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

Engine and operation
2.3.5 Speed adjusting range

2.3.5 Speed adjusting range

The following specification represents the stand-
ard settings. For special applications, deviating
settings may be necessary.

Drive Speed droop Maximum Maximum Minimum
speed at full speed at idle speed
Electronic governors 1 main engine with controlla- 0% 40 %
ble-pitch propeller and without 0% load running
power take off (PTO) 100% (+0,5%) 100% (+0,5%) 40 %
5%
1 main engine with controlla- 0% 100% (+0,5%) 100% (+0,5%) 40 %
ble-pitch propeller and with 0% 40 %
PTO 100% (+0,5%) 105% (+0,5%) 30 %
100% (+0,5%) 100% (+0,5%)
Parallel operation of 2 engines 100% (+0,5%)
driving 1 shaft with/without -
PTO (CPP):

Conventional or

Master/slave operation

Fixed-pitch propeller plants

Note!
For single-engine plants with fixed-pitch propeller, the speed droop is of no significance.
Only if several engines drive one shaft with fixed-pitch propeller, the speed droop is relevant for the load distribu-
tion.
In the case of electronic speed control, a speed droop of 0% is also possible during parallel operation.

Table 2-14 Electronic governors

0202-0400MR2.fm

C-BC V28/33D, V28/33D STC Page 2 - 29

Engine and operation
2.3.5 Speed adjusting range

0202-0400MR2.fm

Page 2 - 30 V28/33D, V28/33D STC C-BC

Engine and operation
2.4 Engine operation under arctic conditions

2.4 Engine operation under arctic conditions

Arctic condition is defined as: These components have to be stored at plac-
es, where the temperature is above –15 °C.
Air intake temperatures of the engine below +5 °C
• A minimum operating temperature of  0 °C
If engines operate under arctic conditions (inter- has to be ensured. The use of optional electric
mittently or permanently), the engine equipment heating is recommended.
and plant installation have to meet special design
features and requirements. They depend on the Plant installation
possible minimum air intake temperature of the Intake air conditioning
engine and the specification of the fuel used. • Air intake of the engine and power house/en-

Minimum air intake temperature of the engine, tx: gine room ventilation have to be two different
• Category A systems to ensure that the power house/en-
gine room temperature is not too low caused
5 °C > tx  15 °C by the ambient air temperature.
• Category B
• It is necessary to ensure that the charge air
–15 °C > tx  35 °C cooler cannot freeze when the engine is out of
• Category C operation (and the cold air is at the air inlet
side).
tx  35 °C
• For information regarding engine cooling water
Special engine design requirements see,"Section 4: Specification for engine supplies,
• Charge air blow-off page 4-1".
• If arctic fuel oil (with very low lubricating proper-
• Diesel engines
ties) is used, the following actions are required:
- Category A, B
- Fuel injection pump:
No additional actions are necessary. The
> To take care of the low lubricity of the fu- charge air before the cylinder is preheated.
el, the maximum allowable fuel tempera-
tures have to be kept. - Category C

Engine equipment > An air intake temperature  –35 °C has
SaCoS/SaCoSone to be ensured by preheating.
• SaCoS equipment is suitable to be stored at
> Additionally the charge air before the cyl-
minimum ambient temperatures of –15 °C. inder is preheated.

0205-0000MR2.fm • In case these conditions cannot be met, pro-
tective measures against climatic influences
have to be taken for the following electronic
components:

- EDS Databox APC620

- TFT-touchscreen display

- Emergency switch module BD5937

F-BD V28/33D, V28/33D STC Page 2 - 31

Engine and operation
2.4 Engine operation under arctic conditions

Maximum permissible antifreeze concentration (ethylene - Design requirements for the preheater of HT
glycol) in the engine cooling water systems:

An increasing proportion of antifreeze decreases > Category A
the specific heat capacity of the engine cooling
water, which worsened the heat dissipation from Standard preheater
the engine and will lead to higher component tem-
peratures. > Category B

The antifreeze concentration of the engine cooling 50 % increased capacity of the preheater
water systems (HT and NT) within the engine room
respectively power house is therefore limited to a > Category C
maximum concentration of 40 % glycol. For sys-
tems that require more than 40 % glycol in the 100 % increased capacity of the pre-
cooling water an intermediate heat exchanger with heater
a low terminal temperature difference should be
provided, which separates the external cooling - If a concentration of anti/-freezing agents of
water system from the internal system (engine > 50 % in the cooling water systems is
cooling water). needed, please contact MAN Diesel &
Turbo for approval.
Instruction for minimum admissible fuel temperature
- For information regarding engine cooling
• In general the minimum viscosity before engine water see, "Section 4: Specification for engine
of 1.5 cSt must not be undershoot. supplies, page 4-1".

• The fuel specific characteristic values “pour • Insulation
point” and “cold filter plugging point” have to be
observed to ensure pumpability respectively fil- The design of the insulation of the piping
terability of the fuel oil. systems and other plant parts (tanks, heat
exchanger etc.) has to be modified and de-
• Fuel temperatures of approximately minus signed for the special requirements of arctic
10 °C and less are to be avoided, due to tem- conditions.
porarily embrittlement of seals used in the en-
gines fuel oil system and as a result their • Heat tracing
possibly loss of function.
To support the restart procedures in cold con-
Minimum power house/engine room temperature dition (e. g. after unmanned survival mode dur-
ing winter), it is recommended to install a heat
• Ventilation of power house/engine room tracing system in the pipelines to the engine.

The air of the power house/engine room venti- Note!
lation must not be too cold (preheating is nec-
essary) to avoid the freezing of the liquids in the A preheating of the lube oil has to be ensured.
power house/engine room) systems. If the plant is not equipped with a lube oil sep-
arator (e. g. plants only operating on MGO) al-
• Minimum powerhouse/engine room tempera- ternative equipment for preheating of the lube
ture for design is  5 °C oil to be provided.

• Coolant systems For plants taken out of operation and cooled
down below temperatures of +5 °C additional
- HT system has to be preheated see, "Section special measures are needed – in this case
2.4.1: Starting conditions, page 2-33" please contact MAN Diesel & Turbo.

0205-0000MR2.fm

Page 2 - 32 V28/33D, V28/33D STC G-BC

Engine and operation
2.4.1 Starting conditions

2.4.1 Starting conditions

Requirements on engine and plant installation for Plant
"Stand-by Operation" capability
• Prelubrication pump with low pressure before
Engine engine (0.3 bar < pOil before engine < 0.6 bar)
• Attached lube oil pump Note!
Plant
• Prelubrication pump with low pressure before Oil pressure > 0.3 bar to be ensured also for
lube oil temperature up to 80 °C.
engine
(0.3 bar < pOil before engine <0.6 bar) • Equipment to ensure fuel oil pressure of
Note! > 0.6 bar for engines with conventional injec-
Oil pressure > 0.3 bar to be ensured also for tion system and > 3.0 bar for common rail sys-
lube oil temperature up to 80 °C. tem
• Preheating HT cooling water system
(40 – 80 °C) Note!
• Power management system with supervision of
stand-by times engines E.g. air driven fuel oil supply tank or fuel oil serv-
ice tank at sufficient height or pressurized fuel
Requirements on engine and plant installation for oil tank, if no fuel oil supply pump to engine is
"Black-Start" capability attached
Engine
• Attached lube oil pump Note!
• Attached HT cooling water pump
Statements are relevant for non arctic condi-
recommended tions.
• Attached LT cooling water pump
For arctic conditions please consider relevant
recommended chapters and clarify undefined details with
• Attached fuel oil supply pump recommended MAN Diesel & Turbo.

