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

Engine room planning
6.1.2 Installation drawings

Engine 16V28/33D STC

Figure 6-13 Installation drawings engine 16V28/33D STC with two TCA33 – Right side

0601-0200MR2.fm

H-BC V28/33D, V28/33D STC Page 6 - 13

Engine room planning
6.1.2 Installation drawings

DRW 11000230300

Figure 6-14 Installation drawings engine 16V28/33D STC with two TCA33 – Driving and free end

Figure 6-15 Installation drawings engine 16V28/33D STC with two TCA33 – Top view

0601-0200MR2.fm

Page 6 - 14 V28/33D, V28/33D STC H-BC

Engine room planning
6.1.2 Installation drawings

Engine 20V28/33D STC

Figure 6-16 Installation drawings engine 20V28/33D STC with two TCA33 – Right side

0601-0200MR2.fm

H-BC V28/33D, V28/33D STC Page 6 - 15

Engine room planning
6.1.2 Installation drawings

DRW 11000230299

Figure 6-17 Installation drawings engine 20V28/33D STC with two TCA33 – Driving and free end

DRW11000230299

Figure 6-18 Installation drawings engine 20V28/33D STC with two TCA33 – Top view

0601-0200MR2.fm

Page 6 - 16 V28/33D, V28/33D STC H-BC

Engine room planning
6.1.3 Removal dimensions of piston and cylinder liner

6.1.3 Removal dimensions of piston and cylinder liner

Engine V28/33D

0601-0300MR2.fm Figure 6-19 Removal dimensions of piston and cylinder liner V28/33D, V28/33D STC

G-BC V28/33D, V28/33D STC Page 6 - 17

Engine room planning
6.1.3 Removal dimensions of piston and cylinder liner

Figure 6-20 Removal dimensions of the cylinder head V28/33D, V28/33D STC 0601-0300MR2.fm

Page 6 - 18 V28/33D, V28/33D STC G-BC

Engine room planning
6.1.3 Removal dimensions of piston and cylinder liner

Figure 6-21 Removal dimensions for suspension device of intercooler V28/33D, V28/33D STC

0601-0300MR2.fm

G-BC V28/33D, V28/33D STC Page 6 - 19

Engine room planning
6.1.3 Removal dimensions of piston and cylinder liner

Figure 6-22 Removal dimensions of the oil filter V28/33D, V28/33D STC

0601-0300MR2.fm

Page 6 - 20 V28/33D, V28/33D STC G-BC

Engine room planning
6.1.3 Removal dimensions of piston and cylinder liner

Figure 6-23 Removal dimensions of the compressor wheel and lube oil pump V28/33D, V28/33D STC

0601-0300MR2.fm

G-BC V28/33D, V28/33D STC Page 6 - 21

Engine room planning
6.1.3 Removal dimensions of piston and cylinder liner

0601-0300MR2.fm

Page 6 - 22 V28/33D, V28/33D STC G-BC

0601-1200MR2.fm Engine room planning

6.1.4 3D Engine Viewer – A support programme to configure the engine room

6.1.4 3D Engine Viewer –
A support programme to configure the engine room

MAN Diesel & Turbo offers a free-of-charge online
programme for the configuration and provision of
installation data required for installation examina-
tions and engine room planning: The 3D Engine
Viewer.

Easy-to-handle selection and navigation masks
permit configuration of the required engine type,
as necessary for virtual installation in your engine
room.

In order to be able to use the 3D Engine Viewer,
please register on our website under:

https://dieselport.mandiesel.com/_layouts/Request-
Forms/Open/CreateUser.aspx

After successful registration, the 3D Engine Viewer
is available under:

http://dieselport/ProjectTools/3DViewer/display.aspx

by clicking onto the requested application.

In only three steps, you will obtain professional en-
gine room data for your further planning:

• Selection

Select the requested output, respectively the
requested type.

• Configuration

Drop-down menus permit individual design of
your engine according to your requirements.
Each of your configurations will be presented
on the basis of isometric models.

• View

The models of the 3D Engine Viewer include all
essential geometric and planning-relevant at-
tributes (e. g. connection points, interfering
edges, exhaust gas outlets, etc.) required for
the integration of the model into your project.

The configuration with the selected engines can
now be easily downloaded. For 2D representation
as .pdf or .dxf, for 3D as .dgn, .sat, .igs or 3D-dxf.

C-BC V28/33D, V28/33D STC Page 6 - 23

Engine room planning
6.1.4 3D Engine Viewer – A support programme to configure the engine room

Figure 6-24 Engine Viewer – Selection screen 0601-1200MR2.fm

Page 6 - 24 V28/33D, V28/33D STC C-BC

Engine room planning
6.1.4 3D Engine Viewer – A support programme to configure the engine room

0601-1200MR2.fm Figure 6-25 Preselected standard configuration for a 12V28/33D

C-BC V28/33D, V28/33D STC Page 6 - 25

Engine room planning
6.1.4 3D Engine Viewer – A support programme to configure the engine room

Figure 6-26 Isometric view of the free engine end

0601-1200MR2.fm

Page 6 - 26 V28/33D, V28/33D STC C-BC

Engine room planning
6.1.4 3D Engine Viewer – A support programme to configure the engine room

Figure 6-27 Isometric view of the turbocharger arrangement on the coupling side

0601-1200MR2.fm

C-BC V28/33D, V28/33D STC Page 6 - 27

Engine room planning
6.1.4 3D Engine Viewer – A support programme to configure the engine room

