MAN V28/33D, V28/33D STC Project Guide – Marine Four-stroke diesel engine compliant with IMO Tier II and EPA Tier 2

Engine supply systems
5.2.1 Lube oil system description

0502-0000MR2.fm Priming system As the oil warms the valve operates to divert more
oil through the cooler to maintain it at the correct
Pre-start engine oil priming is provided by a high working temperature of 63 °C into the engine.
flow lubricating oil pump. The pump is a positive
displacement type fitted with by-pass relief valve The lubricating oil filter is of duplex felt element
to protect the pump and system against over type and mounted below the cooler. It is fitted with
pressure. An interlock is fitted at the engine gallery a changeover valve to allow the elements in one
inlet to prevent engine start if the priming oil pres- vessel to be renewed whilst the engine is running.
sure is not detected. The engine will be fully Each filter vessel is fitted with three or five dispos-
primed and available to start within 60 seconds of able elements depending on type installed. Filter
starting the priming pump. fines is 25 μ (absolute).

The priming pump draws oil through the suction Oil is fed to the large bore oil mains in each cam-
strainer in the engine sump via connection 2111 shaft via distribution manifolds in the camshaft end
and an lube oil suction strainer (030.020.142), de- cover housings. From there it travels into the inter-
livering it via the main filter to the engine galleries nal circuit of the engine to the crankshaft, main
and bearings. A non-return valve at the engine in- bearings, large and small end bearings and pis-
let 2101 protects the flexible connection and the tons.
priming line from the high pressure and pressure
pulsations given by the main engine driven pump. Between the main pump and the thermostat a
supply is taken from the main feed line to a metal
Main system particle detector. This detector provides an ex-
tremely high level of protection for the engine.
With exception of the priming pump, the valve seat
lubricating pump (AVLOS) (030.020.095) and the We strongly advise that good diesel operator prac-
crankcase oil mist eliminator, the engine lubricat- tice is followed, i.e. from high load running, the en-
ing oil system is all contained on the engine itself. gine is unloaded reasonably gently and allowed to
idle and stabilise for some time before stopping.
On engine start the main engine driven lubricating After (during) stopping of the engine the priming
oil pump, mounted directly on the free end of the pump is activated for postlubrication. It will run for
engine and driven via the camshaft drive gears, a few minutes in order to cool down hot parts in
draws oil from the sump via strainers located cen- the lube oil circuit.
trally in the base of the sump casing. The pump
has an integral pressure relief valve to prevent over AVLOS pump (030.020.095)
pressurisation of the system when cold and the oil
is more viscous. There are good advantages to A small AVLOS pump is supplied loose to provide
having an engine driven main pump namely; a a metered lubricating oil flow via an automatic dis-
continuous lube oil supply is maintained in black- tribution manifold block to the combustion air
ship and emergency stop for engine run down. manifolds, thus keeping the inlet air valves and
seats lubricated. The distribution block ensures
Oil travels along a passage in the air manifold to that exactly the same amount of oil is sent to each
the cooler and duplex filter module mounted at the cylinder. This oil supply has been proven to in-
flywheel end of the engine above the flywheel it- crease the life of the air valves over long-term en-
self. The cooler is of plate design and mounted gine running. The pump itself is a small rotary
horizontally flat on top of the filter housing which metering pump that needs to be sited e.g. under-
also incorporates an integral oil thermostat valve. neath the floor plates in reasonably close proximity
to the engine inlet. Taking its oil supply from the
The cooling medium for the oil being water in the engine, connection 2411 and returning the pres-
low temperature (LT) fresh water system. surized metered flow to engine connection 2401.

The thermostatic valve is a direct acting, pre-set
wax element type, automatic temperature regula-
tor fitted across the inlet and outlet of the cooler.

J-BA V28/33D, V28/33D STC Page 5 - 21

Engine supply systems
5.2.1 Lube oil system description

Electrically driven 100 % stand-by lube oil pump ing, this pump has a high flow rate and will empty 0502-0000MR2.fm
(030.020.090) a typical oil system on a 12V28/33D in less than 3
minutes. Lube oil holding or drain tanks, transfer
The V28/33D engine is not used for single engine pumps and associated pipework are all shipyard
plants. Therefore an electrically driven stand-by supply.
lube oil pump, with 100 % delivery capacity, is not
required by classification rules. A small electrically Off-engine piping system
driven priming pump is required.
It is recommended, as a minimum standard, to
However, if for any other reason an electrically driv- use pipes according to the pressure class PN 10.
en 100 % stand-by lube oil pump becomes nec- Lube oil priming connections on the engine are
essary, please contact MAN Diesel & Turbo. PN 16.

Note! Crankcase breather system

Cold starting precautions: Crankcase pressure arising from blow-by of com-
If starting in cold conditions the main pump bustion gases past the piston rings is relieved
outlet pressure may exceed the 8 bar maxi- through the crankcase breather, connection 2841.
mum pressure (PT2170). Also, pressure differ- This pressure, if unrelieved, could cause leakage
ential in the lube oil filter may become of lubricating oil through the crankshaft oil seals
excessive and exceed the maximum of 10 bar. and ultimately crankcase explosion if left un-
Therefore, in cold conditions, it is recommend- checked.
ed that:
Under normal running conditions, the crankcase is
• Before starting the engine, lube oil is circulated filled with warm air laden with oil mist together with
by the priming pump in order to absorb heat relatively small quantities of combustion gases
from the warm, upper part of the engine. that pass through the breather to atmosphere.

• After starting, the engine is allowed to idle and In the event of a crankcase explosion, the sudden
sensors PT2170 and filter differential pressure pressure rise is relieved through fast opening disc
are monitored as speed is increased to ensure valves situated on the crankcase doors. The pri-
the maximum pressures are not exceeded. mary pressure wave is followed by a partial vacu-
um in the crankcase, which closes the valve and
Lube oil filling thus prevents the in-rush of a charge of air that
could cause a secondary and more violent explo-
The lube oil system can be manually filled from sion.
barrels and hand pump via the filling cap point sit-
uated on the oil filter housing on 'B' bank side To ensure that a slight vacuum is maintained within
"Section 7.4: Definitions, page 7-13". Alternatively fill- the crankcase and to remove the potentially haz-
ing can be effected by transfer pump from an oil ardous mix of oil mist and combustion gas a motor
storage tank via the priming inlet pipe as indicated driven extractor fan is fitted. This fan is combined
on the P & I Diagram. Transfer pump, tank and as- with a coalescing oil mist eliminator and discharg-
sociated pipework are shipyard supply. es virtually clean air to atmosphere. The oil collect-
ed in the oil mist eliminator (030.020.280) vessel
Lube oil drain requires weekly manual draining, unless a perma-
nent drain to an oil waste tank sited below the oil
Assuming a suitable drain or holding tank is in- mist eliminator (030.020.280) is hard piped. The
stalled, the lube oil system can be drained by the majority of oil mist condenses into droplets in the
installation of lockable three-way valve as indicat- breather pipe and runs back into the engine, thus
ed on the diagram. Alternatively single valve con- the pipework to the fan unit has to have a contin-
figurations can be used if it is the shipyard uous rise. To ensure prolonged maintenance free
preference. The priming pump, in manual control, operation we recommend that this pipework be in-
can then be used to empty the system. As a warn-

Page 5 - 22 V28/33D, V28/33D STC J-BA

Engine supply systems
5.2.1 Lube oil system description

stalled at a minimum angle of 25°. If this angle is Lube oil preheating
not achievable for part or all of the installation,
manual drain points are to be fitted in the pipework Only necessary when engine room temperature
at positions where the oil might collect. less than 5° C. A lube oil preheater (030.020.295)
can be supplied by MAN Diesel & Turbo.
To give maximum access for adjustment valves
are provided on both the fan unit and breather out- Please contact MAN Diesel & Turbo for technical
let from the engine. Either can be adjusted to reg- drawings of auxiliary equipment.
ulate the crankcase vacuum.