(if applicable)

0208-0200MR2.fm

D-BC V28/33D, V28/33D STC Page 2 - 33

Engine and operation
2.4.1 Starting conditions

Engine starting After blackout or dead ship From stand-by mode After stand-still
conditions ("Black-Start") < 1 minute ("Normal Start")

Start up time until < 1 minute > 2 minutes
load application
Engine start-up only within Maximum stand-by time -
General notes! • 1 h after stop of engine that has 7 days
Supervised by power manage-
been in operation. ment system plant.
(For longer stand-by periods in
• 1 h after end of stand-by mode. special cases contact MAN
Diesel & Turbo.)
Note!
Stand-by mode only possible after
In case of "Dead Ship" condition engine has been started with Nor-
a main engine has to be put back mal Starting Procedure and has
to service within max. 30 min. been in operation.
according to IACS UR M61.

Required engine conditions No No No
Start-blocking active
Start-blocking of engine leads to
withdraw of "Stand-by Operation".

Slow turn No No No
Preheated and primed Yes Yes
No, if engine was previously in
operation or stand-by as per gen-
eral notes above.

For other engines see require-
ments in other columns.

Required system conditions

Lube oil system

Prelubrication period No, if engine was previously in Permanent Permanent
operation or stand-by as per gen- 0.3 bar < pOil before engine
eral notes above. < 0.6 bar

For other engines see require-
ments in other columns.

Prelubrication pressure pOil before engine < 0.3 bar 0.3 bar < pOil before engine < 0.6 bar
before engine permissible

Table 2-15 Required starting conditions (1 of 2) 0208-0200MR2.fm

Page 2 - 34 V28/33D, V28/33D STC D-BC

Engine and operation
2.4.1 Starting conditions

Engine starting After blackout or dead ship From stand-by mode After stand-still
conditions ("Black-Start") ("Normal Start")

HT cooling water Less than 40 °C permissible 40 – 80 °C 40 – 80 °C

Preheating tempera-
ture before engine

Required system conditions

Fuel system

For MGO operation If fuel oil supply pump is not Supply pumps in operation or with starting command to
attached to the engine: engine

Air driven fuel oil supply pump or
fuel oils service tank at sufficient
height or pressurized fuel oil tank
required.

Table 2-15 Required starting conditions (2 of 2)

0208-0200MR2.fm

D-BC V28/33D, V28/33D STC Page 2 - 35

Engine and operation
2.4.1 Starting conditions

0208-0200MR2.fm

Page 2 - 36 V28/33D, V28/33D STC D-BC

Engine and operation

2.5 Low load operation

2.5 Low load operation

Definition
Generally the following load conditions are differ-
entiated:
• Over load (for regulation):

> 100 % of full load output
• Full load: 100 % of full load output
• Part load: < 100 % of full load output
• Low load: < 25 % of full load output
Correlations
The ideal operating conditions for the engine pre-
vail under even loading at 60 % to 90 % of the full
load output. Engine control and rating of all sys-
tems are based on the full load output.
In the idling mode or during low load engine oper-
ation, combustion in the cylinders is not ideal. De-
posits may form in the combustion chamber,
which result in a higher soot emission and an in-
crease of cylinder contamination.
No limitations are required for loads above 15 % of
full load, as long as the specified operating data of
the engine will not be exceeded.
Note!
Acceleration time from idle condition to 100 %
of full load not less than one minute, providing
lube oil and water temperatures are within the
normal operating temperature range.

0206-0000MR2.fm

G-BC V28/33D, V28/33D STC Page 2 - 37

Engine and operation
2.5.1 Low load operation V28/33D

2.5.1 Low load operation V28/33D

• Time period for no-load operation has to be
kept at a minimum, especially high speeds to
be avoided.

• A continuous operation below 15 % of full load
has to be avoided if possible.

Limits for operation between no-load and 15 %
load are shown in the diagram below.

0.5

Figure 2-8 Time limits for low load operation (on the left), duration of “relieving operation“ (on the right) – V28/33D

P Full load output [%] Example
t Operating period [h]
Line a (time limits for low load operation):
Explanations
At 7,5 % of full load output, MGO operation for
New running in needed after > 500 hours low load maximum 12 hours, than output has to be in-
operation (see "Section 7.3: Engine running-in, page creased.
7-9").
Line b (duration of relieving operation):
Note!
Operate the engine for approx. 1.6 hours at not
Acceleration time from present output to 70 % less than 70 % of full load output to burn away the
of full load output not less than 15 minutes. deposits that have formed.

0206-0000MR2.fm

Page 2 - 38 V28/33D, V28/33D STC G-BC

Engine and operation
2.5.2 Low load operation V28/33D STC

2.5.2 Low load operation V28/33D STC

Sequential Turbo Charging enables the engine to be
operated at low load for extended time.
Engine low load operation is possible for 12 hours
respectively 48 hours as shown in "Figure 2-9: Time
limits for low load operation – V28/33D STC ( for load pro-
file type: navy and ferry)".
V28/33D STC (Sequential Turbo Charging)

Figure 2-9 Time limits for low load operation – V28/33D STC ( for load profile type: navy and ferry)

After each period of 12 hours respectively
48 hours increase the engine output up to 70 %
for 15 to 20 minutes.

0206-0000MR2.fm

I-BC V28/33D, V28/33D STC Page 2 - 39

Engine and operation
2.5.2 Low load operation V28/33D STC

0206-0000MR2.fm

Page 2 - 40 V28/33D, V28/33D STC I-BC

Engine and operation
2.6 Propeller operation

2.6 Propeller operation

General remark for operating ranges
Note that for applications with multiple operational
requirements and therefore several possible cor-
resonding operating ranges engine needs to be
specified according to the highest operational de-
mands.
Special restrictions due to single operational re-
quirements may also be valid than in general for
the operation of the engine, e.g. a needed de-rat-
ing or limitations of the operating range.

0207-0000MR2.fm

G-BC V28/33D, V28/33D STC Page 2 - 41

Engine and operation
2.6.1 Operating range for controllable-pitch propeller (CPP)

2.6.1 Operating range for controllable-pitch propeller (CPP)

Engine output [%] Torque, BMEP [%]
100
110
90
1 Load limit

100 2 Recommended combinator curve
3 Zero thrust

90
80

80 1 70
2 60
70 Max. permitted engine output 50
after load reduction demand of 40
engine control

60

50

40

30
30

20
20

3
10 10

0
40 50 60 70 80 90 100 110
Engine speed [%]

Figure 2-10 Operating range for controllable-pitch propeller

Note! missible engine speed range has to be 0207-0000MR2.fm
confirmed (preferably at an early project
In rare occasions it might be necessary that phase) by a torsional vibration calculation, by
certain engine speed intervals have to be a dimensioning of the resilient mounting, and,
barred for continuous operation. if necessary, by an engine operational vibration
calculation.
For FPP applications as well as for applica-
tions using resilient mounted engines, the ad-

Page 2 - 42 V28/33D, V28/33D STC G-BC

Engine and operation
2.6.1 Operating range for controllable-pitch propeller (CPP)

Rated output/operating range
Range I: Operating range for continuous opera-
tion.
Range II: Operating range which is temporarily ad-
missible e.g. during acceleration and manoeu-
vring.
The combinator curve must keep a sufficient dis-
tance to the load limit curve 1. For overload pro-
tection, a load control has to be provided.
Transmission losses (e.g. by gearboxes and shaft
power) and additional power requirements (e.g. by
PTO) must be taken into account.