Figure 6-28 Isometric view for the turbocharger arrangement of free engine end –
External exhaust gas with radial connection flange

0601-1200MR2.fm

Page 6 - 28 V28/33D, V28/33D STC C-BC

Engine room planning
6.1.4 3D Engine Viewer – A support programme to configure the engine room

Figure 6-29 Isometric view/Dismantling areas

0601-1200MR2.fm

C-BC V28/33D, V28/33D STC Page 6 - 29

Engine room planning
6.1.4 3D Engine Viewer – A support programme to configure the engine room

0601-1200MR2.fm

Page 6 - 30 V28/33D, V28/33D STC C-BC

Engine room planning
6.1.5 Lifting appliance

6.1.5 Lifting appliance

Lifting gear with varying lifting capacities are to be Crane design
provided for servicing and repair work on the en-
gine, turbocharger and charge-air cooler. It is necessary that:

Engine • there is an arresting device for securing the
crane while hoisting if there is a seaway.
Lifting capacity
• there is a two-stage lifting speed:
An overhead travelling crane is required which has Precision hoisting approx. = 0.5 m/min
a lifting power equal to the heaviest component Normal hoisting approx. = 2 – 4 m/min
that has to be lifted during servicing of the engine.
The overhead travelling crane can be chosen with Places of storage
the aid of the following table.
In planning the arrangement of the crane, a stor-
Engine type V28/33D age space must be provided in the engine room
for the dismantled engine components which can
Cylinder head with valves (less kg 283 be reached by the crane. It should be capable of
covers and valve gear) holding two rocker arm casings, two cylinder cov-
ers and two pistons. If the cleaning and service
Piston (complete with gudgeon, 50 work is to be carried out here, additional space for
pins and rings) cleaning troughs and work surfaces should be
planned for.
Cylinder liner (without cutting rings) 133
Transport to the workshop
Recommended lifting capacity of 1,500
travelling crane1) Grinding of valve cones and valve seats is carried
out in the workshop or in a neighbouring room.
Table 6-1 Lifting capacity
1) Without consideration of classification rules. Transport rails and appropriate lifting tackle are to
be provided for the further transport of the com-
The rails for the crane are to be arranged in such plete cylinder cover from the storage space to the
a way, that the crane can cover the whole engine workshop. For the necessary deck openings, see
+1,000 mm at both sides. Three rails are required, turbocharger casing.
each one over the cylinders and one over the cen-
tre line of the engine. The hook position must
reach along the engine axis, past the centreline of
the first and the last cylinder, so that components
can be dismantled and installed without pulling at
an angle. Similarly, the crane should be able to
reach the tie-rod at the ends of the engine. In
cramped conditions, eyelets must be welded un-
der the deck above, to accommodate a lifting pul-
ley.

The required crane capacity to be determined by
the crane supplier.

0601-0400MR2.fm

G-BC V28/33D, V28/33D STC Page 6 - 31

Engine room planning
6.1.5 Lifting appliance

Turbocharger Fan shafts

Hoisting rail The engine combustion air is to be supplied to-
wards the intake silencer in a duct ending at a
A hoisting rail with a mobile trolley is to be provided point 1.5 m away from the silencer inlet. If this duct
over the centre of the turbocharger running parallel impedes the maintenance operations, for instance
to its axis, into which lifting tackle is suspended the removal of the silencer, the end section of the
with the relevant lifting power for lifting the above- duct must be removable. Suitable suspension lugs
mentioned parts (see "Table 6-1: Lifting capacity"), to are to be provided on the deck and duct.
carry out the operations according to the mainte-
nance schedule. Gallery

Withdrawal space dimensions If possible the ship deck should reach up to both
sides of the turbocharger (clearance 50 mm) to
The withdrawal space dimensions shown in our obtain easy access for the maintenance person-
dimensioned sketch of the engine and in the nel. Where deck levels are unfavourable, suspend-
above table are needed in order to be able to sep- ed galleries are to be provided.
arate the silencer from the turbocharger. The si-
lencer must be shifted axially by this distance Charge air cooler
before it can be moved laterally.
Minimum distance required for dismantling clear- One unit is installed on the 12V Engine and two
ance for the filter silencer is 70 mm, however units are installed on the 16V and 20V engines.
500 mm is recommended.

Make sure that the silencer can be removed either
downwards or upwards or laterally and set aside,
to make the turbocharger accessible for further
servicing. Pipes must not be laid in these free
spaces.

No. of cylinders Weight Length Width Height
(per unit)
mm mm
kg mm 445 410
12V 710 2,338 445 410
16V 420 1,303 445 410
20V 600 1,763
Table 6-2 Weights and dimensions of charge air cooler bundle

For further information please contact MAN Diesel
& Turbo.

