MAN Operating Instructions

MAN Diesel & Turbo 2.3.3

Components/Sub-assemblies

Figure 3: Polar Blow Off

Exhaust pipe

The exhaust pipes are located between the cylinder banks. The consist of
identical cast-iron sections (one section per cylinder), are self-supporting and
are connected by compensators. All connection points are equipped with
quick-release clamps.
The exhaust-pipe cover consists of sections each having the size of two cyl-
inder lengths. The metal panels are provided with insulation mats on the
inside, the individual sections can be easily removed after releasing a clamp.

Fuel pipes An engine-driven pump supplies diesel fuel to one distributor for each cylin-
der bank which is located on the outside of the engine-V, lengthways above
Fuel supply/Fuel return the engine in front of the pump bank. From this distributor the fuel is supplied
to the injection pumps. Excess fuel is collected in a return distributor. The
connections for all distributors are located on the free engine end.

Lubricating oil supply

Lube oil inlet/Lube oil routing With the exception of the priming pump, the air-valve lubrication oil system
(AVLOS), the magnetic particle detector and the oil mist separator in the
crankcase, the complete lubrication system is located on and in the engine.
The oil is distributed via internal bores instead of pipes.

All lubrication points of the engine are connected to the joint forced oil circuit.

2012-09-19 - de The lubricating oil is sucked in at the oil pump by an engine-driven pump is is Technology
then supplied via the internal ducts to the oil cooler, thermostat and the
duplex filter assembly. The oil is then supplied to the flywheel side of the two V28/33D
hollow camshafts that act as main distributing pipes. From the camshafts,
the oil flows to all parts of the engine, e.g. main bearings, through the crank-
shaft to the big-end bearing s and via the connecting rods to the piston and
back into the oil sump.

6739 2.3.3-03 EN 3 (6)

2.3.3 MAN Diesel & Turbo

Components/Sub-assemblies Cooling water lines

The following components
are cooled: Cylinder liners,
cylinder heads, charge air
cooler, lubricating oil cooler

Cooling water feed/Cooling Figure 4: Cylinder cooling
water return The engine has two cooling water circuits, one for low temperatures (LT) and
Path of the cooling water one for high temperatures (HT). All water pumps for LT, HT and the seawater
systems are engine-driven and are located with all inlet and outlet connec-
Bleeding/Draining tions at the free engine end. The water flows through individual, special
channels in the crankcase from one end of the engine to the other.
The LT circuit is regulated to a temperature of 40 °C on the engine inlet side
by wax element thermostats. This circuit supplies the cooling water to the
second stage of the charge air cooler. From there, the water flows to the
lube oil coolers and then away from the engine to the seawater cooler.
The HT circuit is regulated to a temperature of 85 ℃ on the engine outlet
side by wax element thermostats. The cooling water in this circuit is fed by
the pump into the crankcase through a shared water path.
From there, the HT water is distributed to all water jackets of the upper cylin-
der liners. It then flows into the cylinder head bores to cool the exhaust valve
inserts and fill the cylinder head water chambers. The water then exits the
cylinder heads via two distributors (one per cylinder bank) which are integra-
ted into the air distributor casing, then flows to the first stage of the charge
air cooler and then into the thermostats from where it is then discharged by
the engine into the seawater cooler.
A line for the permanent bleeding is connected at the uppermost points of
the LT and HT water systems. All engines are equipped with drain valves to
allow the draining of both systems for maintenance work.

Condensed water pipe 2012-09-19 - de

Technology The water accumulating downstream of the charge air cooler in the charge
air distributor due to the compression and cooling of the air is drained via an
V28/33D external line into an collecting tank. The tank is equipped with a float valve
and a fill-level alarm.

4 (6) 6739 2.3.3-03 EN

MAN Diesel & Turbo 2.3.3

Crankcase ventilation The connection for the crankcase ventilation is located on the free engine Components/Sub-assemblies
end. During operation, crankcase gases and oil mist are extracted from the
Ventilation system crankcase by a suction blower which creates a vacuum in the crankcase.
Crankcase gases are then cleaned by a carbon filter before being released
into the atmosphere.

Pressure-relief valves Figure 5: Crankcase ventilation
The crankcase doors are equipped with pressure relief valves. They allow a
Starting device quick relief of the pressure inside the crankcase and are also fitted with a
flame arrestor for explosions.
Control air system
The engine is started by means of compressed air. Compressed air is sup-
2012-09-19 - de plied to an air-operated motor located on the crankcase. When activated, it
engages into the gears in the flywheel periphery. This method quickly accel-
erates the engine to ignition speed, after start-up the motor automatically
disengages from the flywheel.
The connection of the compressed-air tanks to the starting air motor is
opened and closed by pneumatic valves by corresponding lines. The valves
are generally remote-controlled by the engine management, but can also be
operated manually in cases of emergency.

Technology

V28/33D

6739 2.3.3-03 EN 5 (6)

Components/Sub-assemblies2.3.3 MAN Diesel & Turbo

Technology Figure 6: Compressed air starter 2012-09-19 - de

V28/33D 6 (6) 6739 2.3.3-03 EN

MAN Diesel & Turbo 2.3.4

Special versions of the engine Components/Sub-assemblies

Two-stage charge air cooler

Efficient heat usage or Charge air cooler with two stages instead of one stage. The position is the
improved operating same. Two-stage charge air coolers mostly used in systems where waste
performance during low-load heat is to be used efficiently. Also the operating performance during low-load
operation operation can be improved if the second stage is deactivated, e.g. by
increasing the charge air temperature.