IMO certification for 28/33D, 28/33D STC engines with
operating range for controllable-pitch propeller (CPP)
Test cycle type E2 will be applied for the engine´s
certification for compliance with the NOx limits ac-
cording to NOx technical code.
EPA Tier II certification for 28/33D STC engines with
operating range for controllable-pitch propeller (CPP)
Test cycle type C1 will be applied for the engine´s
certification for compliance with the NOx limits ac-
cording to NOx technical code.

0207-0000MR2.fm

G-BC V28/33D, V28/33D STC Page 2 - 43

Engine and operation
2.6.1 Operating range for controllable-pitch propeller (CPP)

0207-0000MR2.fm

Page 2 - 44 V28/33D, V28/33D STC G-BC

Engine and operation
2.6.2 General requirements for propeller pitch control

2.6.2 General requirements for propeller pitch control

Pitch control of the propeller plant
4 – 20 mA load indication from engine control
As a load indication a 4 – 20 mA signal from the
engine control is supplied to the propeller control.
General
A distinction between constant-speed operation
and combinator-curve operation has to be en-
sured.
Combinator-curve operation:
The 4 – 20 mA signal has to be used for the as-
signment of the propeller pitch to the respective
engine speed. The operation curve of engine
speed and propeller pitch (for power range see,
"Section 2.6.1: Operating range for controllable-pitch pro-
peller (CPP), page 2-42" ) has to be observed also
during acceleration/load increase and unloading.

Acceleration/load increase
The engine speed has to be increased prior to in-
creasing the propeller pitch (see "Figure 2-11:
Change from one load step to another").
Or if increasing both synchronic the speed has to
be increased faster than the propeller pitch. The
area above the combinator curve should not be
reached.
Automatic limiting of the rate of load increase must
also be implemented in the propulsion control.

Deceleration/unloading the engine
The engine speed has to be reduced later than the
propeller pitch (see "Figure 2-11: Change from one
load step to another").
Or if decreasing both synchronic the propeller
pitch has to be decreased faster than the speed.
The area above the combinator curve should not
be reached.

0207-0200MR2.fm

G-BC V28/33D, V28/33D STC Page 2 - 45

Engine and operation
2.6.2 General requirements for propeller pitch control

Example of illustration of the change from one load step to another

Engine output [%] 1
2
1 Load limit
2 Recommended combinator curve
3 Zero thrust

Detail:
decreasing load

1st Pitch
(load)

2nd Speed

Detail:
increasing load

2nd Pitch
(load)

1st Speed

Load steps
3

Engine speed [%] 0207-0200MR2.fm

Figure 2-11 Change from one load step to another

Page 2 - 46 V28/33D, V28/33D STC G-BC

Engine and operation
2.6.2 General requirements for propeller pitch control

Windmilling protection Propeller pitch reduction contact

If a stopped engine (fuel admission at zero) is be- This contact is activated when disturbances in en-
ing turned by the propeller, this is called “windmill- gine operation occur, for example too high ex-
ing”. The permissible period for windmilling is haust-gas mean-value deviation. When the
short, because windmilling can cause, due to poor contact is closed, the propeller control has to re-
lubrication at low propeller speed, excessive wear duce the propeller pitch to 60 % of the rated en-
of the engines bearings. gine output, without change in engine speed.

Single-screw ship In "Section 2.6.7: Engine load reduction as a protective
safety measure, page 2-59" the requirements for the
The propeller control has to ensure that the wind- response time are stated.
milling time is less than 40 sec.
Distinction between normal manoeuvre and emergen-
Multiple-screw ship cy manoeuvre

The propeller control has to ensure that the wind- The propeller control has to be able to distinguish
milling time is less than 40 sec. In case of plants between normal manoeuvre and emergency ma-
without shifting clutch, it has to be ensured that a noeuvre (i.e. two different acceleration curves are
stopped engine won´t be turned by the propeller. necessary).

(Regarding maintenance work a shaft interlock MAN Diesel & Turbo's directions concerning accelera-
has to be provided for each propeller shaft.) tion times and power range have to be considered.

Overload/engine close to limit curve/reduction input The power range (see "Section 2.6: Propeller opera-
in propeller control (binary signal) tion, page 2-41") and the acceleration times (see
"Section 2.6.6: Acceleration times, page 2-55" and "Fig-
Overload contact ure 2-15: Control lever setting/propeller pitch – V28/33D,
V28/33D STC") have to be considered.
The overload contact is activated when the engine
fuel admission reaches the maximum position. At
this position, the control system has to stop the
propeller pitch from increasing and if the signal re-
mains for more than the "predetermined time lim-
it", the propeller pitch has to be decreased.

Operation close to the limit curves (only for electronic
speed governors)

This contact is activated when the engine is oper-
ated close to a limit curve (torque limiter, charge air
pressure limiter...). When the contact is closed, the
propeller control has to keep the propeller pitch
from increasing and, in case the signal remains for
more than an adjustable time, the propeller pitch
has to be decreased.

0207-0200MR2.fm

G-BC V28/33D, V28/33D STC Page 2 - 47

Engine and operation
2.6.2 General requirements for propeller pitch control

0207-0200MR2.fm

Page 2 - 48 V28/33D, V28/33D STC G-BC

Engine and operation
2.6.3 Operating range for fixed-pitch propeller

2.6.3 Operating range for fixed-pitch propeller

Figure valid for V28/33D with water jet drive respectively for V28/33D STC with fixed-pitch propeller.

Engine output [%] Torque, BMEP [%]
110 100

100 32 90
1 Design of propeller (FP) 80
1 70
90 2 Theoretical propeller curve 60
3 Load limit 44 50
4 Max. permitted engine 40
30
80 output after load reduction 20
demand of engine control

70

60

50

40

30

20

10 10

106
103,5

0 90 100 110
30 40 50 60 70 80
Figure 2-12 Engine speed [%]

Operating range for fixed-pitch propeller

0207-0300MR2.fm Note! missible engine speed range has to be
confirmed (preferably at an early project
In rare occasions it might be necessary that phase) by a torsional vibration calculation, by
certain engine speed intervals have to be a dimensioning of the resilient mounting, and,
barred for continuous operation. if necessary, by an engine operational vibration
calculation.
For FPP applications as well as for applica-
tions using resilient mounted engines, the ad-

G-BC V28/33D, V28/33D STC Page 2 - 49

Engine and operation
2.6.3 Operating range for fixed-pitch propeller

1) Design of propeller (FP)
A new propeller must be designed to be operated
within this range. Boundary conditions for the de-
sign are clean hull, calm weather, propeller light
running inter alia.

2) Theoretical propeller curve
This curve must not be exceeded, except tempo-
rarily during manoeuvring and accellerating.
Boundary conditions are fouled hull, heavy weath-
er, propeller heavy running.

3) Torque limit curve
This curve corresponds to the maximum permit-
ted overload.

The propeller design depends on type and appli-
cation of the vessel. Therefore the determination of
the installed propulsive power in the ship is always
the exclusive responsibility of the yard.

Determining the engine power: The energy de-
mand or the energy losses from all at the engine
additionally attached aggregates has to be con-
sidered (e.g. shaft alternators, gearboxes). That
means, after deduction of their energy demand
from the engine power the remaining engine pow-
er must be sufficient for the required propulsion
power.

IMO certification for engines with operating range for
fixed-pitch propeller

Test cycle type E3 will be applied for the engine´s
certification for compliance with the NOx limits ac-
cording to NOx technical code.

