 
         
     MAN B&W ME-C
                MAN B&W ME-C
                
                    More compact than others, our ME-C engines with
                    electronic controls serve up a host of advantages. You can
                    look forward to superior performance parameters, fully
                    integrated electronic control as well as the necessary fuel
                    injection pressure and rate shaping at any load. Plus the
                    ME-C engine can be retrofitted for alternative fuels such
                    as methanol, LPG, LNG or ethane.
                
 MAN B&W ME-GI
                MAN B&W ME-GI
                
                    The ME-GI engine impresses with low operating costs and
                    the highest thermal efficiency on the market. Because of
                    its negligible methane slip, low GHG, and reduced CO₂
                    emissions, it is the most environmentally friendly
                    technology available. By the optional use of fuel oil or
                    LNG, it represents a highly efficient, flexible, propulsion-
                    plant solution.
                
 MAN B&W ME-GIE
                MAN B&W ME-GIE
                
                    The technology of the ME-GIE is based on our successful
                    ME-GI engine. This engine can be operated with ethane as
                    well as LNG – which makes it a good choice and especially
                    lucrative for Ethane carriers. This engine offers very
                    competitive fuel oil and gas consumption, plus operational
                    stability and efficiency
                    due to the diesel principle.
                
 MAN B&W ME-GA
                MAN B&W ME-GA
                
                    The ME-GA engine is the latest addition to our dual fuel
                    portfolio. Methane is admitted during the compression
                    stroke, which allows for a lower supply pressure
                    compared to other dual fuel engines. This is especially
                    advantageous for vessels with large amounts of boil-off
                    gas, like LNG carriers. The ME-GA engine is Tier III
                    compliant in gas mode, and offers minimal installation
                    and operating costs.
                
 MAN B&W ME-LGIM
                MAN B&W ME-LGIM
                
                    Our ME-LGIM is a dual fuel engine which is characterized
                    by its high efficiency. One of the advantages:
                    It runs on methanol – the cost-effective and innovative
                    marine fuel of today and tomorrow.
                    Why? It’s biodegradable and burns clean,
                    it is reasonable to modify storage and infrastructure,
                    and it significantly reduces SOx, NOx, CO₂ and
                    particulate matter.
                
 MAN B&W ME-LGIP
                MAN B&W ME-LGIP
                
                    Our ME-LGIP is the only dual-fuel engine on the market
                    that lets you switch between HFO, MGO
                    and LPG fuels without any loss of power or efficiency.
                    It also ensures long-term reliability
                    - with very minimal maintenance requirements.
                    The low operational costs as well as the simple retrofit
                    solution are particularly convincing.
                
 
                 
            | Fuel | Pros | Cons | CO2 (Tank to propeller, Oil is 1.0) | TRL1) (Technology Readiness Level) | Fuel Cost (ton) | Eng. Cost (Main Engine, oil is 1.0) | 
|---|---|---|---|---|---|---|
| LNG | 
 | 
 | 0.8 | 9 | $310 | 1.4 | 
| LPG | 
 | 
 | 0.9 | 9 | $340 | 1.5 | 
| Methanol | 
 | 
 | 0.9 | 6 | $410 | 1.5 | 
| Ammonia | 
 | 
 | 0.1 | 2 | $500 | 1.7 | 
| Hydrogen | 
 | 
 | 0.0 | - | Over $10,000 | N/A | 
| Fuel | Pros | Cons | CO2 (Tank to propeller, Oil is 1.0) | TRL1) (Technology Readiness Level) | Fuel Cost (ton) | Eng. Cost (Main Engine, oil is 1.0) | 
|---|---|---|---|---|---|---|
| LNG | 
 | 
 | 0.8 | 9 | $310 | 1.4 | 
| LPG | 
 | 
 | 0.9 | 9 | $340 | 1.5 | 
| Methanol | 
 | 
 | 0.9 | 6 | $410 | 1.5 | 
| Ammonia | 
 | 
 | 0.1 | 2 | $500 | 1.7 | 
| Hydrogen | 
 | 
 | 0.0 | - | Over $10,000 | N/A | 
| Property | MGO | LNG | LPG | Methanol | L_NH3 | L_H2 | 
|---|---|---|---|---|---|---|
| Flash point [℃] | 52 | -188 | -105 | 11 | 132 | -150 | 
| Auto ignition temperature [℃] | 250 | 595 | 459 | 464 | 651 | 535 | 
| Boiling point at 1 bar [℃] | 20 | -162 | -42 | 20 | -34 | -253 | 
| Low Heating Value [MJ/kg] | 42.7 | 50.0 | 46.0 | 19.9 | 18.6 | 120 | 
| Density at 1 bar [kg/m3] | 870 | 470 | 580 | 792 | 682 | 71 | 
| Energy density [MJ/L] | 36.6 | 21.2 | 26.7 | 14.9 | 12.7 | 8.5 | 
| Fuel tank size | 1.0 | 1.7 | 1.4 | 2.5 | 2.9 | 4.3 | 
| Ignition energy [MJ] | 0.23 | 0.28 | 0.25 | 0.14 | 8 | 0.011 | 
| Flammable concentration range in the air [%] | 0.6 - 7.5 | 5 - 15 | 2.2 - 9.5 | 5.5 - 44 | 15 - 28 | 4 -75 | 
| Property | MGO | LNG | LPG | Methanol | L_NH3 | L_H2 | 
|---|---|---|---|---|---|---|
| Flash point [℃] | 52 | -188 | -105 | 11 | 132 | -150 | 
| Auto ignition temperature [℃] | 250 | 595 | 459 | 464 | 651 | 535 | 
| Boiling point at 1 bar [℃] | 20 | -162 | -42 | 20 | -34 | -253 | 
| Low Heating Value [MJ/kg] | 42.7 | 50.0 | 46.0 | 19.9 | 18.6 | 120 | 
| Density at 1 bar [kg/m3] | 870 | 470 | 580 | 792 | 682 | 71 | 
| Energy density [MJ/L] | 36.6 | 21.2 | 26.7 | 14.9 | 12.7 | 8.5 | 
| Fuel tank size | 1.0 | 1.7 | 1.4 | 2.5 | 2.9 | 4.3 | 
| Ignition energy [MJ] | 0.23 | 0.28 | 0.25 | 0.14 | 8 | 0.011 | 
| Flammable concentration range in the air [%] | 0.6 - 7.5 | 5 - 15 | 2.2 - 9.5 | 5.5 - 44 | 15 - 28 | 4 -75 |