28/33D

The world´s most powerful 1000 rpm engine

MAN Diesel
 MAN Diesel 28/33D

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 MAN Diesel – 28/33D

The culmination of world class engineering

and state of the art technology

Since Rudolf Diesel introduced the diesel engine in 1893, both marine
and industrial customers have demanded increasingly more efficient,
reliable, economic and environmentally friendly solutions to their propul-
sion and power generation requirements.

For over a century MAN Diesel has been continuously devel- The 28/33D engine range is the culmination of world class
oping and improving its products to meet these demands. engineering and state of the art technology brought together
to produce the most powerful and fuel efficient 1000 rpm
The satisfaction of these demands, often seen as mutually diesel engine in the world.
exclusive, has been addressed in the design of the MAN
Diesel 28/33D diesel engine. The 28/33D range of engines is available in 12, 16 and 20
cylinder configurations with a continuous rated power of up
to 9000 kWb.

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 High efficiency and low cost of ownership

Operational flexibility Mechanical drives

The engine is offered in basic packages to suit the particu- The power range and the high degree of rating tolerance for
lar operational requirements of marine propulsion, marine a wide variety of ambient conditions enable the engine to be
electrical power generation, base load and stand-by power offered in a standard form to power pumps or compressors to
generation and mechanical drives. meet the application needs of operators throughout the world.

Power afloat Design philosophy

The compact design, high power to weight ratio and low The engine has been designed using the latest predictive
operating costs make it the ideal choice for marine applica- engineering techniques such as Finite Element Analysis,
tions where reliability, space and weight considerations are of Dynamic Analysis, Thermodynamic Cycle Simulation and
paramount importance. Fluid Dynamic Analysis. The extensive field experience gained
from the highly successful RK270 series of engines in de-
Typical marine installations include propulsion engines and manding fast ferry, naval and power generation applications
diesel electric drives for fast ferries, naval and conventional has been incorporated into the 28/33D design.
vessels.

The engines are particularly suitable for offshore applications Ease of maintenance
where the high power and compact design maximises the
vessel’s operational flexibility. Particular attention has been paid to reducing the component
count and minimising the maintenance activities necessary.
The completely packaged engine design incorporating lubri- This, coupled with the extended service intervals and ease
cating oil coolers, filters and all thermostatic valves facilitates of access whilst the engine is in situ reduces downtime and
ease of installation in all types of vessels, whether as a pro- keeps maintenance to a minimum.
pulsion engine or part of a compact diesel electric system.

Ease of installation
Land based power
Utilisation of integrated passages and pipes results in com-
The design of the 28/33D offers benefits for land based pact design and clean lines, reducing space requirements and
power generation. When compared with other engines not requiring fewer connections during installation. In addition, the
only does it offer class leading fuel consumption but the inclusion of lubricating oil coolers, filters and all thermostatic
unique design and low weight also provide substantial sav- valves onto the engine reduces the requirements for sepa-
ings in foundation works and installation costs. rately connected ancillary equipment.

Available as a base engine for local packaging, generator set

or as part of a turnkey project the engine is suitable for power Fuel efficient
generation up to 7.8MWe @ 900 rpm and 8.6MWe @ 1000
rpm. Applications cover the full range of power generation The latest combustion chamber technology with electronically
requirements including base load, standby and black start. controlled pump pipe injection system and optimised cylinder
pressures, reduces fuel consumption to a most competitive
level.

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 MAN Diesel – 28/33D

High power to weight ratio Bearings

The 28/33D has a low weight when compared to other The generously dimensioned main bearings are precision
engines in its class. The advantages of engine durability, made, easily replaceable thin wall, steel-backed aluminium tin
efficiency, low noise and low maintenance costs enable it to shells.
be applied to a much wider range of applications.

Camshaft
Engineered to meet customer The camshafts are of modular design comprising one cam
requirements element per cylinder. They are hollow and form the main oil
supply to the engine.
The performance is optimised to ensure that individual
customer requirements are met whilst ensuring compatibility Optimised cam profiles for electronically controlled injection
with ancillaries and other system components. minimise hertzian stresses, thus improving reliability and
increasing component life.

Crankshaft
Camshaft drive
The crankshaft is manufactured from a high tensile
Ni Cr Mo continuous grain flow steel forging. The camshaft drive is located at the free end of the engine.
The crankshaft gear drives a compound idler gear for each
shaft which in turn drive the two camshafts.
Crankcase
The crankcase is machined from spheroidal graphite cast
iron and features underslung main bearings which are
retained by two vertical studs and two cross bolts per side
for overall stiffness. The main bearing caps are secured by
hydraulically tensioned studs to ensure maximum integrity of
the crankcase system.

A 52 degree vee angle minimises torsional effects and allows

location of the intercooler within the engine vee reducing
overhang loadings whilst minimising engine height.