Injection timing device The engine management has a software-integrated fuel injection timing map
that has been optimised in several development tests. If engine speed and
Reduction of fuel load change, the fuel injection timing is automatically adjusted by the elec-
consumption or reduction of tronic control system to ensure minimal fuel consumption and exhaust emis-
NOx emissions sions.

Lube oil system

The complete lubrication system is located on the top of the engine for easy
installation and to ensure the high performance and comply with the com-
pact design of the engine. The system contains the complete oil required for
engine, main oil pump, duplex filter and oil cooler.

2008-12-05 - de Technology

V28/33D

6739 2.3.4-01 EN 1 (1)



MAN Diesel & Turbo 2.3.5

Additional equipment Components/Sub-assemblies

Resilient engine support

Rigid mounting - indirect The rigid mounting of the engine on its base is the simplest way of mounting
resilient mounting - semi- stationary as well as marine propulsion system. With this kind of mounting,
resilient mounting - resilient dynamic forces (resulting from changes of torque and inertia) and resonan-
mounting ces are transmitted into the base. The engine/generator assembly of a sta-
tionary system is hence often mounted on an resilient base block (indirect
resilient mounting) to restrict the vibrations and resonances to the periphery.
To achieve this effect with marine propulsion systems, engines are installed
in a semi-resilient support on rigid steel diaphragm plates or, more expen-
sively, in a fully resilient mounting. These isolate the engine vibrations from
the base and, if a very elastic coupling is used, also from the driven ele-
ments.

Pumps attached to the engine

All three cooling water pumps (HT water, LT water/seawater), lube oil pump
and fuel supply pump are located on the free engine end for easy installation.

2008-12-05 - de Figure 1: Pumps attached to the engine (cooling water top/lubricating oil bottom) Technology
The oil pump is a self-priming gear pump which is located in the crankcase
on the free engine end. The drive gear engages with a bevel gear fitted on V28/33D
the end of the crankshaft before the vibration damper.
The cooling water pumps (single stage rotary pumps with sealed bearings)
are located above the lube oil pump. They are also driven by the spur wheel
on the crankshaft end.

6739 2.3.5-01 EN 1 (2)

Components/Sub-assemblies2.3.5 MAN Diesel & Turbo

Technology Monitoring the temperature of the crankshaft bearings 2008-12-05 - de

V28/33D For monitoring purposes, the temperature of the crankshaft bearing is recor-
ded directly below the bearing shells in the bearing covers. This is carried out
using resistance temperature sensors (PT 100) mounted oiltight. Wires
attached to the sensors are routed to the terminal box outside the crank-
case.

Splash-oil monitoring system

The splash oil monitoring system is an integral part of the safety system. The
temperatures of the individual running gears (or running-gear pairs in V-
engines) are monitored indirectly via splash oil sensors. If a defined maximum
value and/or permissible deviation from the average value is exceeded, the
safety system triggers an engine stop.
Damage to the main bearings and big-end bearings is detected at an early
stage to prevent serious damage by triggering an engine stop.
The temperatures of the individual crank compartments in the engine are dis-
played at the control station both graphically and as absolute values.

2 (2) 6739 2.3.5-01 EN

MAN Diesel & Turbo 2.4

Systems

2.1 Scope of supply/Technical specifications
2.2 Engine
2.3 Components/Sub-assemblies
2.4 Systems
2.5 Technical data

2013-02-19 - de

Technology

6739 2.4-02 EN 1 (1)



MAN Diesel & Turbo 2.4.1

Fresh air/charge air/exhaust gas system Systems

Fresh air/charge air/exhaust gas systems

2009-11-23 - de

Technology

V28/33D
Figure 1: Fresh air/charge air/exhaust gas systems

Air routing The air required to burn fuel in the cylinder is drawn in axially by the com-
pressor turbine wheel of the turbocharger. Air is drawn in either via the intake
silencer with dry air filter, or via the intake housing. The energy in the exhaust

6739 2.4.1-02 EN 1 (2)

Systems2.4.1 MAN Diesel & Turbo

Exhaust gas routing gas stream which is routed via the turbine of the turbocharger is used to
compress and heat the air. The air is cooled by the charge air cooler on the
Condensation inside of the housing. This ensures that the greatest possible quantity of air is
Charge air blow-round routed to the cylinders. The air flows into a common charge air distributor
device from where it is distributed to all cylinders as required.
The exhaust gases are expelled from the cylinder head at a point opposite
the charge air pipe. They accumulate in the exhaust gas distributor and are
routed to the turbine side of the turbocharger. The thermocouples in the cyl-
inder heads before and after the turbocharger monitor the temperatures. The
exhaust gas distributor is made up of individual sections with each section
equal in length to one cylinder. The connection is bolted to the cylinder head.
The distributor sections are joined to each another, and to the turbocharger,
with bellows expansion joints. The exhaust gases pass out of the turbine
wheel in the axial direction. The friction bearings of the turbocharger are lubri-
cated with oil from the engine's lubricating oil system.
The condensation pipes are connected to the housing of the charge air dis-
tributor.
The purpose of the charge air blow-round device is to improve the engine
output in the part-load range. When the bypass flap is open, charge air flows
through the blow-round device in the exhaust gas line and reduces the tem-
perature at the turbine inlet. The blow-round flap is activated automatically by
the engine management system using control air.