0207-0300MR2.fm

Page 2 - 50 V28/33D, V28/33D STC G-BC

Engine and operation
2.6.4 General requirements for fixed pitch propulsion control

2.6.4 General requirements for fixed pitch propulsion control

0207-0350MA2.fm In acordance to IACS “Requirements concerning If this occasion Propeller control has to reduce
MACHINERY INSTALLATIONS”, M43, a single output demand till overload contact will be deacti-
control device for each independent propeller has vated again.
to be provided, with automatic performance pre-
venting overload and prolonged running in critical Reduction contact
speed ranges of the propelling machinery.
This contact is activated when disturbances in en-
Operation of the engine according to the stated gine operation occur, for example too high ex-
FPP operating range has to be ensured. haustgas mean-value deviation. When the contact
is activated, the propeller control system has to re-
Load control of the propeller plant duce the output demand to below 60 % of the
nominal output of the engine.
For mechanical speed governors
In "Section: Engine load reduction as a protective safety
As a load indication a 4 – 20 mA signal from the measure" the requirements for the response time
engines admission teletransmitter is supplied to are stated.
the propeller control system.
Operation close to the limit curves (only for electronic
For electronic speed governors speed governors)

As a load indication a 4 – 20 mA signal from the This contact is activated when the engine is oper-
engines electronic governor is supplied to the pro- ated close to a limit curve (torque limiter, cahrge air
peller control system. pressure limiter...). When the contact is activated,
the propeller control system has to pause with an
Windmilling protection increase of a load demand. In case the signal re-
mains longer than the predetermined time limit,
If a stopped engine (fuel admission at zero) is be- the output demand needs to be reduced.
ing turned by the propeller, this is called “windmill-
ing”. The permissible period for windmilling is Binary signals to engine control (SaCoS) from ECR or
short, because windmilling can cause, due to poor Bridge
lubrication at low propeller speed, excessive wear
of the engines bearings. Override (Binary signal by switch)

Single-screw ship In case “Override” has been activated, “Stop” or
“Reduce” demands of engine safety system will
The propeller control has to ensure that the wind- not be excecuted, but printed at the alarm printer.
milling time is less than 40 sec.
Crash Stop (Binary signal by push button)
Multiple-screw ship
Prior to activation of a crash stop maneuver a ac-
The propeller control has to ensure that the wind- tivation of “Crash Stop” will leed to a shifting of ac-
milling time is less than 40 sec. In case of plants tual limiter in the engine control system (SaCoS),
without shifting clutch, it has to be ensured that a enabling the vessel to overcome unregular, limited
stopped engine won´t be turned by the propeller. in time power demands. Activation needs to be
printed at alarm printer.
(Regarding maintenance work a shaft interlock
has to be provided for each propeller shaft.) After 10 min this will be automatically deactivated
and limiter will be ramped down to original setting
Binary signals from engine control (SaCoS) again.

Overload contact

The overload contact will be activated when the
fuel admission reaches the maximum position.

A-BD 28/33D, 28/33D STC, 32/40, 32/44CR Page 2 - 51

Engine and operation
2.6.4 General requirements for fixed pitch propulsion control

Binary signals to engine control (SaCoS) from cou-
pling control
Activation of clutch
To enable engine control (SaCoS) to act at the
begnning of the clutch-In procedure a binary sig-
nal has to be provided.

0207-0350MA2.fm

Page 2 - 52 28/33D, 28/33D STC, 32/40, 32/44CR A-BD

Engine and operation
2.6.5 Operating range for high-torque applications

2.6.5 Operating range for high-torque applications

V28/33D Sequential turbocharging (STC) engine operation

Sequential turbocharging consequences on fuel consumption, smoke emis-
sions, combustion and exhaust gas temperatures.
The specific performances of turbocharged diesel
engines have been continuously increased, mainly This problem can be nicely solved by the use of
through higher boost air pressures delivered by sequential turbocharging based on the principle of
the turbochargers. reducing the number of turbochargers in operation
as the engine speed and load are dropped. Thus,
This has been accompanied by increased difficul- the speed of the turbochargers remaining in oper-
ties to match the turbochargers performance to ation is increased, resulting in significant larger air
the reciprocating engine needs at all running con- quantities delivered to the engine.
ditions between idle and full load. In fact, when the
turbochargers are well matched at nominal speed MAN Diesel & Turbo has applied this idea to the
and power, the turbine area becomes too large to V28/33D engine in a very simple way using only
make best use of the exhaust gas energy at re- two turbochargers, one of them being switched off
duced engine speeds. below approximately 50 % of the nominal power.

Then, the amount of air required to properly burn The following figure shows the turbocharging ar-
the fuel is limited, resulting in a poor engine torque rangement on an example.
ability and degraded combustion with detrimental

Figure 2-13 Turbocharging arrangement STC EPA Tier 2 certification for engines with oper-
ating range for high-torque applications
Note!
Applicable for V28/33D STC propulsion only. Test cycle type C1 will be applied for the engine´s-
certification for compliance with the emission limits
IMO certification for engines with operating according to EPA Tier 2 regulations.
range for high-torque applications
0207-0450MR2.fm
Test cycle type E3 will be applied for the engine´s
certification for compliance with the NOx limits ac-
cording to NOx technical code.

D-BC V28/33D, V28/33D STC Page 2 - 53

Engine and operation
2.6.5 Operating range for high-torque applications

Engine output [%] Torque, BMEP [%]
100
110 90

1 Load limit Range I 3 80
100 2 Load limit Range II 70
60
3 Theoretical propeller curve 50
40
90 Range Ia – one TC in operation 30
Range Ib – both TC in operation 20
10
(bypass open, after compressor Æ before turbine)

80 Range Ic – both TC in operation

(bypass closed)

70 Range II Range Ic
Max. permitted engine

output after load reduction

60 demand of engine control

2
50

1

40

30

20

10

0 0
30 40 50 60 70 80 90 100 110
Engine speed [%]
Figure 2-14
Operating range for high-torque applications

Note! a dimensioning of the resilient mounting, and, 0207-0450MR2.fm
if necessary, by an engine operational vibration
In rare occasions it might be necessary that calculation.
certain engine speed intervals have to be
barred for continuous operation. Range I: Operating range for continuous opera-
tion.
For FPP applications as well as for applica-
tions using resilient mounted engines, the ad- Range II: Operating range which is temporarily ad-
missible engine speed range has to be missible e.g. during accelleration and manoeu-
confirmed (preferably at an early project vring.
phase) by a torsional vibration calculation, by

Page 2 - 54 V28/33D, V28/33D STC G-BC

Engine and operation
2.6.6 Acceleration times

0207-050aMR2.fm 2.6.6 Acceleration times

Acceleration times for water jet, fixed-pitch and controllable pitch-propeller plants

General remark

Stated acceleration times in "Figure 2-15: Control le-
ver setting and corresponding engine specific acceleration
times (for guidance)" are valid for the engine itself.
Dependend on the propulsion train (moments of
inertia, vibration calculation etc.) project specific
this may differ. Of course, the acceleration times
are not valid for the ship itself, due to the fact, that
the time constants for the dynamic behavior of the
engine and the vessel may have a ratio of up to
1:100, or even higher (dependent on the type of
vessel). The effect on the vessel must be calculat-
ed separately.

Propeller control

For remote controlled propeller drives for ships
with unmanned or centrally monitored engine
room operation in accordance to IACS “Require-
ments concerning MACHINERY INSTALLA-
TIONS”, M43, a single control device for each
independent propeller has to be provided, with au-
tomatic performance preventing overload and
prolonged running in critical speed ranges of the
propelling machinery. Operation of the engine ac-
cording to the relevant and specific operating
range (CPP, FPP, water jet, etc.) has to be en-
sured. In case of a manned engine room and man-
ual operation of the propulsion drive, the engine
room personnel are responsible for the soft load-
ing sequence, before control is handed over to the
bridge.

