First MAN B&W tier-II compliant engine ready for delivery

26 Feb 2010

The MAN B&W 6S50ME-C7 engine pictured on the testbed at HHI-EMD in January 2010

The first Tier-II compliant MAN B&W engine has finished production at HHI-EMD (Hyundai Heavy Industries Engine & Machinery Division) in Korea and is ready for delivery.

The low-speed, two-stroke MAN B&W 6S50ME-C7 type engine will power a Teekay shuttle tanker currently under construction at Samsung Heavy Industries. Ship delivery is planned for July this year.

Under the terms of the contract, the 6S50ME-C7 engine is intended for Teekay’s Amundsen class of ships, arguably the most sophisticated and eco-friendly shuttle tankers ever built. Teekay actively sought for production to meet DNV Clean-Design Notation requirements that comply with the strict, IMO Tier-Il emission limits, setting in train the production of the first Tier-II compliant MAN Diesel engine.

This milestone is related to MAN Diesel’s decision in June 2008 to relaunch its product portfolio, making all its engines compatible with the limits established by the IMO in its Tier-II regulations. The relaunch was designed to pre-empt the January 2011 implementation of the new IMO NOx emission limits and clearly flags the company’s environmental credentials.

Søren H. Jensen, Vice President and Head of Research & Development, Marine Low-Speed, MAN Diesel states: “This is the first customer engine that has been converted and we are also well underway with the remainder of our two-stroke portfolio, which will be Tier-II-ready in its entirety later this year.” He continues: “We know exactly what each engine requires and making them Tier-II-ready is only a matter of fine-tuning them on the testbed. In this respect, we have already finalised agreements with our licensees to set aside the necessary time-slots for testing.”

The majority of adjustments required to make the engines compliant with Tier II are minor, internal changes influencing such characteristics as scavenging pressure, injection spray pattern and smaller combustion-room volumes. Jensen states: “Traditionally, lowering NOx levels requires an increased fuel consumption but, with ME-engines, this can be minimised due to their rate-shaping injection profile capability. This provides for unlimited possibilities to adjust the injection profile compared to the on-off method favoured by common-rail engines.”

He concludes: “The market should also know that despite being currently occupied with Tier-II compliancy, we are already looking beyond it to the next step, that is, Tier III, and full compliancy with its stringent emission levels by 2016.”

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