Technology

V28/33D
2009-11-23 - de

2 (2) 6739 2.4.1-02 EN

MAN Diesel & Turbo 2.4.2

Compressed air and starting system Systems

Compressed air and starting system

2010-09-27 - de

Technology

V28/33D
1 Bypass valve 6 Air from turbocharger 7101 Inlet: Compressed air
2 Charge-air inlet to bypass 7 Compressed air starter starter
8 Blocking of the turning
valve 7102 Inlet: Control air 1
3 Charge-air outlet from gear 7105 Inlet: Control air 2 (emer-
9 Turning gear engine
bypass valve gency shut down)
4 Emergency stop valve 6739 2.4.2-02 EN 7201 Air inlet turning gear

engine

1 (2)

2.4.2 MAN Diesel & Turbo

5 Charge air cooler 7202 Air inlet turning gear
engine
Systems
Figure 1: Compressed air and starting system

Compressed air is required for starting the engine and for performing a range
of pneumatic functions. A pressure of ≤ 25 bar is required for starting. A
pressure of 8.2 bar is required for the control operations. Air to these sys-
tems is supplied from 40 bar compressed air tanks. The control air is routed
from the main reservoir via a pressure reducer that produces a pressure of 7
bar.

The pressure is reduced via a pressure reducer to 7 bar.

Summary The following are the main elements required to start the diesel engine:

▪ The main starting-air solenoid valve – SDV1
▪ The starting air motor with combined pressure reducing and solenoid

valve

Starting operation The starting operation is triggered by a signal from the control or remote con-
trol system which is forwarded to valve SDV1.

High-pressure air is supplied to the starting air motor. If the engine control
system receives a signal from the turning gear to confirm that is has disen-
gaged, and that the supply of lubricating oil from the priming pump is in
working order, a signal from the engine control system activates the starting
solenoid valve and air flows into the engine.

The gear wheel of the starting air motor meshes with the teeth of the flywheel
periphery, and the engine is brought up to the starting speed.

When the engine speed increases to above the starting speed, the air supply
to the starting air motor switches off automatically and the gear wheel disen-
gages from the flywheel.

If the engine does not start within a defined period, the air supply to the start-
ing air motor switches off automatically and the gear wheel disengages from
the flywheel. The control system now waits for a new start signal.

Indicator valves Indicator valves for connecting the cylinder pressure measuring devices are
screwed directly into the cylinder heads.

Water outlet A drain cock must be installed at the lowest point in the pipe from the pres-
sure vessels to the main starting valve. This cock must be opened at regular
intervals to remove accumulated condensate from the pipes. The cock is
used for bleeding the pipe prior to assembly work.

Bleeding the pipe prior to Open the pressure relief valve before carrying out maintenance work to pre-
assembly work vent pressure accumulating at the main starting valve due to leaking shut-off
elements of the pressure vessels. This could accidentally trigger operation of
the turning gear if it increases beyond a certain point.

Technology

V28/33D
2010-09-27 - de

2 (2) 6739 2.4.2-02 EN

MAN Diesel & Turbo 2.4.3

Fuel system Systems

Fuel system

1 Fuel delivery pump 5201 Inlet: Fuel 5231 Outlet: Fuel delivery pump
2 Leckage display 5211 Outlet: Fuel 5241 Outlet: Double-walled fuel
5221 Inlet: Fuel delivery pump
pipe
5243 Outlet: Leckage pipe

Figure 1: Fuel oil system The fuel is pumped to the free engine end from where it is pumped to bank A
and B via two distributors (one on each cylinder bank). The distributors pass
From the inlet flange to the all fuel pump assemblies. The fuel passes through internal ducts in the pump
injection valve chamber and excess fuel is routed back to the return distributor. The pump
supplies fuel under high pressure to the injection valves. The fuel delivery
pumps are driven via the camshaft.
The injection needle lifts if the fuel pressure overcomes the spring force to
allow fuel to be admitted through the nozzle apertures into the combustion
chamber. The fuel injection cycle starts when the engine management sys-
tem sends a signal to the fuel delivery pump to activate the solenoid valve
and open the shuttle valve. The fuel injection cycle ends when the engine
2010-09-27 - de

Technology

V28/33D

6739 2.4.3-02 EN 1 (2)

Systems2.4.3 MAN Diesel & Turbo

Excess fuel management system sends a signal to the fuel delivery pump to deactivate
the solenoid valve and close the overflow valve. The quantity of fuel injected
is determined by the point at which the solenoid valve is activated (timing).
Excess fuel that is not required is pumped by the fuel-injection pumps
through internal ducts in the fuel pump assembly to the fuel return distributor
and back into the fuel circuit. This ensures that:
▪ the right quantity of fuel required to fill the pump chamber is always avail-

able,
▪ the pump and the electrically-operated solenoid valve do not overheat.

1 Casing 8 Fuel-injection pump
2 Clamping nut 9 Cylinder head
3 Injection valve 10 Feed pipe
4 Needle 11 Injection line
5 Spring plate 12 Injection valve
6 Compression spring 13 Sleeve
7 Thrust piece A Fuel from the fuel-injection pump

Leakage fuel pipes Figure 2: Fuel injection valve/connection of fuel-injection pipe and feed pipe
The fuel discharged at the injection valves, pumps and shielded fuel pipes is
collected in a common distributor from where it is led to a special collection
tank equipped with a high fill level alarm and evacuation pump.