Load control program

The lower time limits for normal and emergency
manoeuvres are given in our diagrams for applica-
tion and shedding of load. We strongly recom-
mend that the limits for normal manoeuvring is
observed during normal operation, to achieve
trouble-free engine operation on a long-term ba-
sis. An automatic change-over to a shortened load
programme is required for emergency manoeu-
vres. The final design of the programme should be
jointly determined by all the parties involved, con-
sidering the demands for manoeuvring and the ac-
tual service capacity.

E-BD V28/33D, V28/33D STC Page 2 - 55

Engine and operation
2.6.6 Acceleration times

0207-050aMR2.fm

Page 2 - 56 V28/33D, V28/33D STC G-BC

0207-050bMR2.fm

E-BD Figure 2-15 Control lever setting and corresponding engine specific acceleration times (for guidance) Engine and operation
2.6.6 Acceleration times
ASTERN AHEAD
Engine V28/33D, V28/33D STC
FULL ASTERN STOP STOP to FULL AHEAD FULL AHEAD
to STOP to FULL ASTERN to STOP

1), 2) 3)

100

90

Emergency Manoeuvre

80

V28/33D, V28/33D STC Engine rating [%] 70

60

Normal Manoeuvre

50

40

30

Emergency Manoeuvre

20 1) 16V28/33D (STC), 85 sec.

2) 20V28/33D (STC), 90 sec.

10 3) 12V28/33D (STC), 115 sec.

0

1 0 2 1 0 0 1 2 3 4 5 6 7 8 9 10 0 1 2
Time in minutes Time in minutes

Time [min] with preheated engine (lube oil temperature minimum 40°C)
Engine speed should generally rise more quickly than pitch when loading and fall more slowly when unloading the engine.

Page 2 - 57

Engine and operation
2.6.6 Acceleration times

0207-050bMR2.fm

Page 2 - 58 V28/33D, V28/33D STC G-BC

Engine and operation
2.6.7 Engine load reduction as a protective safety measure

2.6.7 Engine load reduction as a protective safety measure

Requirements for the power management sys- Therefore the power management system/propel-
tem/propeller control ler control has to meet following requirements:

In case of a load reduction request due to prede- • After a maximum of 5 seconds after occur-
fined abnormal engine parameter (e.g. high ex- rence of the load reduction signal the load must
haust gas temperature, high turbine speed, high be reduced for at least 5 %.
lube oil temperature) the power output (load) must
be at least ramped down as fast as possible to • Then, within a maximum period of 30 sec the
60 %. load must be reduced for at least 35 %.

• The “prohibited range” shown in "Figure 2-16:
Engine load reduction as a protective safety measure"
has to be avoided.

Engine
load [%]

Load reduction signal / request

min. 5%

prohibited range

60% max. 60%

max. 5 sec

max. 35 sec

Time [sec]

Figure 2-16 Engine load reduction as a protective safety measure

0207-0500MR2.fm

aJ_` V28/33D, V28/33D STC Page 2 - 59

Engine and operation
2.6.7 Engine load reduction as a protective safety measure

0207-0500MR2.fm

Page 2 - 60 V28/33D, V28/33D STC DJ_`

Engine and operation
2.7 Earthing of diesel engines

2.7 Earthing of diesel engines

General Earthing conductor

The use of electrical equipment on diesel engines The nominal cross section of the earthing conduc-
requires precautions to be taken for protection tor (equipotential bonding conductor) has to be
against shock current and for equipotential bond- selected in accordance with DIN VDE 0100, part
ing. These not only serve as shock protection but 540 (up to 1000 V) or DIN VDE 0141 (in excess of
also for functional protection of electric and elec- 1 KV).
tronic devices (EMC protection, device protection
in case of welding, etc.). Generally, the following applies:

Earthing connections on the engine The protective conductor to be assigned to the
largest main conductor is to be taken as a basis
Threaded bores M12, 17 mm deep, marked with for sizing the cross sections of the equipotential
the earthing symbol have been provided in the en- bonding conductors.
gine foot on both sides of the engines.
Flexible conductors have to be used for the con-
It has to be ensured that earthing is carried out im- nection of resiliently mounted engines.
mediately after engine set-up! (If this cannot be ac-
complished any other way, at least provisional
earthing is to be effected right at the beginning).

Figure 2-17 Earthing connection on engine Earthing strips are not included in the MAN
Diesel & Turbo scope of supply.
Execution of earthing
0208-1100MR2.fm On vessels, earthing must be done by the shipyard
during assembly on board.

C-BC V28/33D, V28/33D STC Page 2 - 61

Engine and operation
2.7 Earthing of diesel engines

Additional information regarding the use of welding
equipment

In order to prevent damage on electrical compo-
nents, it is imperative to earth welding equipment
close to the welding area, i.e., the distance be-
tween the welding electrode and the earthing con-
nection should not exceed 10 m.

0208-1100MR2.fm

Page 2 - 62 V28/33D, V28/33D STC C-BC

Engine and operation
2.8.1 Fuel oil consumption for emission standard: IMO Tier II, EPA Tier 2

2.8 Fuel oil; lube oil; starting air/control air consumption

2.8.1 Fuel oil consumption for emission standard: IMO Tier II, EPA Tier 2

Engine V28/33D – Mechanical propulsion with CPP, load profile "Ferry"
455 kW/cyl., 1,000 rpm, constant speed

% Load 1001) 85 75 50 25

Speed [rpm] 1,000 1,000 1,000 1,000 1,000

Spec. fuel consumption (g/kWh) with MGO, 190 190 195 209 259
with all attached pumps2)3)

Table 2-16 Fuel consumption – Mechanical propulsion with CPP, load profile "Ferry"4), constant speed

1) Warranted fuel consumption at 100 % load.
2) Tolerance +5 %.

Note! The additions to fuel consumption must be considered before the tolerance for warranty is taken into account.
3) Based on reference conditions, see "Table 2-22: Reference conditions V28/33D".
4) IMO Tier II – The engine´s certification for compliance with the NOx limits carried out for Test cycle E2.

455 kW/cyl., 1,000 rpm, recommended combinator curve

% Load 1001) 85 75 50 25

Speed [rpm] 1,000 1,000 975 899 783

Spec. fuel consumption (g/kWh) with MGO, 190 190 192 200 230
with all attached pumps2)3)

Table 2-17 Fuel consumption – Mechanical propulsion with CPP, load profile "Ferry"4), recommended combinator curve

1) Warranted fuel consumption at 100 % load.
2) Tolerance +5 %.

Note! The additions to fuel consumption must be considered before the tolerance for warranty is taken into account.
3) Based on reference conditions, see "Table 2-22: Reference conditions V28/33D".
4) IMO Tier II – The engine´s certification for compliance with the NOx limits carried out for Test cycle E2.

0209-0000MR2.fm

F-BD V28/33D, V28/33D STC Page 2 - 63

Engine and operation
2.8.1 Fuel oil consumption for emission standard: IMO Tier II, EPA Tier 2

Engine V28/33D – Mechanical propulsion with FPP (water jet drive), load profile "Ferry"
455 kW/cyl., 1,000 rpm

% Load 1001) 85 75 50 25

Speed [rpm] 1,000 947 910 800 630

Spec. fuel consumption (g/kWh) with MGO, 190 188 193 195 216

FPP curve operation and with all attached
pumps2)3)

Table 2-18 Fuel consumption – Mechanical propulsion with FPP (water jet drive), load profile "Ferry"4)

1) Warranted fuel consumption at 100 % load.
2) Tolerance +5 %.