0601-0400MR2.fm

Page 6 - 32 V28/33D, V28/33D STC G-BC

Engine room planning
6.1.6 Major spare parts

6.1.6 Major spare parts

Engine V28/33D equipment are included in the relevant items of the
scope of supply.
In accordance with the rules of the classification
society "Germanischer Lloyd" we only supply Note!
those spare parts specified in the following list Navigation range A = unrestricted range.
which refer to original equipment supplied by us.
Spare parts for monitoring and remote control

Scope of supply for 1 ship

Crankshaft bearing Quantity Description
Connecting rod and main piston
1 Crankshaft bearing shells, 2-part of each kind, tie-rods and cross pin with
Cylinder liner and cylinder head nuts
Valves in cylinder head
Miscellaneous 1 Thrust bearing ring (two part) for 1 locating bearing

1 Upper and lower connecting rod bearing shell, with bolts
(and nuts where provided)

1 Piston pin bush

1 Piston pin

2 Lock ring for piston pin

1 Main piston with piston rings, piston pin, connecting rod,
bearing shells, bolts and nuts, ready for fitting

1 Compression and oil scraper rings for 1 main piston

1 Cylinder liner with seals, ready for fitting

1 Cylinder head with valves and seals

2 Bolts with nuts, for fixing one cylinder head

2 Inlet valve with valve guide and valve seat ring

2 Exhaust valve with valve guide and valve seat ring

12/16/ Fuel injection valve (for 1 engine 12V/16V/20V) with injection pipes
20

1 Air start motor

1 Seals for cylinder liner, support ring*, cooling water overflow, valves in cyl-
inder head*, between cylinder head and charge-air pipe, between cylin-
der head and exhaust gas pipe, to push rod jacketing* and to valve
protection cap* sufficient for 1 cylinder (* = where provided)

1 Expansion joint for exhaust gas pipe on the engine

0601-0500MR2.fm Note!
Subject to modification. Consumed spare parts should be replaced immediately.

Table 6-3 Scope of supply

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

Engine room planning
6.1.6 Major spare parts

Typical mounting parts weight schedule

Description Drawing Nr. 12V engine 16V engine 20V engine

Combined HT/LT cooler 11.60004-1148 dry1) filled1) dry1) filled1) dry1) filled1)
11.60004-1146 781 - 836 - 987 -

LT Thermovalve 11.60412-0049 98 108 98 108 98 108
115 130 115 130 115 130
JW heater module 11.60005-0847 107 - 107 - 107 -
20 - 20 - 20 -
Lub oil priming pump 11.62002-0704 103 113 103 113 103 113
152 162 152 162 152 162
Lub oil strainer - 98 - 98 - 98 -
150 - 150 - 150 -
Crankcase extractor/coalescer 11.62811-0011 10 - 10 - 10 -
366 366 488 488 610 610
Fuel cooler 11.64004-0049 300 - 300 - 300 -
15 - 15 - 15 -
Fuel oil duplex filter 11.64008-0248

Exhaust gas bellows DN 700 11.68000-0496

Air valve lubrication pump 11.62002-0686

Engine AVM‘s -

Interface cabinet -

Remote operating panel -

Table 6-4 Typical mounting parts weight schedule
1) Declaration of weight in kg!

Turbocharger weight schedule

Turbocharger TCA 33

Silencer kg 230

Compressor casing 265

Turbine rotor 30

Turbocharger 1,430

Space for removal of silencer mm 77

Table 6-5 Hoisting rail for TCA 33 turbocharger

0601-0500MR2.fm

Page 6 - 34 V28/33D, V28/33D STC G-BC

Engine room planning
6.1.6 Major spare parts

Maintenance items

0601-0500MR2.fm Major spare parts Weight
[kg]
Air by-pass valve 2
Camshaft journals 35
Camshaft gears 65
Camshaft gears – Intermediate 80
Camshaft segment 50
Charge air cooler 12V 710
Charge air cooler 16V 840

Charge air cooler 20V (2x420)
1,200
Connecting rod- complete with bush, (2x600)
bearing and bolts
Crankshaft gear 91
Cylinder head covers (main)
Cylinder head with valves (less covers and 32
valve gear) 7
Cylinder liner without cutting ring 283
Explosion relief valve and door
Fuel filter element (off engine) 133
Fuel injection pump 12
Fuel injector 8
Fuel circulating pump 9
Main bearing 6.5
Main bearing caps 12
Oil filter element 2
Oil pump 72
Piston (complete with gudgeon, pins and 8
rings) 270
Starter motor 50
Tappet housing assembly
Turbocharger 30
Table 6-6 Maintenance items (1 of 2) 55
1,430

G-BC V28/33D, V28/33D STC Page 6 - 35

Engine room planning
6.1.6 Major spare parts

Major spare parts Weight
[kg]
Vibration damper 12V, 16V 485
Vibration damper 20V 505
Water pump – High temperature 90
Water pump – Jacket water 90
Water pump – Sea water 250
All weights quoted are for guidance only.
Table 6-6 Maintenance items (2 of 2)

0601-0500MR2.fm

Page 6 - 36 V28/33D, V28/33D STC G-BC

Engine room planning
6.1.7 Engine arrangements

6.1.7 Engine arrangements

Space requirement for maintenance

0601-0600MR2.fm Figure 6-30 Space requirement for maintenance

E-BA V28/33D, V28/33D STC Page 6 - 37

Engine room planning
6.1.7 Engine arrangements

0601-0600MR2.fm

Page 6 - 38 V28/33D, V28/33D STC E-BA

Engine room planning
6.1.8 Example: Mechanical propulsion system arrangement

6.1.8 Example: Mechanical propulsion system arrangement

Figure 6-31 Example: Mechanical propulsion system arrangement – Exhaust gas section

Fix point support It is not permitted to compensate with the engine
related compensator movements or vibrations
The engine related compensator has to be con- coming from components or systems installed
nected directly (if required by use of a transient downstream of this compensator.
piece) to the exhaust gas outlet of the turbocharg-
0601-0900MR2.fm er.

Immediately downstream of the engine related
compensator it is required to install a strong and
rigid fix point to support the exhaust gas pipe.

