C10752595 PDF

M 32 C
PROJECT GUIDE / PROPULSION

INTRODUCTION
01
Information for the user of this project guide 02
The project information contained in the following is not binding, since technical data of products may 03
especially change due to product development and customer requests. Caterpillar reserves the right to
modify and amend data at any time. Any liability for accuracy of information provided herein is excluded. 04
Binding determination of data is made by means of the Technical Specilcation and such other agreements 05
as may be entered into in connection with the order. We will supply further binding data, drawings, dia-
grams, electrical drawings, etc. in connection with a corresponding order. 06
This edition supersedes the previous edition of this project guide. 07
All rights reserved. Reproduction or copying only with our prior written consent. 08
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Caterpillar Motoren GmbH & Co. KG 21
P. O. Box, D-24157 Kiel
Germany 22
Phone +49 431 3995-01
Telefax +49 431 3995-2193 23
Edition November 2013 24

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INTRODUCTION
01
02 Global Resource from One Source
03 When you select Cat Marine Power for your vessel, look to Cat Financial for worldclass lnancial support.
With marine lending oflces in Europe, Asia and the US supporting Caterpillars worldwide marine distribu-
04 tion network, Cat Financial is anchored in your homeport. We also have over 20 years of marine lending ex-
perience, so we understand your unique commercial marine business needs. Whether youre in the offshore
05 support, cargo, ship assist, towing, lshing or passenger vessel industry, you can count on Cat Financial for
the same high standard you expect from Caterpillar.
06
Marine Financing Guidelines
07
Power: Cat and MaK
08 Financial Products: Construction, term and repower lnancing
Repayment: Loan terms up to 10 years, with longer amortizations available
09 Financed Amount: Up to 80% of your vessel cost
Rates: Fixed or variable
10 Currency: US Dollars, Euros and other widely traded currencies
11 www.cat.com/CatMarineFinance
12 Visit our website or see your local Cat dealer to learn how our marine lnancing plans and options can help
your business succeed.
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INTRODUCTION
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Global Dealer Network 02
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Commissioning
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Monitoring and 07
Diagnostic Software Training
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Remanufactured Parts Maintenance
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Genuine Spare Parts Overhauls
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Engine Upgrades Repairs
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Customer Support 15
Agreements (CSAs)
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Providing integrated solutions for your power system means much more than just supplying your engines. 19
Beyond complete auxiliary and propulsion power systems, we offer a broad portfolio of customer support
solutions and lnancing options. Our global dealer network takes care of you wherever you are worldwide. 20
Localized dealers offer onsite technical expertise through marine specialists and an extensive inventory of
all the spare parts you might need. 21
To lnd your nearest dealer, simply go to WWW.MARINE.CAT.COM 22
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INTRODUCTION
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CONTENTS
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1. ENGINE DESCRIPTION 02
1.1 Delnitions ........................................................................................................................ 1
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1.2. Main components and systems ................................................................................... 2
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1.2.1 Main features and characteristics .......................................................................... 2
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1.2.2 Description of components ...................................................................................... 3
1.3 Engine running in............................................................................................................. 9 06

1.4 Prospective life times ..................................................................................................... 10 07
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2. GENERAL DATA AND OUTPUTS
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2.1. General delnition of reference conditions ................................................................ 11
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2.2 Reference conditions regarding fuel consumption ................................................... 11
2.3 Lube oil consumption...................................................................................................... 11 11

2.4 Emissions .......................................................................................................................... 12 12
2.4.1 Exhaust gas .............................................................................................................. 12 13
2.4.2 Nitrogen oxide emissions (NOX-values)................................................................... 12
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2.4.3 Engine International Air Pollution Prevention Certilcate ....................................... 13
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2.5 Engine dimensions and weight ..................................................................................... 14
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2.6 System connecting points ............................................................................................. 18
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3. OPERATING RANGES 18
3.1 Controllable pitch propeller (CPP) operation ............................................................. 20 19
3.2 Optimized CPP operation for low fuel consumption with variable speed /
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frequency.......................................................................................................................... 22
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3.3 Fixed pitch propeller (FPP) operation .......................................................................... 23
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3.4 Restrictions for low load operation .............................................................................. 24
3.5 Emergency operation without turbocharger .............................................................. 25 23
3.6 Operation in inclined position ....................................................................................... 25 24

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CONTENTS
01
02 4. TECHNICAL DATA
4.1 Diesel, mechanical.......................................................................................................... 26
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5. FUEL OIL SYSTEM
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5.1 MGO / MDO operation .................................................................................................... 28
06 5.1.1 Acceptable MGO / MDO characteristics ................................................................. 28
07 5.1.2 Internal fuel oil system ............................................................................................ 30
08 5.1.3 External fuel oil system ........................................................................................... 32
5.2 HFO operation .................................................................................................................. 40

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5.2.1 CIMAC Requirements for residual fuels for diesel engines (as delivered) .......... 42
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5.2.2 Fuel booster and supply system .............................................................................. 48
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5.2.3 Fuel booster and supply module .............................................................................. 57
12 5.3 Switching over from HFO to diesel ............................................................................... 61
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14 6. LUBE OIL SYSTEM
6.1 Lube oil requirements ..................................................................................................... 62
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6.2 Internal lube oil system .................................................................................................. 64
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6.3 External lube oil system ................................................................................................. 67
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6.4 Circulating tank and components................................................................................. 76
18 6.4.1 Lube oil drain piping ................................................................................................ 76
19 6.4.2 Circulating tank layout ............................................................................................. 76
20 6.5 Crankcase ventilation system ....................................................................................... 77
6.5.1 Crankcase ventilation pipe dimensions ................................................................... 77

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6.5.2 Crankcase ventilation pipe layout ........................................................................... 77
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6.6 Recommendation for mushing of lube oil system ....................................................... 78
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CONTENTS
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7. COOLING WATER SYSTEM 02
7.1 General.............................................................................................................................. 79
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7.1.1 Two circuit cooling system ...................................................................................... 79
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7.1.2 Secondary circuit cooling system ............................................................................ 79
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7.2 Water quality requirements ........................................................................................... 79
7.2.1 General .................................................................................................................... 79 06

7.2.2 Requirements ........................................................................................................... 80 07
7.2.3 Supplementary information ..................................................................................... 80 08
7.2.4 Treatment before operating the engine for the lrst time ....................................... 80
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7.3 Recommendation for cooling water system ............................................................... 80
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7.3.1 Pipes and tanks ........................................................................................................ 80
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7.3.2 Drain tank with llling pump .................................................................................... 80
7.3.3 Electric motor driven pumps .................................................................................... 81 12
7.4 Internal cooling water system ...................................................................................... 81 13

7.4.1 General .................................................................................................................... 81 14
7.4.2 Internal cooling water system layout ...................................................................... 82
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7.5 External cooling water system...................................................................................... 84
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7.5.1 General .................................................................................................................... 84
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7.5.2 Components ............................................................................................................. 89
7.6 System diagrams heat balance .................................................................................... 93

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7.7 Preheating (separate module) ...................................................................................... 95 19

7.7.1 Electrically heated ................................................................................................... 95 20
7.7.2 Other preheating systems ....................................................................................... 96
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7.8 Box coolers system......................................................................................................... 96
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7.9 Cooling circuit layout ...................................................................................................... 96
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CONTENTS
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02 8. COMPRESSED AIR SYSTEM
8.1 Internal compressed air system ................................................................................... 97
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8.2 External compressed air system .................................................................................. 98
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8.2.1 Compressor AC1, stand-by compressor AC2 ........................................................... 99
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8.2.2 Air receiver AT1, AT2 ............................................................................................... 101
06 8.3 Air quality requirements................................................................................................. 103
07 8.4 Optional equipment ......................................................................................................... 104
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9. COMBUSTION AIR SYSTEM
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9.1 Engine room ventilation.................................................................................................. 105
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9.2 Combustion air system design ...................................................................................... 105
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9.2.1 Air intake from engine room (standard) .................................................................. 105
12 9.2.2 Air intake from outside ............................................................................................ 105
13 9.3 Cooling air......................................................................................................................... 105
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15 10. EXHAUST GAS SYSTEM
10.1 Components ..................................................................................................................... 106
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10.1.1 Exhaust gas nozzle ................................................................................................... 106
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10.1.2 Exhaust gas compensator ........................................................................................ 107
18 10.1.3 Exhaust gas piping system ...................................................................................... 108
19 10.1.4 Silencer .................................................................................................................... 110
20 10.1.5 Exhaust gas boiler ................................................................................................... 112
10.2 Turbocharger ................................................................................................................... 113

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10.2.1 Turbine cleaning system .......................................................................................... 113
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10.2.2 Compressor cleaning system ................................................................................... 114
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CONTENTS
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11. FLEXIBLE CAMSHAFT TECHNOLOGY (FCT) SYSTEM 02
11.1 Technology / benelts ..................................................................................................... 115
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11.2 FCT cabinet....................................................................................................................... 117
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12. CAT COMMON RAIL
12.1 Technology ....................................................................................................................... 119 06
12.2 Cat CR system .................................................................................................................. 120 07
12.2.1 Safety concept ......................................................................................................... 120 08
12.2.2 High pressure pump ................................................................................................. 120
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12.2.3 Rail ........................................................................................................................... 120
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12.2.4 Injector ..................................................................................................................... 121
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12.3 Electronics........................................................................................................................ 121
12.4 The benelts...................................................................................................................... 122 12

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13. AIR INJECTION SYSTEM 14
13.1 Functional description .................................................................................................... 123
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13.2 Advantages ...................................................................................................................... 124
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13.3 Operation .......................................................................................................................... 125
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13.3.1 Activation ................................................................................................................. 125
13.3.2 Deactivation ............................................................................................................. 126

