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MAN Energy Solutions
8L35MC-C8
The MAN 8L35MC-C8 is an eight‑cylinder, low‑speed two‑stroke main engine delivering up to 10 320 kW at 167 rpm, noted for its camshaft‑controlled fuel injection and constant‑pressure turbocharging.
10320.0 kW
Power
Engine Specifications
8
Cylinders
350 mm
Bore
1050 mm
Stroke
10,320 kW
MCR Power
167.0 rpm
MCR RPM
2-stroke
Stroke Type
Family: MAN B&W MC/MC-C
· Tier: Tier II
· Fuel: HFO, VLSFO, MDO
Inspector Detail
✓ verified
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Designation decoded
8 stands for 8 cylinders, L for Long-Stroke, 35 for 350 mm bore, MC-C for the MAN B&W MC Compact series, 8 for Mark 8.
Background
The L35MC-C8 is a smaller 2-stroke crosshead engine in the MC/MC-C series with a 350 mm bore. Typical propulsion for smaller merchant ships such as coasters, small bulkers and general cargo ships. The 35-class bore is the smallest in the MC/MC-C platform. Mark 8 as the final conventional generation.
Calculated metrics
Stroke To Bore Ratio
3.0
Inspector checklist
Running gear & tribology
- Cylinder liners: compact dimensions at 350 mm bore — wear measurement at standard positions, S/B 3.0 gives moderate lateral forces
- Piston rings: measure butt clearance and height wear — smaller engines often see higher specific load per ring
- Cylinder lubrication: mechanical lubricators common on small engines — check dosing and timing
Crosshead & stuffing box
- Crosshead bearing: smaller bearing dimensions at 350 mm bore — wear can take effect faster
- Stuffing box: more compact design — drainage control and sealing ring condition
- Piston rod roundness at docking
Control & hydraulics
- Camshaft drive: chain elongation and chain box condition
- Exhaust valve hydraulics and valve lift
- Injection pumps: nozzle tolerances are tighter with a small bore — check nozzle condition especially carefully
Scavenge air & exhaust system
- Scavenge air box: not walk-in at 350 mm bore — inspect via inspection openings
- Turbocharger: single TC — maintain cleaning intervals
- Exhaust temperature distribution across all 8 cylinders
Logbook reference values
| Parameter | Expected | Deviation means |
|---|---|---|
| Exhaust gas temperature after cylinder | 350-430 °C at MCR | Spread >20 °C → check injection |
| Scavenge air pressure | 2.0-2.8 bar | Drop → turbocharger/cooler |
| Pmax | ±3 bar cylinder balance | Deviation → timing |
| Cooling water temperature | 80-85 °C | Check single-cylinder deviation |
| Lube oil pressure | 3.0-4.0 bar | Investigate pressure drop |
Common Failure Modes
Nozzle needle coking at small bore
Symptoms: Uneven combustion, rising exhaust gas temperature, smoke
Causes: Fuel quality problems, Insufficient pre-heating during HFO operation, Coking during frequent part-load operation
Preventive: Regularly check nozzle opening pressure, set fuel pre-heater to correct temperature
Piston ring blow-by
Symptoms: Increased blow-by, oil mist in the scavenge air box, falling compression
Causes: Ring wear, Ring groove wear, Liner ovality
Preventive: Measure butt clearance at piston pull, document liner ovality
Exhaust valve failure
Symptoms: Rising exhaust gas temperature, valve seat erosion
Causes: Hot corrosion, Rotocap defect, Thermal fatigue
Preventive: Check valve rotation, regrind seat
Expert tips
- 💡 On small 2-stroke engines like the L35MC-C8, fuel treatment is particularly critical — the small nozzle bores are more sensitive to particles and water in the fuel
- 💡 8-cylinder configuration offers good vibration behavior — torsional vibration problems are rarer with 8 cylinders than with 5 or 7
- 💡 Scavenge air box is not walk-in — prepare endoscope inspection as an alternative to visually checking the cylinder ports
Related components
Turbocharger (single TC — condition critical, no redundancy)
Fuel treatment (separator and pre-heater — especially important with small nozzles)
Scavenge air cooler
Foundation bolts
Classification & regulatory
IMO Tier I compliant as Mark 8. Adjustments to the injection system possible for Tier II. MARPOL Annex VI — coastal shipping often operates permanently under ECA with VLSFO.