Lube oil separators and changing interval

Due to the use of clean fuel oil (gas oil, DMA) and
modern injection technology, the engine has very
low levels of smoke and subsequently the con-
tamination resulting from soot in the lube oil is lim-
ited. Therefore the V28/33D engine does not need
the installation of lubricating oil centrifuge equip-
ment (separators).

Obviously, the exact number of engine operating
hours between oil change intervals will depend on
the application and duty cycle of the engine. To
determinate the correct moment for lube oil
changing it becomes necessary to make periodi-
cally and when ever necessary, a complete off-
board lube oil analysis.

Withdrawal points for oil sampling

A point for drawing lube oil samples is provided –
The manual vent for the lube oil filter is used for
this purpose. This vent is positioned on the right
hand side of the oil filter casing, (looking on the fly-
wheel), just above the manual sump filling point.
There is enough room to enable a small sampling
bottle to be positioned under the vent tap.

0502-0000MR2.fm System instrumentation

Indication and alarm of filter.

The main engine mounted duplex oil filter is
equipped with differential pressure transmitters on
its inlet and outlet ports. The pressure at these
points is transmitted to the control panel and the
differential pressure between the two is derived in
the control software. An alarm is triggered when
the differential pressure reaches 1 bar (rising).

For details of the instrumentation, "Section 3.1: Sa-
CoSone system overview, page 3-3".

J-BA V28/33D, V28/33D STC Page 5 - 23

Engine supply systems
5.2.1 Lube oil system description

0502-0000MR2.fm

Page 5 - 24 V28/33D, V28/33D STC J-BA

Engine supply systems
5.2.2 Prelubrication/postlubrication

5.2.2 Prelubrication/postlubrication

Prelubrication
The prelubrication oil pump must be switched on
at least 5 minutes before engine start. The prelu-
brication oil pump serves to assist the engine at-
tached main lube oil pump, until this can provide a
sufficient flow rate.
Pressure before engine. . . . . . . . 0.3 – 0.6 barg
Oil temperature. . . . . . . . . . . . . . . . . min. 40 °C
Note!
Above mentioned pressure must be ensured
also up to the highest possible lube oil temper-
ature before the engine.

Postlubrication
The prelubrication oil pumps are also to be used
for postlubrication when the engine is stopped.
Postlubrication is effected for a period of 15 min.

Dimensioning of priming pump
A delivery quantity of 10 – 20 % of the nominal full
load lube oil flow is required. For all engines (12V,
16V and 20V) a priming pump with approx.
26/32 m3/h at 50/60 Hz and a delivery design
pressure of 2 bar is used.

0502-0300MR2.fm

A-BD V28/33D, V28/33D STC Page 5 - 25

Engine supply systems
5.2.2 Prelubrication/postlubrication

0502-0300MR2.fm

Page 5 - 26 V28/33D, V28/33D STC A-BD

Engine supply systems
5.2.3 Crankcase vent

5.2.3 Crankcase vent

Vent pipes
The vent pipe from the engine crankcase is to be
arranged according to the following diagram. The
required nominal diameter DN of the vent pipe is to
be found in the legend following the diagram.

Figure 5-9 Crankcase vent

Legend Note!

Pipe length bends diameter If the rising angle of min. 25° is not achievable
A max. 6 m max. 3 DN 65 for parts or the complete pipe A, manual drain
B max. 16 m max. 5 DN 65 points are to be installed.
max. 40 m max. 5 DN 80
0502-0400MR2.fm
Considered bends: Angle 90°, curvature r = 2 x D

I-BA V28/33D, V28/33D STC Page 5 - 27

Engine supply systems
5.2.3 Crankcase vent

0502-0400MR2.fm

Page 5 - 28 V28/33D, V28/33D STC I-BA

Engine supply systems
5.3.1 Cooling water system

5.3 Water systems

5.3.1 Cooling water system

Introduction Cooling system – The various operating conditions

The following is a description of a V28/33D marine Engine stopped – System stand-by
cooling system and it is designed to suit the ma-
jority of installations. However, should it be abso- In this condition the modularised water heater and
lutely necessary, the cooling water system can be circulating pump in the HT circuit are on and the
tailored to suit the requirements of individual ves- HT water in the engine jacket is maintained at a
sels. In this case MAN Diesel & Turbo should be nominal 60 °C. The water temperature in this con-
consulted. dition being under the control of the built-in heater
electrical thermostat.
For the design data of the system components
shown in the diagram ("Figure 5-10: Cooling water Engine running – Warming up
system"), see "Section 2.9: Planning data for emission
standard: IMO Tier II and EPA Tier 2, page 2-69". The HT water heater and circulating pump are
switched off and this circuit will start to increase in
The cooling water is to be conditioned using a cor- temperature due to heat input from the engine
rosion inhibitor, "Section 4.3: Specification for engine jackets. The HT thermovalve is closed to cooler so
cooling water, page 4-7". the HT section of the intercooler gives up heat to
the combustion air thus aiding combustion effi-
LT = low temperature ciency during the warm up period.

HT = high temperature Engine running – Low load

Cooler dimensioning, general As the engine warms up and load is added, the
thermostatic valves in both HT and LT circuits start
For coolers having seawater (not treated water), to open to the main coolers in the respective cir-
lube oil or fuel oil on the primary side and treated cuits. The thermovalves will control the water as
freshwater on the secondary side, an additional close as possible to the design temperature so
safety margin of 10 % related to the heat transfer that optimum-running temperature is achieved
coefficient is considered. If treated water is applied even at low engine load.
on both sides, this extra margin is not required.
Engine running – High load
In case antifreeze is added to the cooling water,
the corresponding lower heat transfer is to be tak- The HT circuit will already be operating at a nomi-
en into consideration. nal 80 °C under the control of the thermostatic
valve, the only change from low load running is
The cooler piping arrangement should include that more cooling water will be allowed to the cool-
venting and draining facilities for the cooler. ers. The charge air will have maximum cooling,
with the LT thermovalve controlling the LT water
System temperature to a nominal 32 °C, (max. seawater
temperature +6 K). This wax element type ther-
The V28/33D engine cooling water system com- movalve is to be mounted off engine.
prises three separate circuits, two fresh water en-
0503-0000MR2.fm gine cooling circuits; high temperature (HT or
jacket water), low temperature (LT or secondary
water) and a seawater circuit. All three water
pumps are engine mounted and engine driven.