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13.3.3 Adjustable parameters ............................................................................................ 126 19

13.3.4 Alarms (air injection cabinet) .................................................................................. 126 20
13.4 Air injection cabinet........................................................................................................ 127
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CONTENTS
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02 14. CONTROL AND MONITORING SYSTEM
14.1 Local engine control ....................................................................................................... 128
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14.2 Remote engine control ................................................................................................... 129
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14.3 Large Engine Safety System (LESS) ............................................................................. 131
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14.4 Governors / Speed control............................................................................................. 133
06 14.5 Engine monitoring ........................................................................................................... 135
07 14.6 Requirement on Control Pitch Propeller (CPP) system ............................................. 136
08 14.7 List of measuring points, exhaust gas monitoring ..................................................... 137
14.8 Local and remote indicators.......................................................................................... 147

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14.9 Clutch control system ..................................................................................................... 149
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14.10 Condition monitoring....................................................................................................... 150
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12 15. INSTALLATION AND ARRAGEMENT
13 15.1 Rigid mounting of main engines and alignment ......................................................... 151
14 15.1.1 General information ................................................................................................. 151
15.1.2 Engine with dry sump .............................................................................................. 152

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15.1.3 Engine with wet sump ............................................................................................. 154
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15.2 Resilient mounting........................................................................................................... 155
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15.2.1 Basic design and arrangement ................................................................................ 155
18 15.2.2 Conical mountings ................................................................................................... 155
19 15.2.3 Resilient mounting (dry sump) ................................................................................. 156
20 15.2.4 Resilient mounting (wet sump) ................................................................................ 157
15.3 Earthing of engine ........................................................................................................... 158

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CONTENTS
01
16. FOUNDATION 02
16.1 General requirements..................................................................................................... 159
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16.2 Static load......................................................................................................................... 159
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16.3 Dynamic load ................................................................................................................... 160
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17. VIBRATION AND NOISE 06

17.1 Data for torsional vibration calculation ....................................................................... 161 07
17.2 Sound levels ..................................................................................................................... 165 08
17.2.1 Airborne noise ......................................................................................................... 165
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17.2.2 Structure borne noise .............................................................................................. 166
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17.2.3 Exhaust gas noise .................................................................................................... 167
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18. POWER TRANSMISSION 12
18.1 Flexible coupling.............................................................................................................. 168 13

18.1.1 Mass moments of inertia ........................................................................................ 168 14
18.1.2 Selection of mexible couplings ................................................................................ 168
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18.2 Power take-off from the free end (for CPP only)........................................................ 170
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19. PIPING DESIGN
19.1 Pipe dimensions .............................................................................................................. 171
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19.2 Flow velocities in pipe .................................................................................................... 171 19

19.3 Trace heating ................................................................................................................... 171 20
19.4 Insulation .......................................................................................................................... 171
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19.5 Flexible pipe connections .............................................................................................. 172
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CONTENTS
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02 20. ENGINE ROOM LAYOUT
20.1 Engine centre distances ................................................................................................ 173
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20.2 Space requirements for maintenance ......................................................................... 174
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20.2.1 Removal of charge air cooler and turbocharger cartridge ...................................... 175
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20.2.2 Removal of piston and cylinder liner ....................................................................... 176
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07 21. PAINTING, PRESERVATION
08 21.1 Inside preservation ......................................................................................................... 177
21.1.1 Works standard N 576-3.3....................................................................................... 177

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21.2 Outside preservation ...................................................................................................... 177
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21.2.1 Works standard VCI 368 N 576-3.2 ......................................................................... 177
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21.2.2 Works standard clear varnish N 576-4.1 ................................................................. 178
12 21.2.3 Works standard painting N 576-4.3 ........................................................................ 179
13 21.2.4 Works standard VCI packaging N 576-5.2............................................................... 179
14 21.3 Works standard information panel ............................................................................... 180
21.4 Protection period, check, and represervation N 576-6.1 .......................................... 181

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21.4.1 Protection period ..................................................................................................... 181
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21.4.2 Protection check ...................................................................................................... 181
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21.4.3 Represervation N 576-6.1 ........................................................................................ 181
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19 22. LIFTING OF ENGINES
20 22.1 Lifting of engines ............................................................................................................. 182
22.2 Dimensions of main components ................................................................................. 185

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23. STANDARD ENGINE ACCEPTANCE TEST RUN
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23. Standard engine acceptance test run ......................................................................... 186
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CONTENTS
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24. ENGINE PARTS 02
24.1 Required spare parts (Marine Classilcation Society MCS) .................................... 187
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24.2 Recommended spare parts ........................................................................................... 188
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25. SYSTEMS INTEGRATION
25.1 Scope, systems design & engineering of D/E propulsion ........................................ 190 06
25.2 Scope, systems design & engineering of D/M propulsion ....................................... 191 07
25.3 Levels of integration ....................................................................................................... 192 08
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ENGINE DESCRIPTION
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1.1 Delnitions 02
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1 2 3 4 5 6
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Free end 08
Clockwise 09
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Counter Control side
clockwise 12
Driving end
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6 5 4 3 2 1
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Driving end 20
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Free end Exhaust side
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Fig. 1-1 M 32 C
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6 M 32 C 8 M 32 C 9 M 32 C
Output [kW] 3,000 4,000 4,500 24
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Page 1 / M 32 C Propulsion / 11.2013
ENGINE DESCRIPTION
01
02 Cylinder conlguration: 6, 8, 9 in-line
Bore: 320 mm
03 Stroke: 480 mm
Stroke / bore-ratio: 1.5
04 Swept volume: 38.7 l/cyl.
Output/cyl: 500 kW
05 BMEP: 25.9 bar
Revolutions: 600 rpm
06 Mean piston speed: 9.6 m/s
Turbocharging: single log, option: pulse
07 Direction of rotation: clockwise, option: counter-clockwise
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1.2 Main components and systems
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10 1.2.1 Main features and characteristics
11 Even the engine has been introduced already a couple of years ago it is currently one of the most attractive
products in as well cargo as tug/salvage and offshore service shipping markets.
12 Constantly advanced since its commercial launch the M 32 C have reached very high standards.
Caused by their well-known durability and reliability these engines are lrst choice.
13 The typically low fuel oil and lube oil consumption is an advantage in times of increasing fuel oil costs.
Moreover the above-average long maintenance intervals are known as the most benelting in its class.
14 Measures have been taken to reduce the number of parts and simplify maintenance work.
A high-eflcient turbo charging in combination with optional Flexible Camshaft Technology and / or Com-
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mon Rail fuel oil injection make M 32 C be a future-proof decision.
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23 Fig. 1-2 Control side and driving end Fig. 1-3 Exhaust side and free end
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ENGINE DESCRIPTION
01
1.2.2 Description of components 02
Piston 03
5 04
6 05
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Fig. 1-4 Piston with connecting rod
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1 Oil scraper ring 7 Piston skirt 18
2 Second piston ring 8 Piston pin
3 First piston ring 9 Small end 19
4 Piston screw 10 Lube oil inlet
5 Lube oil cooled space in piston 11 Mounting mange for connecting rod 20
6 Piston crown
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The pistons are of composite type with steel crown and forged steel or nodular cast iron skirt.
The piston ring sets consist of two chromium plated compression rings, lrst ring with chromium 22
ceramic plated running surfaces, and one chromium plated oil scraper ring.
All ring grooves are located in the steel crown, which is cooled by lube oil. 23
The lrst ring groove is chromium plated. The other ring grooves are hardened.
3-piece connecting rod, which is giving the possibility to dismount the piston without opening the big 24
end bearing.
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ENGINE DESCRIPTION
01
02 Engine block
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2 4
04 5
05 6
06 1
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13 10
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Fig. 1-5 Engine block
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1 Corrosion protected main bearings 6 Camshaft housing
17 2 One-piece nodular cast iron block 7 Foot of engine block with drain chamfer
3 Camshaft bearings 8 Space for underslung crankshaft
18 4 Bearing for FCT shaft 9 Main bearing cap
5 Side screws 10 Locating (main) bearing
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ENGINE DESCRIPTION
01
Core element of the M 32 C is the engine block, which is made of nodular cast iron in one piece. 02
The advantages of the engine block design are: 03
The one-piece design makes the engine block extremely robust and warp resistant.
The charge air manifold is cast integral, which avoids vibration and leakage problems. 04
Lube oil lines are routed through the block in cast and drilled holes, reducing the number of connecting
points and leakage problems to a minimum. 05
The camshaft housing contains a camshaft, which is made of sections per cylinder allowing a removal
of the pieces sideways. 06
The underslung crankshaft allows the removal of the complete crankshaft without disassembly of the
entire engine. 07
The natural hardened liners, centrifugally cast with calibration insert, are extremely wear and tear
resistant as well as the corrosion protected main and big end bearings. 08
The engine block is not integrated into the cooling water circuit, therefore the engine block is
completely dry. 09
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ENGINE DESCRIPTION
01
02 Safe and simple power train
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1 2 3 4 5 6 7 8 9 10
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09 32
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13 28 16
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24 Fig. 1-6 Conlgurtation of main components of one cylinder compartment
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ENGINE DESCRIPTION
01
1 Exhaust manifold 17 Position of camshaft cover 02
2 Combustion air inlet 18 Camshaft
3 Cooling water distributor 19 Position of crankcase door 03
4 Valve bridge, inlet 20 Big end bearing
5 Rocker arm, inlet 21 Big end bearing cap 04
6 Rocker arm, outlet 22 Main bearing
7 Push-rod, inlet 23 Bearing shell with oil inlet 05
8 Push-rod, outlet 24 Explosion relief valve in crankcase door
9 Fuel injector delivery pipe 25 Connecting rod 06
10 Return fuel tube 26 Small end with piston pin
11 Fuel feed pipe 27 Liner 07
12 Fuel pump 28 Piston crown
13 Cam follower, inlet 29 Governor shaft 08
14 Cam follower, outlet 30 Starting air pipe
15 Cam follower, fuel pump 31 Cooling water pipe, inlet 09
16 Lube oil tube in cam follower shaft 32 Cooling water pipe, outlet
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The safe and simple designed power train of cylinder head, piston with liner, connecting rod and camshaft 11
is parted in cylinder compartments, while the crankshaft is one-piece. The advantage is simplilcation of
maintenance work saving costs. 12
Additional advantages are