Reference content for inspector orientation. Always verify against manufacturer's manual, latest service letters and class society requirements.
Other Cylinder Configurations 50
5L35MC-C8
5 cyl
· 6,450 kW
5L42MC-C8
5 cyl
· 10,100 kW
5L60MC-C8
5 cyl
· 21,000 kW
5L70MC-C8
5 cyl
· 31,150 kW
5L80MC-C8
5 cyl
· 42,000 kW
5S26MC-C8
5 cyl
· 3,700 kW
5S35MC-C8
5 cyl
· 7,650 kW
5S42MC-C8
5 cyl
· 12,950 kW
5S46MC-C8
5 cyl
· 15,500 kW
5S50MC-C8
5 cyl
· 18,650 kW
5S60MC-C8
5 cyl
· 28,250 kW
5S65MC-C8
5 cyl
· 35,000 kW
5S70MC-C8
5 cyl
· 40,400 kW
5S80MC-C8
5 cyl
· 51,000 kW
5S90MC-C8
5 cyl
· 64,350 kW
6K80MC-C8
6 cyl
· 43,500 kW
6K90MC-C6
6 cyl
· 30,780 kW
6K90MC-C8
6 cyl
· 56,700 kW
6K98MC-C8
6 cyl
· 85,020 kW
6L35MC-C8
6 cyl
· 7,740 kW
6L42MC-C8
6 cyl
· 12,120 kW
6L60MC-C8
6 cyl
· 25,200 kW
6L70MC-C8
6 cyl
· 37,380 kW
6L80MC-C8
6 cyl
· 50,400 kW
6S26MC-C8
6 cyl
· 4,440 kW
6S35MC-C8
6 cyl
· 9,180 kW
6S42MC-C8
6 cyl
· 15,540 kW
6S46MC-C8
6 cyl
· 18,600 kW
6S50MC-C8
6 cyl
· 22,380 kW
6S50MC-C8.2
6 cyl
· 9,960 kW
6S60MC-C8
6 cyl
· 33,900 kW
6S65MC-C8
6 cyl
· 42,000 kW
6S65MC-C8.2
6 cyl
· 16,440 kW
6S70MC-C8
6 cyl
· 48,480 kW
6S80MC-C8
6 cyl
· 61,200 kW
6S90MC-C8
6 cyl
· 77,220 kW
7K80MC-C6
7 cyl
· 28,980 kW
7K80MC-C8
7 cyl
· 50,750 kW
7K90MC-C8
7 cyl
· 66,150 kW
7K98MC-C7.1
7 cyl
· 40,040 kW
7K98MC-C8
7 cyl
· 99,190 kW
7L35MC-C8
7 cyl
· 9,030 kW
7L42MC-C8
7 cyl
· 14,140 kW
7L60MC-C8
7 cyl
· 29,400 kW
7L70MC-C8
7 cyl
· 43,610 kW
7L80MC-C8
7 cyl
· 58,800 kW
7S35MC-C8
7 cyl
· 10,710 kW
7S42MC-C8
7 cyl
· 18,130 kW
7S46MC-C8
7 cyl
· 21,700 kW
7S50MC-C8
7 cyl
· 26,110 kW
Components & Design
Component data being added…
Technical Data
unified from engine model
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Suppliers & Spare Parts
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Maritime Network →Manuals
-
operating
MAN B&W MC/MC-C Engine Operating Manual (OM-MC-C)MAN Energy Solutions
-
maintenance
MAN B&W MC/MC-C Maintenance Manual (MM-MC-C)MAN Energy Solutions
-
spare_parts
MAN B&W MC/MC-C Illustrated Parts Catalogue (IPC-MC-C)MAN Energy Solutions
-
project_guide
MAN B&W Project Guide MC/MC-C (PG-MC-C)MAN Energy Solutions
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Equipment Model #38245
· ✓ still in production