D-BC V28/33D, V28/33D STC Page 6 - 39

Engine room planning
6.1.8 Example: Mechanical propulsion system arrangement

0601-0900MR2.fm

Page 6 - 40 V28/33D, V28/33D STC D-BC

Engine room planning
6.1.9 Position of the outlet casing of the turbocharger

6.1.9 Position of the outlet casing of the turbocharger

Resiliently mounted engine

0602-0200MR2.fm Figure 6-32 Outlet casing of the turbocharger
I-BB V28/33D, V28/33D STC
Page 6 - 41

Engine room planning
6.1.9 Position of the outlet casing of the turbocharger

0602-0200MR2.fm

Page 6 - 42 V28/33D, V28/33D STC I-BB

Kapiteltitel 8 AA.fm ======

7 Annex

Page 7 - 1

Page 7 - 2

Kapiteltitel 8 AA.fm

Annex
7.1.1 General

7.1 Safety instructions and necessary safety measures

The following list of basic safety instructions, in
connection with further engine documentation like
user manual and working instructions, should en-
sure a safe handling of the engine. Due to varia-
tions between specific plants, this list does not
claim to be exhaustive and may vary with regard to
the real existing requirements.

7.1.1 General

There are risks at the interfaces of the engine,
which have to be eliminated or minimized in the
context of integration the engine into the plant sys-
tem. Responsible for this is the legal person which
is responsible for the integration of the engine.

Following prerequisites need to be fulfilled:
• Layout, calculation, design and execution of

the plant according to the latest state of the art.
• All relevant classification rules, rules, regula-

tions and laws are considered, evaluated and
are included in the system planning.
• The project-specific requirements of MAN
Diesel & Turbo regarding the engine and its
connection to the plant will be implemented.
• In principle, always apply the more stringent re-
quirements of a specific document if its rele-
vance is given for the plant.

0800-0000AA2.fm

D-BB Page 7 - 3

Annex
7.1.2 Safety equipment/measures provided by plant-side

7.1.2 Safety equipment/measures provided by plant-side

Following safety equipment respectively safety measures must be provided by plant-side

• Securing of the engine´s turning gear Special care must be taken, inter alia, to pre-
vent from: ejection of parts, contact with mov-
The turning gear has to be equipped with an ing machine parts and falling into the flywheel
optical and acoustic warning device. When the area.
turning gear is first activated, there has to be a
certain delay between the emission of the • Consideration of the blow-off zone of the
warning device's signals and the start of the crankcase cover´s relief valves
turning gear. The turning gear´s gear wheel has
to be covered. The turning gear should be During crankcase explosions, the resulting hot
equipped with a remote control, allowing opti- gases will be blown out of the crankcase
mal positioning of the operator, overlooking the through the relief valves.
entire hazard area (a cable of approx. 20 m
length is recommended). This must be considered in the overall planning.

It has to be prescribed in the form of a working • Setting up storage areas
instruction that:
Throughout the plant, suitable storage areas
- the turning gear has to be operated by at have to be determined for stabling of compo-
least two persons nents and tools.

- the work area must be secured against un- Thereby it is important to ensure stability, carry-
authorized entry ing capacity and accessibility. The quality struc-
ture of the ground has to be considered (slip
- only trained personnel is allowed to operate resistance, resistance against residual liquids of
the turning gear the stored components, consideration of the
transport and traffic routes).
• Securing of the starting air pipe
• Proper execution of the work
To secure against unintentional restarting of the
engine during maintenance work, a disconnec- Generally, it is necessary to ensure that all work
tion and depressurization of the engine´s start- is properly done according to the task trained
ing air system must be possible. A lockable and qualified personnel. Special attention must
starting air stop valve must be provided in the be paid to the execution of the electrical equip-
starting air pipe to the engine. ment. By selection of suitable specialized com-
panies and personnel, it has to be ensured that
• Securing of the turbocharger rotor a faulty feeding of media, electric voltage and
electric currents will be avoided.
To secure against unintentional turning of the
turbocharger rotor while maintenance work, it • Connection of exhaust port of the turbocharger
must be possible to prevent draught in the ex- at the engine to the exhaust gas system of the
haust gas duct and, if necessary, to secure the plant
rotor against rotation.
The connection between the exhaust port tur-
• Safeguarding of the surrounding area of the fly- bocharger and exhaust gas system of the plant
wheel has to be executed gas tight and must be
equipped with a fire proof insulation.
The entire area of the flywheel has to be safe-
guarded by plant-side. 0800-0000AA2.fm

