MAN B&W S60MC-C8

MAN B&W1.01Page 1 of 2The Fuel Optimised MC-C Tier II EngineWhether the freight rates rise or fall, an attractive payback time for newbuildings starts withlow investment cost. Once in operation, the easeand flexibility in assigning engineers to operatethe engine plant are together with low consumption rates of fuels, lubes, parts and service amongthe important functional issues which contributeto the cost benefit. The MAN B&W MC-C enginemeets both requirements.The world market-leading two-stroke MC/MC-Cengine programme from MAN Diesel has evolvedsince the early 1980s to embrace bore sizes from260 mm to 980 mm for propelling ocean-goingships of all types and sizes. Also land-based applications (power plants mainly) have found theMC/MC-C engine types attractive.The MC-C engine features chain driven camshaft,camshaft controlled fuel injection timing and exhaust valve opening as well as a conventional fueloil pumps, all well-known and proven technologyfamiliar to marine engineers all over the world.To conclude, the MAN B&W MC-C engine combines classic virtues of commonly known, wellproven technology continuously upgraded andup-rated to suit the requirements to modern primemovers. Consequently, our latest cutting edgedesign and manufacturing features are built intoeach component.The cam controlled exhaust valve is opened hydraulically and closed by means of an air spring.Lubrication is either by means of a uni-lube oilsystem serving both crankshaft, chain drive, piston cooling and camshaft or a combination of amain lubricating oil system and a separate camshaft lube oil system.Cylinder lubrication is accomplished by electronically controlled Alpha lubricators, securing a lowlube oil consumption, or timed mechanical lubricators alternatively.The starting valves are opened pneumatically bycontrol air from the starting air distributor(s) andclosed by a spring.Engine design and IMO regulation complianceThe MC-C engine is the shorter, more compact version of the MC engine. It is well suitedwherever a small engine room is requested, for instance in container vessels.For MAN B&W MC-C-TII designated engines, thedesign and performance parameters have beenupgraded and optimised to comply with the International Maritime Organisation (IMO) Tier II emission regulations.The potential derating and part load SFOC figuresfor the Tier II engines have also been updated.Concept of the MC-C engineThe engine concept is based on a mechanicalcamshaft system for activation of the fuel injection and the exhaust valves. The engine is provided with a pneumatic/electric manoeuvring system and the engine speed is controlled by anelectronic/hydraulic type governor.For engines built to comply with IMO Tier I emission regulations, please refer to the Marine EngineIMO Tier I Project Guide.The main features of the MC engine are describedin the following pages.Each cylinder is equipped with its own fuel injection pump, which consists of a simple plunger activated by the fuel cam directly. The optimal combination of NOx and SFOC (Specific Fuel Oil Consumption) is achieved by means of the Variable Injection Timing (VIT) incorporated in the fuel pumps(applicable for MC-C engines type 90-46 only).MAN B&W MC-C-TII .2 enginesMAN Diesel199 02 65-8.0

MAN B&W1.01Page 2 of 2Tier II fuel optimisationApplication of MC-C enginesNOx regulations place a limit on the SFOC ontwo-stroke engines. In general, NOx emissions willincrease if SFOC is decreased and vice versa. Inthe standard configuration, MAN B&W engines areoptimised close to the IMO NOx limit and, therefore, NOx emissions may not be further increased.For further information about the application ofMC-C engines based on ship particulars andpower demand, please refer to our publicationstitled:The IMO NOx limit is given as a weighted averageof the NOx emission at 25, 50, 75 and 100% load.This relationship can be utilised to tilt the SFOCprofile over the load range. This means that SFOCcan be reduced at part load or low load at theexpense of a higher SFOC in the high-load rangewithout exceeding the IMO NOx limit.Propulsion Trends in Bulk CarriersPropulsion Trends in Container VesselsPropulsion Trends in Small TankersThe publications are available at www.marine.man.eu ’Two-Stroke’ ’Technical Papers’.Optimisation of SFOC in the part-load (50-85%)or low-load (25-70%) range requires selection of atuning method: VT:Variable Turbine Area EGB: Exhaust Gas BypassEach tuning method makes it possible to optimisethe fuel consumption when normally operating atlow loads, while maintaining the possibility of operating at high load when needed.The tuning methods are available for all SMCR inthe specific engine layout diagram but they cannot be combined. The specific SFOC reductionpotential of each tuning method together withfull rated (L1/L3) and maximum derated (L 2/L4) isshown in Section 1.03.For engine types 40 and smaller, as well as forlarger types with conventional turbochargers, onlyhigh-load optimisation is applicable.In general, data in this project guide is based onhigh-load optimisation unless explicitly noted. Forpart- and low-load optimisation, calculations canbe made in the CEAS application described inSection 20.02.MAN B&W MC-C-TII .2 enginesMAN Diesel199 02 67-1.0

