960
421203612049140
4128056160
4644063180
5160070200
5676077220
6192084240
L4 94 14.6 24780
337202891039270
3304044880
3717050490
4130056100
4543061710
4956067320
S90MC-C L1 76 19.0 29340
399003423046550
3912053200
4401059850
Bore900 mm
L2 76 15.2 23520
319802744037300
3136042640
3528047970
Stroke
3188 mm L3 61 19.0
23580
32060
27510
37400
31440
42750
35370
48090
L4 61 15.2 18840
256102198029880
2512034150
2826038420
L90MC-C L1 83 19.0 29340
394803423046480
3912053120
4401059760
4890066400
5379073040
5868079680
Bore900 mm
L2 83 12.2 18780
255002191029750
2504034000
2817038250
3130042500
3443046750
3756051000
Stroke2916 mm
L3 62 19.0 21900
297602555034720
2920039680
3285044640
3650049600
4015054560
4380059520
L4 62 12.2 14040
190801638022260
1872025440
2106028620
2340031800
2574034980
2808038160
K90MC L
1 94 18.0
18280
24880
22850
31100
27420
37320
31990
43540
36560
49760
41130
55980
45700
62200
50270
68420
54840
74640Bore
900 mm L2 94 11.5
1170015920
1465019900
1758023880
2051027860
2344031840
2637035820
2930039800
3223043780
3516047760
Stroke2550 mm
L3 71 18.0 13720
186401715023300
2058027960
2401032620
2744037280
3087041940
3430046600
3773051260
4116055920
L4 71 11.5 8800
119601100014950
1320017940
1540020930
1760023920
1980026910
2200029900
2420032890
2640035880
Fig. 1.03a: Power and speed
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430100 400 198 22 27
MAN B&W Diesel A/S Engine Selection Guide
Power kW
BHP
Enginetype
Layoutpoint
Enginespeed
Meaneffectivepressure
Number of cylinders
r/min bar 4 5 6 7 8 9 10 11 12
K90MC-C L1 104 18.0 27360
372603192043470
3648049680
4104055890
4560062100
5016068310
5472074520
Bore900 mm
L2 104 14.4 21900
298202555034790
2920039760
3285044730
3650049700
4015054670
4380059640
Stroke2300 mm
L3 89 18.0 23280
316202716036890
3104042160
3492047430
3880052700
4268057970
4656063240
L4 89 14.4 18600
253202170029540
2480033760
2790037980
3100042200
3410046420
3720050640
S80MC-C L1 76 19.0 2328031680 2716036960 3104042240
Bore800 mm
L2 76 12.2 14880
202801736023660
1984027040
Stroke3200 mm
L3 57 19.0 17460
237602037027720
2328031680
L4 57 12.2 11160
151801302017710
1488020240
S80MC L1 79 19.0 15360
208801920026100
2304031320
2688036540
3072041760
3456046980
Bore800 mm
L2 79 12.2 9840
133601230016700
1476020040
1722023380
1968026720
2214030060
Stroke3056 mm L3 59 19.0
1148015600
1435019500
1722023400
2009027300
2296031200
2583035100
L4 59 12.2 7360
100409200
125501104015060
1288017570
1472020080
1656022590
L80MC L1 93 18.0 14560
197601820024700
2184029640
2548034580
2912039520
3276044460
3640049400
4004054340
4368059280
Bore800 mm
L2 93 11.5 9320
126401165015800
1398018960
1631022120
1864025280
2097028440
2330031600
2563034760
2796037920
Stroke2592 mm
L3 70 18.0 10960
148801370018600
1644022320
1918026040
2192029760
2466033480
2740037200
3014040920
3288044640
L4 70 11.5 7000
95208750
119001050014280
1225016660
1400019040
1575021420
1750023800
1925026180
2100028560
K80MC-C L1 104 18.0 21660
294002527034300
2888039200
3249044100
3610049000
3971053900
4332058800
Bore800 mm
L2 104 14.4 17340
235202023027440
2312031360
2601035280
2890039200
3179043120
3468047040
Stroke2300 mm
L3 89 18.0 18540
252002163029400
2472033600
2781037800
3090042000
3399046200
3708050400
L4 89 14.4 14820
201601729023520
1976026880
2223030240
2470033600
2717036960
2964040320
Fig. 1.03b: Power and speed
1.04
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430100 400 198 22 27
MAN B&W Diesel A/S Engine Selection Guide
1.05
Power kW
BHP
Enginetype
Layoutpoint
Enginespeed
Meaneffectivepressure
Number of cylinders
r/min bar 4 5 6 7 8 9 10 11 12
S70MC-C L1 91 19.0 12420
168801552521100
1863025320
2173529540
2484033760
Bore700 mm
L2 91 12.2 7940
108009925
135001191016200
1389518900
1588021600
Stroke2800 mm
L3 68 19.0 9320
126601165015825
1398018990
1631022155
1864025320
L4 68 12.2 5960
81007450
101258940
121501043014175
1192016200
S70MC L1 91 18.0 1124015280 1405019100 1686022920 1967026740 2248030560
Bore700 mm
L2 91 11.5 7200
97609000
122001080014640
1260017080
1440019520
Stroke2674 mm
L3 68 18.0 8440
114401055014300
1266017160
1477020020
1688022880
L4 68 11.5 5400
732067509150
810010980
945012810
1080014640
L70MC L1 108 18.0 11320
153801415019225
1698023070
1981026915
2264030760
Bore700 mm
L2 108 11.5 7240
98409050
123001086014760
1267017220
1448019680
Stroke2268 mm L3 81 18.0
848011540
1060014425
1272017310
1484020195
1696023080
L4 81 11.5 5420
738067759225
813010070
948512915
1084014760
S60MC-C L1 105 19.0 9020
122801127515350
1353018420
1578521490
1804024560
Bore600 mm
L2 105 12.2 5780
786072259825
867011790
1011513755
1156015720
Stroke2400 mm
L3 79 19.0 6760
92008450
115001014013800
1183016100
1352018400
L4 79 12.2 4340
588054257350
65108820
759510290
868011760
S60MC L1 105 18.0 8160
111201020013900
1224016680
1428019460
1632022240
Bore600 mm
L2 105 11.5 5240
712065508900
786010680
917012460
1048014240
Stroke2292 mm
L3 79 18.0 6120
83207650
104009180
124801071014560
1224016640
L4 79 11.5 3920
532049006650
58807980
68609310
784010640
Fig. 1.03c: Power and speed
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430100 400 198 22 27
MAN B&W Diesel A/S Engine Selection Guide
1.06
Power kW
BHP
Enginetype
Layoutpoint
Enginespeed
Meaneffectivepressure
Number of cylinders
r/min bar 4 5 6 7 8 9 10 11 12
L60MC L1 123 17.0 7680
104009600
130001152015600
1344018200
1536020800
Bore600 mm