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Service friendly distribution of media in maintenance-free plugged pipes and cast blocks,
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2-stage fresh water cooling system with 2-stage charge air cooler,
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Turbocharger supplied with inboard plain bearings which are lubricated by engine lube oil,
Cat Common Rail is available,
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For invisible smoke at part load operation Flexible Camshaft Technology is available.
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ENGINE DESCRIPTION
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02 Cylinder head
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04 4 5 6
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06 1
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12 11
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Fig. 1-7 Cylinder head
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19 1 Media ducted through cylinder head 7 Cooling water lines inlet / outlet
2 Push rods 8 Cooling water distributor
20 3 Rocker arms 9 Combustion air inlet valves
4 Exhaust valves 10 Calibration insert in liner
21 5 Exhaust gas outlet 11 Fuel pump
6 Flange connection to exhaust gas 12 Fuel lines
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The cylinder heads are made of nodular cast iron with 2 inlet and 2 exhaust valves, which are equipped
23 with valve rotators.
The exhaust valve seats are directly water cooled.
24 The injection nozzles for heavy fuel operation are cooled by engine lubricating oil.
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ENGINE DESCRIPTION
01
1.3 Engine running in 02
All MaK engines delivered have been already completely run in, therefore special guidelines for running in 03
are not necessary.
Under certain circumstances, to which is referred in the respective maintenance guidelines, further running 04
in can be required. This may be for example maintenance work at or changing of:
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pistons,
piston rings and 06
liners.
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In these cases a running in period of 8 hours for M 32 C engines is to be adhered.
During this period the load of the preheated engine is raise from 20 % to 100 %. 08
HFO operated engines should be operated on MGO / MDO below 50 % engine load due to increased gene-
ration of combustion residues. 09
During the running in period pressure and temperature values are to be compared with the respective
values of the factory acceptance test run. 10
Maintenance work or changing of main or big end bearings do not cause running in procedures.
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ENGINE DESCRIPTION
01
02 1.4 Prospective life times
03 General
04 The expectable TBO (time between overhaul) and actual life time may deviate signilcantly as a result of,
amongst others, fuel quality, load and operating prolle / conditions and, however, the quality of mainte-
05 nance.
06 Life time operating hours [h]

Core components M 32 C Propulsion
07 MDO HFO TBO M 32 C
Piston crown (life time incl. 2 stages rework) 90,000 90,000 30,000
08 Piston skirt cast iron (standard) 60,000 60,000
Piston skirt steel (optional) 90,000 90,000
09
Piston skirt Aluminium
10 Piston rings 30,000 30,000
Piston pin bearing 60,000 60,000
11 Cuff / Antipolishing ring 30,000 30,000
Cylinder liner 90,000 90,000
12 Cylinder head 90,000 90,000 15,000
Inlet valve 30,000 30,000 15,000
13 Exhaust valve 30,000 30,000 15,000
Nozzle element 7,500 5,000
14 Pump element 15,000 15,000
Main bearing 30,000 30,000
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Big end bearing 30,000 30,000
16 Camshaft bearing 45,000 45,000
Turbocharger plain bearing 12,000 12,000
17 Vibration damper camshaft 15,000 15,000
Vibration damper crankshaft 60,000 60,000 30,000
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19 The above mentioned data are only indicative and relate to an average component life expectancy under
favourable operating conditions.
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GENERAL DATA AND OUTPUTS
01
600 rpm
Type 02
[kW]
6 M 32 C 3,000 03
8 M 32 C 4,000
9 M 32 C 4,500 04
The maximum fuel rack position is mechanically limited to 100 % output for CPP applications. 05
06
2.1 General delnition of reference conditions
07
The maximum continuous rating (locked output) stated by Caterpillar Motoren refers to the following re-
ference conditions according to IACS (International Association of Classilcation Societies) for main and 08
auxiliary engines (tropical conditions):
09
Air pressure: 100 kPa (1 bar)
Air temperature: 318 K (45 C) 10
Relative humidity: 60 %
Seawater temperature: 305 K (32 C) 11
2.2 Reference conditions regarding fuel consumption 12
The fuel consumption data refer to the following reference conditions:

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Intake temperature: 298 K (25 C)

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Charge air temperature: 318 K (45C)
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Charge air coolant inlet temperature: 298 K (25C)
Net heating value of the diesel oil: 42,700 kJ/kg
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Tolerance: 5%
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Specilcation of the fuel consumption data without ltted-on pumps;
for each pump ltted on an additional consumption of 1 % has to be calculated. 18
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2.3 Lube oil consumption
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0.6 g/kWh
Value is based on rated output 21
Tolerance 0.3 g/kWh
22
NOTE:
Please also compare the technical data (see chapter 4). 23
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01
02 2.4 Emissions
03
2.4.1 Exhaust gas
04
Tolerance: 5%
05 Atmospheric pressure: 100 kPa (1 bar)
Relative humidity: 60 %
06 Constant speed
07 Intake air temperature 25 C

Output Output %
08
[kg/h]
Engine [kW]
09 [C]
100 90 80 70 60 50
10 6 M 32 C
3,000
21,029 19,267 17,493 15,719 13,610 11,501
A145 302 300 300 300 315 331
11 8 M 32 C
4,000
27,345 25,475 23,100 20,477 17,500 14,620
TPL67 314 308 300 303 317 332
12 9 M 32 C
4,500
32,000 29,933 27,865 24,380 21,160 17,940
TPL67 307 295 285 285 295 314
13
Intake air temperature 45 C
14
Output Output %
15 [kg/h]
Engine [kW]
[C]
16 100 90 80 70 60 50
6 M 32 C 20,190 18,500 16,795 15,090 13,065 11,040
17 A145
3,000
320 318 318 318 334 351
8 M 32 C 25,705 23,950 21,715 19,250 16,450 13,745
18 TPL67
4,000
335 326 318 321 336 352
9 M 32 C 30,190 28,238 26,288 23,000 19,965 16,925
19 TPL67
4,500
325 313 303 302 313 333
20 All values for single log charging. Pulse charging values: on request.
21
2.4.2 Nitrogen oxide emissions (NOX-values)
22
NOX-limit values according to IMO II: 10.1 g/kWh (n=600 rpm)
23 CPP acc. to cycle E2: 9.69 g/kWh
24
25
01
2.4.3 Engine International Air Pollution Prevention Certilcate 02
The MARPOL Diplomatic Conference has agreed about a limitation of NOX emissions, referred to as Annex 03
VI to MARPOL 73/78.
When testing the engine for NOX emissions, the reference fuel is marine diesel oil (distillate) and the test 04
is performed according to ISO 8178 test cycles:
05
Test cycle type E2 Test cycle type E3
Speed 100 % 100 % 100 % 100 % 100 % 91 % 80 % 63 % 06
Power 100 % 75 % 50 % 25 % 100 % 75 % 50 % 25 %
Weighting factor 0.2 0.5 0.15 0.15 0.2 0.5 0.15 0.15 07
08
Subsequently, the NOX value has to be calculated using different weighting factors for different loads that
have been corrected to ISO 8178 conditions. 09
An NOX emission evidence will be issued for each engine showing that the engine complies with the regu- 10
lation. The evidence will come as EAPP (Engine Air Pollution Prevention) Statement of Compliance, EAPP
Document of Compliance or EIAPP (Engine International Air Pollution Prevention) Certilcate according to 11
the authorization by the mag state and related technical lle. For the most part on basis of an EAPP State-
ment of Compliance or an EAPP Document of Compliance an EIAPP certilcate can be applied for. 12
According to the IMO regulations, a technical lle shall be made for each engine. This technical lle con-
13
tains information about the components affecting NOX emissions, and each critical component is marked
with a special IMO number. Such critical components are piston, cylinder head, injection nozzle (element),
14
camshaft section, fuel injection pump, turbocharger and charge air cooler. (For Common Rail engines the
15
controller and the software are delned as NOX relevant components instead of the injection pump.) The
allowable setting values and parameters for running the engine are also speciled in the technical lle.
16
The marked components can be easily identiled on-board of the ship by the surveyor and thus an IAPP 17
(International Air Pollution Prevention) certilcate for the ship can be issued on basis of the EIAPP certilca-
te and the on-board inspection. 18
19
20
21
22
23
24
25
01
02 2.5 Engine dimensions and weight
03 Turbocharger at driving end
04
05 W1
W2
06
07
H1
08
09
H3
10
H2
H4
11 L2
L4 L3
12 L1
Fig. 2-1 Turbocharger at driving end with exhaust nozzle

