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MAN Medium Speed Engines MAN Diesel Medium Speed Engines
MAN Medium Speed Engines Speed r/min Engine type 500-514 L51/60G V51/60G 500-514 L51/60DF V51/60DF 500-514 L48/60CR V48/60CR 500-514 L48/60 V48/60 720-750 L32/44CR V32/44CR 720-750 L32/40 V32/40 720-750 V32/40PGI 720-750 L32/40DF V32/40DF 720-750 V28/32S 720-750 L27/38 900-1,000 L21/31 1,000-1,200 L16/24 0 5 10 15 20 25 Engine power MW Type V51/60G L51/60G V51/60DF L51/60DF V48/60CR L48/60CR V48/60 Power range kW 11,700 8,775 11,700 8,775 12,600 9,450 12,600 – – – – – – – 18,000 9,000 18,000 9,000 21,600 10,800 21,600 Speed range r/min 500 500 500 500 500 500 500 – – – – – – – 514 514 514 514 514 514 514 30 31 32 33 34 35 36 L48/60 9,450 – 10,800 500 – V32/44CR L32/44CR V32/40 L32/40 V32/40PGI V32/40DF L32/40DF V28/32S L27/38 L21/31 6,720 – 11,200 3,360 – 5,600 6,000 – 9,000 4,500 5,160 – 8,100 4,620 – 7,200 2,310 – 3,600 3,600 – 4,230 1,500 – 2,970 1,100 – 1,980 720 720 720 720 720 720 720 720 720 900 L16/24 450 – 990 Page 514 37 – 750 – 750 – 750 – 750 – 750 – 750 – 750 – 750 – 750 – 1,000 38 39 40 41 43 44 45 46 47 48 1,000 – 1,200 49
MAN Medium Speed Engines
MAN Medium Speed Engines Dual Fuel (DF) Engines The dual fuel engines from MAN Diesel & Turbo efficiently run on liquid fu els or natural gas with emissions far below the world bank limit. The possi bility to switch over immediately from gas to diesel operation and vice versa provides full flexibility at multiple applications. The optimised combustion chamber gives very low fuel consumption in both operational modes. Gas Engines (G) The 51/60G gas engine is derived from the 51/60DF engine by optimisation for pure gas operation. Featuring a lower heat rate compared to the 51/60DF engine, the 51/60G is most suitable for large gas power plants. Engine Programme with Conventional Injection System These well established engine types are used in various applications all around the world. Based on long-term experience, the engines have been subject to continuous development improving their power, emissions, fuel oil consump tion and reliability, making them the ‘work horse’ in your power house. The Common Rail (CR) Engine Programme MAN Diesel & Turbo well established common rail injection system permits independent and separate control of injection pressure and timing. The result is improved combustion and lower emissions with the same or even better fuel economy. This gives strong advantages, especially in the critical low load range where it becomes possible to get the exhaust gas opacity down far below the visible limit. Full Fuel Flexibility MAN Diesel four stroke diesel engines are designed to provide the optimum in fuel flexibility. The engines are the ideal source of power whether you want to build a ‘green power plant’ burning liquid biofuels or you need power from crude oil for oil production. To check the possibility of using these fuels, please contact MAN Diesel & Turbo for further information.
MAN Medium Speed Engines Engine Power The engine shaft power is stated in kW. For conversion between kW and metric horsepower, please note that 1bhp 75 kpm/s 0.7355 kW. Ratings are given according to ISO 3046-1:2002. Figures for gas engines refer to natural gas with a methane number higher than 80. Electrical power quoted is based on a normal alternator efficiency in the corresponding power range and a power factor of 0.8. Maximum output varies according to the site conditions. Peak Load Peak load applications are defined as Stationary plants only used a few hours a day to compensate peak demands of electrical power. Emission Control All medium speed four-stroke engines in this booklet comply with the World Bank 1998 & 2007/2008 guidelines for thermal power plants 300 MW th. All small bore four-stroke engines comply with the latest World Bank guidelines. Engines with even lower NO x values are available on request. MAN Diesel & Turbo is prepared to deliver NO x as well as SO x and particle reduction systems. Gaseous Fuels On natural gas, our dual fuel and gas engines comply with the World Bank 2007/2008 levels. Engines with even lower NO x values are available on request. Heat Rate The stated heat rates refer to the following ISO reference conditions. The mechanical heat rate is based on shaft power, the electrical heat rate on output at alternator terminals: Ambient air pressure Ambient air temperature Cooling water temperature upstream of charge air cooler Relative humidity 100 kPa 298 K (25 C) 298 K (25 C) 30%
MAN Medium Speed Engines The figures are given with a tolerance of 5% and without engine driven pumps. Attached pumps will require additional fuel. The heat rate for DF engines in gas operation includes pilot fuel. Consumption figures may vary according to the alternator make and the site conditions. For conversion between heat rate and specific fuel oil consumption (SFOC) please note that: Heat Rate x 1,000 (g/kWh) LHV Specific Lube Oil Consumption (SLOC) The specific lube oil consumption is specified with a tolerance of 20%. Masses and Dimensions The masses stated correspond to the complete unit (including alternator). The total weight varies depending on the alternator make. All given masses are without lube oil and cooling water. Dimensions and weights are given for guidance only and are subject to change without notice. The length of the GenSet unit depends on the alternator make.