L2 123 10.9 4920
668061508350
738010020
861011690
984013360
Stroke1944 mm
L3 92 17.0 5760
780072009750
864011700
1008013650
1152015600
L4 92 10.9 3680
500046006250
55207500
64408750
736010000
S50MC-C L1 127 19.0 63208580 790010725 948012870 1106015015 1264017160
Bore500 mm
L2 127 12.2 4040
550050506875
60608250
70709625
808011000
Stroke2000 mm
L3 95 19.0 4740
644059258050
71109660
829511270
948012880
L4 95 12.2 3040
412038005150
45606180
53207210
60808240
S50MC L1 127 18.0 5720
776071509700
858011640
1001013580
1144015520
Bore500 mm
L2 127 11.5 3640
496045506200
54607440
63708680
72809920
Stroke1910 mm L3 95 18.0
42805840
53507300
64208760
749010220
856011680
L4 95 11.5 2760
372034504650
41405580
48306510
55207440
L50MC L1 148 17.0 5320
724066509050
798010860
931012670
1064014480
Bore500 mm
L2 148 10.9 3400
464042505800
51006960
59508120
68009280
Stroke1620 mm
L3 111 17.0 4000
544050006800
60008160
70009520
800010880
L4 111 10.9 2560
348032004350
38405220
44806090
51206960
S46MC-C L1 129 19.0 5240
714065508925
786010710
917012495
1048014280
Bore460 mm
L2 129 15.2 4200
570052507125
6300
855073509975
840011400
Stroke1932 mm
L3 108 19.0 4400
598055007475
66008970
770010465
880011960
L4 108 15.2 3520
478044005975
52807170
61608365
70409560
Fig. 1.03d: Power and speed
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MAN B&W Diesel A/S Engine Selection Guide
430100 400 198 22 27
1.07
Power kW
BHP
Enginetype
Layoutpoint
Enginespeed
Meaneffectivepressure
Number of cylinders
r/min bar 4 5 6 7 8 9 10 11 12
S42MC L1 136 19.5 4320
588054007350
64808820
756010290
864011760
972013230
1080014700
1188016170
1296017640
Bore420 mm
L2 136 15.6 3460
470043255875
51907050
60558225
69209400
778510575
865011750
951512925
1038014100
Stroke1764 mm
L3 115 19.5 3660
496045756200
54907440
64058680
73209920
823511160
915012400
1006513640
1098014880
L4 115 15.6 2920
398036504975
43805970
51106965
58407960
65708955
73009950
803010945
876011940
L42MC L1 176 18.0 39805420 49756775 59708130 69659485 796010840 895512195 995013550 1094514905 1194016260
Bore420 mm
L2 176 11.5 2540
346031754345
38105190
44456055
50806920
57157785
63508650
69859515
762010380
Stroke1360 mm
L3 132 18.0 2980
406037255075
44706090
52157105
59608120
67059135
745010150
819511165
894012180
L4 132 11.5 1920
260024003250
28803900
33604550
38405200
43205850
48006500
52807150
57607800
S35MC L1 173 19.1 2960
404037005050
44406060
51807070
59208080
66609090
740010100
814011110
888012120
Bore350 mm
L2 173 15.3 2380
322029754025
35704830
41655635
47606440
53557245
59508050
65458855
71409660
Stroke1400 mm L3 147 19.1
25203420
31504275
37805130
44105985
50406840
56707695
63008550
69309405
756010260
L4 147 15.3 2020
274025253425
30304110
35354795
40405480
45456165
50506850
55557535
60608220
L35MC L1 210 18.4 2600
352032504400
39005280
45506160
52007040
58507920
65008800
71509680
780010560
Bore350 mm
L2 210 14.7 2080
282026003525
31204230
36404935
41605640
46806345
52007050
57207755
62408460
Stroke1050 mm
L3 178 18.4 2200
300027503750
30004500
38505250
44006000
49506750
55007500
60508250
66009000
L4 178 14.7 1760
240022003000
26403600
30804200
35204800
39605400
44006600
48406600
52807200
S26MC L1 250 18.5 1600
218020002725
24003270
28003815
32004360
36004905
40005450
44005995
48006540
Bore260 mm
L2 250 14.8 1280
174016002175
19202610
22403045
25603480
28803915
32004350
35204785
38405220
Stroke980 mm
L3 212 18.5 1360
186017002325
20402790
23803255
27203720
30604185
34004650
37405115
40805580
L4 212 14.8 1100
148013751850
16502220
19252590
22002960
24753330
27503700
30254070
33004440
Fig. 1.03e: Power and speed
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430 100 100 198 22 28
MAN B&W Diesel A/S Engine Selection Guide
Specific fuel oil consumption g/kWh
g/BHPh Lubricating oil consumption
With high efficiency turbochargers System oil Cylinder oil
At load layout point 100% 80% Approx.
kg/cyl. 24hg/kWhg/BHPh
K98MCandK98MC-C
L1171126
165121
7.5-11 0.8-1.2
0.6-0.9
L2162119
158116
L3171126
165121
L4 162119
158116
S90MC-CL1
167123
165121
7-10 0.95-1.5
0.7-1.1
L2160118
157116
L3167123
165121
L4160118
157116
L90MC-C L1167123
165121
7-100.8-1.20.6-0.9
L2155114
154113
L3167123
165121
L4155114
154113
K90MCL1
171126
169124
7-10 0.8-1.2
0.6-0.9
L2159117
158116
L3171126
169124
L4159117
158116
Fig. 1.04a: Fuel and lubricating oil consumption
1.08
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MAN B&W Diesel A/S Engine Selection Guide
430 100 100 198 22 28
1.09
Specific fuel oil consumption g/kWh
g/BHPh Lubricating oil consumption
With high efficiency turbochargers System oil Cylinder oil
At load layout point 100% 80% Approx.
kg/cyl. 24hg/kWhg/BHPh
K90MC-CL1
171126
169124
7-10 0.8-1.2
0.6-0.9
L2165121
162119
L3171126
169124
L4 165121
162119
S80MC-CL1
167123
165121
6-9 0.95-1.5
0.7-1.1
L2155114
154113
L3167123
165121
L4155114
154113
S80MC L1167123
165121
6-9 0.95-1.5
0.7-1.1
L2155114
154113
L3167123
165121
L4155114
154113
L80MCL1
174128
171126
6-9 0.8-1.2
0.6-0.9
L2162119
160118
L3174128
171126
L4162119
160118
Fig. 1.04b: Fuel and lubricating oil consumption
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430 100 100 198 22 28
MAN B&W Diesel A/S Engine Selection Guide
Specific fuel oil consumption g/kWh
g/BHPh Lubricating oil consumption
With conventionalturbochargers
With high efficiencyturbochargers
System oil Cylinder oil
At load layout point 100% 80% 100% 80% Approx.