MAN B&W1.02Page 1 of 1Engine Type Designation6S 90 M E C 9 .2 -GI -TIIEmission regulationTII IMO Tier levelFuel injection concept(blank) Fuel oil onlyGI Gas injectionVersion numberMark numberBExhaust valve controlledby camshaftCCompact engineECElectronically controlledCamshaft controlledGSLK‘Green’ Ultra long strokeSuper long strokeLong strokeShort strokeDesignConceptEngine programmeDiameter of piston in cmStroke/bore ratioNumber of cylindersMAN B&W MC/MC-C, ME/ME C/ME B/-GI enginesMAN Diesel198 38 24 3.9

MAN B&W1.03Page 1 of 1Power, Speed and Fuel OilMAN B&W S60MC-C8.2-TII%[N . M9 5VTQMG OOM9 E[N . . . . T OKP 5(1% HQT GPIKPGU YKVJ NC[QWV QP . . NKPG I M9J?5(1% QRVKOKUGF NQCF TCPIG6WPKPI*KIJ NQCF 86') 86') 2CTV NQCF .QY NQCF . . /'2 DCT 5(1% HQT GPIKPGU YKVJ NC[QWV QP . . NKPG I M9J?5(1% QRVKOKUGF NQCF TCPIG6WPKPI*KIJ NQCF 86') 86') 2CTV NQCF .QY NQCF . . /'2 DCTFig 1.03.01: Power, speed and fuelMAN B&W S60MC-C8.2-TIIMAN Diesel198 82 13-5.1

MAN B&W1.04Page 1 of 1Engine Power Range and Fuel Oil ConsumptionEngine PowerSpecific Fuel Oil Consumption (SFOC)The following tables contain data regarding thepower, speed and specific fuel oil consumption ofthe engine.The figures given in this folder represent the values obtained when the engine and turbochargerare matched with a view to obtaining the lowestpossible SFOC values while also fulfilling the IMONOX Tier II emission limitations.Engine power is specified in kW for each cylindernumber and layout points L1, L2, L3 and L4.Discrepancies between kW and metric horsepower (1 BHP 75 kpm/s 0.7355 kW) are a consequence of the rounding off of the BHP values.L1 designates nominal maximum continuous rating(nominal MCR), at 100% engine power and 100%engine speed.L2, L3 and L4 designate layout points at the otherthree corners of the layout area, chosen for easyreference.0OWERStricter emission limits can be met on request, using proven technologies.The SFOC figures are given in g/kWh with a tolerance of 5% (at 100% SMCR) and are basedon the use of fuel with a lower calorific value of42,700 kJ/kg ( 10,200 kcal/kg) at ISO conditions:Ambient air pressure .1,000 mbarAmbient air temperature . 25 CCooling water temperature . 25 CAlthough the engine will develop the power specified up to tropical ambient conditions, specificfuel oil consumption varies with ambient conditions and fuel oil lower calorific value. For calculation of these changes, see Chapter 2., , , Lubricating oil data, The cylinder oil consumption figures stated in thetables are valid under normal conditions.3PEED178 51 48 9.0Fig. 1.04.01: Layout diagram for engine power and speedDuring running in periods and under special conditions, feed rates of up to 1.5 times the statedvalues should be used.Overload corresponds to 110% of the power atMCR, and may be permitted for a limited period ofone hour every 12 hours.The engine power figures given in the tables remain valid up to tropical conditions at sea level asstated in IACS M28 (1978), i.e.:Blower inlet temperature . 45 CBlower inlet pressure .1,000 mbarSeawater temperature . 32 CRelative humidity .60%MAN B&W MC/MC-C, ME/ME-C/ME B enginesMAN Diesel198 46 34 3.5

MAN B&W1.05Page 1 of 1Performance CurvesUpdated engine and capacities data is availablefrom the CEAS program on www.marine.man.eu ’Two-Stroke’ ’CEAS Engine Calculations’.MAN B&W MC/MC-C, ME/ME-C/ME B/ GI enginesMAN Diesel198 53 31-6.2