Technology

V28/33D
2010-09-27 - de

2 (2) 6739 2.4.3-02 EN

MAN Diesel & Turbo 2.4.6

Lube oil system Systems

Lubricating oil to the engine and turbocharger

2012-07-16 - de

Technology

V28/33D
1 lubricating oil pump 6 Cooling water outlet 2101 Inlet: Lubricating oil
2 Duplex lube oil filter 6739 2.4.6-02 EN 2111 Outlet: Oil sump

1 (4)

2.4.6 MAN Diesel & Turbo

Systems 3 Lubricating oil/thermostat a to turning engine 2401 Inlet: Valve seat lubrication
valve b Lubricating oil filling con- 2411 Outlet: Valve seat lubrica-

4 Lubricating oil cooler nection tion
5 Cooling water inlet c Valve seat lubrication sys- 2841 Outlet: Cylinder crankcase
Figure 1: Lube oil system
tem bleeding

Technology

V28/33D
2012-07-16 - de
Figure 2: Lube oil system from the crankshaft bearings to the piston

Supply via internal distributor All lubricating points of the engine and turbocharger are connected to the
line forced oil circulation system. The entire lube oil system, apart from the pri-

ming pump, can be found in or on the engine. The oil sump contains all the
oil required by the engine.

2 (4) 6739 2.4.6-02 EN

MAN Diesel & Turbo 2.4.6

Oil is drawn from the oil sump by a pump on the engine with an integrated Systems
pressure-relief valve. This oil is then routed via internal ducts to the thermo-
Supply from outside static valves from where it is guided to the oil cooler and filter, or to the
duplex filter directly, depending on the temperature. The oil flows from the fil-
ter to the flywheel end of both camshafts. These are hollow and serve as the
main distributors for the engine.
The oil is led from here through the internal bores in the crankcase to the
cam followers, fuel delivery pumps, cylinder heads, gear wheels and down-
wards to the crankshaft bearings, via the crankshaft to the big-end bearings
and via the connecting rod to the piston.
The supply of oil to the turbocharger is regulated by throttling. Engine oil is
supplied to the turbocharger and air valve lubricating system via the external
engine lines.

Monitoring the temperature of the crankshaft bearings

The temperatures of the crankshaft bearings (and the external bearings) are
measured just below the bearing shells in the bearing caps. This is carried
out using resistance temperature sensors (PT 100) mounted oiltight. Wires
attached to the sensors are routed to the terminal box outside the crank-
case.

1 Crankshaft
2 Main bearing cap
3 Temperature sensor

Figure 3: Monitoring the temperature of the crankshaft bearings

Splash oil monitoring system

The splash oil monitoring system is an integral part of the safety system. The
temperatures of the individual crank pin bearing assemblies are monitored
indirectly via splash oil sensors. If a defined maximum value and/or permissi-
ble deviation from the average value is exceeded, the safety system triggers
an engine stop.
If the temperature of the lubricating oil changes, this provides an early indica-
tion that the crankshaft bearings and big-end bearings may be damaged.
The splash oil monitoring system reliably detects these temperature changes
which leads to triggering of an alarm followed by an engine stop to prevent
2012-07-16 - de

Technology

V28/33D

6739 2.4.6-02 EN 3 (4)

2.4.6 MAN Diesel & Turbo

Systems serious damage. The temperatures of the individual moving parts in the
engine are displayed at the control station both graphically and as absolute
values.

1 Temperature sensor
2 Crankcase cover
3 Control station
4 Safety system
Figure 4: Monitoring the temperature of the running gear using the splash oil
monitoring system

Technology

V28/33D
2012-07-16 - de

4 (4) 6739 2.4.6-02 EN

MAN Diesel & Turbo 2.4.7

Cooling water system Systems

Cylinder cooling

1 Charge air inlet 4 High-temperature water 7 Lubricating oil cooler
2 Charge air outlet pump 8 Low-temperature water
3 Cylinder cooling
Figure 1: Engine cooling water system 5 Lubricating oil inlet pump
6 Lubricating oil outlet 9 Seawater pump

2010-09-27 - de

Technology

V28/33D

6739 2.4.7-02 EN 1 (6)

Systems2.4.7 MAN Diesel & Turbo

Figure 2: HT/LT system, 12-cylinder
2 (6) 6739 2.4.7-02 EN
Technology

V28/33D
2010-09-27 - de

MAN Diesel & Turbo 2.4.7

Systems

Figure 3: HT/LT system, 16-cylinder and 20-cylinder

High-temperature circuit (HT) The cooling water inlet flange/HT water pump are at the free engine end. The
water flow is as follows:
The water initially flows through a distribution channel into the crankcase that
supplies each cylinder water jacket directly with water in order to cool the
upper section of the cylinder liner.
2010-09-27 - de

Technology

V28/33D

6739 2.4.7-02 EN 3 (6)

2.4.7 MAN Diesel & Turbo

Systems The water then flows into the water-conducting sleeve to the lower section of
the cylinder head. It flows from here through the radial bores into a central
Low-temperature circuit (LT) chamber that wraps around the fuel injection nozzle; some of the water flows
past the intake and exhaust valve seats. The remaining large cooling spaces
of the cylinder head are filled from this central chamber.
The water then flows from the cylinder head via the internal ducts to the pri-
mary stage of the intercooler.
The water finally flows to the thermostatic valve on the engine from where it
re-enters the circuit, or is led away from the engine into the seawater cooler
before being routed back to the engine.
The cooling water inlet flange/LT water pump are located at the free engine
end. The water flow is as follows:
The water initially flows through the internal duct to the secondary stage of
the intercooler.
The water is guided from here to the lubricating oil cooler on the engine.
Finally, the water flows from the engine to the thermostatic valve then re-
enters the circuit or flows to the seawater cooler, before returning to the
engine.

