MAN anticipates return to larger engine power
Following from perceived development in the market leading toward further optimisation of large container ships’ propulsion efficiency, MAN Diesel & Turbo recently announced two significant additions to its engine programme.
Development is underway on two new large two-stroke units, the G95ME-C9.2 and S90ME-C10.2, and the company has released details in order to facilitate consideration of these engines for optimised ship projects now entering the planning stage.
According to MAN Diesel, these new units rank among the largest and most powerful engines it has ever released to the marine two-stroke market. Drawing delivery time for the S90ME-C10.2 and G95ME-C9.2 is, respectively, 2–4 months and 9–11 months after placing a firm order.
The two new engine types will be able to achieve different alternatives for different layouts, in respect to design speed. The S90ME-C10.2 is basically similar to the current S90ME-C9.2, but the layout diagram can be extended from the current L3-L4 speed of 76 rpm down to 72 rpm if required for specific projects, with no change to the S90ME-C9.2 basic engine design.
The S90ME-C10.2, with 900mm bore and 3,260mm stroke, will share all outline dimensions with the S90ME-C9.2, including footprints. The design differences relate to an increase in the mean effective pressure, leading to modifications of the crankshaft journal bearing design and web thickness, and include an adaptive modification to the connecting rod. Minor differences in the size and number of, for instance, turbochargers and hydraulic pumps for the Hydraulic Power Supply (HPS) follow normal power/rpm output rules.
The G95ME-C9.2 will be larger in both bore and stroke than the S90ME series, at 950mm bore and 3,640mm stroke. This results in a mean piston speed of 9.23m/s, compared with 9.13m/s. MEP and SFOC are the same, at 21bar and 166 (L1-L3)/160 (L2-L4) g/kWh respectively . The G95ME-C9.2 layout diagrams will permit a further downward extension in speed, to 80/70rpm. This, says the company, will allow even greater efficiency for new-generation ultra-large container ships, using larger diameter and higher-efficiency propeller types, without undue sacrifice in ship speed.
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