MAN ES UPDATES MID-RANGE ENGINES

The new iteration of the 500mm-bore engine in its fuel oil variant is designated the S50ME-C10.7, and a companion, methanol dual-fuel model will be the S50ME-C10.7-LGIM.

The updated 600mm-bore S60 will initially be available as the fuel oil-burning S60ME-C10.7 engine. However, a methanol-capable LGIM version is scheduled for near-future release, while a GI variant operable on methane/LNG is planned to follow.

The existing MAN S50 engine is widely used by multiple vessel types, and is especially targeted at handymax, ultramax and Kamsarmax bulkers, tankers in the 24,000-50,000dwt range, feeder containerships and pure car/truck carriers (PCTCs) in the smaller sizes, and ro-ro vessels.

The present S50ME-C10.6 and C9.7 versions provide a nominal maximum continuous output of 1,900kW at 125rpm, covering a 9,500-17,100kW power band at MCR across the in-line, five- to nine-cylinder configurations. The new 10.7 variant will offer a somewhat extended layout diagram, whereby the minimum rpm is reduced from 85 to 84rpm, affording increased derating potential, relevant for certain applications.

Tier III compliance with the S50ME-C10.7 will be obtainable using a proprietary exhaust gas recirculation (EGR) unit or high-pressure selective catalytic reduction (HPSCR). The methanol dual-fuel LGIM model will initially be available with EGR technology.

While specific fuel oil consumption(SFOC) differences with the 10.6 engine are not highlighted, data for the 10.7 indicates a significant reduction in fuel burn relative to both the 9.7 fuel oil and 9.6 methanol versions.

The basic engine design platform is that of the existing S50ME-C10.6, and main dimensions are similar, but the 10.7 incorporates a number of adjustments and new features, mainly as concerns combustion chamber parts and fuel injection equipment. Key changes include the replacement of two sequential fuel boost injection valves (FBIV-S) with three standard fuel injection valves (FIV) per cylinder, and the adoption of a standard hydraulic cylinder unit (HCU) placed on a base plate instead of a sequential HCU-S located on the cylinder cover. Furthermore, the HCU will be prepared for dual-fuel versions, allowing easier retrofit.

The three standard FIVs, updated for increased maximum pressure (PMAX), are similar to those used on the slightly smaller-bore G45ME-C9.7 engine. Other differences from the 10.6 engine involve the use of a two-pump, hydraulic power supply(HPS) concept, similar to that on S35/40ME-C9.5/7 engines, to provide a simpler design, easier routing of hoses and piping and improved access to the thrust bearing. A new crosshead bearing and guide shoe also figure in the 10.7.

MAN anticipates that design drawing documentation will be ready for the S50ME-C10.7 fuel oil engine by the first quarter of 2025, and in about 12 months time at the earliest for the LGIM variant. 

Somewhat earlier timelines have been indicated for the upgraded S60 type, whereby documentation for the S60ME-C10.7 could be ready as soon as the end of the third quarter of 2024, to be followed by that for the S60ME-C10.7 methanol dual-fuel engine.

Building on the broad range of applications served by the current S60ME-C10.6 engine, spanning maximum outputs of 12,450 to 19,920kW at 105rpm in five- to eight-cylinder formats, the 10.7 is targeted at bulkers of between 82,000 and 210,000dwt, feeder container vessels, PCTCs, and certain long-range 1(LR1) and Suezmax tanker designs. The reach of the series will be extended through the near-future introduction of the methanol version and subsequent addition of an ME-GI variant.

As with the 10.6, the new fuel oil model will meet Tier III criteria through EGR or HPSCR means. Since they share the same basic engine structure design, the engine room footprint of the 10.7 is similar to the S60ME-C10.6. In Tier II high-load operation, SFOC is substantially lower than the 10.5 engine, but on a par with the 10.6, and layout diagrams for the 10.6 and 10.7 types are identical.