Note! The additions to fuel consumption must be considered before the tolerance for warranty is taken into account.
3) Based on reference conditions, see "Table 2-22: Reference conditions V28/33D".
4) IMO Tier II – The engine´s certification for compliance with the NOx limits carried out for Test cycle E3.

Engine V28/33D – Mechanical propulsion with FPP (water jet drive), load profile "Navy"
500 kW/cyl., 1,032 rpm

% Load 1001) 85 75 50 25

Speed [rpm] 1,032 978 939 826 650

Spec. fuel consumption (g/kWh) with MGO, 193 190 195 197 217

FPP curve operation and with all attached
pumps2)3)

Table 2-19 Fuel consumption – Mechanical propulsion with FPP (water jet drive), load profile "Navy"4)

1) Warranted fuel consumption at 100 % load.
2) Tolerance +5 %.

Note! The additions to fuel consumption must be considered before the tolerance for warranty is taken into account.
3) Based on reference conditions, see "Table 2-22: Reference conditions V28/33D".
4) IMO Tier II – The engine´s certification for compliance with the NOx limits carried out for Test cycle E3.

Engine V28/33D STC – Mechanical propulsion with FPP, load profile "Ferry"
455 kW/cyl., 1,000 rpm

% Load 1001) 85 75 50 25
800 630
Speed [rpm] 1,000 947 910 195 199

Spec. fuel consumption (g/kWh) with MGO, 190 188 193

FPP curve operation and with all attached
pumps2)3)

Table 2-19A Fuel consumption – Mechanical propulsion with FPP, load profile "Ferry"4) 0209-0000MR2.fm
1) Warranted fuel consumption at 100 % load.

Page 2 - 64 V28/33D, V28/33D STC F-BD

Engine and operation
2.8.1 Fuel oil consumption for emission standard: IMO Tier II, EPA Tier 2

2) Tolerance +5 %.
Note! The additions to fuel consumption must be considered before the tolerance for warranty is taken into account.

3) Based on reference conditions, see "Table 2-22: Reference conditions V28/33D".
4) IMO Tier II – The engine´s certification for compliance with the NOx limits carried out for Test cycle E3.

Engine V28/33D STC – Mechanical propulsion with FPP, load profile "Ferry" (EPA Tier 2)

455 kW/cyl., 1,000 rpm

% Load 1001) 85 75 50 25

Speed [rpm] 1,000 947 910 800 630

Spec. fuel consumption (g/kWh) with MGO, 194 188 197 200 199

FPP curve operation and with all attached
pumps2)3)

Table 2-19B Fuel consumption – Mechanical propulsion with FPP, load profile "Ferry"4) (EPA Tier 2)

1) Warranted fuel consumption at 100 % load.
2) Tolerance +5 %.

Note! The additions to fuel consumption must be considered before the tolerance for warranty is taken into account.
3) Based on reference conditions, see "Table 2-22: Reference conditions V28/33D".
4) EPA Tier 2 – The engine´s certification for compliance with the NOx limits carried out for Test cycle C1.

Engine V28/33D STC – Mechanical propulsion for FPP and CPP high-torque application, load profile "Navy"
500 kW/cyl., 1,032 rpm

% Load 1001) 85 75 50 25

Speed [rpm] 1,032 978 939 826 650

Spec. fuel consumption (g/kWh) with MGO, 193 190 193 195 209

FPP curve operation and with all attached
pumps2)3)

Table 2-19C Fuel consumption – Mechanical propulsion for FPP and CPP high-torque application, load profile "Navy"4)

1) Warranted fuel consumption at 100 % load.
2) Tolerance +5 %.

Note! The additions to fuel consumption must be considered before the tolerance for warranty is taken into account.
3) Based on reference conditions, see "Table 2-22: Reference conditions V28/33D".
4) IMO Tier II – The engine´s certification for compliance with the NOx limits carried out for Test cycle E3.

0209-0000MR2.fm

F-BD V28/33D, V28/33D STC Page 2 - 64/1

Engine and operation
2.8.1 Fuel oil consumption for emission standard: IMO Tier II, EPA Tier 2

Additions to fuel consumption (g/kWh) 100 85 75 50 25

% Load Every additional 1 mbar (0.1 kPa) backpressure addition of 0.05 g/kWh
to be calculated
For exhaust gas backpressure after turbine >
30 mbar Please consult MAN Diesel & Turbo

In case a charge air blow-off device is
installed and activated

Table 2-20 Additions to fuel consumption

Fuel consumption at idle running (kg/h)

No. of cylinders 12V 16V 20V

Speed 400 rpm 21 28 35

Table 2-21 Fuel consumption at idle running

Reference conditions (according to ISO 3046-1: 2002;
ISO 15550:2002)

Air temperature before turbo- °C 25
charger tr
bar 1
Ambient pressure pr % 30

Relative humidity r

Engine type specific reference °C 49
charge air temperature before kJ/kg 42,700
cylinder tbar1)

Net calorific value NCV

Table 2-22 Reference conditions V28/33D

1) Specified reference charge air temperature corresponds to
a mean value for all cylinder numbers that will be achieved
with 25° C LT cooling water temperature before charge air
cooler (according to ISO).

IMO Tier II Requirements:

For detailed information see,"Section 5.3.1: Cooling
water system, page 5-29".

IMO: International Maritime Organization
MARPOL 73/78; Revised Annex VI-2008, Regula-
tion 13.

Tier II: NOx technical code on control of emission
of nitrogen oxides from diesel engines.

0209-0000MR2.fm

Page 2 - 64/2 V28/33D, V28/33D STC F-BD

Engine and operation
2.8.2 Lube oil consumption

2.8.2 Lube oil consumption

Engine V28/33D, V28/33D STC

455 kW/cyl. at 1,000 rpm, 500 kW at 1,032 rpm

Specific lube oil consumption . . . . . 0.4 g/kWh
Tolerance +20 %

Total lube oil consumption [kg/h]1)

No. of cylinders 12V 16V 20V

Speed 1,000 rpm 2.18 2.91 3.64

Table 2-23 Total lube oil consumption – V28/33D
1) Tolerance for warranty +20 %.

Note!

As a matter of principle, the lubricating oil con-
sumption is to be stated as total lubricating oil
consumption related to the tabulated ISO full
load output (see "Section 2.3: Ratings (output) and
speeds, page 2-19").

2.8.3 Starting air/control air consumption

Starting air consumption

No. of cylinders 12V 16V 20V

Air consumption per start Nm3 1) 1.7 2.0 2.3

Table 2-24 Starting air consumption – V28/33D
1) Nm3 corresponds to one cubic meter of gas at 0° C and 101.32 kPa.

Control air consumption

Control air consumption Air consumption [Nm3]1)

per activation per minute

STC actuators 0.01 -

Barring gear motor (turning gear) - 2.7

Actuator charge air by-pass 0.01 -

0209-0200MR2.fm Emergency shut off valve 0.005 -

Table 2-25 Control air consumption – V28/33D
1) Nm3 corresponds to one cubic meter of gas at 0° C and 101.32 kPa.