kg/cyl. 24hg/kWhg/BHPh
K80MC-CL1
171126
169124
6-9 0.8-1.2
0.6-0.9
L2165121
162119
L3171126
169124
L4165121
162119
S70MC-CL1
171126
169124
169124
166122
5.5-7.5 0.95-1.5
0.7-1.1
L2159117
158116
156115
155114
L3171126
169124
169124
166122
L4159117
158116
156115
155114
S70MCL1
171126
169124
169124
166122
5.5-7.5 0.95-1.5
0.7-1.1
L2159117
158116
156115
155114
L3171126
169124
169124
166122
L4159117
158116
156115
155114
L70MCL1
174
128
171
126
5.5-7.5 0.8-1.2
0.6-0.9
L2162119
160118
L3174128
171126
L4162119
160118
Fig. 1.04c: Fuel and lubricating oil consumption
1.10
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MAN B&W Diesel A/S Engine Selection Guide
430 100 100 198 22 28
Specific fuel oil consumption g/kWh
g/BHPh Lubricating oil consumption
With conventionalturbochargers
With high efficiencyturbochargers
System oil Cylinder oil
At load layout point 100% 80% 100% 80% Approx.
kg/cyl. 24hg/kWhg/BHPh
S60MC-CL1
173127
170125
170125
167123
5-6.5 0.95-1.5
0.7-1.1
L2160118
159117
158116
156115
L3173127
170125
170125
167123
L4160118
159117
158116
156115
S60MCL1
173127
170125
170125
167123
5-6.5 0.95-1.5
0.7-1.1
L2160118
159117
158116
156115
L3173127
170125
170125
167123
L4160118
159117
158116
156115
L60MCL1
174128
171126
171126
169124
5-6.5 0.8-1.2
0.6-0.9
L2162119
160118
159117
158116
L3174128
171126
171126
169124
L4162119
160118
159117
158116
S50MC-CL1
174
128
171
126
171
126
169
124
4-5 0.95-1.5
0.7-1.1
L2162119
160118
159117
158116
L3174128
171126
171126
169124
L4162119
160118
159117
158116
Fig. 1.05d: Fuel and lubricating oil consumption
1.11
178 46 79-2.0
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430 100 100 198 22 28
MAN B&W Diesel A/S Engine Selection Guide
1.12
Specific fuel oil consumption g/kWh
g/BHPh Lubricating oil consumption
With conventionalturbochargers
With high efficiencyturbochargers
System oil Cylinder oil
At load layout point 100% 80% 100% 80% Approx.
kg/cyl. 24hg/kWhg/BHPh
S50MCL1
174128
171126
171126
169124
4-5 0.95-1.5
0.7-1.1
L2162119
160118
159117
158116
L3174128
171126
171126
169124
L4162119
160118
159117
158116
L50MCL1
175129
173127
173127
170125
4-5 0.8-1.2
0.6-0.9
L2163120
162119
160118
159117
L3175129
173127
173127
170125
L4163120
162119
160118
159117
S46MC-CL1
174128
173127
3.5-4.5 0.95-1.5
0.7-1.1
L2169124
167123
L3174128
173127
L4169124
167123
S42MCL1
177
130
175
129
3-4 0.95-1.5
0.7-1.1
L2171126
170125
L3177130
175129
L4171126
170125
Fig. 1.05e: Fuel and lubricating oil consumption
178 46 79-2.0
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MAN B&W Diesel A/S Engine Selection Guide
430 100 100 198 22 28
Specific fuel oil consumption g/kWh
g/BHPh Lubricating oil consumption
With conventional turbochargers System oil Cylinder oil
At load layout point 100% 80% Approx.
kg/cyl. 24hg/kWhg/BHPh
L42MCL1
177130
174129
3-4 0.8-1.2
0.6-0.9
L2165121
163120
L3177130
174129
L4 165121
163120
S35MCL1
178131
177130
2-3 0.95-1.5
0.7-1.1
L2173127
171126
L3178131
177130
L4173127
171126
L35MCL1
177130
175129
2-3 0.8-1.2
0.6-0.9
L2171126
170125
L3177130
175129
L4171126
170125
S26MCL1
179132
178131
1.5-3 0.95-1.5
0.7-1.1
L2174128
173127
L3179132
178131
L4174128
173127
Fig. 1.05f: Fuel and lubricating oil consumption
1.13
178 46 79-2.0
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430 100 018 198 22 29
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1.14
Fig. 1.05: K98MC engine cross section
178 32 80-6.1
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430 100 018 198 22 29
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1.15
Fig. 1.06: S80MC engine cross section
178 36 24-7.0
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430 100 018 198 22 29
MAN B&W Diesel A/S Engine Selection Guide
Fig. 1.07: S70MC-C engine cross section
178 44 14-4.1
1.16
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430 100 018 198 22 29
MAN B&W Diesel A/S Engine Selection Guide
1.17
Fig. 1.08: S60MC engine cross section
178 32 19-8.0
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430 100 018 198 22 29
MAN B&W Diesel A/S Engine Selection Guide
Fig. 1.09: S50MC-C engine cross section
178 16 07-0.0
1.18
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430 100 018 198 22 29
MAN B&W Diesel A/S Engine Selection Guide
1.19
Fig. 1.10: L42MC engine cross section
178 43 10-1.0
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430 100 018 198 22 29
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1.20
Fig. 1.11: S26MC engine cross section
178 42 12-5.0
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2 Engine Layout and Load Diagrams
Propulsion and Engine Running Points
Propeller curve
The relation between power and propeller speedfor
a fixed pitch propeller is as mentioned above de-
scribed by means of the propeller law, i.e. the third
power curve:
Pb= c x n3 , in which:
Pb= engine power for propulsion
n = propeller speedc = constant
The power functions Pb= c x ni will be linear func-
tions when using logarithmic scales.
Therefore, in the Layout Diagrams and Load Dia-
grams for diesel engines, logarithmic scales are
used, making simple diagrams with straight lines.
Propeller design point
Normally, estimations of the necessary propellerpower and speed are based on theoretical calcula-
tions for loaded ship, and often experimental tank
tests, both assuming optimum operating condi-
tions, i.e. a cleanhull and good weather. The combi-
nation of speed and power obtained may be called
the ships propeller design point (PD), placed on the
light running propeller curve6. See Fig. 2.01. On the
other hand, some shipyards, and/orpropellermanu-
facturers sometimes use a propeller design point
(PD) that incorporates all or part of the so-called
sea margin described below.
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).
As modern vessels with a relatively high service
speed are prepared with very smooth propeller and
hull surfaces, the fouling after sea trial, therefore,will involve a relatively higherresistanceandthereby
a heavier running propeller.
Sea margin at heavy weather
If, at the same time the weather is bad, with head
winds, the ships resistance may increase com-
pared 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 de-
sign (PD) power.