E-BC V28/33D, V28/33D STC Page 5 - 29

Engine supply systems
5.3.1 Cooling water system

Diagram: Cooling water system

Figure 5-10 Cooling water system 0503-0000MR2.fm
Page 5 - 30
V28/33D, V28/33D STC L-BC

Engine supply systems
5.3.1 Cooling water system

Engine cooling water system Temperature control valve
An three way, wax element, temperature control
The engine cooling water system comprises two valve ensures the engine attains the correct run-
separate fresh water circuits, low temperature (LT) ning temperature quickly by recirculation. It then
and high temperature (HT). Each circuit having it's controls the temperature of the water returned to
own engine driven centrifugal pump mounted the engine to a nominal 32 °C by regulating the
about the centre of the free end of the engine and flow of water to the main cooler.
both driven via the camshaft drive gears. Each cir-
cuit is cooled via off engine main plate cooler/s. Engine mounted lube oil cooler
For the description see "Section 5.2: Lube oil system,
The main LT and HT plate coolers can be de- page 5-19". For the heat data, flow rates and toler-
signed either as two separate units, or as a com- ances see "Section 2.9: Planning data for emission
bicooler (030.040.045) unit with both sets of standard: IMO Tier II and EPA Tier 2, page 2-69". For the
cooler plates mounted on the same frame. Whilst principal design criteria for coolers see "Paragraph:
the combined solution has a good installation Cooler dimensioning, general, page 5-29".
space and slight weight advantage it is less bene-
ficial during times of maintenance. This is because LT cooling water cooler (off engine) (030.040.040)
the connecting pipework at both ends has to be For heat data, flow rates and tolerances of the
fully removed to enable the cooler to be split for heat sources see "Section 2.9: Planning data for emis-
plate cleaning. The choice is down to preference sion standard: IMO Tier II and EPA Tier 2, page 2-69". For
of the individual shipyard. the principal design criteria for coolers see "Para-
graph: Cooler dimensioning, general, page 5-29".
As demanded by modern marine installations, to
ensure minimum weight and physical size is at- Strainers
tained, the main plate cooler/s are designed with In order to protect the engine and system compo-
very small margins. In order to achieve maximum nents, several commissioning strainers are to be
cooler efficiency it is important that the design wa- installed during the flushing process before taking
ter flow rates within the systems are correct. Also, the engine into operation for the first time. The
design flow rates should not be exceeded by more mesh size is nominally 1 mm.
than 15 % to avoid cavitation within the engine
and its systems. Therefore, facility for flow restric- Fuel oil cooler (030.110.025)
tion, in the form of either adjustable valves or ori- This fuel oil cooler is required to dissipate the heat
fice plates and bosses for instrumentation should of the fuel injection pumps during operation, see
be installed in the off engine pipework where "Section 5.4: Fuel oil system, page 5-43" for further de-
shown on the P & ID see ("Figure 5-10: Cooling water tails. There is one fuel oil cooler per engine.
system").
0503-0000MR2.fm
LT cooling water circuit

The engine driven LT pump circulates the water
through the second stage of the charge air cooler
and on through the engine mounted lubricating oil
plate cooler. The water then leaves the engine and
is then cooled by seawater in the main LT plate
cooler. The pump inlet pipework should incorpo-
rate a connection to the header tank to ensure a
positive head at the pump suction. For the LT wa-
ter pump performance curves see "Paragraph: HT
and LT fresh water pump, page 5-42" .

E-BC V28/33D, V28/33D STC Page 5 - 31

Engine supply systems
5.3.1 Cooling water system

HT cooling water circuit Fresh water generator and heat recovery

The engine driven HT pump circulates water Any freshwater generator must be switched off au-
through the engine jacket then the first stage of the tomatically when the cooling water temperature at
charge air cooler. The water then passes to a tem- the engine outlet drops below 75 °C. This will pre-
perature control valve, set to control at nominal vent operation of the engine at too low tempera-
80 °C, which diverts water either back to pump tures.
suction or to the HT plate cooler depending on it's
current temperature. As with the LT circuit the HT cooling water cooler (off engine) (030.030.080)
pump inlet pipework should incorporate a con-
nection to the header tank to ensure a positive For the heat data, flow rates and tolerances of the
head at the pump suction. heat sources see "Section 2.9: Planning data for emis-
sion standard: IMO Tier II and EPA Tier 2, page 2-69". For
For the HT water pump performance curve see the principal design criteria of coolers see "Para-
"Paragraph: HT and LT fresh water pump, page 5-42" . graph: Cooler dimensioning, general, page 5-29".

The temperature control valve is an engine mount- Cooling water expansion tank (030.030.060)
ed, direct acting, pre-set wax element, automatic
temperature regulator. The expansion tank compensates changes in sys-
tem volume and losses due to leakages and tem-
Air elimination from the water circuits is via con- perature changes. It is to be arranged in such a
stant bleed from the circuit high points on the en- way, that the tank bottom be situated above the
gine each piped back to the header/expansion highest point of the system at any ship inclination.
tank. Any system water loss is replenished by an The expansion pipe should empty into the suction
external supply connected via a level control valve pipe as close to the pump as possible. For the re-
in the header tank. The client should provide fur- quired volume of the tank and the recommended
ther vents at high points in the off engine pipework installation height see "Section 2.9.5: Filling volumes
in both water circuits, as more complicated pipe- and flow resistances, page 2-79" .
work circuits may contain natural air 'traps' that
will require venting at commissioning and after The fresh water contained within the engine sys-
maintenance. tems will require treatment with an approved cor-
rosion inhibitor additive and depending on location
Cooling water preheating unit (030.030.015) of operation, anti-freeze (see "Section 4.3: Specifica-
tion for engine cooling water, page 4-7").
The HT circuit also includes a jacket water heater
and pump module comprising an in-line thermo- Please contact MAN Diesel & Turbo for technical
statically controlled electrical heater and a centrif- drawings of auxiliary equipment.
ugal circulating pump. This unit runs when the
engine is not running and in stand-by mode to
maintain the jacket water temperature just above
a nominal 60 °C. Maintaining jacket temperature
to this level assists starting by improving combus-
tion, reduces smoke emission at start-up and en-
gine warm up time. Required heating power
approx. 30 kW.

0503-0000MR2.fm

Page 5 - 32 V28/33D, V28/33D STC E-BC

Engine supply systems
5.3.2 Cooling water collecting and supply system

5.3.2 Cooling water collecting and supply system

Cooling water collecting tank (not indicated in the diagram)

The tank is to be dimensioned and arranged in
such a way that the cooling water content of both
the HT and LT water circuits can be drained into it
for maintenance purposes.

This is necessary to meet the requirements with
regard to environmental protection (water has
been treated with chemicals) and corrosion inhibi-
tion (re-use of treated cooling water). The following
table gives on-engine water capacities however it
does not include the volume of the off engine pipe-
work and coolers etc.