Technology

V28/33D
2010-09-27 - de

4 (6) 6739 2.4.7-02 EN

MAN Diesel & Turbo 2.4.7

Systems

1 Crankcase 7 Cylinder head
2 Water carrying jacket 8 Sleeve on the injection valve
3 Cylinder liner 9 Injection valve
4 Flame ring 10 Screw plug
5 Valve seat ring a...g Path of the cooling water/cooling
6 Valve
chambers

Ventilation Figure 4: Combustion chamber components – path of cooling water
The water system is vented via several pipes on the underside of the engine
Drainage that are connected to the filling tank.
The system is drained via the main engine drain valve.
Summary

Circuits/Cooling media
2010-09-27 - de

Technology

V28/33D
To keep the thermal load as low as possible, the components around the
combustion chamber must be cooled.

6739 2.4.7-02 EN 5 (6)

2.4.7 MAN Diesel & Turbo

Systems The charge air heated by compression in the turbocharger is recooled with
the charge air cooler. This is achieved by increasing the volume of air for
combustion.
Treated fresh water is used for cooling purposes. Charge air coolers are also
cooled with fresh water and occasionally also seawater or raw water. Single-
stage charge air coolers are normally installed in the secondary circuit. If two-
stage charge air coolers are used, recooled engine cooling water is guided
through the first stage (primary/high-temperature circuit) and fresh water is
guided from the secondary/low-temperature circuit through the second
stage.

Technology

V28/33D
2010-09-27 - de

6 (6) 6739 2.4.7-02 EN

MAN Diesel & Turbo 2.5

Technical data

2.1 Scope of supply/Technical specifications
2.2 Engine
2.3 Components/Sub-assemblies
2.4 Systems
2.5 Technical data

2013-02-19 - de Technology

6739 2.5-02 EN 1 (1)



MAN Diesel & Turbo 2.5.1

Performance and consumption specifications Technical data

Designations and factory numbers 12V 28/33 D
1.062.103/104/105/106
Engine
Factory number TCA 33
Turbocharger see type plate
Factory number constant pressure
Charging method
Inspection company WA

Operation and drive type Stationary engine applicable
Ship's main engine
Application X
Drive configuration Fixed pitch propeller applicable
Variable pitch propeller
Fuel Generator X
Operation/Monitoring Other
applicable
Marine gas oil (MGO) X

Automatic remote control applicable
Remote control X
X

Performance and consumption specifications

Continuous output/reference condi- according to ISO 3046/I (standard according to ISO 3046/I (at instal-
tions operating conditions) lation location)
Performance
Air temperature 5460 kW
Charge air cooler water tem-
perature 45 °C
Air pressure
Site altitude 38 °C

2012-07-17 - de 1 bar
0 m above sea level
1000 1/min
Engine speed counterclockwise 1 062 103 Technology
Engine sense of rotation 1 062 104
clockwise 1 062 105 V28/33D
1 062 106

01599 2.5.1-01 EN 1 (3)

2.5.1 MAN Diesel & Turbo

Technical data Continuous output/reference condi- according to ISO 3046/I (standard according to ISO 3046/I (at instal-
tions operating conditions) lation location)

Turbocharger speed see test run report

Average effective piston pres- 26.6 bar
sure

Ignition pressure 210 bar

Compression pressure bar

Average piston speed 11 m/s

Compression ratio ? 13.8 -

Fuel consumption according to ISO 3046/I (standard according to ISO 3046/I (at instal-
Marine gas oil (MGO) operating conditions) lation location)

188 g/kWh

Lubricating oil consumption 0.4 g/kWh
Cylinder oil insert kg/h
see test run report

Technical data

Main dimensions 280 mm
Cylinder diameter 330 mm
Stroke 20.3 dm³
Cylinder capacity 460 mm
Cylinder spacing with

Ignition sequence X
12-cylinder engine X

counterclockwise A1-B4-A4-B2-A2-B6-A6-B3-A3-B5-A5-B1 50 °KW before TDC
clockwise B1-A5-B5-A3-B3-A6-B6-A2-B2-A4-B4-A1 45 KW after TDC
60 °KW before BDC
Control times 60 KW after TDC
111 KW
Inlet valve opens
see test run report
closes

Exhaust valve opens

closes

Overlap

Start/end of fuel injection pump delivery

Technology 2012-07-17 - de

V28/33D

2 (3) 01599 2.5.1-01 EN

MAN Diesel & Turbo 2.5.1

Restricted areas and emissions Technical data

Restricted ranges/
Output restrictions

1. Normal operation (all cylinders are firing equally)
No restrictions.

2. Misfiring condition (worst cylinder against compression)
The engine output will be automatically reduced to 60% MCR. The plant should

be operated preferably at nominal speed.
3. Total failure of one cylinder (one running gear removed)