Engine layout (heavy propeller)
When determining the necessary engine speed
consideringthe influenceof a heavy running propel-
ler for operating at large extra ship resistance, it is
recommended - compared to the clean hull and
calm weather propeller curve6 - tochoosea heavier
propeller curve 2 forengine layout, andthepropeller
MAN B&W Diesel A/S Engine Selection Guide
402 000 004 198 22 30
2.01
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
Fig. 2.01: Ship propulsion running points and engine layout
178 05 41-5.3
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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 of3.0-7.0%for
design of the propeller,with5%as a goodaverage.
Engine margin
Besides the sea margin, a so-called engine mar-
gin of some 10% is frequently added. The corre-
sponding point is called the specified MCR for pro-
pulsion (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 pro-
peller 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.
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2.02
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.
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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.
Themaximum 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.
The example shown in Fig. 2.03 is an 80,000 dwt
crude oil tanker witha designdraught of12.2 m and
a design speed of 14.5 knots.
When the optimum propeller diameter D is in-
creased 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 = 28 (see definition of in next
section).
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.
However, if the optimum propeller speed of 100
r/mindoes not suit the preferred / selected main en-
gine speed, a change of pitch will only cause a rela-
tively small extra power demand, keeping the same
maximum propeller diameter:
going from 100 to 110 r/min (P/D = 0.62) requires
8,900 kW i.e. an extra power demand of 80 kW.
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 =+0.1 and =-0.1, respectively, so there is a
certain interval of propeller speeds in which the
'power penalty' is very limited.
2.03
178 47 03-2.0
Fig. 2.03: Influence of diameter and pitch on propeller design
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Constant ship speed lines
The constant ship speed lines
, are shown at thevery top of Fig. 2.04. These lines indicate the power
required at various propeller speeds to keep the
same ship speed providedthat theoptimum propel-
ler diameter with an optimum pitch diameter ratio is
used at any given speed, taking into consideration
the total propulsion efficiency.
Normally, the following relation between necessary
power and propeller speed can be assumed:
P2= P1(n2/n1)
where:P = Propulsion power
n = Propeller speed, and
= the constant ship speed coefficient.
For any combination of power and speed, each
point on lines parallel to the ship speed lines gives
the same ship speed.
When such a constant ship speed line is drawn into
the layout diagram through a specified propulsion
MCR point "MP1", selected in the layout area and
parallel to one of the -lines, another specified pro-
pulsion MCR point "MP2" upon this line can be cho-sen to give the ship the same speed for the new
combination of engine power and speed.
Fig. 2.04 shows an example of the required power
speed point MP1, through which a constant ship
speed curve = 0.25 is drawn, obtaining point MP2witha lower enginepower and a lower enginespeed
but achieving the same ship speed.
Provided the optimum pitch/diameter ratio is used
for a givenpropeller diameter the following data ap-
plies when changing the propeller diameter:
for general cargo, bulk carriers and tankers
= 0.25 -0.30
and for reefers and container vessels
= 0.15 -0.25
When changing thepropeller speed by changing the
pitch diameter ratio, the constant will be different,
see above.
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MAN B&W Diesel A/S Engine Selection Guide
2.04
Fig. 2.04: Layout diagram and constant ship speed lines
178 05 66-7.0
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Engine Layout Diagram
The layout procedure has to be carefully consideredbecause the final layout choice will have a consider-
able influence on the operating condition of the main
engine throughout the whole lifetime of the ship. The
factors thatshouldbeconisdered areoperational flex-
ibility, fuel consumption, obtainable power, possible
shaft generatorapplicationandpropulsionefficiency.
An engines layout diagram is limited by two constant
mean effective pressure (mep) lines L1-L3and L2-L4,
and by two constant engine speed lines L1-L2and
L3-L4, see Fig.2.04. The L1 point refers to theengines
nominal maximum continuous rating.
Please note that the areas of the layout diagrams are
different for the engines types, see Fig. 2.05.
Withinthe layout area thereis full freedom toselectthe
engines specified MCR point M which suits the de-
mand of propeller power and speed for the ship.
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 dia-
gram, power function curves like propellercurves (3rd
power), constant mean effective pressure curves (1stpower) and constant ship speed curves (0.15 to 0.30
power) are straight lines.
Fig. 2.06 shows,bymeansofsuperimposeddiagrams
for all engine types, the entire layout area for the
MC-programmeina power/speeddiagram.Ascanbe
seen, there is a considerable overlap of power/speed
combinations so that for nearly all applications, there
isa wide section ofdifferent enginestochoosefromall
of which meet the individual ship's requirements.
Specified maximumcontinuous rating,SMCR = M
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 lay-
out diagram; if it isnot, the propeller speed will haveto
bechangedoranothermain engine type mustbecho-
sen. Yet, in special cases point M may be located to
the right of the line L1-L2, see Optimising Point.
MAN B&W Diesel A/S Engine Selection Guide
402 000 004 198 22 30
2.05
Power
Speed
L2
L1
L4
L3
Layout diagram of100 - 64% power and100 - 75% speed rangevalid for the types:
L90MC-C S60MC-C
K90MC S60MC
S80MC-C L60MC
S80MC S50MC-C
L80MC S50MC
S70MC-C L50MC
S70MC L42MC
L70MC
Power
Speed
L2
L1
L4
L3
Layout diagram of100 - 80% power and100 - 80% speed rangevalid for the types:
S90MC-C
Power
L2
L1
L4
L3
Layout diagram of
100 - 80% power and100 - 85% speed rangevalid for the types:
K90MC-C
K80MC-C
S46MC-C
S42MC
S35MC
L35MC
S26MC
Power
Speed
L2
L1
L4
L3
Layout diagram of100 - 80% power and100 - 90% speed rangevalid for the types:
K98MC
K98MC-C
Speed
178 13 85-1.4
Fig. 2.05: Layout diagram sizes
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Continuous service rating (S)
The Continuous service rating is the power at whichthe 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.
Optimising point (O)
The optimising point O is the rating at which the
turbocharger ismatched,andatwhich the engine tim-
ing and compression ratio are adjusted.
On engines with Variable Injection Timing (VIT) fuelpumps, 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.
The large engine types have VIT fuel pumps as stan-
dard, but on some types these pumps are an option.
Small-boreengines arenot fittedwithVITfuelpumps.
Type With VIT Without VIT
K98MC Basic
K98MC-C Basic
S90MC-C Basic
L90MC-C Basic
K90MC Basic
K90MC-C Basic
S80MC-C Basic
S80MC Basic
L80MC Basic
S70MC-C Optional Basic
S70MC Basic
L70MC Basic
S60MC-C Optional Basic
S60MC Basic
L60MC Basic
S50MC-C Optional Basic
S50MC Basic
S46MC-C Basic
S42MC Basic
L42MC Basic
S35MC Basic
L35MC Basic
S26MC Basic
Engines with VIT
The optimising point O is placed on line1 of the loaddiagram, and the optimised power can be from 85to
100% ofpoint M'spower,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).
The optimisingpoint O is to be placed inside the lay-
out diagram. In fact, the specifiedMCR point M can,
in special cases, be placed outside the layout dia-
gram, 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 thatthe specified MCR power is not higher than the L1power.