Page 7 - 4 D-BB

Annex
7.1.2 Safety equipment/measures provided by plant-side

0800-0000AA2.fm The surface temperature of the fire insulation In these cases the signs will be delivered to-
must not exceed 220 °C. gether with the engine, which have to be
In workspaces and traffic areas, a suitable con- mounted clearly visibly on places at the engine
tact protection has to be provided whose sur- which allow intervention to the engine opera-
face temperature must not exceed 60 °C. tion.
The connection has to be equipped with com-
pensators for longitudinal expansion and axis • Optical and acoustic warning device
displacement in consideration of the occurring
vibrations. Due to noise-impared voice communication in
(The flange of the turbocharger reaches tem- the engine room/power house, it is necessary
peratures of up to 450 °C). to check where at the plant additionally to
• Generally any ignition sources, smoking and acoustic warning signals optical warning sig-
open fire in the maintenance and protection nals (e.g. flash lamp) should be provided.
area of the engine is prohibited
• Smoke detection systems and fire alarm sys- In any case, optical and acoustic warning de-
tems have to be provided vices are necessary while using the turning
• Signs gear and while starting/stopping the engine.
a) Following figure exemplarily shows the de-
clared risks in the area of a combustion engine. • Engine room ventilation
This may vary slightly for the specific engine:
An effective ventilation system has to be pro-
Figure 7-1 Warning sign E11.48991-1108 vided in the engine room to avoid endangering
by contact or by inhalation of fluids, gases, va-
This warning sign has to be mounted clearly pours and dusts which could have harmful,
visibly at the engine as well as at all entrances toxic, corrosive and/or acid effects.
to the engine room or to the power house.
b) Prohibited area signs • Venting of crankcase and turbocharger
Dependending on the application, it is possible
that specific operating ranges of the engine The gases/vapours originating from crankcase
must be prohibited. and turbocharger are ignitable. It must be en-
sured that the gases/vapours will not be ignited
by external sources. For multi-engine plants,
each engine has to be ventilated separately.
The engine ventilation of different engines must
not be connected.

In case of an installed suction system, it has to
be ensured that it will not be stopped until at
least 20 minutes after engine shutdown.

• Drainable supplies and excipients

Supply system and excipient system must be
drainable and must be secured against unin-
tentional recommissioning (EN 1037).

Sufficient ventilation at the filling, emptying and
ventilation points must be ensured.

The residual quantities which must be emptied
have to be collected and disposed of properly.

• Spray guard has to be ensured for liquids pos-
sibly leaking from the flanges of the plant´s pip-
ing system. The emerging media must be
drained off and collected safely.

D-BB Page 7 - 5

Annex
7.1.2 Safety equipment/measures provided by plant-side

• Composition of the ground • Emergency stop system

The ground, workspace, transport/traffic The emergency stop system requires special
routes and storage areas have to be designed care during planning, realization, commission-
according to the physical and chemical charac- ing and testing at site to avoid dangerous oper-
teristics of the excipients and supplies used in ating conditions. The assessment of the effects
the plant. on other system components caused by an
emergency stop of the engine must be carried
Safe work for maintenance and operational out by plant-side.
staff must always be possible.

• Adequate lighting

Light sources for an adequate and sufficient
lighting must be provided by plant-side. The
current guidelines should be followed (100 Lux
is recommended, see also DIN EN 1679-1).

• Working platforms/scaffolds

For work on the engine, working platforms/
scaffolds must be provided and further safety
precautions must be taken into consideration.
Among other things, it must be possible to
work secured by safety belts. Corresponding
lifting points/devices have to be provided.

• Fail-safe 24 V power supply

Because engine control, alarm system and
safety system are connected to a 24 V power
supply, this part of the plant has to be designed
fail-safe to ensure a regular engine operation.

• Intake air filtering

In case of air intake is realized through piping
and not by means of the turbocharger´s intake
silencer, appropriate measures for air filtering
must be provided. It must be ensured that par-
ticles exceeding 5 μm will be restrained by an
air filtration system.

• Quality of the intake air

It has to be ensured that combustible media will
not be sucked in by the engine.

Intake air quality according to the relevant sec-
tion of the project guide has to be guaranteed.

0800-0000AA2.fm

Page 7 - 6 D-BB

Annex
7.2 Programme for Factory Acceptance Test (FAT)

7.2 Programme for Factory Acceptance Test (FAT)

The following table shows the operating points to be considered during acceptance test run.

Operating points ABS BV DNV GL LR RIN JG7) IACS MAN Diesel &
1) 2) 3) 4) 5) a6) (NK) Turbo pro-
9)
All engines Starting attempts X X - XX X 8) gramme with
X acceptance by
Governor test X X X XX X X X classification
X X
Operational test of X X X XX X X society

X

X

X

the attached

safety devices

Marine main engines Maximum contin- Speed: According to propeller curve or constant
uous rating
(MCR) 60’ 60’ 30’ 60’ 60’ 60’ 20’ (60‘) 60’ 60’
30’ 30’
100 %10) M 30’ 30’ 30’ 30’ 30’ 20’ (30‘) 30–45’ 30’11)
30’12)
110 % - M M11) M M M- M 30’
90 % M 30‘
85 % M - M12) - - -- - 30‘
M
75 % M M11) M M M 20’ (30‘) M 30’
50 % M
25 % M M MM M 20’ (30‘) M 60’
30’
Low speed and/or M - MM M 20’ (30‘) M 30’
idling 30’
M - MM M- M 30’
30’
Marine aux. engines Maximum contin- Constant speed
uous rating
(MCR)

100 %10) 60’ 60’ 30’ 60’ 60’ 60’ 20‘(60’) 60’
110 % 30’ 30’ 30’ 30’ 30’
75 % MMMM 30’ 30’ 20‘(30’) M
50 % MMMM M
25 % MM - M M M 20‘(30’) M
idling = 0 % MM - M M
M M 20‘(30’)

M M 20‘(-)

MM -

0801-0000MA2.fm Table 7-1 Test conditions of four-stroke marine engines

M = Measurement at a steady state

1) ABS = American Bureau of Shipping.
2) BV = Bureau Veritas.
3) DNV = Det Norske Veritas.
4) GL = Germanischer Lloyd.
5) LR = Lloyd’s Register of Shipping.