MAN B&W1.06Page 1 of 7MC-C Engine DescriptionPlease note that engines built by our licensees arein accordance with MAN Diesel & Turbo drawingsand standards but, in certain cases, some local standards may be applied; however, all spareparts are interchangeable with MAN Diesel &Turbo designed parts.Some components may differ from MAN Diesel &Turbo’s design because of local production facilities or the application of local standard components.In the following, reference is made to the itemnumbers specified in the ‘Extent of Delivery’ (EoD)forms, both for the ‘Basic’ delivery extent and forsome ‘Options’.Bedplate and Main BearingThe bedplate is made with the thrust bearing inthe aft end of the engine. The bedplate consistsof high, welded, longitudinal girders and weldedcross girders with cast steel bearing supports.For fitting to the engine seating in the ship, long,elastic holding down bolts, and hydraulic tightening tools are used.The bedplate is made without taper for enginesmounted on epoxy chocks.The oil pan, which is made of steel plate and iswelded to the bedplate, collects the return oil fromthe forced lubricating and cooling oil system. Theoil outlets from the oil pan are vertical as standardand provided with gratings.Horizontal outlets at both ends can be arrangedfor some cylinder numbers, however, this must beconfirmed by the engine builder.The main bearings consist of thin walled steelshells lined with bearing metal. The main bearingbottom shell can be rotated out and in by meansof special tools in combination with hydraulic toolsfor lifting the crankshaft. The shells are kept in position by a bearing cap.MAN B&W MC-C8.2-TII enginesFrame BoxThe frame box is of triangular plate welded or ribdesign. On the exhaust side, it is provided withrelief valves for each cylinder while, on the manoeuvring side, it is provided with a large hingeddoor for each cylinder. The crosshead guides arewelded onto the frame box.The frame box is bolted to the bedplate. The bedplate, frame box and cylinder frame are tightenedtogether by stay bolts.Cylinder Frame and Stuffing BoxThe cylinder frame is either welded or cast andis provided with access covers for cleaning thescavenge air space, if required, and for inspectionof scavenge ports and piston rings from the manoeuvring side. Together with the cylinder liner, itforms the scavenge air space.The cylinder frame is fitted with pipes for the piston cooling oil inlet. The scavenge air receiver,turbocharger, air cooler box, lubricators and gallery brackets are located on the cylinder frame. Atthe bottom of the cylinder frame there is a pistonrod stuffing box, provided with sealing rings forscavenge air. Oil scraper rings in the stuffing boxprevent crankcase oil from coming up into thescavenge air space.Drains from the scavenge air space and the pistonrod stuffing box are located at the bottom of thecylinder frame.Cylinder LinerThe cylinder liner is made of alloyed cast ironand is suspended in the cylinder frame with alow situated flange. The top of the cylinder lineris fitted with a cooling jacket. The cylinder linerhas scavenge ports and drilled holes for cylinderlubrication.MAN Diesel199 01 98-7.0

MAN B&W1.06Page 2 of 7Cylinder liners prepared for installation of temperature sensors is basic execution on engines type90 while an option on all other engines.The thrust bearing is located in the aft end of theengine. The thrust bearing is of the B&W Michelltype, and consists primarily of a thrust collar onthe crankshaft, a bearing support, and segmentsof steel lined with white metal.Cylinder CoverThe cylinder cover is of forged steel, made in onepiece, and has bores for cooling water. It has acentral bore for the exhaust valve, and bores forthe fuel valves, a starting valve and an indicatorvalve.Engines type 60 and larger with 9 cylinders ormore will be specified with the 360º degree typethrust bearing, while the 240º degree type is usedin all other engines. MAN Diesel & Turbo’s flexiblethrust cam design is used for the thrust collar on arange of engine types.The cylinder cover is attached to the cylinderframe with studs and nuts tightened with hydraulicjacks.The thrust shaft is an integrated part of the crankshaft and lubricated by the engine’s lubricating oilsystem.CrankshaftTurning Gear and Turning WheelThe crankshaft is mainly of the semi built type,made from forged or cast steel throws. In engineswith 9 cylinders or more the crankshaft is suppliedin two parts.The turning wheel is fitted to the thrust shaft anddriven by a pinion on the terminal shaft of theturning gear, which is mounted on the bedplate.The turning gear is driven by an electric motorwith built in gear with brake.At the aft end, the crankshaft is provided with thecollar for the thrust bearing, and the flange for theturning wheel and for the coupling bolts to an intermediate shaft.At the front end, the crankshaft is fitted with thecollar for the axial vibration damper and a flangefor the fitting of a tuning wheel. The flange canalso be used for a Power Take Off, if so desired.Coupling bolts and nuts for joining the crankshafttogether with the intermediate shaft are not normally supplied.A blocking device prevents the main engine fromstarting

Cylinder lubricating oil system 9.01 1989183-9.0 List of cylinder oils 9.01 1988566-9.1 MAN B&W Alpha cylinder lubrication system 9.02 1985632-4.3 Alpha Adaptive Cylinder Oil Control (Alpha ACC) 9.02 1987614-4.1 Small heating box with filter, suggestion for 9.02 1987937-9.1 Mechanical cylinder lubricators 9.03 1985968-0.1