Engine without VIT
Optimising point (O) = specified MCR (M)
On engine types not fitted with VIT fuel pumps,
the specified MCR point M has to coincide with
point O.
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2.07
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Load Diagram
Definitions
The load diagram, Figs. 2.07, defines the power and
speed limits for continuous as well as overload op-
eration of an installed engine having an optimising
point O and a specified MCR point M that confirms
the ships specification.
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, havingthespecified MCRpower. Normally,
point M is equal to point A, but in special cases, for
example if a shaft generator is installed,point M maybe placed to the right of point A on line 7.
The service points of the installed engine incorpo-
rate the engine power required for ship propulsion
and shaft generator, if installed.
Limits for continuous operation
Thecontinuous servicerange is limitedby four lines:
Line 3 and line 9:
Line 3 represents the maximum acceptable speedfor continuous operation, i.e. 105% of A.
If, in special cases, A is located to the right of line
L1-L2, the maximum limit, however, is 105% of L1.
During trial conditions the maximum speed may be
extended to 107% of A, see line 9.
The above limits may in general be extended to
105%, and during trial conditions to 107%, of the
nominal L1speed of the engine, provided the tor-
sional vibration conditions permit.
The overspeed set-point is 109% of the speed in A,
however, it may be moved to 109% of the nominal
speedin L1, provided that torsional vibration condi-
tions permit.
Running above 100% of the nominal L1speed at a
load lower than about 65% specified MCR is, how-
ever, to be avoided for extended periods. Only
plants with controllable pitch propellers can reach
this light running area.
Line 4:
Represents the limit at which an ample air supply
is available for combustion and imposes a limita-tion on the maximum combination of torque and
speed.
Line 5:
Represents the maximum mean effective pressure
level (mep), which can be accepted for continuous
operation.
Line 7:
Represents the maximum power for continuous
operation.7
Limits for overload operation
The overload service range is limited as follows:
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 limitedpe-
riods only (1 hour per 12 hours).
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2.08
A 100% reference point
M Specified MCR point
O Optimising point
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
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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Fig. 2.07a: Engine load diagram for engine with VIT
Fig. 2.07b: Engine load diagram for engine without VIT
2.09
178 05 42-7.3178 05 42-7.3
178 39 18-4.1
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Recommendation
Continuous operation without limitations is allowedonly 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.
The area between lines 4 and 1 is available for oper-
ation in shallow waters, heavy weather and during
acceleration, i.e. for non-steady operation without
any strict time limitation.
After some time in operation, the ships hull and pro-
peller will be fouled, resulting in heavier running of
the propeller, i.e. the propeller curvewill move to the
left from line 6 towards line 2, and extra power is re-quired for propulsion in order to keep the ships
speed.
In calm weather conditions, the extent of heavy run-
ning of the propeller will indicate the need for clean-
ing 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 op-
timised power, however considering the specifiedMCR.
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 turbochargeror even a change to a larger size of
turbocharger. In some cases it can also require
larger dimensions of the piping systems.
It is therefore of utmost importance to consider, al-
ready at theprojectstage, if thespecificationshould
be prepared for a later power increase.
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MAN B&W Diesel A/S Engine Selection Guide
Examples of the use of the Load Diagram
In the following see Figs. 2.08 - 2.13, are some ex-amples illustrating the flexibility of the layout and
load diagrams and the significant influence of the
choice of the optimising point O.
The upper diagrams of the examples 1, 2, 3 and 4
show engines withVIT fuel pumps for which the op-
timising point O is normally different from the speci-
fied MCR point M as this can improve the SFOC at
part load running. The lower diagrams also show
enginewihtoutVIT fuel pumps, i.e. point A=O.
Example 1 shows how to place the load diagram for
an engine without shaft generator coupled to a fixedpitch propeller.
In example 2 are diagrams for the same configura-
tion, here with the optimising point to the left of the
heavy running propeller curve (2) obtaining an extra
engine margin for heavy running.
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 gener-ator. 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 en-
gine with a lower power output.
Example5 shows diagrams for anenginecoupled to
a controllable pitch propeller, with or without a shaft
generator, (constantspeed or combinatorcurve op-
eration).
Example 6 shows where to place the optimising
point for an engine coupled to a controllable pitch
propeller, and operating at constant speed.
For a project, the layout diagram shown in Fig.
2.14 may be used for construction of the actual
load diagram.
2.10
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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
fromtheconstruction lines andthe%-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 example1, obtaining anextra
engine margin for heavy running operation in heavy
weather conditions. In principle, the light running
margin has been increased for this case.
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2.12
Example 2:
Special running conditions. Engine coupled to fixed pitch propeller (FPP) and without shaft generator
M Specified MCR of engine Point A of load diagram is found:S Continuous service rating of engine Line 1 Propeller curve through optimising point (O)
is equal to line 2O Optimising point of engineA Reference point of load diagram Line 7 Constant power line through specified MCR (M)MP Specified MCR for propulsion Point A Intersection between line 1 and 7
SP Continuous service rating of propulsion
Fig. 2.09a: Example 2, Layout diagram for special running
conditions, engine with FPP, without shaft generator
178 39 23-1.0
Fig. 2.09b: Example 2, Load diagram for special running
conditions, engine with FPP, without shaft generator
178 05 46-4.6
With VIT
Without VIT
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In example 3 a shaft generator (SG) is installed, and
thereforethe servicepower of the engine also has to
incorporate the extra shaft power required for the
shaft generators electrical power production.
In Fig. 2.10a, the engine service curve shown for
heavy running incorporates this extra power.
The optimising point O will be chosen on the engine
service curve as shown, but can, by an approxima-
tion, be located on curve 1, through point M.
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.
MAN B&W Diesel A/S Engine Selection Guide
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2.13
Example 3:
Normal running conditions. Engine coupled to fixed pitch propeller (FPP) and with shaft generator
M Specified MCR of engine Point A of load diagram is found:
S Continuous service rating of engine Line 1 Propeller curve through optimising point (O)
O Optimising point of engine Line 7 Constant power line through specified MCR (M)
A Reference point of load diagram Point A Intersection between line 1 and 7
MP Specified MCR for propulsion
SP Continuous service rating of propulsion
SG Shaft generator power
Fig. 2.10a: Example 3, Layout diagram for normal running
conditions, engine with FPP, without shaft generator
Fig. 2.10b: Example 3, Load diagram for normal running
conditions, engine with FPP, with shaft generator
178 39 25-5.1
178 05 48-8.6
With VIT
Without VIT
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Example 4:
Special running conditions. Engine coupled to fixed pitch propeller (FPP) and with shaft generator
2.14
M Specified MCR of engine Point A of load diagram is found:
S Continuous service rating of engine Line 1 Propeller curve through optimising point (O) or
point SO Optimising point of engine Point A Intersection between line 1 and line L1- L3
A Reference point of load diagram Point M Located on constant power line 7 through
point A (O = A if the engine is without VIT)
and with MP's speed.