G-BC V28/33D, V28/33D STC, 32/40, 32/44CR, L35/44DF, 48/60B, 48/60CR, 51/60DF, L58/64 Page 7 - 7

Annex
7.2 Programme for Factory Acceptance Test (FAT)

6) RINa = Registro Italiano Navale.
7) JG =Japanese government.
8) NK =Nippon Kaiji Kyoka.
9) ACS =International Association of

Classification Societies.
10) Two service recordings at an interval of 30 min.
11) Could be replaced by MCR load point 85 %.
12) Replacement for 11).

The selection of the measuring points and the
measuring method are fixed in accordance with
ISO Standard 3046-1 for engines with output ac-
cording ICN power definition and the specifications
of the classification societies.

The execution of the test run according to this
guideline will be confirmed in writing by the cus-
tomer or his representative, by the authorised rep-
resentative of the classification society and by the
person in charge of the tests.

After the test run, the components will be inspect-
ed, as far as this is possible without disassembly.
Only in exceptional cases (e. g. if required by the
customer/the classification society), will compo-
nents be dismantled.

The works test will be accomplished with MGO or
MDO. Heavy fuel oil is not available at the serial
test beds.

0801-0000MA2.fm

Page 7 - 8 V28/33D, V28/33D STC, 32/40, 32/44CR, L35/44DF, 48/60B, 48/60CR, 51/60DF, L58/64 G-BC

Annex
7.3 Engine running-in

7.3 Engine running-in

Prerequisites Operating media

Engines require a run-in period: The run-in period may be carried out preferably
using diesel fuel or gas oil. The fuel used must
• When put into operation on-site, if after test run meet the quality standards see "Section: Specifica-
the pistons or bearings were dismantled for in- tion for engine supplies" and the design of the fuel
spection or if the engine was partially or fully system.
dismantled for transport.
For the run-in of gas four-stroke engines it is best
• After fitting new drive train components, such to use the gas which is to be used later in opera-
as cylinder liners, pistons, piston rings, crank- tion.
shaft bearings, big-end bearings and piston pin
bearings. Diesel-gas engines are run in using diesel opera-
tion with the fuel intended as the ignition oil.
• After the fitting of used bearing shells.
Lube oil
• After long-term low load operation (> 500 oper-
ating hours). The run-in lube oil must match the quality stand-
ards, with regard to the fuel quality.
Supplementary information
Engine run-in
Operating Instructions
Cylinder lubrication (optional)
During the run-in procedure the unevenness of the
piston-ring surfaces and cylinder contact surfaces The cylinder lubrication must be switched to "Run-
is removed. The run-in period is completed once ning In" mode during completion of the run-in pro-
the first piston ring perfectly seals the combustion cedure. This is done at the control cabinet or at the
chamber. I.e. the first piston ring should show an control panel (under "Manual Operation"). This en-
evenly worn contact surface. If the engine is sub- sures that the cylinder lubrication is already acti-
jected to higher loads, prior to having been run-in, vated over the whole load range when the engine
then the hot exhaust gases will pass between the starts. The run-in process of the piston rings and
piston rings and the contact surfaces of the cylin- pistons benefits from the increased supply of oil.
der. The oil film will be destroyed in such locations. Cylinder lubrication must be returned to "Normal
The result is material damage (e.g. burn marks) on Mode" once the run-in period has been complet-
the contact surface of the piston rings and the cyl- ed.
inder liner. Later, this may result in increased en-
gine wear and high oil consumption. Checks

The time until the run-in procedure is completed is Inspections of the bearing temperature and crank-
determined by the properties and quality of the case must be conducted during the run-in period:
surfaces of the cylinder liner, the quality of the fuel
and lube oil, as well as by the load of the engine • The first inspection must take place after 10
and speed. The run-in periods indicated in follow- minutes of operation at minimum speed.
ing figures may therefore only be regarded as ap-
proximate values. • An inspection must take place after operation
at full load respectively after operational output
level has been reached.

0802-0000AA2.fm

eJ_` Page 7 - 9

Annex
7.3 Engine running-in

The bearing temperatures (camshaft bearings, Running-in after refitting used or new bearing liners
big-end and main bearings) must be determined in (crankshaft, connecting rod and piston pin bearings)
comparison with adjoining bearing. For this pur-
pose an electrical sensor thermometer may be When used bearing shells are reused, or when
used as a measuring device. new bearing shells are installed, these bearings
have to be run in. The run-in period should be 3 to
At 85 % load and on reaching operational output 5 hours under progressive loads, applied in stag-
level, the operating data (ignition pressures, ex- es. The instructions in the preceding text seg-
haust gas temperatures, charge pressure, etc.) ments, particularly the ones regarding the
must be tested and compared with the accept- "Inspections", and following figures must be ob-
ance report. served.

