MAN announces next ME engine generation

26 Jun 2013
The new G95ME-C9.2 engine

The new G95ME-C9.2 engine

Following on from the market development towards the further optimisation of large container ships’ propulsion efficiency, MAN Diesel & Turbo has announced two significant additions to its engine programme.

The G95ME-C9.2 and S90ME-C10.2 units rank among the largest and most powerful engines the company has ever released to the marine, two-stroke market.

The engines are intended to plug a gap in the current programme catering for 13,000 to 14,000TEU container ships which need to retain a 23-knot capability but normally travel more slowly. Different alternatives for different layouts – in respect to design speed – can be achieved by the two engine types.

The S90ME-C9.2 can be made available from 72-84rpm, that is, the layout diagram of the S90ME-C9.2 can be extended from the current L3-L4 speed of 76rpm down to 72rpm if so required for projects. This extension of the layout diagram requires no change to the S90ME-C9.2 basic engine design.

The S90ME-C10.2 is similar to the S90ME-C9.2 in that all outline dimensions are identical, including footprints. Any design differences are related to the increase in the mean effective pressure, leading to modifications of the crankshaft journal bearing design and web thickness, and including 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 company reports that that the 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, facilitating the consideration of the engines for projects currently in planning stages.

In further developments, MAN Diesel & Turbo says that it has been working on a simplified and weight-saving update for its ME engine series, comprising an exhaust valve design with integrated actuator, and a fuel injection valve with built-in fuel booster. The lower component count and simplified actuation arrangements represent a potential weight saving of several tons per engine, as well as much more tightly controlled SFOC and NOx emission profiles.

The new fuel valves help pave the way for the ME-LGI concept, which offers the possibility of dual-fuel operation on HFO and low flash-point fuels such as LPG, methanol, DME and bio-ethanol. These, says the company, offer an alternative to LNG, particularly for smaller ships operating mostly in ECAs, avoiding the need for the very costly tanks required for LNG fuel.

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