MAN V10-1100 CRM

In Trade-A-Boat we've already reviewed the 18.1 litre Cat C18, which is a straight six compared to the V-block engines favoured by MAN and MTU in this power range. And in this power range, which one European engine manufacturer has told me suits unit injectors better than common rail, how well does CR compare for fuel efficiency to the unit injector C18?

The MAN V10 is not a new engine and was one of the first in its power range to be fitted with electronic engine management or Electronic Diesel Control as MAN calls its system. But since its release, MAN has steadily upgraded the V10 and recently it was re-released with the same high-pressure Bosch CR fitted to the R6-800 and V8-900 already reviewed in Trade-A-Boat.

It's easy to see why MAN has opted for a V10 in this power range. It has the same cylinder bore of 128mm, piston stroke of 142mm and 15.5:1 compression ratio as the R6 and V8, giving a piston displacement of 18.27 litres.

Each cylinder has two intake and two exhaust valves driven by pushrods from the camshaft between the cylinder banks which each have their own turbocharge. Again the V10 features MAN's hallmark individual cylinder heads that make in-boat servicing so much easier than heads incorporating two or more cylinders. Wet replaceable cylinder liners also simplify overhauling the V10. The same mechanically-driven high pressure fuel pumps can be used by simply adding more fuel line outlets, so theoretically spares should be easier to source because of their commonality.

However, as I've mentioned before, V-block engines can be a real pain to install and service in this power range because of their width compared to in-line engines, and it's this width which limits the engines' appeal to owners of relatively narrow-beam sportsboats. Fortunately with cruisers and gameboats wide beams are the trend and certainly the shorter engines encroach less on accommodation length in a hull. This is why the MAN V10 has been so popular in Fairlines and other well-known European brands.

Comparing the V10-1100 to the C18
Talking accommodation encroachment, in bobtail form (sans gearbox) the V10 is 1610mm long, 1230 wide and 1183mm high, whereas the bobtail C18 measures 1845 x 1058 x 1159mm. At 1750kg bobtail the V10 is 164kg heavier but at least the fitting of high-pressure common-rail injection has lifted the peak torque output.

The V10 produces a peak of 3700Nm from only 1300rpm right out to the maximum continuous cruising rpm of 2100. And even at 2300rpm, where the V10 develops 1084hp at 1.0hp = 746 watts, the torque output is 3300Nm. This is a significant improvement on the previous V10 which produced 3500Nm from 1800 to 1900rpm with 3185Nm being produced at 2300rpm, where the engine developed 1035hp.

But the peak torque output pales when compared to the C18, which produces 4115Nm at 1600rpm with 3138Nm at 1200rpm, 3399Nm at 1300 and 3099 at 2300rpm. So providing the C18 is carefully propped to take advantage of its torque peak, combined with the lighter bobtail weight the C18 should have the performance edge in certain hulls.

However the flatter torque curve of the V10 allows it to suit a wider range of varying loads and having all that torque on hand over such a wide torque band means the V10-1100 CRM is a more flexible engine than the C18. And don't forget that as with its less powerful counterparts, the V10 is rated "light duty" where up to 1000 hours of operation and up to 200 hours of rated speed are permissible providing the engine is not subjected to full load below 2300rpm, making it suitable for charter, police and rescue boat usage.

In comparison, for its output of 1000hp, the C18 is rated "E" or pleasure boat which allows for 250 to 1000 hours of operation per year and up to 80 hours of rated speed per year, so really the C18 is limited to recreational boating.

According to MAN the V10 uses 217lt/hr at 2300rpm compared to 195.7 for the C18 at the same rpm and for eight per cent more power the V10 uses 11 per cent more fuel. But when the additional torque output is taken into consideration the fuel usage is comparable.

Across the rpm range the C18 has the edge on fuel usage. At 1200rpm, where the V10's torque is 3000Nm, using standard prop power curves the V10's prop can absorb 214hp and the fuel flow is 45lt/h compared to 142hp and 27lt/h. At 1600rpm, where the V10's prop absorbs 429hp the fuel flow is 80lt/h whereas the C18's figures are 336hp and 59.2lt/h. At 2000rpm the V10's figures are 784hp and 145lt/h, the C18 produces 3564Nm with 658hp being absorbed by the prop and fuel flow of 117.4lt/h, while at the maximum continuous rpm of 2100 the figures are 871hp/160lt/h and 761hp/138.4lt/h respectively with the C18 producing 3395Nm.

Comparing the engines for horsepower output to fuel flow, at 1200rpm the V10 develops 51 per cent more power for 67 per cent greater fuel flow, at 1600rpm 28 and 35 per cent and at 2000rpm 19 and 24 per cent. At 2100rpm the V10 develops 14 per cent more usable power for 16 per cent greater fuel flow.

All the MAN features
The V10 has a 24 volt electrical system with a 28 volt, 55 amp voltage regulated alternator and a 24 volt 6.6kW starter motor and requires a starter battery capacity of at least 210 amp/h.

However at 30 litres and the same as its less-powerful counterparts, the engine sump oil capacity is a bit light for an engine of this output so oil/filter change intervals will need strict adherence.

Standard are the MAN Monitoring and Diagnostic System for the EDC which also provides electronic throttle and gearshifting.

A two-year full warranty is standard with an option for an additional three years coverage on "main components".

For more details on the V10-1100 CRM contact Craig McDonnell at MAN Automotive Imports on (07) 3271 7777 or email cmcdonnell@manmarine.com.au