13
14
Dimensions [mm] Weight
Type
15 L1 L2 L3 L4 H1 H2 H3 H4 W1 W2 [t]
6 M 32 C 5,936 788 852 1,170 2,784 1,052 550 1,150 2,368 962 39.5
16 8 M 32 C 7,293 1,044 852 1,467 2,969 1,052 550 1,150 2,182 262 49.0
9 M 32 C 7,823 1,044 852 1,467 2,969 1,052 550 1,150 2,182 262 52.0
17
18
Engine center distance
19
(2 engines side by side), turbocharger at driving end
20
Recommended 2,800 mm
21 Minimum 2,600 mm
(Minimum width at fuel oil llter level approx. 500 mm)
22
23
24
25
01
02
W1 03
W2
04
05
06
H1
07
08
H3
H4
H2
09
L2
L4 L3 W3 10
L1
11
Fig. 2-2 Turbocharger at driving end with exhaust nozzle and sump tank
12
13
Type
L1 L2 L3 L4 H1 H2 H3 H4 W1 W2 W3 [t]
14
6 M 32 C 5,936 788 852 1,170 2,784 1,385 550 1,220 2,368 962 2,140 41.6
8 M 32 C 7,293 1,044 852 1,467 2,969 1,385 550 1,220 2,182 262 2,140 51.7 15
9 M 32 C 7,823 1,044 852 1,467 2,969 1,385 550 1,220 2,182 262 2,140 55.0
16
17
18
19
20
21
22
23
24
25
01
02 Turbocharger at free end
03
W1
04 W2
05
06
H1
07
08
H3
H2
H4
09 L3
L2
10 L1
Fig. 2-3 Turbocharger at free end with exhaust nozzle

11
12 Dimensions [mm] Weight
Type
L1 L2 L3 H1 H2 H3 H4 W1 W2 [t]
13
6 M 32 C 5,722 5,260 852 2,901 1,052 550 1,150 2,368 962 39.5
14 8 M 32 C 7,079 6,656 852 2,969 1,052 550 1,150 2,182 262 49.0
9 M 32 C 7,609 7,186 852 2,969 1,052 550 1,150 2,182 262 52.0
15
16
Engine center distance
17
(2 engines side by side), turbocharger at free end
18
Recommended 2,800 mm
19 Minimum 2,600 mm
(Minimum width at fuel oil llter level approx. 500 mm)
20
21
22
23
24
25
01
02
03
W1
W2 04
05
06
H1
07
08
H3
H4
H2
09
L3
L2
L1
W3 10
Fig. 2-4 Turbocharger at free end with exhaust nozzle and sump tank
11
12
Type 13
L1 L2 L3 H1 H2 H3 H4 W1 W2 W3 [t]
6 M 32 C 5,722 5,260 852 2,901 1,385 550 1,220 2,368 962 2,140 41.6 14
8 M 32 C 7,079 6,656 852 2,969 1,385 550 1,220 2,182 262 2,140 51.7
9 M 32 C 7,609 7,186 852 2,969 1,385 550 1,220 2,182 262 2,140 55.0 15
16
17
18
19
20
21
22
23
24
25
01
02 2.6 System connecting points
03
C86 C37
04
05 C25
C31
06
C28
07 C21
C16
08 C22
C14
09 C78
C15
10 C76
C81
11 C58
C51
12 C59
13
C91a
C91
14
15
16
17
18
19
C16
C14
20 C15
21 C81b
C78
22 C76
23
24 Fig. 2-5 Connecting points at the engine C53 C81
25
01
Fuel oil (at HFO engines) 02
C76 Inlet, duplex llter 03
C78 Fuel outlet
C81 Drip fuel connection 04
C81b Drip fuel connection (llter pan)
05
Fuel oil (not shown, only at MDO/MGO engines)
06
C73 Fuel inlet, to engine ltted pump
C75 Connection, stand-by pump 07
Cooling water 08
C14 Charge air cooler LT, inlet 09

C15 Charge air cooler LT, outlet
C16 Charge air cooler HT, inlet 10
C21 Freshwater pump HT, inlet
C22 Freshwater pump LT, inlet 11
C25 Cooling water, engine outlet
C28 Freshwater pump LT, outlet 12
C31 Stand-by pump HT, inlet
C37 Ventilation connection
13
Exhaust
14
15
C91a Exhaust gas outlet
16
Lube oil
17
C51 Force pump, suction side
C53 Lube oil discharge 18
C58 Force pump, delivery side
C59 Lube oil inlet, lube oil llter 19
C91 Crankcase ventilation
20
Compressed air
21
C86 Compressed air (30 bar), inlet
22
23
24
25
01
02 3.1 Controllable pitch propeller (CPP) operation
03 A load above the output limit curve is to be avoided by the use of the load control device or overload
protection device.
04 Binding data (depending on the type of vessel, rated output, speed and the turbocharging system) will be
established upon order processing.
05 110 %
100 %
06
100 %
07
5
90 %
08 90 %
Power limit curve for overload protection
09 80 %
80 %
10
70 %
11 70 %
12
II
60 %
Engine output [%]
13
60 %
4
14 2
50 %
50 %
15 I: Normal operation
II: Short time operation allowed I 40 %
16 40 %
17 30 %
30 %
18
19
20 %
20 %
20 3
1
10 % Combinator curve
21
22 0%
50 % 60 % 70 % 80 % 90 % 100 % 110 %
103 %
23 Fig. 3-1 CPP operation Engine speed [%]
24
25
OPERATING RANGES
01
Remarks 02
Standard acceleration time will provide longest component lifetimes. 03
Emergency acceleration possible, but not recommended, due to higher thermal stresses of engine
components. 04
For tugs and ferries a charge air pressure controlled fuel limiter is recommended.
Reduction from 100 % to 0 % MCR in 20 s normal operation and 8 s in emergency operation. 05
For faster ramp-up time, improved load behavior or reduced soot emission the air injection system is
recommended. 06
Acceleration ramps 07
Emergency operation Normal operation
08
combinator n constant combinator n constant
1 to 5 3 to 5 1 to 2 2 to 5 3 to 4 4 to 5 09
[s] [s] [s] [s] [s] [s]
Standard 6 M 32 C 25 20 35 120 30 120 10
Standard 8 M 32 C 30 25 40 120 35 120
Standard 9 M 32 C 40 30 40 120 35 120 11
Optional 12
Pulse
6/8 M 32 C 25 20 35 120 30 120 13
charging
Pulse
9 M 32 C 25 25 35 120 30 120 14
charging
15
For tug See above 30 45 30 45 16
For ferry See above 45 45 45 45
17
18
19
20
21
22
23
24
25
OPERATING RANGES
01
02 3.2 Optimized CPP operation for low fuel consumption with variable speed /
frequency
03
110 %
04
I: Normal operation
05 100 %
II: Short time operation allowed
5
06
07 90 %
Best propulsion efficiency at
85 % output 92 % speed for
08 optimized SFOC and sliding
80 % frequency to 55 Hz
09
10 70 %
11 II
Engine output [%]
60 %
4
12
13
2
50 %
ve
cur
14
FPP
40 %
%
15
100
I
16 30 %
17
20 %
18 Sliding frequency 50
to 60 Hz for shaft
19 10 %
1
Combinator curve generator possible
3
Power limit curve for overload
20 protection
0%
500 rpm
21 50 % 60 % 70 % 80 % 90 % 100 % 110 %
103 %
Engine speed [%]
22
Fig. 3-2 Optimized CPP operation for low fuel consumption with variable speed / frequency
23
24
25
OPERATING RANGES
01
3.3 Fixed pitch propeller (FPP) operation 02
110 % 03
04
100 % Power limit curve for overload
05
90 %
06
80 % I: Normal operation
II 07
II: Short time operation allowed
08
70 %
09
Considering the special
60 %
FPP-(engine) require- 10
ments, the curve can
50 %
I
also be used for a CPP- 11
plant.
12
40 %
13
30 % 14
15
20 %
16
Fixed pitch propeller curve
17
10 %
0% 18
40 % 50 % 60 % 70 % 80 % 90 % 100 %
Fig. 3-3 FPP operation 19
Engine: 6 M 32 C 100 % output 2,700 [kW] 20
Engine: 8 M 32 C 100 % output 3,600 [kW]
Engine: 9 M 32 C 100 % output 4,050 [kW] 21
Special equipment 22
Turbocharger optimized for 450 kW/cyl. with partload optimized specilcation
Pulse exhaust pipe 23
Special camshaft
Additional oil pressure switch for low engine speed 24
25
OPERATING RANGES
01
02 3.4 Restrictions for low load operation
03 The engine can be started, stopped and run on heavy fuel oil under all operating conditions.
The HFO system of the engine remains in operation and keeps the HFO at injection viscosity. The
04 temperature of the engine injection system is maintained by circulating hot HFO and heat losses are
compensated.
05 The lube oil treatment system (lube oil separator) remains in operation, the lube oil is separated
continuously.
06 The operating temperature of the engine cooling water is maintained by the cooling water preheater.
Below 25 % output heavy fuel operation is neither eflcient nor economical.
07 A change-over to diesel oil is recommended to avoid disadvantages as e.g. increased wear and tear,
contamination of the air and exhaust gas systems and increased contamination of lube oil.
08
09 [Operating time to clean the engine]
3h 2h 1h 30 min 15 min 0
10
11 40 min
100
12 70
13 50
40
14
30
[MCR in %]
15
20
16 15
17 10
18 8
6
19
1h 2 3 4 5 6 7 8 9 10 15 20 24 h
20 [Operating time]
Fig. 3-4 Cleaning run of engine
21
22
23
24
25
OPERATING RANGES
01
3.5 Emergency operation without turbocharger 02
Emergency operation is permissible with MDO only up to approx. 15% of the MCR. 03
3.6 Operation in inclined position 04
Inclination angles of ships at which engine running must be possible: 05
Rotation X-axis: 06
Heel to each side: 15
Rolling to each side: 22.5 07
Rotation Y-axis: 08
Trim by head and stern: 5
Pitching: 7.5 09
10
y
11
12
13
x 14
Fig. 3-5 Rotation axis
15
16
17
18
19
20
21
22
23
24
25
TECHNICAL DATA
01
02 4.1 Diesel, mechanical
03 6 M 32 C 8 M 32 C 9 M 32 C
Performance data
04 Maximum continuous rating acc.
[kW] 3,000 4,000 4,500
ISO 3046/1
05 Speed [1/min] 600 600 600
Minimum speed [1/min] 360 360 360
06 Brake mean effective presure [bar] 25.9 25.9 25.9
Charge air pressure [bar] 3.8 3.8 3.8
07 Firing pressure [bar] 200 200 200
Combustion air demand
08 (ta=20 C)
[m/h] 17,150 23,350 26,250
Specilc fuel oil consumption

