MAN B&W ME-GI

Dual-fuel, low-speed engine

 The ME-GI Engine
Supreme fuel flexibility
Based on mature, versatile, low-emission technology, MAN Diesel & Turbo’s dual-
fuel ME-GI concept has been readily adopted by the marine market. Capable of
operation on gas and/or GFO, this innovative engine's order book is growing and
includes such different applications as container ships, bulk carriers, ConRo ves-
sels, and LPG and LNG carriers. The ME-GI represents a highly efficient and flexible
propulsion plant solution.
MAN B&W Diesel
2 MAN B&W ME-GI
MAN B&W ME-GI
ME-GI dual fuel done right
The GI designation indicates that this engine is a design, minimises the cost of the dual-fuel engine and
modification of the ME version of the low-speed MAN provides the system with a large degree of adaptabil-
B&W engine. This essentially means that this system ity and flexibility for meeting future emission regula-
is electronically controlled, which simplifies the -GI tions. Basically, the ME-GI is an ME engine with a gas
injection system added.
1. Gas injection valve, 2. Pilot valve injectors, 3. Gas control block (GCB), 4. Sealing oil supply, 5. Pilot oil (HFO or DO)
MAN B&W ME-GI 3
 Benefits Engine Programme
MAN B&W ME-GI MAN B&W ME-GI

Power
kW
×1,000
100
80 G95ME-C9-GI
S90ME-C10-GI
60 G90ME-C10-GI

40 S80ME-C9-GI
G80ME-C9-GI
S70ME-C10-GI
S70ME-C8-GI
20 S65ME-C8-GI S60ME-C10-GI
S60ME-C8-GI
S50ME-C9-GI S50ME-C8-GI

G70ME-C9-GI S46ME-B8-GI
10
S40ME-B9-GI
8 G60ME-C9-GI

6
G50ME-C9-GI
G45ME-C9-GI
4
G40ME-C9-GI
S35ME-B9-GI

2 S30ME-B9-GI

1 Speed
50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 r/min

 Highest thermal efficiency of any system on the  Can be retrofitted on existing ME, ME-B and ME-C All ME/ME-C engines can be delivered as dual-fuel ME-GI gas engines – typical performance data for the most
market for propulsion of LNG carriers. engines. relevant types are shown below.
 Burns gas without creating methane slip and for-  Reduced CO2, NOX and SOX and particulate emis-
maldehydes. sions when operating in gas mode. Tier II MAN B&W ME-GI medium bore engines – principal data (L1)
 Flexible burning of HFO/GO/DO and gas – any  Can operate in conjunction with a waste heat re-
G50ME-C9-GI S70ME-C10-GI S80ME-C9-GI
HFO/gas ratio can be burned once a small amount covery system.
of fuel oil is injected to ignite the gas.  Maintenance of both GI and gas supply systems
Cyl. no. 5-9 5-8 6-9
 A wide range of gas qualities can be employed since can be done by the crew or by PrimeServ.
Bore (mm) 500 700 800
there is no requirement for the methane number.  Optimal engine layout and operation profile coordi-
Stroke (mm) 2,500 2,800 3,450
 Uses conventional two-stroke MAN B&W engine nated with gas fuel equipment suppliers.
MEP (bar) 21.0 21.0 20.0
technology with its inherent high reliability, low  Able to meet Tier III, when combined with the EGR
Engine speed (r/min) 100 91 78
maintenance and simplicity. system (exhaust gas recirculation) or the SCR system.
Mean piston speed (m/s) 8.3 8.5 9.0
 The diesel combustion principle eliminates the risk
Power (kW) 8,600-15,480 17,150-27,440 27,060-40,590
of knocking, and gives a more stable combustion
Gas fuel – SFOC (g/kWh) 167 166 165
without pressure fluctuations.
Liquid fuel – SFOC (g/kWh) 168 167 166

Specific gas consumption consists of 5% pilot liquid fuel and gas fuel. Gas fuel LCV (50,000 kJ/kg) is converted to diesel fuel LCV (42,700 kJ/kg) for comparison.

MAN B&W Diesel

4 MAN B&W ME-GI MAN B&W ME-GI 5
 Applications, Emissions and Future Possibilities
MAN B&W ME-GI
Winning the order for a gas-burning two-stroke engine aboard an LNG carrier was
a market breakthrough for low-speed diesel engines and has opened the door for
basically all types of ships.
Since the confirmation of the very first order for an
ME-GI unit, MAN Diesel & Turbo's order book has
filled up, confiming the market acceptance of this in-
novative engine. The number of applications that the
ME-GI engine has been ordered for has subsequently
increased to encompass almost all ship segments.
The dual-fuel ME-GI engines also offer new possi-
bilities within the stationary market, producing clean
power that meets all known emissions regulations.
The first ME-GI unit has successfully passed its official
trial run in the presence of the shipowner, shipyard,
and classification society representatives, and more
than 35 dual-fuel engines have been delivered at the
time of writing.
The ME-GI fuel gas supply system (FGSS), operating
at a pressure of 300 bar, complies with all regulations
and restrictions. The FGSS design fits several different
LNG tank systems and has been successfully verified
to be able to operate in accordance with strict safety
level and engine operation requirements .
6 MAN B&W ME-GI
In terms of emissions, a cleaner system is achieved
when powering the engine on gas instead of HFO.
Only negligible amounts of sulphur oxides can be
traced in the exhaust gas. Particulate amounts are
also reduced considerably as are NOX and CO2 levels.
The ME-GI is designed to meet future emissions re-
quirements as the combustion of gas does not gen-
erate any methane or formaldehydes. Methane is a
greenhouse gas which is 36 to 86 times worse than
CO2 according to IPCC. With gas burned in the ME-
GI engine, the global warming potential is reduced by
some 10-20% at any engine load down to 10%. No
other engine combustion technology offers the same
benefit.
The ME-GI engine represents the culmination of many
years’ work. Depending on relative price and availabil-
ity, as well as environmental considerations, the ME-
GI engine gives shipowners and operators the option
of using either HFO or gas – predominantly natural
gas. An ME-LGI counterpart is also being developed
that uses LPG, methanol and other environmentally-
friendly liquid fuels.
MAN B&W Diesel
MAN B&W ME-GI 7
All data provided in this document is non-binding. This data serves informational
purposes only and is especially not guaranteed in any way. Depending on the
subsequent specific individual projects, the relevant data may be subject to
changes and will be assessed and determined individually for each project. This
will depend on the particular characteristics of each individual project, especially
specific site and operational conditions. Copyright © MAN Diesel & Turbo.
1510-0112-05ppr Aug 2016 Printed in Denmark

MAN Diesel & Turbo

Teglholmsgade 41
2450 Copenhagen SV, Denmark
Phone +45 33 85 11 00
Fax +45 33 85 10 30
info-cph@mandieselturbo.com
www.mandieselturbo.com

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