MAN V28/32S Bore 280 mm, Stroke 320 mm Speed r/min Frequency Hz mep bar Piston speed m/s Eng. kW 16V28/32S 3,760 18V28/32S 4,230 Consumption P Heat Rate (WB 2007/2008) Specific lube oil consumption Dimensions Cyl. No. A B C Dry mass 750 50 19.1 8.0 720 60 19.0 7.7 Gen. kW 3,610 4,061 Eng. kW 3,600 4,050 Gen. kW 3,456 3,888 100% 8,083 kJ/kWhm 8,420 kJ/kWhe 100% 8,075 kJ/kWhm 8,411 kJ/kWhe 0.09-0.19 kg/cyl.h 0.09-0.18 kg/cyl.h 16 6,116 3,822 9,938 62.2 18 6,626 4,081 10,707 70.8 mm mm mm t Nominal generator efficiencies: 96% 3,449 A B C 2,470
Copyright 2010 MAN Diesel & Turbo, branch of MAN Diesel & Turbo SE, Germany, registered with the Danish Commerce and Companies Agency under CVR Nr.: 31611792, (herein referred to as “MAN Diesel & Turbo”). This document is the product and property of MAN Diesel & Turbo and is protected by applicable copyright laws. Subject to modification in the interest of technical progress. Reproduction permitted provided source is given. 4520-0005-02ppr Aug 2010 Stationary Engine Programme 3rd edition 2010
720-750 V28/32S 720-750 L27/38 900-1,000 L21/31 1,000-1,200 L16/24 Speed r/min Engine power MW 0 5 10 15 20 25 Engine type. MAN Medium Speed Engines. MAN Medium Speed Engines Dual Fuel (DF) Engines The dual fuel engines from MAN Diesel & Turbo efficiently run on liquid fu
Engines regulated by 40 CFR Part 86 typically include engines used in on-highway applications such as heavy-duty gasoline fueled engines (HDGEs), heavy-duty diesel fueled engines (HDDEs), and heavy-duty engines using alternate fuels (CNG, LPG and LNG). Engines regulated by 40 CFR Part 89 include compression-ignition engines used in nonroad .
that meet the CARB's 2004 exhaust emission standards. Engines meeting these standards have 20% lower emissions than One Star - Low Emission engines. The three-star label identifies engines that meet the CARB's 2008 exhaust emission standards. Engines meeting these standards have 65% lower emissions than One Star - Low Emission engines.
Financial Engines Advisors L.L.C. is a wholly owned Edelman subsidiary of Edelman Financial Engines, LLC. As is discussed in more detail within this document, the name of the registered investment advisor remains Financial Engines Advisors L.L.C.; the overall business will now primarily operate using the name "Edelman Financial Engines.”
Altronic II Self-powered 3-20 Large bore, slow speed engines Altronic III Self-powered 2-16 Medium-sized industrial engines Altronic V Self-powered 1-6 Small in-line engines Horizontal 1-3 cyl. engines TYPICAL CYLINDER BORE SIZE (MM) 100 125 150 175 200 225 250 275 300 325 350 375 400 425 Altronic I * Altronic II Altronic III Altronic V *
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LM2500 GAS TURBINE GENERATOR SET . 1 . LM2500 Overview The LM2500 package was installed at Hitachi Zosen in Japan in 1994 and removed in 2011. It is a three piece split skid (generator, turbine & air intake), 50HZ. The package was only used for peaking power and after 15 years of operation only accumulated approximately 7,200 hours. The engine has been converted from a PH to a .
For Caterpillar 3116 and 3126 engines, a standard "in-pipe" kit is available. For kit part numbers and further information, see the Brake Application Guide in the Jake Brake Product Reference Guide for Caterpillar Engines, Manual Form RENR 1370. Installation is approved for all 3126 and 3126B engines. Installation on 3116 engines is limited to
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