09
Propeller n = const 1) 100 % [g/kWh] 177 177 177
10 85 % [g/kWh] -/176 -/176 -/176
75 % [g/kWh] -/177 -/177 -/177
11 50 % [g/kWh] -/185 -/185 -/185
Lube oil consumption 2)
[g/kWh] 0.6 0.6 0.6
12 NOX-emission 6) [g/kWh] 9.8 9.8 9.8
Turbocharger type ABB A145 ABB TPL67 ABB TPL67
13 Fuel
Engine driven booster pump [m/h/bar] 2.2/5 3.2/5 3.2/5
14 Stand-by booster pump [m/h/bar] 2.2/10 2.9/10 3.2/10
Mesh size MDO lne llter [mm] 0.025 0.025 0.025
15
Mesh size HFO automatic llter [mm] 0.010 0.010 0.010
16 Mesh size HFO lne llter [mm] 0.034 0.034 0.034
Lube oil
17 Engine driven pump [m/h/bar] 118/10 118/10 118/10
Independent pump [m/h/bar] 60/10 80/10 80/10
18 Working pressure on engine inlet [bar] 4-5 4-5 4-5
Engine driven suction pump [m/h/bar] 140/3 140/3 140/3
19 Independent suction pump [m/h/bar] 65/3 85/3 100/3
Priming pump [m/h/bar] 8/5 11/5 11/5
20
Sump tank content / dry sump
[m] 4.1 5.4 6.1
content
21
Temperature at engine inlet [C] 60 - 65 60 - 65 60 - 65
22 Temperature controller NB [mm] 80 100 100
Double llter NB [mm] 80 80 80
23 Mesh size double llter [mm] 0.08 0.08 0.08
Mesh size automatic llter [mm] 0.03 0.03 0.03
24 Max. allowed crankcase [mmWs/
15/80 15/80 15/80
pressure, ND-ventilationpipe mm]
25
TECHNICAL DATA
01
02
6 M 32 C 8 M 32 C 9 M 32 C 03
Fresh water cooling
Engine content [m] 0.7 0.95 1.05 04
Pressure at inlet min/max [bar] 2.5/6.0 2.5/6.0 2.5/6.0
Header tank capacity [m] 0.35 0.45 0.55
05
Temperature at engine outlet [C] 80 - 90 80 - 90 80 - 90
06
Two circuit system
Engine driven pump HT [m/h/bar] 70/3.5 70/3.5 80/3.4 07
Independent pump HT [m/h/bar] 70/3.0 70/3.0 80/3.2
HT-controller NB [mm] 100 100 100 08
Water demand LT-charge air
[m/h] 40 60 60
cooler 09
Temperature at LT-charge air
[C] 38 38 38
cooler inlet 10
Heat dissipation
Specilc jacket water heat [kJ/kW] 500 500 500 11
Specilc lube oil heat [kJ/kW] 525 525 525
Lubricating oil cooler [kW] 440 590 660 12
Jacket water [kW] 420 550 625
13
Charge air cooler 3) [kW]
Charge air cooler (HT-stage) 3) [kW] 1,175 1,530 1,705 14
Charge air cooler (LT-stage) 3)
[kW] 300 440 505
(HT-stage before engine) 15
Heat radiation engine [kW] 150 190 210
Exhaust gas 16
Silencer / spark arrestor NB [mm] 600 700 800
Pipe diameter NB after turbine [mm] 600 700 800 17
Maximum exhaust gas pressure
[bar] 0.03 0.03 0.03
drop 18
Exhaust gas temperature after
[C) 303 315 310
turbine (intake air 25 C) 6) 19
Exhaust gas mass mow (intake air
[kg/h] 21,132 28,860 32,445
25 C) 6) 20
Starting air
Starting air pressure max. [bar] 30 30 30 21
Minimum starting air pressure [bar] 10 10 10
Air consumption per start 4) [Nm] 1.2 1.2 1.2
22
1) Reference conditions: LCV = 42,700 kJ/kg, ambient temperature 25 C, charge air coolant temperature 25 C, tolerance 5 %, + 1 % for engine 23
driven pump / 2) Standard value, tolerance 0.3 g/kWh, related on full load / 3) Charge air heat based on 45 C ambient temperature /
4) Preheated engine / 5) Tolerance 10 %, rel. humidity 60 % / 6) Marpol 73/78, Annex VI, cycle E2, D2 24
25
FUEL OIL SYSTEM
01
02 5.1 MGO / MDO operation
03 General
04 MaK diesel engines are designed to burn a wide variety of fuels.

See the information on fuel requirements in section MDO / MGO and HFO operation or consult the Cater-
05 pillar Motoren technical product support.
For proper operation of MaK engines the minimum Caterpillar Motoren requirements for storage, treat-
06 ment and supply systems have to be observed; as shown in the following sections.
07 5.1.1 Acceptable MGO / MDO characteristics
08 Two fuel product groups are permitted for MaK engines:
09 Pure distillates: Gas oil, marine gas oil, diesel fuel

Distillate/mixed fuels: Marine gas oil (MGO), marine diesel oil (MDO)
10
The difference between distillate/mixed fuels and pure distillates are higher density, sulfur content and
11 viscosity.
12
13
14
15
16
17
18
19
20
21
22
23
24
25
FUEL OIL SYSTEM
01
Marine distillate fuels 02
Parameter Unit Limit DMX DMA DMZ DMB DMC 03

Viscosity at 40 C [mm/s] max 5.5 6.0 6.0 11.0 14.0
Viscosity at 40 C [mm/s] min 1.4 2.0 3.0 2.0 04
Micro Carbon residue
at 10 % residue
[% m/m] max 0.3 0.0 0.3 05
Density at 15 C [kg/m] max 890 890 900 920
06
Micro Carbon residue [% m/m] max 0.3
Sulfur a) [% m/m] max 1.0 1.5 1.5 2.0 2.0 07
Water [% V/V] max 0.3 b) 0.3
Total sediment by hot
[% m/m] max 0.1 b)
08
lltration
Ash [% m/m] max 0.01 0.01 0.01 0.01 09
Flash point [C] min 43 60 60 60 60
Pour point, summer [C] max 0 0 6 6 10
Pour point, winter [C] max -6 -6 0 0
Cloud point [C] max -16
11
Calculated Cetane
Index
min 45 40 40 35 12
Acid number [mgKOH/g] max 0.5 0.5 0.5 0.5 13
Oxidation stability [g/m] max 25 25 25 25 c)
Lubricity, corrected 14
wear scar diameter [m] max 520 520 520 520 c)

(wsd 1.4 at 60 C) d) 15
Hydrogen sullde e) [mg/kg] max 2.0 2.0 2.0 2.0
Appearance clear & bright f) b), c)
16
a) A Sulphur limit of 1.00 % m/m applies in the Emission Control Areas designated by the International Maritime Organization. As there may be
17
local variations, the purchaser shall delne the maximum Sulphur content according to the relevant statutory requirements, notwithstanding the
limits given in this table. / b) If the sample is not clear and bright, total sediment by hot lltration and water test shall be required. / c) Oxidation 18
stability and lubricity tests are not applicable if the sample is not clear and bright. / d) Applicable if Sulphur is less than 0.050% m/m. / e) Effecti-
ve only from 1 July 2012. / f) If the sample is dyed and not transparent, water test shall be required. The water content shall not exceed 200 mg/ 19
kg (0.02% m/m).
20
21
22
23
24
25
FUEL OIL SYSTEM
01
02 5.1.2 Internal fuel oil system
03 General
04 The fuel injectors are utilized to deliver the correct amount of fuel to the cylinders precisely at the moment
it is needed.
05 The diesel fuel supply system must ensure a permanent and clean supply of diesel fuel to the engine
internal fuel oil system.
06
07 ENGINE
C78 DR2
08
09 5111
TI 5301
PDSH KP1
10 5202
5201 5102 5101
LSH
PDI
11 C75 DP1 TT PT PI PSL
DF1
12
C73
13
14
15
C81b C81 C81
16
Fig. 5-1 Internal fuel oil system, system diagram
17
18
DF1 Fuel lne llter (duplex llter) PT Pressure transmitter
19 DP1 Diesel oil feed pump TI Temperature indicator
DR2 Fuel pressure regulating valve TT Temperature transmitter (PT100)
20 KP1 Fuel injection pump
LSH Level switch high C73 Fuel inlet, to engine ltted pump
21 PDI Diff. pressure indicator C75 Connection, stand-by pump
PDSH Diff. pressure switch high C78 Fuel outlet
22 PI Pressure indicator C81 Drip-fuel connection
PSL Pressure switch low C81b Drip-fuel connection (llter pan)
23
24
25
FUEL OIL SYSTEM
01
Diesel oil feed pump DP1 (ltted) 02
The engine driven fuel transfer pump DP1 is a gear pump, that delivers the fuel through the llter DF1 to 03
each injector. The fuel transfer pump capacity is slightly oversized to transfer the heat, which is generated
during injection process, away from the fuel injection system. 04
To ensure a suflcient diesel oil pressure at the engine a pressure regulator DR2 is installed and adjusted
during commissioning of the engine. 05
06
Fuel lne llter (duplex llter) DF1 (ltted)
07
Duplex change over type (mesh size of 25 m) is ltted on the engine.
08
09
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
FUEL OIL SYSTEM
01
02 5.1.3 External fuel oil system
03
Min. 2 meters above to fuel meter (FQI)
04 DT1
LI
LSL
DH3
05 m
TI TI C78 DR2 ENGINE
06 PI DP2 PI
5101
PSL
5111
TI 5301
PDSH
DT2 5201 KP1 LSH
07
5202 5102 5101
PDI
TI DH1 PI DP1 TT PT PI PSL
TI C75
DF2 DF1
FQI
08 C73
09 C81b C81 C81
10
p
11 DH2 PI DP5 PI DF3

