The ME-GI uses high-pressure gas injection that allows it to maintain the numerous positive attributes of MAN Diesel & Turbo’s ME-B and ME-C two-stroke engines that are the default choice of the maritime community. The ME-GI dispenses with the need for power derating and eliminates the significant problem of methane slip (and resulting CO2 emissions).

Tomorrow’s engine, available today
Unveiled at a major event at MAN Diesel & Turbo’s Copenhagen Diesel Research Centre in May 2011, the ME-GI engine represents the culmination of many years’ work that began in the 1990s with the company’s prototype MC-GI dual-fuel engine that entered service at a power plant in Chiba, near Tokyo, Japan in 1994.

After 20,000 hours of operation in this peak-shaving stationary application with a Mitsui-built 40 MW 12K80MC-GI engine in Japan, Hyundai became the first MAN Diesel & Turbo two-stroke licensee to demonstrate the latest ME-GI concept in Korea in late-2012, with Mitsui following in April 2013. At the time, MAN Diesel & Turbo predicted a broad, potential market for its ME-GI engine. Subsequently, the company reported much interest in the engine and has since confirmed several orders from significant market players.

Depending on relative price and availability, as well as environmental considerations, the ME-GI engine gives shipowners and operators the option of dual-fuel, using either HFO or gas – predominantly natural gas but also LPG and methane.

Download special paper on ME-GI and dual-fuel

MAN Diesel & Turbo sees significant opportunities arising for gas-fuelled tonnage as fuel prices rise and modern exhaust-emission limits tighten. Indeed, research indicates that the ME-GI engine delivers significant reductions in CO2, NOx and SOx emissions. Furthermore, the ME-GI engine has negligible methane slip and is therefore the most environmentally friendly technology available. As such, the ME-GI engine represents a highly efficient, flexible, propulsion-plant solution.

ME-GI combustion chamber