G-BC V28/33D, V28/33D STC Page 2 - 65

Engine and operation
2.8.3 Starting air/control air consumption

0209-0200MR2.fm

Page 2 - 66 V28/33D, V28/33D STC G-BC

Engine and operation
2.8.4 Recalculation of fuel consumption dependent on ambient conditions

2.8.4 Recalculation of fuel consumption dependent on ambient conditions

In accordance to ISO-Standard ISO 3046-1:2002 “Reciprocating internal combustion engines – Performance,
Part 1: Declarations of power, fuel and lubricating oil consumptions, and test methods – Additional requirements for en-
gines for general use” MAN Diesel & Turbo specifies the method for recalculation of fuel consumption de-
pendent on ambient conditions for one-stage turbocharged engines as follows:

  1 0.0006  tx  tr   0.0004  tbax  tbar   0.07  pr  px 

The formula is valid within the following limits:

+ Ambient air temperature 5° C – 55° C

+ Charge air temperature before cylinder 25° C – 75° C

+ Ambient air pressure 0.885 bar – 1.030 bar

bx  br   br  bx


ß Fuel consumption factor
tbar Engine type specific reference charge air temperature before cylinder

see "Table: Reference conditions" in "Section: Fuel oil; lube oil; starting air/control air con-
sumption".

Legend [g/kWh] oÉÑÉêÉåÅÉ ^í=íÉëí=êìå=çê=~í=ëáíÉ
Specific fuel consumption [°C]
Ambient air temperature [°C] br bx
Charge air temperature before cylinder [bar]
Ambient air pressure tr tx
tbar tbax
pr px

0209-0300AA2.fm Example
Reference values:
br = 200 g/kWh, tr = 25° C, tbar = 40° C, pr = 1.0 bar
At Site:
tx = 45° C, tbax = 50° C, px = 0.9 bar
ß = 1+ 0.0006 (45 – 25) + 0.0004 (50 – 40) + 0.07 (1.0 – 0.9) = 1.023
bx = ß x br = 1.023 x 200 = 204.6 g/kWh

C-BC Page 2 - 67

Engine and operation
2.8.4 Recalculation of fuel consumption dependent on ambient conditions

0209-0300AA2.fm

Page 2 - 68 C-BC

Engine and operation
2.9.1 Nominal values for cooler specifications

2.9 Planning data for emission standard:
IMO Tier II and EPA Tier 2

2.9.1 Nominal values for cooler specifications

V28/33D and V28/33D STC
455 kW/cyl.; 1,000 rpm, diesel-mechanic, FPP, load profile "Ferry"

Reference conditions: Tropics °C 12 45 20
Air temperature 5,460 38 9,100
Cooling water temp. before charge air cooler (LT stage) bar 1
Air pressure % 805 50
Relative humidity - 1,148
kW 670 16
Number of cylinders rpm 722 7,280
Engine output 128 1,000
Speed
131
Heat to be dissipated1) kW 135 1,073 1,341
Cooling water (C.W.) cylinder 102 1,534 1,944
Charge air cooler; cooling water HT 220 837 988
Charge air cooler; cooling water LT 962 1,203
Lube oil (L.O.) cooler 171 214
Heat radiation engine

Flow rates2) m3/h 160 180
HT circuit (cylinder + charge air cooler HT stage) 180

LT circuit (lube oil + charge air cooler LT stage) 141 189
290 360
Lube oil

Sea water

Table 2-26 Nominal values – 455 kW/cyl.; 1,000 rpm (1 of 2)

0210-0000MR2.fm

G-BC V28/33D, V28/33D STC Page 2 - 69

Engine and operation
2.9.1 Nominal values for cooler specifications

Reference conditions: Tropics

Pumps - No free standing pump needed.
a) Free standing pumps3) m3/h
b) Attached pumps 190
HT circuit cooling water (4.3 bar)
LT circuit cooling water (4.3 bar) 190
Lube oil (6.5 bar)
Fuel supply (7.0 bar) 147 197 245
Sea water pump (4.7 bar)
10.8

360

Note!
You will find further planning datas for the listed subjects in the corresponding chapters.
• Minimal heating power required for preheating HT cooling water "Paragraph: Cooling water preheating unit (030.030.015), page

5-32".
• Minimal heating power required for preheating lube oil "Paragraph: Lube oil preheating, page 5-23".
• Capacities of prelubrication/postlubrication pumps "Section 5.2.2: Prelubrication/postlubrication, page 5-25".
• Capacities of preheating pumps "Paragraph: Cooling water preheating unit (030.030.015), page 5-32".

Table 2-26 Nominal values – 455 kW/cyl.; 1,000 rpm (2 of 2)

1) Tolerance: +10 % for rating coolers, –15 % for heat recovery.
2) Basic values for layout of the coolers.
3) Tolerance of the pumps‘ delivery capacities must be considered by the manufacturers.

0210-0000MR2.fm

Page 2 - 70 V28/33D, V28/33D STC G-BC

Engine and operation
2.9.1 Nominal values for cooler specifications

V28/33D and V28/33D STC
500 kW/cyl.; 1,032 rpm, diesel-mechanic, FPP, load profile "Navy"

Reference conditions: Tropics °C 12 45 20
Air temperature 6,000 38 10,000
Cooling water temp. before charge air cooler (LT stage) bar 1
Air pressure % 925 50
Relative humidity - 1,381
kW 749 16
Number of cylinders rpm 756 8,000
Engine output 141 1,032
Speed
135
Heat to be dissipated1) kW 139 1,233 1,541
Cooling water (C.W.) cylinder 105 1,847 2,336
Charge air cooler; cooling water HT 227 934 1,101
Charge air cooler; cooling water LT 1,008 1,260
Lube oil (L.O.) cooler 188 235
Heat radiation engine

Flow rates2) m3/h 165 185
HT circuit (cylinder + charge air cooler HT stage) 185

LT circuit (lube oil + charge air cooler LT stage) 145 195
300 370
Lube oil

Sea water

Table 2-27 Nominal values – 500 kW/cyl.; 1,032 rpm (1 of 2)

0210-0000MR2.fm

G-BC V28/33D, V28/33D STC Page 2 - 71

Engine and operation
2.9.1 Nominal values for cooler specifications

Reference conditions: Tropics

Pumps - No free standing pump needed.
a) Free standing pumps3) m3/h
b) Attached pumps 196
HT circuit cooling water (4.3 bar)
LT circuit cooling water (4.3 bar) 196
Lube oil (6.5 bar)
Fuel supply (7.0 bar) 151 203 252
Sea water pump (4.7 bar)
11.1

370

Note!
You will find further planning datas for the listed subjects in the corresponding chapters.
• Minimal heating power required for preheating HT cooling water "Paragraph: Cooling water preheating unit (030.030.015), page

5-32".
• Minimal heating power required for preheating lube oil "Paragraph: Lube oil preheating, page 5-23".
• Capacities of prelubrication/postlubrication pumps "Section 5.2.2: Prelubrication/postlubrication, page 5-25".
• Capacities of preheating pumps "Paragraph: Cooling water preheating unit (030.030.015), page 5-32".

Table 2-27 Nominal values – 500 kW/cyl.; 1,032 rpm (2 of 2)

1) Tolerance: +10 % for rating coolers, –15 % for heat recovery.
2) Basic values for layout of the coolers.
3) Tolerance of the pumps‘ delivery capacities must be considered by the manufacturers.