DT4 KT1
12 DS1
PI PI
13
DP3
14 Fig. 5-2 External fuel oil system diagram with intermediate tank
DF1 Fuel lne llter (duplex llter) LI Level indicator

15
DF2 Fuel primary llter (duplex llter) LSH Level switch high
DF3 Fuel coarse llter LSL Level switch low
16
DH1 Diesel oil preheater PDI Diff. pressure indicator
17 DH2 Electrical preheater for diesel oil PDSH Diff. pressure switch high
(separator) PI Pressure indicator
18 DH3 Fuel oil cooler for MDO operation PSL Pressure switch low
DP1 Diesel oil feed pump PT Pressure transmitter
19 DP2 Stand-by booster pump TI Temperature indicator
DP3 Diesel oil transfer pump (to day tank) TT Temperature transmitter (PT100)
20 DP5 Diesel oil transfer pump (separator)
DR2 Fuel pressure regulating valve C73 Fuel inlet, to engine ltted pump
21 DS1 Diesel oil separator C75 Connection, stand-by pump
DT1 Diesel oil day tank C78 Fuel outlet
22 DT2 Diesel oil intermediate tank C81 Drip-fuel connection
DT4 Diesel oil storage tank C81b Drip-fuel connection (llter pan)
23 FQI Flow quantity indicator
KP1 Fuel injection pump m Lead vent pipe beyond service tank
24 KT1 Drip fuel tank p Free outlet required
25
FUEL OIL SYSTEM
01
02
FQI
03
DT1
LI TI
04
LSL DH3
TI
05
06
C78 DR2 ENGINE
5101 5111 TI PI
07
PI DP2 PI PSL 5301
PDSH
5201 KP1 LSH
TI DH1 PI C75 DP1

PDI 5202 5102
TT PT 08
DF2 DF1
FQI
C73
09
C81b C81 C81
10
p
11
DT4
DH2 PI DP5 PI
KT1
12
DF3
13
DS1
PI PI
DP3
14
Fig. 5-3 External fuel oil system diagram without intermediate tank
15
DF1 Fuel lne llter (duplex llter) LI Level indicator
DF2 Fuel primary llter (duplex llter) LSH Level switch high
16
DF3 Fuel coarse llter LSL Level switch low
DH1 Diesel oil preheater PDI Diff. pressure indicator 17
DH2 Electrical preheater for diesel oil PDSH Diff. pressure switch high
(separator) PI Pressure indicator 18
DH3 Fuel oil cooler for MDO operation PSL Pressure switch low
DP1 Diesel oil feed pump PT Pressure transmitter 19
DP2 Stand-by booster pump TI Temperature indicator
DP3 Diesel oil transfer pump (to day tank) TT Temperature transmitter (PT100) 20
DP5 Diesel oil transfer pump (separator)
DR2 Fuel pressure regulating valve C73 Fuel inlet, to engine ltted pump 21
DS1 Diesel oil separator C75 Connection, stand-by pump
DT1 Diesel oil day tank C78 Fuel outlet 22
DT4 Diesel oil storage tank C81 Drip-fuel connection
FQI Flow quantity indicator C81b Drip-fuel connection (llter pan) 23
KP1 Fuel injection pump
KT1 Drip fuel tank p Free outlet required 24
25
FUEL OIL SYSTEM
01
02 General
03 The design of the fuel oil system may vary from ship to ship, the system itself has to provide suflcient,
permanent and clean fuel oil of the required viscosity and pressure to each engine. Fuel storage, treat-
04 ment, temperature and pressure control as well as suflcient circulation must be ensured.
05
Diesel oil storage tank DT4
06
The tank design, sizing and location are acc. classilcation society requirements and based on ship applica-
07 tion. No heating is necessary because all marine distillate fuels are suitable for pumping.
08
Diesel oil separator DS1
09
Depending on the fuel oil quality a diesel oil separator DS1 is recommended for the use of MGO and
10 required for MDO by Caterpillar Motoren. Any fuel oils must always be considered as contaminated upon
delivery and should therefore be thoroughly cleaned to remove solid and liquid contaminants before use.
11 Most of the solid contaminants in the fuel are rust, sand, dust.
Liquid contaminants are mainly water, i.e. either fresh water or salt water.
12 Impurities in the fuel oil can result in
damage to fuel injection pumps and injectors,
13 increased cylinder liner wear,
deterioration of the exhaust valve seats or
14 increased fouling of turbocharger blades.
If a diesel oil separator will be installed a total diesel oil separator capacity of 100 % of the full load fuel
15
consumption is recommended.
HT-water or electrical heating is normally used as heating medium.
16
The nominal capacity should be based on a separation time of 22h/day:
17
Veff.[l/h] = 0.28 Peng. [kW] Veff. = Volume effective [l/h]
18 Peng.= Power engine [kW]
19
Diesel oil day tank DT1
20
The day tank collects clean / treated fuel oil, compensates irregularities in the treatment plant and its
21 standstill periods. Two day tanks are to be provided, each with a capacity according to classilcation rules.
The tank should be provided with a sludge space including a sludge drain valve and an overmow pipe from
22 the MDO/MGO service tank to the settling/storage tank. The level of the tank must ensure a positive static
pressure on the suction side of the fuel feed pumps. Usually tank heating is not required.
23
24
25
FUEL OIL SYSTEM
01
Fuel primary llter (duplex llter) DF2 02
The fuel primary llter protects the fuel meter and feed pump from major solids. 03
A duplex change over type with mesh size of 320 m is recommended.
04
05
06
H2
07
08
09
10
D
H1
11
12
W 13
Fig. 5-4 Fuel primary llter DF2
14
15
Engine output DN Dimensions [mm]
[kW] H1 H2 W D 16
5,000 32 249 220 206 180
10,000 40 330 300 250 210 17
20,000 65 523 480 260 355
> 20,000 80 690 700 370 430 18
19
Flow quantity indicator FQI 20
One fuel meter is suflcient if the return fuel from the engine is connected to the diesel intermediate tank 21
DT2.
If the fuel return from engine is connected to the day tank, an additional fuel meter in the return line to day 22
tank has to be provided.
A minimum static fuel pressure head of at least 0.2 bar has to be considered. The fuel may be provided by 23
gravity mow from the day tank. The static pressure must exceed the back pressure of the mow meter and
prellter. 24
25
FUEL OIL SYSTEM
01
02 Diesel oil intermediate tank DT2
03 In the intermediate tank DT2 the warm return fuel from the engine mixes with the fuel from the day tank.
The tank shall be vented as an open system, with the ventilation line guided to above the day tank level.
04
05 D
06
07
08
09
10
11
12
A
13
14
15
16
17
18
19 Fig. 5-5 Diesel oil intermediate tank DT2
20
Plant output Volume Dimensions [mm] Weight
21 [kW] l A D E [kg]
4,000 50 950 323 750 70
22 10,000 100 1,700 323 1,500 120
10,000 200 1,700 406 1,500 175
23
24
25
FUEL OIL SYSTEM
01
Diesel oil preheater DH1 02
A
03
04
Fuel
05
Fuel C 06
07
B
08
Water
09
D
Water
Fig. 5-6 Diesel oil preheater DH1 10

11

12
Engine
A B C D [kg]
13
6/8/9 M 32 C 863 498 205 140 42
14
The capacity of the MDO preheater is to determine on the required fuel temperature up to approx. 50 C.
15
Peng. [kW] 16
Heating capacity: Q [kW] =
166
17
Q= Heating capacity [kW]
Peng. = Power engine [kW] 18
A diesel oil preheater is not required 19
for gas oil operation.
with preheated day tanks. 20
21
22
23
24
25
FUEL OIL SYSTEM
01
02 Stand-by booster pump DP2 (separate)
03 The stand-by booster pump DP2 delivers fuel through the llter DF1 to each injection pump.
The feed pump maintains the pressure at the injection pumps and circulates the fuel in the system.
04 The capacity is slightly oversized to transfer the heat, which occurs during the injection process, away
from the fuel injection system.
05 A positive static pressure is required at the suction side of the pump.
Capacity see technical data.
06
07 C
08
D
09
B
E
10
A
11
Fig. 5-7 Stand-by booster pump DP2
12
13
Voltage /
Dimensions [mm] Weight Motorpower
Engine Frequency
14
A B C D E [kg] [kW] [V/Hz]
15 6/8/9 M 32 C 735 112 314 60.3 155 61 1.5 400/50
6/8 M 32 C 735 112 314 60.3 155 61 1.8 440/60
16 9 M 32 C 775 132 314 60.3 155 70 2.6 440/60
17
18
19
20
21
22
23
24
25
FUEL OIL SYSTEM
01
Fuel oil cooler for MDO operation DH3 02
To ensure a fuel oil temperature below 50 C at any time a cooling of diesel oil may be required. 03
The need for a fuel cooler is system specilc and depends on fuel circuit design and type of fuel oil. In case
of more than one engine or different engines are connected to the same fuel supply system, the MDO- 04
cooler capacity has to be increased accordingly.
The heat transfer load into the diesel oil system is approx. 1.6 kW/cyl. 05
LT-water is normally used as cooling medium.
06
A
07
D
B 08
N1
09
N2
10
11
C
N4 N3
12
Fig. 5-8 Fuel oil cooler for MDO operation DH3