V28/33D engine HT water LT water
configuration (litres) (litres)

12V 420 350

16V 500 400

20V 580 450

Table 5-8 Engine cooling water capacities

Transfer pump (not indicated in the diagram)

The content of the collecting tank can be dis-
charged into the expansion tanks by a freshwater
transfer pump.

0503-0200MR2.fm

K-AJ V28/33D, V28/33D STC Page 5 - 33

Engine supply systems
5.3.2 Cooling water collecting and supply system

0503-0200MR2.fm

Page 5 - 34 V28/33D, V28/33D STC K-AJ

Engine supply systems
5.3.3 Miscellaneous items

5.3.3 Miscellaneous items

Piping
Coolant additives may attack a zinc layer. It is
therefore imperative to avoid to use galvanised
steel pipes. Treatment of cooling water as speci-
fied by MAN Diesel & Turbo will safely protect the
inner pipe walls against corrosion.

Moreover, there is the risk of the formation of local
electrolytic element couples where the zinc layer
has been worn off, and the risk of aeration corro-
sion where the zinc layer is not properly bonded to
the substrate.

Please see the instructions in our Work card 6682
000.16 - 01E for cleaning of steel pipes before fit-
ting.

Pipe branches must be fitted to discharge in the
direction of flow in a flow-conducive manner. Vent-
ing is to be provided at the highest points of the
pipe system and drain openings at the lowest
points.
Cooling water pipes are to be designed according
to tables (e. g. "Table 2-38: Operating pressures") stat-
ed pressure values and flow rates. The engine
cooling water connections are mostly designed
according to PN 10/ PN16.

System instrumentation
For details of the instrumentation, "Section 3.1: Sa-
CoSone system overview, page 3-3" .

0503-0300MR2.fm

E-BC V28/33D, V28/33D STC Page 5 - 35

Engine supply systems
5.3.3 Miscellaneous items

0503-0300MR2.fm

Page 5 - 36 V28/33D, V28/33D STC E-BC

Engine supply systems

5.3.4 Sea water system

5.3.4 Sea water system

A self priming, engine mounted, engine driven
pump draws sea water directly from the ship's
seawater chest into the circuit, through a suction
strainer and a recommended non-return foot valve
(both client supply), delivering the water to the
main engine combicooler for HT/LT cooling water
(030.040.045). Removing heat from these circuits
before being piped to overboard discharge. The
pump has a suction or priming lift capability of
4 metres. However, it is recommended that the
shipyard installs a light action non-return foot valve
in the suction line, as mentioned above, to keep
start-up priming time to a minimum preventing
cavitation and unnecessary premature pump
wear.

Sea water inlet filter

The suction strainer protects the pump and sys-
tem against larger dirt particles. For vessels with
only one seawater box a reversible duplex filter is
recommended. The mesh size should be in a
range of 2 – 4 mm. For vessels operating predom-
inantly in sandy waters, a mesh size of
0.3 – 0.5 mm is recommended.

This centrifugal sea water pump, mounted on the
left of the free engine end side, is driven by the
camshaft drive gears and has enough over capac-
ity to enable sea water to be provided to other us-
ers, e.g. gearbox oil cooler, CPP hydraulic oil
cooler or waterjet control hydraulics cooling. MAN
Diesel & Turbo is to be advised on the seawater
flow requirements of these other users.

For the sea water pump performance curves, see
"Paragraph: Sea water pump, page 5-39".

0503-0700MR2.fm

I-BA V28/33D, V28/33D STC Page 5 - 37

Engine supply systems
5.3.4 Sea water system

0503-0700MR2.fm

Page 5 - 38 V28/33D, V28/33D STC I-BA

Engine supply systems

5.3.5 Water pump performance

5.3.5 Water pump performance

Engine driven water pumps

The following are the performance curves for the
engine driven water pumps.

Note!

The gear drive ratio for all water pumps is
2.45:1, therefore at 1,000 rpm engine speed,
the pump speed is 2,450 rpm. Other significant
pump speed points are also given on the
curves.

Sea water pump

The sea water pump is a self-priming pump
capable of 4 metres lift in 270 seconds at
400 rpm (idle) engine speed. However, as previ-
ously mentioned, it is recommended that a light
action non-return foot valve is installed in the suc-
tion line from the sea water chest. This will mini-
mise priming time required by the pump and avoid
cavitation and unnecessary premature pump
wear.

By use of orifices (yard supply) the delivery capac-
ity of the sea water pump has to be adjusted in or-
der to avoid pump cavitation. For further
information see "Figure 5-11: Diagrams for sea water
pump (150D 39T / 204)".

0503-0600MR2.fm

I-BA V28/33D, V28/33D STC Page 5 - 39

Engine supply systems
5.3.5 Water pump performance

Figure 5-11 Diagrams for sea water pump (150D 39T / 204) 0503-0600MR2.fm

Page 5 - 40 V28/33D, V28/33D STC I-BA

Engine supply systems
5.3.5 Water pump performance

Product range . . . . . . . . . . . . . . engine cooling Nom. speed:. . . . . . . . . . . . . . . . . Variable rpm

Branch suct. flange . . . . . . . . . . . . . . . DN 150 Specific gravity . . . . . . . . . . . . . . . . . . . . . . .1.0

Disch. flange . . . . . . . . . . . . . . . . . . . . DN 150 Performance curve based on water

.

Max. pump speed = max. engine speed * 2.45 rpm = 1000 rpm * 2.45 rpm = 2,450 rpm

Max. pump speed = 100% MCR More volume will reduce pump pressure!

Impeller dia. (tested) . . . . . . . . . . . . . . . . . . 265
Impeller dia. (drawn) . . . . . . . . . . . . . . . . . . 265

0503-0600MR2.fm

I-BA V28/33D, V28/33D STC Page 5 - 41

Engine supply systems
5.3.5 Water pump performance

HT and LT fresh water pump Nom. speed:. . . . . . . . . . . . . . . . . Variable rpm
Product range . . . . . . . . . . . . . . engine cooling Specific gravity . . . . . . . . . . . . . . . . . . . . . . .1.0
Branch suct. flange . . . . . . . . . . . . . . . DN 125 Performance curve based on water.
Disch. flange . . . . . . . . . . . . . . . . . . . . DN 125

Figure 5-12 Diagram NPSRH and fresh water pump pressure

Max. pump speed = max. engine speed * 2.45 rpm = 1000 rpm * 2.45 rpm = 2,450 rpm

Max. pump speed = 100% MCR More volume will reduce pump pressure!