MP Specified MCR for propulsion
SP Continuous service rating of propulsion
SG Shaft generator
See text on next page.
Fig. 2.11a: Example 4. Layout diagram for special running
conditions, engine with FPP, with shaft generatorFig. 2.11b: Example 4. Load diagram for special running
conditions, engine with FPP, with shaft generator
178 06 35-1.6
178 39 28-0.2
With VIT
Without VIT
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Example 4:
Also in this special case, a shaft generator is in-stalled 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.
This involves that the intendedspecified MCR of the
engineMwill beplaced outsidethe top of the layout
diagram.
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.
In choosing the latter solution, the required speci-
fied MCR power can be reduced from point M to
point M asshown inFig. 2.11a.Therefore, whenrun-ning in the upper propulsion power range, a diesel
generator has to take over all or part of the electrical
power production.
However, such a situation will seldom occur, as
ships are rather infrequently running in the upper
propulsion power range.
Point A, having the highest possible power, is
then found at the intersection of line L1-L3with
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.
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Fig. 2.12 shows two examples: on the left diagrams
for anengine without VIT fuel pumps (A = O = M), onthe right, for anenginewithVIT fuelpumps (A= M).
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 combinator curve may for a given propeller speed
haveagivenpropellerpitch,and thismay beheavy run-
ning in heavy weather like for a fixed pitch propeller.
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
heavyweather to the limit indicated bycurves 4 and5.
Layout diagram - with shaft generator
The hatched area in Fig. 2.12 shows the recom-
mended speed range between 100% and 96.7% of
the specified MCR speed for an engine with shaft
generator running at constant speed.
The service point S can be located at any point
within the hatched area.
The procedure shown in examples 3 and 4 for en-
gines with FPP can also be applied here for engineswith CPP running with a combinator curve.
Theoptimising point O for engines withVIT 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.
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 in-stalled, point M may be used as point A of the load
diagram, which can then be drawn.
The position of the combinator curve ensures the
maximum load range within the permitted speed
range for engine operation, and it still leaves a rea-
sonable margin to the limit indicated by curves 4
and 5.
Example 6 will give a more detailed description of
how to run constant speed with a CP propeller.
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Example 5:
Engine coupled to controllable pitch propeller (CPP) with or without shaft generator
M Specified MCR of engine O Optimising point of engine
S Continuous service rating of engine A Reference point of load diagram
Fig. 2.12: Example 5: Engine with Controllable Pitch Propeller (CPP), with or without shaft generator
2.16
With VITWithout VIT
178 39 31-4.1
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Fig. 2.14: Diagram for actual project
178 46 87-5.0
2.18
Fig. 2.14 contains a layout diagram that can be used for con-struction of the load diagram for an actual project, using the%-figures stated and the inclinations of the lines.
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Emission Control
IMO NOxemission limits
All MC engines are delivered so as to comply with
the IMO speed dependent NOxlimit, measured ac-
cording to ISO 8178 Test Cycles E2/E3 for Heavy
Duty Diesel Engines.
The Specific Fuel Oil Consumption (SFOC) and the
NOxare interrelated parameters, and an engine of-
fered with a guaranteed SFOC and also guaranteed
tocomply with the IMO NOx limitationwill be subject
to a 5% fuel consumption tolerance.
30-50% NOxreduction
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
steamand 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% NOxreduction
This reduction can be achieved by means of sec-
ondary methods, such as the SCR (Selective Cata-
lytic 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 re-
ducing 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 work-
ing temperature for the catalyst.
More detailed information canbe found in our publi-
cations:
P. 331 Emissions Control, Two-stroke Low-speed
Engines
P. 333 How to deal with Emission Control.
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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
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.
The high efficiency turbochargeris applied to the
engine in the basicdesign with the view to obtaining
the lowest possible Specific Fuel Oil Consumption
(SFOC) values.
With aconventional turbochargerthe amount of air
required forcombustion purposes can, however, be
adjusted to provide a higher exhaust gas tempera-
ture, if this is needed for the exhaust gas boiler. The
matching of the engine and the turbocharging sys-
tem is then modified, thus increasing the exhaust
gas temperature by 20 C.
This modificationwill lead toa 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 con-sumption (SFOC)can becarried 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 en-
gine depends on where the optimising point O is
chosen.
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Fig. 2.15: Example of part load SFOC curves for the two engine versions
2.20
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SFOC at reference conditions
The SFOC is based on the reference ambient condi-tions stated in ISO 3046/1-1986:
1,000 mbar ambient air pressure
25 C ambient air temperature
25 C scavenge air coolant temperature
and is related toa fueloil witha lower calorific value of
10,200 kcal/kg (42,700 kJ/kg).
For lower calorific values and for ambient conditions
that are different from the ISO reference conditions,
the SFOC will be adjusted according to the conver-
sion factors in the below table provided that the maxi-mum 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).
WithPmaxadjusted
WithoutPmaxadjusted
Parameter Condition changeSFOCchange
SFOCchange
Scav. air coolanttemperature per 10 C rise + 0.60% + 0.41%
Blower inlettemperature per 10 C rise + 0.20% + 0.71%
Blower inletpressure per 10 mbar rise - 0.02% - 0.05%
Fuel oil lowercalorific value
rise 1%(42,700 kJ/kg)
-1.00% - 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 in-
volvesanSFOC increaseof0.06%ifPmax isadjusted.
SFOC guarantee
The SFOC guarantee refers to the above ISO refer-
ence conditions and lower calorificvalue, andis guar-
anteed for thepower-speed combination in which the
engine is optimised (O).
The SFOC guarantee is given with a margin of 5% for
engines fulfilling the IMO NOxemission limitations.
As SFOCand NOx are interrelatedparamaters, an en-
gine offered without fulfilling the IMO NOxlimitations
only has a tolerance of 3% of the SFOC.
Examples of graphic calculation ofSFOC
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.
The solid lines are valid at 100, 80 and 50% of the
optimised power (O).
The optimising point O is drawn into the above-
mentioned Diagram 1. A straight line along the
constant mep curves (parallel to L1-L3) is drawn
through the optimising point O. The line intersec-
tions of the solid lines and the oblique lines indi-cate 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.
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 al-ternative engine ratings: O1= 100% M and
O2= 85%M for a 6S70MC-C with VIT fuel pumps.
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SFOCing/BHPhatnominalMCR(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):
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.