13
14
Dimensions [mm] Weight 15
Engine
A B C D N1 + N2 N3 + N4 [kg]
6/8/9 M 32 C 910 106 153 750 1 SAE 1 SAE 19 16
17
18
19
20
21
22
23
24
25
FUEL OIL SYSTEM
01
02 5.2 HFO operation
03 The following section is based on the experiences gained in the operation on heavy fuel installations.
Stable and correct viscosity of the fuel before the injection pumps (see technical data) must be maintained
04 at any time. Suflcient circulation through every engine connected to the same circuit must be ensured in
all operating conditions.
05 The fuel treatment system should comprise at least one settling tank and two separators. Correct dimen-
sioning of HFO separators is of great importance, and therefore the recommendations of the separator
06 manufacturer must be closely followed.
Poorly puriled fuel is harmful to the engine and a high content of water may also damage the fuel feed
07 system.
Injection pumps generate pressure pulses into the fuel feed and return piping. The fuel pipes between the
08 feed unit and the engine must be clamped properly to rigid structures. The distance between the lxing
points should be at close distance next to the engine. (See chapter piping design, treatment and
09 installation.)
10 ATTENTION:
In multiple engine installations, where several engines are connected to the same fuel feed circuit, it must
11 be possible to close the fuel supply and return lines connected to the engine individually. (This is a SOLAS
requirement.)
12
NOTE:
13 It is further stipulated that the means of isolation shall not affect the operation of the other engines, and it
shall be possible to close the fuel lines from a position that is not rendered inaccessible due to lre on any
14 of the engines.
15
16
17
18
19
20
21
22
23
24
25
Viscosity temperature sheet
Fig. 5-9
3000 3000
2000 2000
Limit of pumpability
1000 1000
700 700
500 500
400 400
300
Heavy fuel 300
FUEL OIL SYSTEM
RM
200 K5 200

RM 5(
~IF
Viscosity temperature sheet
H3 70
RM 5( 0)
100 100
E2 ~IF
Viscosity / temperature diagram

5( 38
RD ~IF 0)
M 18
60 15 0) 60
50
RM (~I 50
M A1 F8
ar 0)
40 ine 0(
~IF 40
Di 40
30 es
el ) 30
Oi
l (M
20 DO 20
)
15 15
12 12
11 11
10 10
9 9
8 Lim 8
M
7 7
ar
it f
in
or
e
6
pr
eh M 6
Ga
ax
s
ea . li
Oi
tin
g
l(
mi
5 tI 5
M
G
SO
O)
-F
-D
4 M 4
C
-10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 t [C]
Temperature
05
25
24
23
22
21
20
19
18
17
16
15
14
13
12
11
10
09
08
07
06
04
03
02
01
FUEL OIL SYSTEM
01
02 Fuel oil system
03 A pressurized fuel oil system, as shown in Fig. 5-10, is necessary when operating on high viscosity fuels.
When using high viscosity fuels requiring high preheating temperatures, the fuel oil from the engine fuel
04 oil system to the return line will also have a relatively high temperature. The fuel oil pressure measured on
the engine (at fuel pump level) should be about 5 bar. This maintains a pressure margin against gasilca-
05 tion and cavitation in the fuel system, even at 150 C preheating.
In order to ensure correct atomization, the fuel oil temperature must be adjusted according to the specilc
06 fuel oil viscosity used. An inadequate temperature can inmuence the combustion and could cause increa-
sed wear on cylinder liners and piston rings, as well as deterioration of the exhaust valve seats. A too low
07 heating temperature, i.e. too high viscosity, could also result in a too high consumption.
Therefore, optimum injection viscosity of 10 12 cSt must be maintained at any rate and with all fuel
08 grades.
Deviations from that design recommendations are possible, however, they should be discussed with Cater-
09 pillar Motoren.
Trace heating for all heavy fuel pipes is recommended.
10
11 5.2.1 CIMAC Requirements for residual fuels for diesel engines (as delivered)
12 Fuel shall be free of used lube oil.

Requirements for residual fuels for diesel engines please see schedule next page.
13
14
15
16
17
18
19
20
21
22
23
24
25
CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC
Designation A10 B10 C10 D15 E25 F25 G35 H35 K35 H45 K45 H55 K55
Related to RMA RMB RMC RMD RME RMF RMG RMH GMK RMH RMK RMH RMK
Characteristic ISO8217 (05) F- 30 30 30 80 180 180 380 380 380 500 500 700 700
Dim. Limit
Density at 15C kg/m max 950 2) 975 3) 980 4) 991 991 1,010 991 1,010 991 1,010
Kin. viscosity at cSt. 1) max 10 15 25 35 45 55
FUEL OIL SYSTEM
100C

Kin. viscosity at cSt. 1) min 6 5) 15 5)
100C
Flash point C min 60 60 60 60 60 60
Pour point winter C max 0
Pour point summer C max. 6 24 30 30 30 30 30
6)
Carbon residue % (m/m) max 12 14 14 15 20 18 22 22 22
Ash % (m/m) max 0.10 0.10 0.10 0.15 0.15 0.15 0.15 0.15
Total sedim. after % (m/m) max 0.10 0.10 0.10 0.10 0.10 0.10
ageing
Water % (V/V) max 0.5 0.5 0.5 0.5 0.5 0.5
Sulphur % (m/m) max 3.5 4.0 4.5 4.5 4.5 4.5
Vanadium mg/kg max 150 300 350 200 500 300 600 600 600
Aluminum + Silicon mg/kg max 80 80 80 80 80 80
Zink mg/kg max 15 15 15 15 15 15
Phosphor mg/kg max 15 15 15 15 15 15
Calcium mg/kg max 30 30 30 30 30 30
1) An indication of the approximate equivalents in kinematic viscosity at 50C and Redw. I sec 100F is given below:
Kinematic viscosity at 100C [mm/s] (cSt.) 7 10 15 25 35 45 55
Kinematic viscosity at 50C [mm/s] (cSt.) 30 40 80 180 380 500 700
Kinematic viscosity at 100F Redw. [l sec.] 200 300 600 1,500 3,000 5,000 7,000
2) ISO: 960 / 3) ISO: 960 / 4) ISO: 975 / 5) ISO: not limited / 6) ISO: carbon residue 10
05
25
24
23
22
21
20
19
18
17
16
15
14
13
12
11
10
09
08
07
06
04
03
02
01
25
24
23
22
21
20
19
18
17
16
15
14
13
12
11
10
09
08
07
06
04
03
02
01
05
u
LI LI
HT1 LSL LSL DT1
HH4 TI
FUEL OIL SYSTEM
HR9 C76 C78 Peak pressures max. 16 bar