The engine concerned has to be taken out of service.
Also refer to Sections 3.4.3 and 3.6.2

Emissions dB(A)

Noise (air pressure) IMO Marpol 73/78 Annex VI (Nox)
after
Noise (structure-borne noise)
after
Pollutants in exhaust gas
NOx
after

* sense of rotation when viewed from the coupling side

2012-07-17 - de Technology

V28/33D

01599 2.5.1-01 EN 3 (3)



MAN Diesel & Turbo 2.5.2

Temperatures and pressures Technical data

Operating temperatures*

Air Air before compressor >5°C, max. 45°C 1)
Charge air Charge air before cylinder (GEA charge air cooler) 45 ... 67 ℃2)
Exhaust gas Charge air before cylinder (Vesta charge air cooler) 45 ... 55 ℃2)
Exhaust gas after cylinder max. 600 ℃
Cooling water Permissible deviation of individual cylinders from the mean ±100 ℃
value
Exhaust gas before turbocharger max. 610 ℃
Engine cooling water after engine 82 4), max. 92 ℃
Engine cooling water preheating
Cooling water before LT stage ≥40 °C
32 4), load reduction at
Lubricating oil Lubricating oil before engine/before turbocharger
≥45°C
Fuel Lubricating oil after engine (at full load) 58 4) ,Alarm/Stop at
Bearings Lubricating oil after turbocharger (at full load)
Fuel (MGO, ISO-F-DMA) upstream of engine ≥68°C
Crankshaft bearing 76 ℃
max. 90 ℃
max. 45℃
see acceptance record

Operating pressures (excess pressures)*

2012-02-03 - de Air Air before turbocharger (negative pressure) max. -20 mbar Technology
Starting air/Control air Starting air min. approx. 25, max. 40 bars
Charge air Control air V28/33D
Cylinder Charge air upstream/downstream of charge air 8, min. 6.5 bar
cooler (pressure difference) max. 80 mbar
Crankcase Nominal firing pressure (at 455kW/cyl. „Start“ load
profile) 185 bars
Exhaust gas Nominal firing pressure (for 500kW/cyl. ”Navy” load
Cooling water profile) 193 bars
Lubricating oil Permissible deviation of individual cylinders from the
mean value ± 5 bar
Safety valve (opening pressure)
Crankcase pressure 247 bars
Crankcase pressure (with suction) max. 3 mbar
Safety valve (opening pressure) Vacuum max. -2.5 mbar
Exhaust gas downstream of turbocharger 50 ... 70 mbar
Engine cooling water and charge air cooler HT max. 35 mbar
Charge air cooler LT 3 ... 5, min. 0.9 bar
Lubricating oil upstream of engine 3 … 5, min. 0.8 bar
4.5 bar, max. 8 bar

6739 2.5.2-02 EN 1 (2)

2.5.2 MAN Diesel & Turbo

Technical data Lubricating oil upstream of turbocharger 1.2 ... 2.2 (cold condition 4.5)
bar

Fuel Fuel upstream of engine (in case of pressure sys- 5 ... 8, min. 3 bar
tem)

Fuel injection valve (opening pressure) 480 +10 bar

(opening pressure for new springs) 500 bars

Test pressures (excess pressures)

Control air Control air pipes 12 bar
Cooling chambers/Water Cylinder head 10 bar
side Cylinder liner
Charge air cooler 7 bar
Fuel chambers Cooling system cylinder cooling 6 bar
Lubricating oil Cooling system injector cooling 7 bar
Fuel inlet lines 7 bar
Lubricating oil pipes 30 bar
10 bar

* Valid for rated output and rated speed. For mandatory reference values, see test run and commissioning report in
Volume 010.330 and "List of instrumentation and control equipment" in Volume 010.290 Engine control and monitor-
ing.
1) In accordance with power definition. A reduction in power is required at higher temperatures/lower pressures.
2) Aim for a higher value in conditions of high air humidity (condensation).
3) Dependent upon the fuel viscosity and injection viscosity. See Section 3.3.4 - operating fluids.
4) Regulated temperature

Technology 2012-02-03 - de

V28/33D

2 (2) 6739 2.5.2-02 EN

MAN Diesel & Turbo 2.5.3

Weights Technical data

Weights of the main components

Components – from top to bottom

Cylinder head cover 7 kg
25 kg
Rocker arm casing with rocker arms 313 kg
134 kg
Cylinder head with valves 13 kg
43 kg
Cylinder liner 19 kg
88 kg
Water-conducting sleeve 25 kg
955 kg
Piston (with piston rings) 505 kg
55 kg
Piston pin 65 kg
80 kg
Connecting rod, complete (with big-end bearing cap) 32 kg
72 kg
Big-end bearing cap
2 kg
Lube oil filter housing, complete 45 kg
53 kg
Lubricating oil cooler (dry) 84 kg
84 kg
Tappet casing 144 kg
230 kg
Camshaft drive gearwheel 45 kg
4810 kg
Intermediate gearbox 485 kg

Crankshaft gearwheel approx. 12 t
8 kg
Crankshaft bearing cover
approx. 2 kg
Main bearing shell (half-shell) 9 kg