Figure 5-13 Diagram fresh water pump power

Figure 5-14 Diagram fresh water pump efficiency Impeller dia. (drawn) . . . . . . . . . . . . . . . . . . 235 0503-0600MR2.fm

Impeller dia. (tested) . . . . . . . . . . . . . . . . . . 235

Page 5 - 42 V28/33D, V28/33D STC I-BA

Engine supply systems
5.4.1 Fuel oil system description

5.4 Fuel oil system

5.4.1 Fuel oil system description

0504-0000MR2.fm Introduction This fuel hand pump delivers fuel oil directly in front
of engine inlet.
The V28/33D engine runs on distillate diesel fuel
(light fuel) only. The following is a description of a MAN recommends to install a safety valve in the
typical V28/33D fuel system and is designed to supply line as the max. pressure of + 0,5 bar must
suit the majority of installations. Please refer to P&I not be exceeded.
Diagram included later in this chapter. Tailored
systems are possible for individual vessel require- Coalescer (030.110.065)
ments as well. To specify those please contact
MAN Diesel & Turbo for assistance. As with many marine installations, if it is consid-
ered that the supplied fuel will not meet a pre-en-
Distillate fuel specification gine filtration requirement of 30 micron with a
maximum water content of 0.05 % (vol.) a coa-
ISO 8217 (B. S. MA100) Class DMA (with approval lescer unit should be fitted in the supply pipework.
of MAN Diesel & Turbo "Section 4.2: Specifications for A suitable duplex unit can be supplied by MAN
gas oil, marine gas oil (MGO), page 4-5") or equivalent. Diesel & Turbo as an option if required.
If the proposed fuel differs from this specification,
however slightly, please consult MAN Diesel & Tur- Fuel flow meter (030.110.100)
bo for advice supplying a full specification showing
the list of limiting properties of the fuel. Note that The fuel optionally passes through a fuel flow me-
an analysis of existing fuel is not enough as it is ter and reaches the main engine driven pump. The
only indicative of the batch sampled and doesn't flow meter is a reliable coriolis type.
give any indication of each property limit. There-
fore a full specification is required. Engine driven fuel pump

Engine fuel supply system Fuel then reaches the engine mounted fuel pump
via a flexible connection (engine connection 5221).
Fuel is supplied into the circuit from a service or The positive displacement gear type pump is
day tank. The tank is client supply so its dimen- mounted on the engine main lube oil pump and
sions can be customised to fit the vessel's speci- driven by the oil pump shaft via a special coupling
fications. It is normally a 'standard' header tank arrangement. The pump has an integral pressure
design, with float level control valve and fitted with relief safety valve.
vent and drain pipework. The base of the tank
needs to be installed either max. 4 metres beneath The day tank and engine driven pump arrange-
or max. 6 metres above the engine crankshaft ment ensures that the engine will remain running
centerline (pressure loss of supply systems and or available to start in 'black ship' condition. This
piping not considered). This is to ensure the re- is assuming 24 V DC is available for the electronic
quired pressure range at the inlet of the engine fuel injection and control systems.
driven fuel oil pump (engine connection 5221) of
min. – 0.5 bar up to max. + 0.5 bar. In order to im- The pump raises fuel pressure up to 10 bar and
prove engine's starting behaviour in case of fuel oil circulates it with a flow rate of approximately five
tank beeing beneath crankshaft centerline it is rec- times the engine consumption. The high pressure
ommended to install a fuel hand pump and flow is to provide adequate cooling of the in-
(030.110.150) in the supply line close to the tank. jection pumps, to ensure complete filling of the in-
jection pump chamber and for erosion prevention.

H-BC V28/33D, V28/33D STC Page 5 - 43

Engine supply systems
5.4.1 Fuel oil system description

Duplex fuel filter (030.110.070) Engine mounted equipment

From the fuel pump discharge the fuel is piped to The on-engine fuel injection system comprises
an off-engine duplex filter. The filter unit is a 10 mi- (per cylinder) an electronically controlled, camshaft
cron (absolute) felt element depth type of duplex driven jerk fuel injection pump, a sheathed high-
construction. It has a manual change over valve to pressure fuel pipe and a separate injector. Each
allow filter cartridge change during engine opera- fuel pump having it's own electronic control sole-
tion to meet classification society requirements. noid/module.
The filter vessels have a working pressure rating of
above 10 bar. The high-pressure fuel lines are double skinned
and under covers to protect against fuel spray in
The flow through the fuel duplex filter is equal to the unlikely event of failure. The outer skin of the
the delivery of the engine driven fuel oil pump and line is connected to the alarm system; any fuel en-
corresponds to 10.8 m3/h. tering the outer sheath drains to the on-engine
leakage tank, below the crankshaft centreline, in
Fuel pressure is electronically measured on-engine which a rise in level will trigger the alarm. The drain
at the fuel pump outlet and engine inlet after the fil- connection (connection 5241) should be piped
ter. The differential between these two pressures is back to a collection or drain tank.
monitored within the engine control software. If the
differential rises above 0.7 bar an alarm is given to The fuel injection pump is mounted in the cam fol-
initiate a manual filter change over and cartridge lower housing and is equipped with an integral roll-
replacement. The duplex fuel filter is also delivered er tappet assembly. The cam follower housing
with a differential pressure indicator forms part of the body of the fuel pump and is con-
nected to the fuel supply and return rails. The fuel
From the filter the fuel is piped back to the engine injectors are mounted in the centre of the cylinder
(connection 5201) and circulated around the en- heads with the fuel feed being via a side entry con-
gine manifold to the fuel injection pumps. Then it nection through the cylinder head.
exits the engine (connection 5211) before being
piped to main pump suction via the fuel oil cooler, The pump and injector leak off flow is continuous
and pressure control valve. and depending on engine load, can reach a maxi-
mum rate of 5.2-6.2 litres per cylinder, per hour.
Fuel oil cooler (030.110.025) However, this leak off fuel can be re-used. It exits
the engine (connection 5243) under gravity, there
The fuel cooler is a stainless steel plate type con- should be no backpressure imposed on this flow
struction and uses fresh water from the engine's as this will lead to dilution of the engine lube oil
LT water system to achieve fuel cooling. At full en- with fuel. The leak off fuel will therefore require col-
gine load the circulated fuel can have a tempera- lection in a tank and pumping back to bulk tanks
ture rise of approximately 11 K from engine inlet to should they be sited above the engine (pump and
engine outlet, consequently, because of the de- tank are client supply or optional equipment by
sign of the fuel injection pumps, to ensure stable MAN Diesel & Turbo).
engine running, it is important that the fuel arrives
at the engine inlet at a temperature less than Note that sheath drains (connection 5241) and
45 °C. leak off (connection 5243) should not be connect-
ed together and run separately to the collection
Pressure control valve (030.110.115) tank as shown. This to prevent backfilling of the
sheath drain pipe thus causing false sheath drain
In the fuel oil return loop a pressure control valve alarms.
has to be installed, to ensure a certain fuel oil pres-
sure at engine outlet. See "Table 2-38: Operating 0504-0000MR2.fm
pressures".

Page 5 - 44 V28/33D, V28/33D STC H-BC

Engine supply systems
5.4.1 Fuel oil system description

Instrumentation
For details of the instrumentation, "Section 3.1: Sa-
CoSone system overview, page 3-3".
Please contact MAN Diesel & Turbo for technical
drawings of auxiliary equipment.

0504-0000MR2.fm

H-BC V28/33D, V28/33D STC Page 5 - 45

Engine supply systems
5.4.1 Fuel oil system description

Diagram: Fuel oil system

Figure 5-15 Fuel oil system 0504-0000MR2.fm
Page 5 - 46
V28/33D, V28/33D STC H-BC

Engine supply systems
5.5.1 Compressed air system description

5.5 Compressed air system

5.5.1 Compressed air system description

Marine main engines Starting air receivers (040.070.010)

The compressed air supply to the engine plant re- Air vessels must be installed with a upward slope
quires air vessels and air compressors of a capac- (condensate trap at the lowest point) sufficiently to
ity and air delivery rating which will meet the ensure a good drainage of accumulated con-
requirements of the relevant classification society. densed water.