Standard running-in programme Idling at higher speeds for long periods of opera-
tion should be avoided if at all possible.
Dependent on the application the run-in pro-
gramme can be derived from the figures in "Para- Running-in after low load operation
graph: Diagrams of standard running-in, page 7-11".
During the entire run-in period, the engine output Continuous operation in the low load range may
has to be within the marked output range. Critical result in substantial internal pollution of the engine.
speed ranges are thus avoided. Residue from fuel and lube oil combustion may
cause deposits on the top-land ring of the piston
Running-in during commissioning on site exposed to combustion, in the piston ring chan-
nels as well as in the inlet channels. Moreover, it is
Barring exceptions, four-stroke engines are al- possible that the charge air and exhaust pipe, the
ways subjected to a test run in the manufacturer´s charge air cooler, the turbocharger and the ex-
premises. As such, the engine has usually been haust gas tank may be polluted with oil.
run in. Nonetheless, after installation in the final lo-
cation, another run-in period is required if the pis- Since the piston rings have adapted themselves to
tons or bearings were disassembled for inspection the cylinder liner according to the running load, in-
after the test run, or if the engine was partially or creased wear resulting from quick acceleration
fully disassembled for transport. and possibly with other engine trouble (leaking pis-
ton rings, piston wear) should be expected.
Running-in after fitting new drive train components
Therefore, after a longer period of low load opera-
If during revision work the cylinder liners, pistons, tion ( 500 hours of operation) a run-in period
or piston rings are replaced, then a new run-in pe- should be performed again, depending on the
riod is required. A run-in period is also required if power, according to following figures.
the piston rings are replaced in only one piston.
The run-in period must be conducted according to Also for instruction see "Section: Engine and operation
following figures or according to the associated – Low load operation".
explanations.
Note!
The cylinder liner may be re-honed according to
Work Card 050.05, if it is not replaced. A trans- For further information, you may contact the
portable honing machine may be requested from MAN Diesel & Turbo customer service or the
one of our Service and Support Locations. customer service of the licensee.

0802-0000AA2.fm

Page 7 - 10 eJ_`

Annex
7.3 Engine running-in

Diagrams of standard running-in

Speed [%] Output [%]

100

Engine speed 90
80

70

60

Engine output 50
(specified range) 40

30

20

10

0

Figure 7-2 0 0,5 1 1,5 2 2,5 3 3,5 4 4,5 5 5,5

Running in period [h]

Standard running-in programme for engines operated with constant speed of the types: 32/40, 32/40DF,
32/40G, 32/44CR, 35/44DF, V35/44G

Speed [%] Output [%]

100

Engine speed 90
80

70

60

Engine output 50
(specified range) 40
30

20

10

0

0802-0000AA2.fm Figure 7-3 0 0,5 1 1,5 2 2,5 3 3,5 4 4,5 5 5,5 6 6,5 7 7,5 8

Running in period [h]

Standard running-in programme for engines operated with constant speed of the types: 48/60B, 48/60TS,
48/60CR, 51/60DF, V51/60G, L58/64

eJ_` Page 7 - 11

Annex
7.3 Engine running-in

Speed [%] Output [%]

100
A B 90

80

70

60

50

40

30

Engine output Engine speed range 20
(specified range) A Controllable-pitch propeller 10
B Fixed-pitch propeller 0

0 0,5 1 1,5 2 2,5 3 3,5 4 4,5 5 5,5

Figure 7-4 Running in period [h]

Standard running-in programme for marine engines (variable speed) of the types: V28/33D, V28/33D STC,
32/40, 32/44CR

Speed [%] Output [%]

100
A B 90

80

70

60

50

40

30

Engine output Engine speed range 20
(specified range) A Controllable-pitch propeller 10
B Fixed-pitch propeller 0

Figure 7-5 0 0,5 1 1,5 2 2,5 3 3,5 4 4,5 5 5,5 6 6,5 7 7,5 8 0802-0000AA2.fm

Running in period [h]

Standard running-in programme for marine engines (variable speed) of the types: 48/60B, 48/60CR, 51/60DF,
L58/64

Page 7 - 12 eJ_`

Annex
7.4 Definitions

7.4 Definitions

Blackout – Dead ship condition Designation of cylinders

The classification societies define blackout on The cylinders are numbered in sequence, from
board ships as a loss of electrical power, but still the coupling side, 1, 2, 3 etc. In V-engines,
all necessary alternative energies (e.g. start air, looking from the coupling side, the left hand
battery electricity) for starting the engines are avail- row of cylinders is designated A, and the right
able. hand row is designated B. Accordingly, the cyl-
inders are referred to as A1-A2-A3 or B1-B2-
Contrary to blackout dead ship condition is a loss B3, etc.
of electrical power on board a ship. The main and
all other auxiliary GenSets are not in operation,
also all necessary alternative energies for starting
the engines are not available. But still it is assumed
that the necessary energy for starting the engines
(e.g. emergency alternator) could be restored at
any time.

Controllable pitch propeller (CPP) application

A propeller with adjustable blades is driven by the
engine.

The CPP´s pitch can be adjusted to absorb all the
power that the engine is capable of producing at
nearly any rotational speed.

Thereby the mean output range of the engine is
between 80 to 95 % and the fuel consumption is
optimised at 85 % load.

Designation Figure 7-6 Designation of cylinders

• Designation of engine sides

- Coupling side, CS (KS)

The coupling side is the main engine output
side and is the side to which the propeller,
the alternator or other working machine is
coupled.

- Free engine end/counter coupling side,
CCS (KGS)

The free engine end is the front face of the
engine opposite the coupling side.

0803-0000MA2.fm

dJ_` V28/33D, V28/33D STC, 32/40, 32/44CR, L35/44DF, 48/60B, 48/60CR, 51/60DF, L58/64 Page 7 - 13

Annex
7.4 Definitions

• Direction of rotation GenSet application (also applies to auxiliary engines
on board ships)

Engine and electrical alternator mounted together
form a single piece of equipment to supply electri-
cal power in places where electrical power (central
power) is not available, or where power is needed
only temporarily. Standby GenSets are kept ready
to supply power during temporary interruptions of
the main supply.

The mean output range of the engine is between
40 to 80 %.

Loads beyond 100 % up to 110 % of the rated
output are permissible only for a short time to pro-
vide additional power for governing purpose only.