Inspection covers on both sides of the engine provide access

to the internal components and selected covers carry the
explosion relief valves.

Engine mounting on either anti vibration mountings or solid

seating is by separate bolt-on feet.

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 Key information

Key to main components

1 Turbochargers

2 Air filters

3 Fresh water pumps 15

4 Sea water outlet

5 LT water outlet 14

6 Fuel inlet 13

7 Lubricating oil filter and dipstick

8 Fuel lift pump

9 Lubricating oil pump

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10 Fuel filters

11 HT water outlet

12 Duplex lubricating oil filter

13 Lubricating oil cooler

14 Heat shields

15 Intercoolers

Features and benefits

Utilising extensive field experience obtained with the
28/33D range and employing state of the art development
processes the 28/33D incorporates a number of unique
features, which result in quantifiable benefits to operators.

Features Benefits
Advanced electronic fuel injection Improved SFC, Reduced NOx
Improved performance and transient response
52 degree vee angle Allows centrally mounted intercooler assembly minimising
height and facilitating installation
Strategic cooling of cylinder liners Eliminates water passages from crankcase facilitating
maintenance and minimising installed weight
Reduced component count and integrated pipes and Improved reliability, ease of installation and maintenance
passages
Engine mounted lubricating oil cooler filters and thermostatic Ease of installation, reduced overall weight and ease of
valve and simple cooling water interfaces maintenance
Differentiated cylinder head design Minimises pressure drops and improves SFC
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 MAN Diesel – 28/33D

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Quantitative customer benefits

Low operating cost Best in class SFC of < 190g/kWh
Distillate acc. to ISO8217 DMA or DMB
Low maintenance cost and minimal engine downtime Main overhaul at 32,000 hours
Environmentally compliant Low NOx of < 10g/kWh
High power density < 5.1kg/kWh
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 High power to weight ratio

Cylinder liners Piston

Individual cylinder liners incorporate deep flanges and are The pistons are of a light weight, bolted two piece steel con-
strategically cooled by a separate water jacket enabling a dry struction. A three ring pack comprises two chrome-ceramic
crankcase to be utilised further reducing the overall weight. compression rings and an oil control ring. The case-hardened
gudgeon pin is fully floating and is retained by a circlip at
Running surfaces are plateau honed and finished to improve each end.
oil retention throughout their life and cutting rings are fitted
eliminating the build up of carbon on the piston crowns and Lubricating oil is fed from the connecting rod through drillings
minimising oil consumption. in the gudgeon pin and piston to a cooling chamber in the
piston crown. The oil is then discharged through drillings in
the underside of the piston crown back to the sump.

28/33D

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 MAN Diesel – 28/33D

Connecting rods Air manifold

The forged high tensile alloy steel connecting rods have The air manifolds, made up of modular castings mounted
obliquely split large ends that carry fully grooved bearings inside the vee of the crankcase, incorporate passages for the
with the cap secured by four hydraulically tensioned studs. lubricating oil and water systems.

Cylinder heads Exhaust system

Individual cylinder heads each have a wide combustion face The modular, compact exhaust system comprises single
incorporating coolant drillings. A four-valve arrangement is cylinder units bolted to the cylinder head and connected to
employed with two inlet and two exhaust valves, all having adjacent units with expansion bellows. The whole exhaust
cooled seats, surrounding the central injector. system is enclosed in lagging, each section is made up of
two cylinder units for ease of maintenance.
Twin inlet ports are connected directly to the air manifold and
there is a single tandem exhaust port outlet in the top face for
ease of maintenance. Charge cooler
The cylindrical, two-stage charge air cooler is contained in a
Valve gear casing that includes part of the inlet ducting. The assembly
is mounted directly on top of the air manifold to provide good
Each pair of valves, operated via push rods and rockers, is support. Particular attention has been paid to minimising
driven from the camshaft via bucket tappet type followers overhangs on external brackets to reduce the impact of
mounted in a separate housing bolted to the crankcase. shock loadings in fast vessel and naval applications.

Governor Turbochargers
The engine operates with a digital engine management Twin high efficiency axial turbochargers have been selected
system which controls the operation of the engine and for efficiency and reliability. They are mounted on a cast
communicates via a CAN bus link to a set of intelligent bracket at the free end of the engine.
cylinder control modules that drive the pump and injector
solenoids. The system dictates the fueling, timing and
pressure based upon pre-set mapped information. Lubricating oil system
The engine lubricating oil system is all contained on the
Auxiliary drives engine. The lubricating oil pump is mounted directly on
the free end of the crankcase and driven from the camshaft
The water pumps and lubricating oil pumps are all driven gear drive. The plate design oil cooler is mounted horizontally
from the free end of the engine through gears housed in the on top of the filter housing at the flywheel end of the engine.
pump drive casing. The duplex filter incorporates an integral oil thermostat.