Air compressor modules (040.070.040) The starting air supply is to be split up into not less
than two starting air vessels of nominally the same
The compressor modules can be supplied by size, which can be used independently of each an-
MAN Diesel & Turbo. To meet the requirements of other.
the classification societies two compressors with
identical delivery capacity are usually installed, one The installation position also has to ensure that if
as service compressor and one as auxiliary com- the safety valve discharges in an emergency no
pressor. For the dimensioning of the compressors persons will be injured.
see later in this chapter.
It is forbidden to weld extra supports, or other
These are multi-stage compressor sets with safety structure onto the air vessels. The original design
valves, cooler for compressed air and condensate of the vessel must not be altered. Air vessels are
traps. to be supported and fixed by use of external sup-
porting structures.
The operational compressor is switched on by the
pressure control at low pressure then switched off Air receiver sizes to allow six engine starts without
when maximum service pressure is attained. replenishment, as generally required by the classi-
fication societies, depending on installation type,
For the V28/33D engine an air vessel pressure of are given in the table below.
40 bar is required to reduce the physical size of
the receiver to a minimum. Further a pressure re- Number of cylinders Minimum receiver
ducer (030.110.030) 40/30 bar is needed before volume for 6 starts
engine inlet.
12V 550 l
The service compressor is electrically driven; the
auxiliary compressor may also be driven by a die- 16V 710 l
sel engine. The capacity of both compressors
should be identical. 20V 800 l

The total capacity of the starting air compressors Table 5-9 Compressed air consumption
has to be capable to charge the air receivers from
the atmospheric pressure to full working pressure • The air consumption per barring motor de-
within one hour. pends on the length of time the unit is activat-
ed. However the consumption of the motor is
Emergency start nominally 167 Nm3/h in all cases.

0505-0000MR2.fm Air starter power . . . . . . . . . . . . . . . . . . 77 kW

(min. 13 bar requested)

H-BC V28/33D, V28/33D STC Page 5 - 47

Engine supply systems
5.5.1 Compressed air system description

• If supplied by MAN, additional connections on The compressor capacities stated in the table are
the air vessels are provided for air requirements calculated as follows:
of the ship, for example the horn. The pipes to For service pressure of 40 bar:
be connected by the shipyard have to be sup-
ported immediately behind their connection to m = -s1---0-ñ--0-4--0-0-
the engine. Further supports are required at
sufficiently short distance. P Total volumetric capacity of the m³/h
compressors
• Before engine connection "charge air boost by-
pass" (7102) and "emergency shut off valve" V Total volume of the starting air ves- litres
(7105) an air dryer (10 K below ambient tem- sels at 40 bar service pressure
perature) and a 40 μm filtration has to be in-
stalled. As a rule, compressors of identical ratings should
be provided. An emergency compressor, if provid-
• In case air receivers with 40 bar are used, a ed, is to be disregarded in this respect.
pressure reducer 40/30 bar becomes neces-
sary. It has to be installed 5 m before engine Diesel-mechanical main engine
connection "starting motor" (7101).
For each non-reversible main engine driving a
• Before engine connections "barring motor" and C.P.-propeller, or where starting without counter
"starting motor" (7201/7202 and 7101) a drain torque is possible, the stored starting air must be
has to be installed. sufficient for a certain number of starting opera-
tions, normally 6 per engine. The exact number of
• Before engine connections "barring motor" required starts depends on the arrangement of the
(7201/7202) a lubricator has to be installed. propulsion system and on the special require-
ments of the classification society.
• Before engine connections "emergency shut
off valve" (7105) a Vmin=15 litre shut off air re- Multi-engine plants
ceiver (030.140.050) has to be installed.
In this case the number of required starts is gener-
General requirements of classification societies ally reduced. Three consecutive starts are required
per engine. The total capacity must be sufficient
The equipment provided for starting the engines for not less than 12 starts and need not exceed 18
must enable the engines to be started from the starts.
operating condition 'zero' with shipboard facilities,
i.e. without outside assistance.

Compressors

Two or more starting air compressors must be
provided. At least one of the air compressors must
be driven independently of the main engine and
must supply at least 50 % of the required total ca-
pacity.

The total capacity of the starting air compressors
is to be calculated so that the air volume neces-
sary for the required number of starts is topped up
from atmospheric pressure within one hour.

0505-0000MR2.fm

Page 5 - 48 V28/33D, V28/33D STC H-BC

Engine supply systems
5.5.1 Compressed air system description

Calculation formula for starting air vessels see below:

s = s----ë---í-----ñ-------Ñ--a-é---ê-ã-á-î---~É--ñ----ñ–-----é----ãò---ë-á-å-í---+-----ò---p---~---Ñ--É---

V Required vessel capacity litre

Vst Air consumption per nominal start litre
-
fDrive Factor for drive type
(1.0 = Diesel-mechanic, -
zst 1.5 = alternator drive) -
bar
zSafe Number of starts required by the bar
pmax classification society
pmin
Number of starts as safety margi

Maximum starting air pressure

Minimum starting air pressure

Other consumers (e.g. auxiliary engines, ship air
etc.) are not accounted for in the above formula. If
these are connected to the starting air vessel, the
capacity of the vessel must be increased accord-
ingly, or an additional separate air vessel has to be
installed.

Please contact MAN Diesel & Turbo for technical
drawings of auxiliary equipment.

0505-0000MR2.fm

H-BC V28/33D, V28/33D STC Page 5 - 49

Engine supply systems
5.5.1 Compressed air system description

Diagram: Pressure air system

Figure 5-16 Pressure air system, 40 bar 0505-0000MR2.fm

Page 5 - 50 V28/33D, V28/33D STC H-BC

Engine supply systems
5.5.1 Compressed air system description

System description and piping An air supply for these valves can alternatively be
taken from the receiver outlet via pressure reduc-
Compressed air, at 40 bar for the starting system ing unit. The panel will reduce start air pressure to
is supplied from the air receivers/compressors, di- the required 8.2 bar. A pressure relief valve pro-
rectly or via pressure reducer to the engine mount- tects the downstream components. However, fil-
ed main air starting motor, engine connection tration and drying of this air will still be required
"starting motor" (7101), via an approved flexible prior to connection to the valve actuators for the
connection. reasons stated above.