Thermostat valve housing 13 kg

Cover for crankcase vibration damper 50 kg
30 kg
Low-temperature water pump

High-temperature water pump

Seawater pump

lubricating oil pump

Compressed air starter

Crankshaft with counterweights 20V 28/33D

Torsional vibration damper

Crankcase/tie rod

Crankcase 20V 28/33D
Tie rod
2010-09-24 - de Cross tie rod (short/long) Technology
Cylinder head bolt
Crankcase cover with pressure-relief valve V28/33D

Injection system

Camshaft section
Camshaft joint (section)

6739 2.5.3-02 EN 1 (2)

2.5.3 MAN Diesel & Turbo

Technical data Injection system Fuel injection pump 9 kg
Charge air and exhaust gas system Fuel injection valve 6 kg

Turbocharger TCA 33 20V 28/33D 1365 kg
Charge air cooler approx. 1 t

Weights of complete engines approx. 32 t
approx. 39 t
12V 28/33D without STC approx. 48 t
16V 28/33D without STC approx. 34 t
20V 28/33D without STC approx. 41 t
12V 28/33D with STC approx. 50 t
16V 28/33D with STC approx. 63 t
20V 28/33D with STC approx. 83 t
12V 28/33D GenSet engine approx. 92 t
16V 28/33D GenSet engine
20V 28/33D GenSet engine

Technology 2010-09-24 - de

V28/33D

2 (2) 6739 2.5.3-02 EN

MAN Diesel & Turbo 2.5.4

Dimensions/Clearances/Tolerances - Part 1 Technical data

Explanations

The table below has been organised according to the MAN sub-assembly system, i.e. the sub-assembly numbers in
bold entered in the intermediate titles.

Dimensions and clearance are quoted in accordance with the following
schematic:
X Bore diameter
Y Clearance
Z Shaft diameter

For printing reasons, tolerances are not quoted in the normal manner

+0.080
200

+0.055

but as described below.

200 +0.080/+0.055

Tie rod /lateral tie rod 012 Nominal dimension (mm)
A 357 Horizontal
Dimension/measuring point B M33 x 3.5
C 432 Horizontal
B M33 x 3.5
D 555 Vertical
E M52 x 5

2012-07-10 - de Technology

V28/33D

6739 2.5.4-02 EN 1 (4)

2.5.4 MAN Diesel & Turbo

Technical data Crankshaft 020 Nominal dimension (mm) Clearance (new) (mm) Clearance (max.) (mm)

Dimension/measuring point

A* **

A Web deflection (crankshaft)
* See acceptance test record
** See Work Card 000.10

Crankshaft bearing/Locating bearing 021

Dimension / measuring point Rated dimension (mm) Clearance, new Clearance max. (mm)
(mm)

A 300 -0.05 -- --
0.53
B -- 0.299 ... 0.408
*
C 4.858-0.015 -- 0.6

E -- 0.29 ... 0.54 --

F 90.19+0.05 --

Technology * Threshold value for bearing shell thickness in main load area. For replacement criteria see Work Card 000.11. 2012-07-10 - de
2 (4) 6739 2.5.4-02 EN
V28/33D

MAN Diesel & Turbo 2.5.4

Torsional vibration damper (crankshaft) 027 Technical data

Dimension/measuring point Nominal dimension (mm)
A
B 800* Diameter
160* Width

* Depending on design

Connecting rod bearing/Piston pin bearing 030

Dimension / measuring point Rated dimension (mm) Clearance when new Clearance max. (mm)
(mm)

A 240 -0.03 -- --
B -- 0.220 ... 0.309 0.40
C 4.89 -0.015
D -- -- *
E 130 -0.013 0.187 ... 0.264 0.3
F 654
G 101.5 -- --
H 132 -- --
J 354 -- --
X 130 +0.251/+0.187 -- --
-- --
-- --

* Threshold value for bearing shell thickness in main load area. For replacement criteria see Work Card 000.11.

2012-07-10 - de Technology

V28/33D

6739 2.5.4-02 EN 3 (4)

2.5.4 MAN Diesel & Turbo

Technical data Piston 034 Rated dimension (mm) Clearance when new Clearance max. (mm)
(mm)
Dimension/Measuring point

A 130 +0.085/+0.055 -- --
B -- 0.055 ... 0.098 0.128
C 130 -0.013
D 231 -- --
E 310 -- --
F 280* -- --
G ** -- --
-- --

B Ovality max. -- 0.03

* The outside diameters are to difficult to check due to the convex oval shape. The listing of exact dimensions
has been omitted since the life of the piston is normally determined by the wear of the ring grooves.

** Compression distance - see acceptance test record

Piston rings 034 Nominal dimension (mm) Clearance (new) (mm) Clearance (max.) (mm)

Dimension/measuring point

A 7 +0.2/0.23 -- --
B -- 0.213 ... 0.265 0.65
C 7 -0.013/-0.035
D 7 +0.17/+0.2 -- --
E -- -- --
F 7 +0.04/+0.06 0.183 ... 0.235 0.65
G -- -- --
H* -- 0.053 ... 0.095 0.153
H** -- 0.9 ... 1.2 ****
H*** -- 1.5 ... 1.8 ****
0.9 ... 1.3 ****

Technology * Fitting clearance, ring 1 2012-07-10 - de
** Fitting clearance, ring 2
V28/33D *** Fitting clearance, ring 3
**** See Work Card 034.05.