An extension shaft may be fitted to allow 2MW of power to

be taken from the free end of the engine.

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 Designed to keep maintenance to a minimum

Cooling system Standard Equipment

A twin circuit cooling system is used with both pumps being >> Flywheel
mounted on the free end of the engine and driven by the >> Pneumatic starter motor
camshaft gear with provision for a sea water pump. >> Air start module
The charge air cooler thermostat is integrally mounted in the >> Pneumatic engine turning equipment
turbocharger bracket. >> Crankcase breather pipe
>> Engine driven fresh water pumps
>> Turbochargers with mounted air strainer
Fuel system >> Water cooled intercooler
>> Engine driven lubricating oil pump
An electronically controlled pump pipe injector system is used >> Lubricating oil suction strainer
with the fuel pump mounted in the cam follower housing >> Lubricating oil pressure relief valve
which forms part of the body of the pump. >> Lubricating oil pressure and temperature alarm
and shutdown switches
A modular low pressure fuel supply and return rails, connect >> Motor driven lubricating oil pump
each pump to the next and the short high pressure pipes to >> Crankcase explosion doors
the injectors are double skinned for safety. >> Manual air starting valve
>> Fuel oil filter - Duplex
The electronic control of the fuel pump and injector is mounted >> Engine driven fuel transfer pump
locally on the engine. >> Fuel oil cooler
>> Exhaust uptake adaptor
>> Electronic overspeed trip
Starting system >> Thermocouples for cylinder exhaust gas outlet
and turbine inlet
The air starting motor incorporates a control valve, pressure >> Local mounted control panel including overspeed trip
regulator and strainer and engages with a gear ring on the and electronic governor
flywheel. A barring motor can be supplied as a service tool or >> Engine driven sea water pump (marine applications)
fitted as standard where it is fully protected against inadver- >> Lubricating oil filter - Duplex
tent starting of the engine. >> Jacket water and lubricating oil thermostatic valves
>> Jacket water high temperature alarm and
shutdown switch
Instrumentation >> Crankcase extractor fan
>> Set of flexible hoses
Engine instrumentation enables full protection of the engine >> Blank mating flanges
and monitoring of the engine performance. >> Standard paint finish
>> Works testing
>> Calculated torsional analysis
>> Instruction manual and parts list
>> Tools for engine and turbocharger

The information contained in this publication is typical only and does not form part of any contractual
commitment. We reserve the right to make any changes in design considered necessary and there-
fore dimensions, specifications and performance data are subject to alteration without notice.

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 MAN Diesel – 28/33D

Optional Equipment Basic Parameters

>> Lubricating oil heater and adaptor Cycle: 4 stroke
>> Jacket water heater and pump Bore and Stroke: 280 x 330 mm
>> Flexible coupling Mean Piston Speed: 11.0 m/s at 1000 rpm
>> Ducted air intake Standard Rotation: Anti-clockwise looking on the drive-end
>> Exhaust expansion bellows Aspiration: Turbocharged and intercooled
>> Reverse rotation Fuel Spec: MARINE ~ BSMA 100 (ISO8217)
>> Manual engine turning equipment Class DMA & DMB or equivalent
>> Special duty exhaust silencer INDUSTRIAL ~ BS2869 Class
A1 or A2, ASTM D975 no 2D.

Rating notes
Marine Propulsion:
Ratings are for vessels of all types, and are in accordance
with ISO 3046/1 as service standard power under IACS
Dimensions and Weights
marine service conditions. Number of cylinders 12 16 20
Configuration Vee Vee Vee
IMO Marpol Annex VI:
Sump capacity ~ litres 1300 1625 1900
All marine engines can be supplied complying with Marpol
Weight including flywheel ~ kg 30000 37000 46000
Annex VI emission requirements.
Length ~ mm 5490 6410 7330
Mechanical Drive: Width ~ mm 2100 2100 2100
These engines are rated to deliver power in accordance with Height ~ mm 3180 3180 3180
ISO 3046-1 (BS 5514 Part 1).

Refer to MAN Diesel SE for derate outside these limits.

Ratings
Engine Speed Power
r/min kWb bhp
12V 28/33D 900 4860 6610
1000 5400 7340
16V 28/33D 900 6480 8810
1000 7200 9790
20V 28/33D 900 8100 11010
1000 9000 12240

MAN Diesel SE take every care in ensuring details included in this publication are correct
at the time of going to press. However the Company reserves the right to alter and update
specifications without notice.

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MAN Diesel SE
Stadtbachstr. 1
86224 Augsburg
Germany
Phone +49 821 322-0
Fax +49 821 322-3382
turbochargers@de.manbw.com
www.manbw.com

Copyright © MAN Diesel SE

Subject to modification in the interest of technical progress.
D2366345EN Printed in Germany MC-08061

MAN Diesel - a member of the MAN Group