178 87 11-3.0
Fig. 2.16a: SFOC forengines with fixed pitch propeller, K98MC and K98MC-C
2.22
178 44 22-7.1
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2.24
SFOCing/BHPhatnominalMCR(L1)
Engine kW/cyl. BHP/cyl. r/min g/kWh g/BHPh
6-9S90MC-C 4890 6650 76 167 123
178 37 74-4.0
Fig. 2.17a: Example of SFOC forengines with fixed pitch propeller, S90MC-C
178 87 12-5.0
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Fig. 2.18a: Example of SFOC forengines with fixed pitch propeller,
SFOCing/BHPhatnominalMCR(L1)
)Engine kW/cyl. BHP/cyl. r/min g/kWh g/BHPh
6-12K90MC-C 4560 6210 104 171 126
6-12K80MC-C 3610 4900 104 171 126
Data optimising point (O):
Power: 100% of (O) BHP
Speed: 100% of (O) r/min
SFOC: g/BHPh
178 06 87-7.0
2.26
178 39 35-1.0
178 87 13-7.0
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Fig. 2.18b: Example of SFOC forengines with constant speed,
178 06 89-0.0
2.27
178 44 22-7.1
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Fig. 2.19a: Example of SFOC forengines with fixed pitch propeller
178 43 63-9.0
178 15 92-3.0
2.28
SFOC in g/BHPh at nominal MCR (L1)
Turbochargers
High efficiency Conventional
Engine kW/cyl. BHP/cyl. r/min g/kWh g/BHPh g/kWh g/BHPh
6-12L90MC-C 4890 6650 83 167 123
4-12K90MC 4570 6220 94 171 126
6-8S80MC-C 3880 5280 76 167 123
4-9S80MC 3840 5220 79 167 123
4-12L80MC 3640 4940 93 174 1284-8S70MC-C* 3105 4220 91 169 124 171 126
4-8S70MC 2810 3820 91 169 124 171 126
4-8L70MC 2830 3845 108 174 128
4-8S60MC-C* 2255 3070 105 170 125 173 127
4-8S60MC 2040 2780 105 170 125 173 127
4-8L60MC 1920 2600 123 171 126 174 128
4-8S50MC-C* 1580 2145 127 171 126 174 128
4-8S50MC 1430 1940 127 171 126 174 128
4-8L50MC 1330 1810 148 173 127 175 129
4-12L42MC* 995 1355 176 177 130* Note: Engines without VIT fuel pumps have to be optimised at the specified MCR power
These figures are valid both for engines with fixed pitch propeller and for engines running at constant speed.
Data optimising point (O):
Power: 100% of (O) BHP
Speed: 100% of (O) r/min
SFOC found: g/BHPh
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Fig. 2.19b: Example of SFOC forengines with constant speed
178 43 63-9.0
178 15 91-1.0
2.29
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These figures are valid both for engines with fixed pitch propeller and for engines running at constant speed.
Fig. 2.20a: Example of SFOC forengines with fixed pitch propeller
178 06 88-9.0
SFOC in g/BHPh at nominal MCR (L1)
Engine kW/cyl. BHP/cyl. r/min g/kWh g/BHPh
4-8S46MC-C 1310 1785 129 174 128
4-12S42MC 1080 1470 136 177 130
4-12S35MC 740 1010 173 178 131
4-12L35MC 650 880 210 177 130
4-12S26MC 400 545 250 179 132
Data optimising point (O):
Power: 100% of (O) BHP
Speed: 100% of (O) r/min
2.30
178 87 15-0.0
Specified MCR (M) = optimised point (O)
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Fig. 2.20b: Example of SFOC forengines with constant speed
178 43 63-9.0
2.31
178 06 90-0.0
Specified MCR (M) = optimised point (O)
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Fig. 2.21: Example of SFOC for 6S70MC-C with fixed pitch propeller, high efficiency turbocharger and VIT fuel pumps
178 43 67-6.0
178 15 88-8.0
2.32
Data at nominal MCR (L1): 6S70MC-C Data of optimising point (O) O1 O2
100% Power:
100% Speed:
High efficiency turbocharger:
25,32091
124
BHPr/ming/BHPh
Power: 100%of O
Speed:100%ofO
SFOC found:
21,000 BHP
81.9 r/min
122.1g/BHPh
17,850 BHP
77.4 r/min
119.7 g/BHPh
Note: Engines without VIT fuel pumps have to be optimised at the specified MCR power
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 66-4.0
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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, S2or S3can be estimated
based on the SFOC in points 1" and 2".
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.
Then the SFOC for point S1can be calculated as an
interpolation between the SFOC in points 1" and
2", and for point S3as an extrapolation.
The SFOC curve through points S2, to the left ofpoint 1, is symmetrical about point 1, i.e. at speeds
lower than that of point 1, the SFOC will also in-
crease.
The above-mentioned method provides only an ap-
proximate figure. A more precise indication of the
expected SFOC at any load can be calculated by
using our computerprogram.This is a servicewhich
is available to our customers on request.
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Fig. 2.22: SFOC at an arbitrary load
178 05 32-0.1
2.33
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3 Turbocharger Choice
Turbocharger Types
The MC engines are designed for the application of
either MAN B&W, ABB or Mitsubishi (MHI) turbo-
chargers which are matched to comply with the IMO
speed dependent NOx emission limitations, mea-
sured according to ISO 8178 Test Cycles E2/E3 for
Heavy Duty Diesel Engines.
Engine type Conventionalturbocharger
High efficiencyturbocharger
K98MC SK98MC-C S
S90MC-C S
L90MC-C S
K90MC S
K90MC-C S
S80MC-C S
S80MC S
L80MC S
K80MC-C S
S70MC-C O S
S70MC O S
L70MC S
S60MC-C O S
S60MC O S
L60MC O S
S50MC-C O S
S50MC O S
L50MC O S
S46MC-C S
S42MC S
L42MC S
S35MC S
L35MC S
S26MC S
S = Standard design
O = Optional design
Fig. 3.01: Turbocharger designs
Location of turbochargers
On theexhaust 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.
One turbocharger on theaft end:
On all 50 and 46-bore engines
On 4-9 cylinder 42, 35 and 26-bore engines.
Optionally on 60-bore engines.
For other layout points thanL1, the numberorsizeof
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 in-
let to the turbocharger(s) is provided with a dry
cleaning system using nut shells and a water wash-
ing 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.