4 (4) 6739 2.5.4-02 EN

MAN Diesel & Turbo 2.5.5

Dimensions/Clearances/Tolerances - Part 2 Technical data

Cylinder liner 050 Rated dimension (mm) Clearance when new Clearance max. (mm)
(mm)
Dimension / measuring point

A 280 +0.05 -- --
B1 -- -- 0.5
B3 -- -- 0.22
B4 -- -- 0.08
C** -- -- 0.25
D 292 +0.025 -- --
E 341.880 +0.026 -- --
F 640 -- --
H 231 -- --
K 52.3 +0.1 -- --
G 377.350 +0.05 -- --

* Maximum permissible wear on the measuring range of the gauge bar (see Work Card 050.02)
** Ovality, C = (A1 - A2)
Dimension A, C valid for cylinder liner, not for top land ring.
The dimension A is measured at the top reversing point of the first piston ring laterally and longitudinally to the longi-
tudinal axis of the engine.
B2 ≤ B1
B5 ≤ B4

2012-07-10 - de Technology

V28/33D

6739 2.5.5-01 EN 1 (3)

2.5.5 MAN Diesel & Turbo

Technical data Cylinder head/Cylinder head bolt 055

Dimension/measuring point Nominal dimension (mm) Clearance (new) (mm) Clearance (max.) (mm)

A 390 -- --
B 522 -- --
C 772 -- --
D 980 -- --
E 734.5 -- --
F M48 x 4 -- --

Revolution recorder 71 Nominal dimension (mm) Clearance (new) (mm) Clearance (max.) (mm)

Dimension/measuring point

A 1 ... 3 -- --

Camshaft drive 100 Nominal dimension (mm) Clearance (new) (mm) Clearance (max.) (mm)

Dimension/measuring point

A -- 0.14 ... 0.38 0.5

J 512 -- --

K 408 -- --

L 264 -- --

M 408 -- --

Technology 2012-07-10 - de

V28/33D

2 (3) 6739 2.5.5-01 EN

MAN Diesel & Turbo 2.5.5

Valve camshaft bearing 102/120 Technical data

Dimension/measuring point Nominal dimension (mm) Clearance (new) (mm) Clearance (max.) (mm)

D 116.095 +0.053 -- --
0.38
E -- 0.296 ... 0.351
--
F 115.797 +0.02 -- 0.95

G -- 0.27 ... 0.72 --
--
H 201 -- 0.21
--
J 115.9 +0.028 -- --
1.2
K -- 0.058 ... 0.161

L 115.986 +0.075 --

M 168.5 --

N -- 0.6 ... 1.0

2012-07-10 - de Technology

V28/33D

6739 2.5.5-01 EN 3 (3)



MAN Diesel & Turbo 2.5.6

Dimensions/Clearances/Tolerances - Part 3 Technical data

Rocker arm bearing /Inlet valve/Exhaust valve 111/113/114

Dimension/measuring range Nominal dimension (mm) Clearance (new) (mm) Clearance (max.) (mm)

A1) -- 0.4 +0.1 ---
--
B2) -- 0.6 +0.1 --
radial 0.3
C 18 +0.021 -- --
--
D* -- 0.072 ... 0.113 --
--
E** 17.928 -0.02 -- radial 0.3
--
K* 101 -- --
--
L*** 28.4 --

M* 406.5 --

D** -- 0.108 ... 0.149

E** 17.872 +0.02 --

K** 93.8 --

M** 404.8 --

1) Valve clearance for inlet valves
2) Valve clearance for exhaust valves
* Dimensions for inlet valves
** Dimensions for exhaust valves
*** Valve stroke

Push-rod drive 112 Nominal dimension (mm) Clearance (new) (mm) Clearance (max.) (mm)

Dimension/measuring point

A 60,030 +0,020 -- --
0,14
B -- 0,060 ... 0,110
--
C 59,940 +0,030 -- --
0,09
D 25,079 +0,024 -- --
--
E -- 0,040 ... 0,074 0,3
--
F 25,029 +0,010 --

G 30,200 +0,050 --

H -- 0,150 ... 0,250

J 30,000 +0,050 --

2010-03-05 - de Technology

V28/33D

6739 2.5.6-01 EN 1 (2)

2.5.6 MAN Diesel & Turbo

Technical data Fuel injection pump 200 Nominal dimension (mm) Clearance (new) (mm) Clearance (max.) (mm)

Dimension/measuring point

A 119 -- --
B 308.5 -- --

Fuel injection valve 221 Nominal dimension (mm) Clearance (new) (mm) Clearance (max.) (mm)
A 74 -- --
Dimension/measuring point B 317 -- --

Technology 2010-03-05 - de

V28/33D

2 (2) 6739 2.5.6-01 EN

MAN Diesel & Turbo

1 Introduction
2 Technology
3 Operation/Operating fluids
4 Maintenance/repair
5 Appendix

2013-02-19 - de

Operation/Operating fluids

6739 3 B1-02 EN 1 (1)



MAN Diesel & Turbo 3.1

Prerequisites

3.1 Prerequisites
3.2 Safety
3.3 Operating fluids
3.4 Operative management I - Starting the engine
3.5 Operative Management II - Monitoring Operating

Data
3.6 Operative Management III - Operating faults
3.7 Operative Management IV - Shutting down the

Engine

2013-02-19 - de Operation/Operating fluids

6739 3.1-02 EN 1 (1)