Figure 7-7 Designation: Direction of rotation Gross calorific value (GCV)

Diesel-electric This value suppose that the water of combustion
is entirely condensed and that the heat contained
Engine and electrical alternator mounted together in the water vapor is recovered.
to supply electrical power to drive an electric mo-
tor. The power of the electric motor is used to drive Multi engine propulsion plant
a propeller.
In a multi engine propulsion plant at least two or
Thereby the mean output range of the engine is more engines are available for propulsion.
between 80 to 95 % and the fuel consumption is
optimised at 85 % load. Net calorific value (NCV)

Fixed pitch propeller (FPP) application This value suppose that the products of combus-
tion contains the water vapor and that the heat in
A fixed pitch propeller is driven by the engine. The the water vapor is not recovered.
FPP is always working very close to the theoretical
propeller curve (power input ~ n3). A higher torque Offshore application
in comparison to the CPP even at low rotational
speed is present. Offshore construction and offshore drilling places
high requirements regarding the engine´s acceler-
To protect the engine against overloading its rated ation and load application behaviour. Higher re-
output is reduced up to 90 %. The turbo charging quirements exist also regarding the permissible
system is adapted. Engine speed reduction of up engine´s inclination.
to 10 % at maximum torque is allowed.
The mean output range of the engine is between
The mean output range of the engine is between 15 to 60 %. Acceleration from engine start up to
80 to 95 % of its available output and the fuel con- 100 % load must be possible within a specified
sumption is optimised at 85 % load. time.

0803-0000MA2.fm

Page 7 - 14 V28/33D, V28/33D STC, 32/40, 32/44CR, L35/44DF, 48/60B, 48/60CR, 51/60DF, L58/64 G-BC

Annex
7.4 Definitions

Output • MCR

• ISO-standard-output (as specified in DIN ISO Maximum continuous rating
3046-1)
• ECR
Maximum continuous rating of the engine at
nominal speed under ISO-conditions, provided Economic continuous rating = output of the en-
that maintenance is carried out as specified. gine with the lowest fuel consumption

• Operating-standard-output (as specified in DIN Single engine propulsion plant
ISO 3046-1)
In a single engine propulsion plant only one single
Maximum continuous rating of the engine at engine is available for propulsion.
nominal speed taking in account the kind of ap-
plication and the local ambient conditions, pro- Suction dredger application (mechanical drive of
vided that maintenance is carried out as pumps)
specified. For marine applications this is stated
on the type plate of the engine. For direct drive of the suction dredger pump by the
engine via gear box the engine speed is directly in-
• Fuel stop power (as specified in DIN ISO 3046- fluenced by the load on the suction pump.
1)
To protect the engine against overloading its rated
Fuel stop power defines the maximum rating of output is reduced up to 90 %. The turbo charging
the engine theoretical possible, if the maximum system is adapted. Engine speed reduction of up
possible fuel amount is used (blocking limit). to 20 % at maximum torque is released.

• Rated power (in accordance to rules of Germa- Possibly the permissible engine operating curve
nischer Lloyd) has to be adapted to the pump characteristics by
means of a power output adaption respectively
Maximum possible continuous power at rated the power demand of the pump has to be opti-
speed and at defined ambient conditions, pro- mised particularly while start-up operation.
vided that maintenances carried out as speci-
fied. The mean output range of the engine is between
80 to 100 % of its available output and the fuel
• Overload power (in accordance to rules of Ger- consumption is optimised at 85 % load.
manischer Lloyd)
Water-jet application
110 % of rated power, that can be demonstrat-
ed for marine engines for an uninterrupted pe- A marine system that creates a jet of water that
riod of one hour. propels the vessel. Also the water-jet is always
working close to the theoretical propeller curve
• Output explanation (power input ~ n3).

Power of the engine at distinct speed and dis- To protect the engine against overloading its rated
tinct torque. output is reduced up to 90 %. The turbo charging
system is adapted. Engine speed reduction of up
• 100 % Output to 10 % at maximum torque is allowed.

100 % Output is equal to the rated power only The mean output range of the engine is between
at rated speed. 100 % Output of the engine 80 to 95 % of its available output and the fuel con-
can be reached at lower speed also if the sumption is optimised at 85 % load.
torque is increased.
0803-0000MA2.fm
• Nominal Output

= rated power

dJ_` V28/33D, V28/33D STC, 32/40, 32/44CR, L35/44DF, 48/60B, 48/60CR, 51/60DF, L58/64 Page 7 - 15

Annex
7.4 Definitions

0803-0000MA2.fm

Page 7 - 16 V28/33D, V28/33D STC, 32/40, 32/44CR, L35/44DF, 48/60B, 48/60CR, 51/60DF, L58/64 G-BC

Annex
7.5 Symbols

7.5 Symbols

Note!
The symbols shown should only be seen as ex-
amples and can differ from the symbols in the
diagrams.

Figure 7-8 Symbols used in functional and pipeline diagrams 1

0805-0000AA2 .fm

hJ^g Page 7 - 17

Annex
7.5 Symbols

Figure 7-9 Symbols used in functional and pipeline diagrams 2 0805-0000AA2 .fm
Page 7 - 18
hJ^g

Annex
7.5 Symbols

0805-0000AA2 .fm Figure 7-10 Symbols used in functional and pipeline diagrams 3
hJ^g
Page 7 - 19

Annex
7.5 Symbols

Figure 7-11 Symbols used in functional and pipeline diagrams 4

0805-0000AA2 .fm

Page 7 - 20 hJ^g