0210-0000MR2.fm

Page 2 - 72 V28/33D, V28/33D STC G-BC

Engine and operation
2.9.2 Temperature basis, nominal air and exhaust gas data

2.9.2 Temperature basis, nominal air and exhaust gas data

V28/33D and V28/33D STC
455kW/cyl.; 1,000 rpm, diesel-mechanic, FPP, load profile "Ferry"

Reference conditions: Tropics °C 12 45 20
Air temperature 5,460 38 9,100
Cooling water temperature before charge air cooler (LT stage) bar 1
Air pressure % 50
Relative humidity -
kW 16
Number of cylinders rpm 7,280
Engine output
Speed 1,000

Temperature basis 80
HT cooling water engine outlet1) °C 38 (setpoint 32 °C)2)
LT cooling water air cooler inlet
Lube oil inlet engine 60

Air data

Temperature of charge air at charge air cooler outlet °C 57 58
Air flow rate m3/h3) 49,200
29,520 39,360

t/h 32.3 43.1 53.9

Charge air pressure (absolute) bar 41,500 4.2 69,350
Air required to dissipate heat radiation (engine) (t2–t1 = 10 °C) m3/h 55,400

Exhaust gas data4) m3/h5) 66,435 85,832 107,290
Volume flow (temperature turbocharger outlet)

Mass flow t/h 33.4 44.6 55.7

Temperature at turbine outlet °C 419

Heat content (190 °C) kW 2,320 3,100 3,870

Permissible exhaust gas back pressure mbar < 30

0210-0000MR2.fm Table 2-28 Air and exhaust gas data – 455 kW/cyl.; 1,000 rpm

1) HT cooling water flow first through water jacket and cylinder head, then through HT stage charge air cooler.
2) For design "Section 5.3.1: Cooling water system, page 5-29".
3) Under above mentioned reference conditions.
4) Tolerances: Quality +/–5 %, temperature +/–20 °C.
5) Under below mentioned temperature at turbine outlet and pressure according above mentioned reference conditions.

G-BC V28/33D, V28/33D STC Page 2 - 73

Engine and operation
2.9.2 Temperature basis, nominal air and exhaust gas data

V28/33D and V28/33D STC
500 kW/cyl.; 1,032 rpm, diesel-mechanic, FPP, load profile "Navy"

Reference conditions: Tropics °C 12 45 20
Air temperature 6,000 38 10,000
Cooling water temperature before charge air cooler (LT stage) bar 1
Air pressure % 50
Relative humidity -
kW 16
Number of cylinders rpm 8,000
Engine output
Speed 1,032

Temperature basis 80
HT cooling water engine outlet1) °C 38 (setpoint 32 °C)2)
LT cooling water air cooler inlet
Lube oil inlet engine 60

Air data

Temperature of charge air at charge air cooler outlet °C 59 42,741 60
Air flow rate m3/h3) 32,056 53,527

t/h 35.1 46.8 58.5

Charge air pressure (absolute) bar 45,700 4.54 76,150
Air required to dissipate heat radiation (engine) (t2–t1 = 10 °C) m3/h 60,900

Exhaust gas data4) m3/h5) 74,150 95,700 119,550
Volume flow (temperature turbocharger outlet)

Mass flow t/h 36.4 48.5 60.6

Temperature at turbine outlet °C 436

Heat content (190 °C) kW 2,720 3,620 4,530

Permissible exhaust gas back pressure mbar < 30

Table 2-29 Air and exhaust gas data – 500 kW/cyl.; 1,032 rpm 0210-0000MR2.fm

1) HT cooling water flow first through water jacket and cylinder head, then through HT stage charge air cooler.
2) For design "Section 5.3.1: Cooling water system, page 5-29".
3) Under above mentioned reference conditions.
4) Tolerances: Quality +/–5 %, temperature +/–20 °C.
5) Under below mentioned temperature at turbine outlet and pressure according above mentioned reference conditions.

Page 2 - 74 V28/33D, V28/33D STC G-BC

Engine and operation
2.9.3 Load specific values at tropical conditions

2.9.3 Load specific values at tropical conditions

V28/33D and V28/33D STC
455 kW/cyl.; 1,000 rpm, diesel-mechanic, FPP, load profile "Ferry"

Reference conditions: Tropics °C 100 45 50
Air temperature bar 455 38 228
Cooling water temperature before charge air % 1,000 794
cooler (LT stage) % 1
Air pressure kW/cyl. 1,290 50 1,130
Relative humidity rpm 920 85 75 1,190
85 387 341 146
Engine output kJ/kWh 947 909

Speed 1,180 1,130
Heat to be dissipated1) 950 970
Cooling water HT (cylinder + charge air cooler 96 108
HT stage)2)
Cooling water LT (lube oil + charge air cooler
LT stage)2)
Heat radiation

Air data

Temperature of charge air after compressor 234 210 192 148
at charge air cooler outlet °C

57 53 50 46

Air flow rate kg/kWh 5.92 5.87 5.82 7.69

Charge air pressure (absolute) bar 4.2 3.64 3.25 2.37

Exhaust gas data3)

Mass flow kg/kWh 6.13 6.07 6.03 7.9

Temperature at turbine outlet °C 419 430 450 404

Heat content (190 °C) kJ/kWh 1,530 1,590 1,720 1,830

Permissible exhaust back pressure mbar < 30 -

Tolerances refer to 100 % load.

0210-0000MR2.fm Table 2-30 Load specific values at tropical conditions – V28/33D and V28/33D STC 455 kW/cyl.; 1,000 rpm

1) Tolerance: +10 % for rating coolers, –15 % for heat recovery. (Tolerance refer to 100 % engine output).
2) The values of the particular cylinder numbers can differ depending on the cooler specification.

These figures are calculated for 12V28/33D.
3) Tolerances: Quality +/–5 %, temperature +/–20 °C. (Tolerance refer to 100 % engine output).

G-BC V28/33D, V28/33D STC Page 2 - 75

Engine and operation
2.9.3 Load specific values at tropical conditions

V28/33D and V28/33D STC
500 kW/cyl.; 1,032 rpm, diesel-mechanic, FPP, load profile "Navy"

Reference conditions: Tropics °C 100 45 50
Air temperature bar 500 38 250
Cooling water temperature before charge air % 1,032 819
cooler (LT stage) % 1
Air pressure kW/cyl. 1,380 50 1,260
Relative humidity rpm 900 85 75 1,060
85 425 375 146
Engine output kJ/kWh 978 938

Speed 1,240 1,180
Heat to be dissipated1) 930 950
Cooling water HT (cylinder + charge air cooler 96 108
HT stage)2)
Cooling water LT (lube oil + charge air cooler
LT stage)2)
Heat radiation

Air data

Temperature of charge air after compressor 253 224 207 183
at charge air cooler outlet °C 59 55 52 47

Air flow rate kg/kWh 5.85 5.93 5.84 5.89

Charge air pressure (absolute) bar 4.54 3.98 3.57 3.08

Exhaust gas data3)

Mass flow kg/kWh 6.06 6.14 6.05 6.11
454
Temperature at turbine outlet °C 436 416 434 1,760

Heat content (190 °C) kJ/kWh 1,630 1,510 1,610

Permissible exhaust back pressure mbar < 30 -

Tolerances refer to 100 % load.

Table 2-31 Load specific values at tropical conditions – V28/33D and V28/33D STC 500 kW/cyl.; 1,032 rpm 0210-0000MR2.fm

1) Tolerance: +10 % for rating coolers, –15 % for heat recovery. (Tolerance refer to 100 % engine output).
2) The values of the particular cylinder numbers can differ depending on the cooler specification.

These figures are calculated for 12V28/33D.
3) Tolerances: Quality +/–5 %, temperature +/–20 °C. (Tolerance refer to 100 % engine output).

Page 2 - 76 V28/33D, V28/33D STC G-BC