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3.02
Enginetype
Number of cylinders
4 5 6 7 8 9 10 11 12
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 2xNA57/T9 2xNA70/T9 2xNA70/T9 2xNA70/T9 3xNA70/T9 3xNA70/T9 3xNA70/T9 4xNA70/T9 4xNA70/T9
K90MC-C 2xNA70/T9 3xNA70/T9* 3xNA70/T9 3xNA70/T9 3xNA70/T9 4xNA70/T9 4xNA70/T9
S80MC-C 2xNA70/T9 2xNA70/T9 2xNA70/T9
S80MC 1xNA70/T9 2xNA57/T9 2xNA70/T9 2xNA70/T9 2xNA70/T9 3xNA70/T9
L80MC 1xNA70/T9 2xNA57/T9 2xNA70/T9 2xNA70/T9 2xNA70/T9 3xNA70/T9 3xNA70/T9 3xNA70/T9 3xNA70/T9
K80MC-C 2xNA70/T9 2xNA70/T9 2xNA70/T9 2xNA70/T9 3xNA70/T9 3xNA70/T9 3xNA70/T9
S70MC-C 1xNA70/T9 1xNA70/T9 2xNA57/T9 2xNA70/T9 2xNA70/T9
S70MC 1xNA70/T9 1xNA70/T9 2xNA57/T9 2xNA57/T9 2xNA70/T9
L70MC 1xNA70/T9 1xNA70/T9 2xNA57/T9 2xNA57/T9 2xNA70/T9
S60MC-C 1xNA57/T9 1xNA70/T9 1xNA70/T9 1xNA70/T9 2xNA57/T9
S60MC 1xNA57/T9 1xNA57/T9 1xNA70/T9 1xNA70/T9 1xNA70/T9
L60MC 1xNA57/T9 1xNA57/T9 1xNA70/T9 1xNA70/T9 1xNA70/T9
S50MC-C 1xNA48/S 1xNA57/T9 1xNA57/T9 1xNA70/T9 1xNA70/T9
S50MC 1xNA48/S 1xNA57/T9 1xNA57/T9 1xNA57/T9 1xNA70/T9
L50MC 1xNA48/S 1xNA48/S 1xNA57/T9 1xNA57/T9 1xNA57/T9
* Turbocharger installation requires special attention
Not included in the production programme
Example of full designation: 6S70MC-C requires 2xNA57/T9 at nominal MCR.
Fig. 3.02: MAN B&W high efficiency turbochargers for engines with nominal rating (L1)
complying with IMO's NOx emission limitatoins
178 86 83-6.0
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3.03
Enginetype
Number of cylinders
4 5 6 7 8 9 10 11 12
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 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.
Fig. 3.03:ABB high efficiency turbochargers, type TPL, for engines with nominal rating (L1)
complying with IMO's NOx emission limitations
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Enginetype
Number of cylinders
4 5 6 7 8 9 10 11 12
K98MC n.a. 3 x 714D 3 x 714D n.a. 4 x 714D 4 x 714D n.a.
K98MC-C n.a. 3 x 714D n.a. n.a. 4 x 714D n.a. n.a.
S90MC-C 2 x 714D n.a. 3 x 714D 3 x 714D
L90MC-C 2 x 714D n.a. 3 x 714D 3 x 714D n.a. 4 x 714D 4 x 714D
K90MC 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
All turbochargers in this table are of the VTR-type and have the suffix "-32".
n.a. Not applicable
Not included in the production programme
Example of full designation: 6S70MC-C requires 2 x VTR564D-32 at nominal MCR.
Fig. 3.04: ABB high efficiency turbochargers, type VTR-32, for engines with nominal rating (L1)
complying with IMO's NOxemission limitations
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Enginetype
Number of cylinders
4 5 6 7 8 9 10 11 12
S70MC-C 1xMET66SD1xMET83SD1xMET83SD 1xMET90SE 1xMET90SE
S70MC 1xMET66SD 1xMET71SE 1xMET83SD1xMET83SD 1xMET90SE
L70MC n.a. n.a. n.a. n.a. n.a.
S60MC-C 1xMET66SD1xMET66SD 1xMET71SE 1xMET83SD1xMET83SD
S60MC 1xMET66SD1xMET66SD1xMET66SD 1xMET71SE 1xMET83SD
L60MC 1xMET53SD1xMET66SD1xMET66SD 1xMET71SE 1xMET83SD
S50MC-C 1xMET53SD 1xMET53SE 1xMET66SD1xMET66SD 1xMET71SE
S50MC 1xMET53SD1xMET53SD1xMET66SD1xMET66SD1xMET66SD
L50MC 1xMET53SD1xMET53SD1xMET66SD1xMET66SD1xMET66SD
S46MC-C 1xMET53SD1xMET53SD1xMET53SD1xMET66SD1xMET66SD
S42MC 1xMET42SE 1xMET53SE 1xMET53SE 1xMET53SE1xMET66SD1xMET66SD2xMET53SE 2xMET53SE 2xMET53SE
L42MC 1xMET42SD1xMET42SE1xMET53SD1xMET53SD1xMET53SD1xMET66SD2xMET42SE2xMET53SD2xMET53SD
S35MC 1xMET33SD1xMET42SD1xMET42SD1xMET53SD1xMET53SD1xMET53SD2xMET42SD2xMET42SD2xMET42SD
L35MC 1xMET30SR1xMET33SD1xMET33SD1xMET42SD1xMET42SE1xMET53SD2xMET33SD2xMET42SD2xMET42SD
S26MC 1xMET26SR1xMET26SR1xMET30SR1xMET30SR1xMET33SD1xMET33SD2xMET26SR2xMET30SR2xMET30SR
n.a. Not applicable
Not included in the production programme
Fig. 3.09: Mitsubishi conventional turbochargersfor engines with nominal rating (L1)
complying with IMO's NOxemission limits
3.09
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4 Electricity Production
Introduction
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
typesofmachinery, eitherrunningaloneor inparallel:
Auxiliary diesel generating sets
Main engine driven generators
Steam driven turbogenerators
Emergency diesel generating sets.
The machinery installed should be selected based
on an economical evaluation of first cost, operating
costs, and the demand of man-hours for mainte-
nance.
In the following, technical information is given re-
garding main engine driven generators (PTO) and
the auxiliary diesel generating sets produced by
MAN B&W.
The possibility of using a turbogenerator driven by
the steamproduced by anexhaust gas boiler can be
evaluated based on the exhaust gas data.
Power Take Off (PTO)
With a generator coupled to a Power Take Off (PTO)
from the main engine, the electricity can be pro-
duced based on the main engines low SFOC and
use of heavy fuel oil. Several standardised PTO sys-
tems are available, see Fig. 4.01 and the designa-
tions on Fig. 4.02:
PTO/RCF
(Power Take Off/Renk Constant Frequency):
Generator giving constant frequency, based on
mechanical-hydraulical speed control.
PTO/CFE
(Power TakeOff/Constant Frequency Electrical):
Generator giving constant frequency, based on
electrical frequency control.
PTO/GCR
(Power Take Off/Gear Constant Ratio):
Generatorcoupled to a constant ratiostep-up gear,
used only for engines running at constant speed.
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
whichthegenerator iscoupled directly to themain en-
gine crankshaft and the intermediate shaft, respec-
tively, without a gear. The electrical output of the gen-
erator is controlled by electrical frequency control.
Within each PTO system, several designs are avail-
able, depending on the positioning of the gear:
BW I:
Gear with a vertical generator mounted onto the
fore end of the diesel engine, without any con-
nections to the ship structure.
BW II:
A free-standing gear mounted on the tank top
and connected to the fore end of the diesel en-gine, with a vertical or horizontal generator.
BW III:
A crankshaft gear mounted onto the fore end of
thediesel engine, witha side-mountedgenerator
without any connections to the ship structure.
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 arethe 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 re-
spect to alignment.
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Alternative types and layouts of shaft generators Design Seating Total
efficienc