Galvanised steel pipe shall not be used for piping Either this or the ship's supply can also be used for
of the system. the engine barring gear air motor. The required
pressure is 8.2 bar
On receipt of the start signal from the control sys-
tem air flows through the barring gear interlock This barring motor (connections "starting motor"
valve, providing it is not engaged, to the starter 7201 and 7202) is mounted on the opposite side
motor. The starter motor will turn the engine via a of the engine flywheel from the starting motor and
gear drive on the flywheel perimeter. Once a fly- is supplied with a forward/reverse pendant control
wheel rotational speed of around 100 rpm is connected to a 5 metre long flexible hose. The
reached the engine will begin to fire and the control pendant control is connected to the air supply with
system will admit more fuel and increase the en- quick release fittings (shipyard supply) only when
gine speed to the idle setting. required during engine maintenance. Air con-
sumption of the motor is 167 Nm3/h and it takes
An air supply of 8.2 bar is required for the air emer- around 3 min. to complete one crankshaft revolu-
gency shut off valve and the on engine boost by- tion. An electronic interlock prevents the engine
pass valve in the charge air system at engine con- from being started when the barring gear is in use.
nections "charge air by-pass valve" (7102) and
"emergency shut off valve" (7105). The supply to System instrumentation
these valves would normally be taken from the
ship's system and MAN recommends that it is dry For details of the instrumentation, see "Section 3.1:
and filtered air, for the quality requirements see SaCoSone system overview, page 3-3" in this docu-
"Figure 5-16: Pressure air system, 40 bar". This filtra- ment.
tion and drying is to ensure the operational reliabil-
ity of the valve actuators, as the actuators can be
susceptible to failure if subject to long term expo-
sure to water in the air system.

For safety reasons upstream of connection "emer-
gency shut off valve" (7105) a small air receiver,
with no return vale at the inlet, is required.

0505-0000MR2.fm

H-BC V28/33D, V28/33D STC Page 5 - 51

Engine supply systems
5.5.1 Compressed air system description

0505-0000MR2.fm

Page 5 - 52 V28/33D, V28/33D STC H-BC

Engine supply systems
5.6 Engine room ventilation and combustion air

5.6 Engine room ventilation and combustion air

General information Each V28/33D turbocharger is fitted with an air in-
take filter silencer. In tropical service a sufficient
Engine room ventilation system volume of air must be supplied to the turbocharg-
er(s) at outside air temperature. For this purpose
Its purpose is: there must be an air duct installed for each turbo-
charger, with the outlet of the duct facing the re-
• To supply the engines and any auxiliary boilers spective intake air silencer, separated from the
with combustion air latter by a space of 1.5 m. No water or condensa-
tion from the air duct must be allowed to be drawn
• To carry off the radiated heat from all installed into the turbocharger air intakes. The air stream
engines and associated auxiliaries must not be directed onto the exhaust manifold.

Combustion air In intermittently or permanently arcitic service (de-
fined as: Air intake temperature of the engine be-
The combustion air must be free from spray water, low +5° C) special measures are necessary
dust and oil mist. depending on the possible minimum air intake
temperature. For further information "Section 2.4:
This is achieved by: Engine operation under arctic conditions, page 2-31". If
necessary, steam heated air preheaters must be
• Louvres protected against the head wind, with provided.
baffles at the rear and optimally dimensioned
suction space so as to reduce the air flow ve- For the required combustion air quantity, "Section
locity to 1 – 1.5 m/s. 2.9: Planning data for emission standard: IMO Tier II and
EPA Tier 2, page 2-69". Cross-sections of air supply
• Self-cleaning air filter in the suction space (re- ducts are to be designed to obtain the following air
quired for dust laden air, e.g. cement, ore or flow velocities:
grain carriers), with a medium degree of sepa-
ration, at least G4 acc. DIN EN 779. • Main ducts 8 – 12 m/s

• Sufficient space between the intake point and • Secondary ducts max. 8 m/s
the openings of exhaust air ducts from the en-
gine and separator room as well as vent pipes If air fans are required they are to be designed so
from lube oil and fuel oil tanks and the air intake as to maintain a positive air pressure of
louvres (the influence of winds must be taken 50 Pa (5 mmWC) in the engine room.
into consideration).
0506-0000MR2.fm
• Positioning of engine room doors on the ship's
deck so that no oil-laden air and warm engine
room air will be drawn in when the doors are
open.

• Arranging the separator station (if any) at a suf-
ficiently large distance from the turbochargers.

The combustion air is normally drawn into the en-
gine from the engine room itself. However, there
may be a requirement for a different arrangement,
e.g. a military vessel may require ducted intake air.
If this is the case please consult MAN Diesel & Tur-
bo for assistance.

I-BA V28/33D, V28/33D STC Page 5 - 53

Engine supply systems
5.6 Engine room ventilation and combustion air

Radiant heat

The heat radiated from the main and auxiliary en-
gines, from the exhaust manifolds, waste heat
boilers, silencers, alternators, compressors, elec-
trical equipment, steam and condensate pipes,
heated tanks and other auxiliaries is absorbed by
the engine room air.

The amount of air V required to carry off this radi-
ant heat can be calculated as follows:

s = -----í--------Å-n--é--------------í

V Air required m³/h
Q Heat to be dissipated kJ/h
t Air temperature rise in engine room °C

(10 – 12.5) kJ/kg
cp Specific heat capacity of air (1.01)
k
t Air density at 35 °C (1.15) kg/m³

Ventilator capacity

The capacity of the air ventilators must be large
enough to cover:

• The combustion air requirements of all con-
sumers.

• The air required for carrying off the radiant heat.

0506-0000MR2.fm

Page 5 - 54 V28/33D, V28/33D STC I-BA

Engine supply systems
5.7 Exhaust gas system

5.7 Exhaust gas system

General requirements • The exhaust piping should be elastically hung
or supported by means of dampers in order to
Layout prevent the transmission of sound to other
parts of the vessel.
As the flow resistance in the exhaust system has a
very large influence on the fuel consumption and • The exhaust piping is to be provided with water
the thermal load of the engine, the total resistance drains, which are to be regularly checked to
of the exhaust gas system must not exceed drain any condensation water or possible leak
30 mbar. If the system back pressure is higher water from exhaust gas boilers if fitted.
than 30 mbar or the depression at turbocharger
inlet higher than 20 mbar (ducted systems only) • During commissioning and maintenance work,
the engine MCR power must be reduced. For spe- checking of the exhaust gas system back pres-
cial cases and further information please contact sure by means of a temporarily connected
MAN Diesel & Turbo. measuring device may become necessary. For
this purpose, a measuring socket is to be pro-
The pipe diameter selection depends on the en- vided approximately 1 to 2 metres after the ex-
gine output, the exhaust gas volume, and the sys- haust gas outlet of the turbocharger, in a
tem backpressure, including silencer and SCR (if straight length of pipe at an easily accessed
fitted). The backpressure also being dependent on position. Standard pressure measuring devices
the length and arrangement of the piping as well usually require a measuring socket size of 1/2".
as the number of bends. Sharp bends result in This measuring socket is to be provided to en-
very high flow resistance and should therefore be sure back pressure can be measured without
avoided. If necessary, pipe bends must be provid- any damage to the exhaust gas pipe insulation.
ed with guide vanes.
Exhaust piping insulation
It is recommended not to exceed a maximum ex-
haust gas velocity of approx. 40 m/s. The exhaust gas pipe system has to be insulated
to reduce the maximum surface temperature to
Installation the level required by both the classification society
and SOLAS and to avoid temperatures below the
When installing the exhaust system, the following dew point. Therefore the complete exhaust gas
points must be observed: system (from outlet of turbocharger, silencer, boiler
to outlet stack) should be sufficiently insulated.
• The exhaust pipes of two or more engines must Also, to avoid temperatures below the dew point,
not be joined. resulting in excessive water formation within the
pipe, the exhaust gas piping to the outside, includ-
• Because of the high temperatures involved, the ing boiler, if fitted and silencer, should be insulated
exhaust pipes must be able to expand. The ex- thus avoiding intensified corrosion and soot de-
pansion joints to be provided for this purpose posits on the interior surface of the exhaust gas
are to be mounted between fixed-point pipe pipe. When fast engine load changes occur, these
supports installed in suitable positions. One deposits might flake off and be entrained by ex-
sturdy fixed-point support must be provided for haust in the form of soot flakes.
the expansion joint directly after the turbo-
0507-0000MR2.fm charger. It should be positioned, if possible, im-
mediately above the expansion joint in order to
prevent the transmission of forces to the turbo-
charger itself. These forces include those re-
sulting from the weight, thermal expansion or
lateral displacement of the exhaust piping.

F-BC V28/33D, V28/33D STC Page 5 - 55

Engine supply systems
5.7 Exhaust gas system

The flange connection on the turbocharger outlet,
as well as the adjacent round flanges of the adap-
tor or transition piece, must also be covered with
insulating collars, for reasons of safety. Insulation
and covering of the compensator must not restrict
its freedom of movement. The relevant provisions
concerning accident prevention and those of the
classification societies and SOLAS requirements
must be observed.

Exhaust silencer – Mode of operation

The silencer, normally of client supply, usually op-
erates on the absorption principle, this design be-
ing very effective throughout a wide frequency
band. The flow path, running through the silencer
in a straight line, ensures optimum noise reduction
with minimum flow resistance and therefore low
back pressure.

Silencer installation

If possible, the silencer should be installed to-
wards the end of the exhaust line; the exact posi-
tion can be adapted to the space available (from
vertical to horizontal). If the silencer has a spark ar-
rester, it must be ensured that the cleaning ports
are easily accessible.

Please contact MAN Diesel & Turbo for technical
drawings of auxiliary equipment.

0507-0000MR2.fm

Page 5 - 56 V28/33D, V28/33D STC F-BC

Engine supply systems
5.7 Exhaust gas system

Exhaust gas and charge air system

0507-0000MR2.fm Figure 5-17 Exhaust gas and charge air system with STC

F-BC V28/33D, V28/33D STC Page 5 - 57

Engine supply systems
5.7 Exhaust gas system

0507-0000MR2.fm

Page 5 - 58 V28/33D, V28/33D STC F-BC

Kapiteltitel 6 M2.fm ======

6 Engine room planning

Page 6 - 1

Page 6 - 2

Kapiteltitel 6 M2.fm

Engine room planning
6.1.1 General details

6.1 Installation and arrangement

6.1.1 General details

Apart from a functional arrangement of the com- Note!
ponents, the shipyard is to provide for an engine
room layout ensuring good accessibility of the MAN Diesel & Turbo supplied scope is to be
components for servicing. arranged and fixed by proven technical experi-
ences as per state of the art. Therefore the
The cleaning of the cooler tube bundle, the emp- technical requirements have to be taken in
tying of filter chambers and subsequent cleaning consideration as described in the following
of the strainer elements, and the emptying and documents subsequential:
cleaning of tanks must be possible without any
problem whenever required. • Order related engineering documents

All of the openings for cleaning on the entire unit, • Installation documents of our sub-suppliers for
including those of the exhaust silencers, must be vendor specified equipment
accessible.
• Operating manuals for diesel engines and auxilia-
There should be sufficient free space for tempo- ries
rary storage of pistons, camshafts, exhaust gas
turbochargers etc. dismounted from the engine. • Project Guides of MAN Diesel & Turbo
Additional space is required for the maintenance
personnel. The panels in the engine sides for in- Any deviations from the principles specified in
spection of the bearings and removal of compo- the a. m. documents requires a previous ap-
nents must be accessible without taking up floor proval by us.
plates or disconnecting supply lines and piping.
Free space for installation of a torsional vibration Arrangements for fixation and/or supporting of
meter should be provided at the crankshaft end. plant related equipment attached to the scope
supplied by us, not described in the a. m. doc-
A very important point is that there should be uments and not agreed with us are not al-
enough room for storing and handling vital spare lowed.
parts so that replacements can be made without
loss of time. For damages due to such arrangements we
will not take over any responsibility nor give
In planning marine installations with two or more any warranty.
engines driving one propeller shaft through a multi-
engine transmission gear, provision must be made
for a minimum clearance between the engines be-
cause the crankcase panels of each must be ac-
cessible. Moreover, there must be free space on
both sides of each engine for removing pistons or
cylinder liners.

0601-0000MA2.fm

D-BC V28/33D, V28/33D STC, 32/40, 32/44CR, L35/44DF, 48/60B, 48/60CR, 51/60DF, L58/64 Page 6 - 3

Engine room planning
6.1.1 General details

0601-0000MA2.fm

Page 6 - 4 V28/33D, V28/33D STC, 32/40, 32/44CR, L35/44DF, 48/60B, 48/60CR, 51/60DF, L58/64 D-BC

Engine room planning
6.1.2 Installation drawings

6.1.2 Installation drawings

Engine 12V28/33D

Figure 6-1 Installation drawings engine 12V28/33D with two TCA33 – Right side

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Engine room planning
6.1.2 Installation drawings

Figure 6-2 Installation drawings engine 12V28/33D with two TCA33 – Driving and free end

Figure 6-3 Installation drawings engine 12V28/33D with two TCA33 – Top view 0601-0200MR2.fm

Page 6 - 6 V28/33D, V28/33D STC H-BC

Engine room planning
6.1.2 Installation drawings

Engine 16V28/33D

Figure 6-4 Installation drawings engine 16V28/33D with two TCA33 – Right side

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Engine room planning
6.1.2 Installation drawings

Figure 6-5 Installation drawings engine 16V28/33D with two TCA33 – Driving and free end

Figure 6-6 Installation drawings engine 16V28/33D with two TCA33 – Top view 0601-0200MR2.fm

Page 6 - 8 V28/33D, V28/33D STC H-BC

Engine room planning
6.1.2 Installation drawings

Engine 20V28/33D

Figure 6-7 Installation drawings engine 20V28/33D with two TCA33 – Right side

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Engine room planning
6.1.2 Installation drawings

Figure 6-8 Installation drawings engine 20V28/33D with two TCA33 – Driving and free end

Figure 6-9 Installation drawings engine 20V28/33D with two TCA33 – Top view

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Engine room planning
6.1.2 Installation drawings

Engine 12V28/33D STC

Figure 6-10 Installation drawings engine 12V28/33D STC with two TCA33 – Right side

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Engine room planning
6.1.2 Installation drawings

DRW 11000230301

Figure 6-11 Installation drawings engine 12V28/33D STC with two TCA33 – Driving and free end

Figure 6-12 Installation drawings engine 12V28/33D STC with two TCA33 – Top view

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