TI TT

PT PAL C78 ENGINE
HP1 PSL DH3

LSL PI TI
TI PDSH LSH
HF2 PI PI HT2 VSL VI VSH
PI N/C PDI KP1
HP3 HH1 HH2 PI TT C76 PT TT
TI TI
HP2 PDSH TI
FQI HR2
PDI HF1
TI TI
PI
HR1 HF4 HP4
PI
C81b C81 C81
p
p
PDSL
HH3
LSH LSH
HS2 LI LI
HT5 HT6
TI LSL TI LSL
N/C
HH4 HH4
PI HP5 PI
HS1
HH3
HF2
PI HP6 PI
LSH
LI
KT2
TI LSL
Fig. 5-10 System diagram, HFO operation
HH4 Separator
module
FUEL OIL SYSTEM
01
General 02
For location, dimensions and design (e.g. mexible connection) of the disconnecting points see engine instal- 03
lation drawing.
No valve lttings with loose cone must be installed by the shipyard in the admission and return lines. 04
DH3 Fuel oil cooler for MDO operation FQI Flow quantity indicator 05
DT1 Diesel oil day tank LI Level indicator
HF1 Fine llter (duplex llter) LSH Level switch high 06
HF2 Primary llter (duplex llter) LSL Level switch low
HF4 HFO automatic llter PAL Pressure alarm low 07
HH1 Heavy fuel lnal preheater PDI Diff. pressure indicator
HH2 Stand-by lnal preheater PDSH Diff. pressure switch high 08
HH3 Heavy fuel preheater (separator) PDSL Diff. pressure switch low
HH4 Heating coil PI Pressure indicator 09
HP1 Fuel pressure pump PSL Pressure switch low
HP2 Fuel stand-by pressure pump PT Pressure temp. 10
HP3 Fuel circulating pump TI Temperature indicator
HP4 Stand-by circulating pump TT Temperature transmitter (PT100) 11
HP5/6 Heavy fuel transfer pump (separator) VI Viscosity indicator
HR1 Fuel pressure regulating valve VSH Viscosity control switch high 12
HR2 Viscosimeter VSL Viscosity control switch low
HR9 Fuel change over main valve
13
HS1/2 Heavy fuel separator C76 Inlet, duplex llter
HT1 Heavy fuel day tank C78 Fuel outlet
14
HT2 Mixing tank C81 Drip-fuel connection
15
HT5/6 Settling tank C81b Drip-fuel connection
KP1 Injection pump
16
KT1 Drip fuel tank p Free outlet required
KT2 Sludge tank u Fuel separator or from transfer pump 17
All heavy fuel pipes have to be insulated. 18
Heated pipe
19
20
21
22
23
24
25
FUEL OIL SYSTEM
01
02 Storage tanks
03 The tank design, sizing and location must comply with classilcation society requirements and based on
ship application.
04 Heating coils are necessary and are to be designed so that the HFO temperature is at least 10K above the
pour point to ensure a pumping viscosity below 1,000 cSt.
05 Heating is possible by steam, thermal oil, electrical current or hot water.
06
Settling tanks HT5, HT6
07
The tank design, sizing, location must comply with classilcation society requirements and based on ship
08 application. Two settling tanks are to be provided.
Its function is to remove water and solids by gravity due to higher fuel oil temperature and reduced turbu-
09 lences. Provide constant oil temperature and avoid interruption of treatment system, due to overmow from
HFO day tank.Thermal insulation of the settling tanks is recommended to avoid heat losses.
10
In order to ensure a suflcient settling effect, the following settling tank designs are permitted:
11 2 settling tanks, each with a capacity suflcient for 24 hours full load operation of all consumers or
1 settling tank with a capacity suflcient for 36 hours full load operation of all consumers and
12 automatic llling
Settling tank temperature shall be 70 - 80 C; the charging level shall be 70 - 90 %.
13
14 Heavy fuel preheater (separator) HH3
15
Heavy fuel oil needs to be heated up to a certain temperature before separating.
The most common heaters on board of ships are steam heaters. Other muid heating sources are hot water,
16
thermal oil or electrical heaters. Overheating of the fuel may cause fuel cracking. Thus the maximum elec-
17 tric load on the heater element should not exceed 1 Watt/cm.
In a cleaning system for HFO the usual processing temperature is 98 C.
18 The separator manufacturers guidelines have to be observed.
19
Heavy fuel transfer pumps (separator) HP5, HP6
20
The separator feed pumps shall be installed as close as possible to the settling tanks.
21 The separator manufacturers guidelines have to be observed.
22
23
24
25
FUEL OIL SYSTEM
01
Heavy fuel separators HS1, HS2 02
Any fuel oils whether heavy fuel oil, diesel oil or crude oil must always be considered as contaminated 03
upon delivery and should therefore be thoroughly cleaned before use.
Therefore self-cleaning types should be selected. 04
The purpose of any fuel treatment system is to clean the fuel oil by removal of water, solids, and suspen-
ded matter to protect the engine from excessive wear and corrosion. 05
Liquid contaminants are mainly water, i.e. either fresh water or salt water.
Impurities in the fuel can cause damage to fuel injection pumps and injectors, and can result in increased 06
cylinder liner wear and deterioration of the exhaust valve seats as well as increased fouling of turbochar-
ger blades. 07
Two separators with independent electrically driven pumps must be provided.
08
Separator sizing:
09
The correct sizing of the separators is based on the max. fuel oil consumption at maximum continuous
rating (MCR) of the engines. The following formula can be used: 10
(The fuel consumption of auxiliary engines and boilers, if there are any, must be included)
11
Veff. = 0.28 P (l/h)
12
Veff. = Volume effective [l/h]
Peng. = Power engine [kW]
13
The cleaning capacity of the separator must always be higher than the entire fuel consumption of the
14
plant, incl. aux. equipment.
15
ATTENTION:
16
The separator outlet pressure is limited, so the pressure in the pipe line between separator outlet and day
tank must be observed carefully. Follow the separator manufacturers guidelines. 17
18
Heavy fuel day tank HT1 19
The tank design, sizing and location must comply with classilcation society requirements based on ship 20
application. Two day tanks are to be provided. Each day tank capacity must be designed for full load ope-
ration of all consumers according to classilcation requirements. An overmow system into the settling tanks 21
is required.HFO day tanks shall be provided with heating coils and suflcient insulation. Heating is possible
by steam, thermal oil or hot water. The day tank temperature shall be above 90 C. 22
23
24
25
FUEL OIL SYSTEM
01
02 5.2.2 Fuel booster and supply system
03 The booster system shall provide a pre-pressure to the mixing tank of approx. 4 - 5 bar. The circulating
system provides suflcient mow of the required viscosity to the injection pumps. The circulation mow rate is
04 typically 3.5 - 4 times the fuel consumption at MCR to prevent overheating of the fuel injection system and
thus avoiding evaporation in the injection pumps.
05
Fuel change over main valve HR9
06
A manually operated three-way valve for changing over from MDO/MGO to HFO operation and back to
07 MDO/MGO equipped with limit switches is necessary.
08 Primary llter (duplex llter) HF2
09 A protection strainer with a mesh size 320 m has to be installed before fuel pressure pumps to prevent
any large particles entering the pump.
10
11
H2
12
13
14
D
H1
15
16
W
17 Fig. 5-11 Primary llter HF2
18 Engine output DN Dimensions [mm]

[kW] H1 H2 W D
19 10,000 40 330 300 250 210
20,000 65 523 480 260 355
20 20,000 80 690 700 370 430
21
22
23
24
25
FUEL OIL SYSTEM
01
Fuel pressure pump HP1, fuel stand-by pressure pump HP2 02
Two supply pumps in parallel are recommended, one in operation and one on stand-by. 03
The capacity of the pump must be suflcient to prevent pressure drop during mushing of the automatic llter.
A suction strainer with a mesh size of 320 m should be installed before each pump. 04
Screw type pump with mechanical seal.
Vertical or horizontal installation is possible. 05
Delivery head 5 bar.
Peng. [kW] V= Volume [m/h] 06
Capacity V [m/h] = 0.4 Peng.= Power engine [kW]
1,000 07
A
08
09
10
11
C
12
13
D
14
B
E
15
16
Fig. 5-12 Fuel pressure pump HP1; fuel stand-by pressure pump HP2
17
Voltage /
Plant output Dimensions [mm] Weight
frequency 18
[kW] A B C D E [kg] [V/Hz]
3,000 650 112 254 42.4 155 42 400/50 19
4,000 - 6,000 775 132 314 60.3 180 70 400/50
8,000 - 9,000 805 132 314 60.3 180 72 400/50 20
21
Voltage /
frequency 22
[kW] A B C D E [kg] [V/Hz]
3,000 625 112 254 42.4 155 42 440/60 23
4,000 705 112 254 42.4 180 57 440/60
6,000 - 9,000 775 132 314 60.3 180 70 440/60
24
25
FUEL OIL SYSTEM
01
02 Fuel pressure valve regulating HR1
03 This valve is installed for adjusting a constant and suflcient pressure at engine fuel inlet. Due to the over-
capacity of the pressure pumps HP1/HP2 the valve provides a nearly constant pressure under all operating
04 conditions - from engine stop to maximum engine consumption. For MDO/MGO operation the pipes of the
fuel return line must be equipped with suflcient lncoolers to reduce the generated heat.
05
06
07
08
09 A
A
10
11
C
D
12
D
13 C C E
B
B
14 Fig 5-13 Fuel pressure regulating valve Fig 5-14 Fuel pressure regulating valve
HR1, 3,000 kW HR1, > 3,000 kW
15
16 Plant
output
17 [kW] A B C D E [kg]
3,000 168 57.5 G 40 1.5
18 8,000 248 70 25 88 122.5 3.6
> 8,000 279 94 38 109 150.5 8.4
19
20
21
22
23
24
25
FUEL OIL SYSTEM
01
HFO automatic llter HF4 02
An automatic llter with a mesh size 10 m (absolute) is required to remove cat lnes from the fuel oil. 03
The llter is installed between day tank and mixing tank.
04
05
06
07
08
09
A
10
D
11
12
D
13
14
E
15
16
17
18
C
19
20
B
21
Fig. 5-15 HFO automatic llter HF4
22
Plant output Dimensions [mm]
[kW] A B C D E 23
3,000 - 4,500 825 445 310 DN 40 DN 32
4,501 - 12,000 890 520 335 DN 65 DN 50
24
25
FUEL OIL SYSTEM
01
02 Flow quantity indicator FQ1
03 The fuel meter has to be installed between feed pumps and mixing tank HT2.
Independent fuel consumption measurements for individual engines can be provided by installing two mow
04 meters per engine, one at the feed line and one at the return line.
05
Mixing tank HT2
06
Function: In the mixing tank the warm return fuel from the engine is mixed with the fuel delivered from the
07 day tank. The mixing tank acts as a buffer for fuel viscosity and/or fuel temperature, when changing over
from HFO to diesel oil and vice versa.
08 Venting to the day tank is required, if level switch is activated, due to accumulated air or gases in the
mixing tank.
09
D
10
11
12
13
14
15
16
A
17
18
19
20
21
Fig. 5-16 Mixing tank HT2
22
Plant output Volume Dimensions [mm] Weight
23 [kW] [l] A D E [kg]
10,000 100 1,700 323 1,500 120
24 > 10,000 200 1,700 406 1,500 175
25
FUEL OIL SYSTEM
01
Fuel circulating pump HP3, stand-by circulating pump HP4 02
Two fuel circulating pumps in parallel are recommended, one in operation and one on stand-by. 03
The circulating pumps maintain the required fuel circulation through the engines fuel injection system.
Screw type pump with mechanical seal. 04
Vertical or horizontal installation is possible.
Delivery head 5 bar. 05
Peng. [kW] V= Volume [m/h] 06

Capacity V [m/h] = 0.7 Peng.= Power engine [kW]
1,000 07
08
C
09
D
10
11
B
E
A
12
Fig. 5-17 Fuel circulating pump HP3, Stand-by circulating pump HP4
13
14
Voltage / 15
frequency
[kW] A B C D E [kg] [V/Hz] 16
3,000 - 4,000 775 132 314 60.3 180 70 400/50
4,500 - 6,000 805 132 314 60.3 180 72 400/50 17
8,000 - 9,000 980 160 345 88.9 210 124 400/50
18

Voltage / 19
frequency
[kW] A B C D E [kg] [V/Hz] 20
3,000 - 4,500 775 132 314 60.3 180 70 440/60
6,000 805 132 314 60.3 180 72 440/60 21
8,000 - 9,000 820 132 314 60.3 190 80 440/60
22
23
24
25
FUEL OIL SYSTEM
01
02 Heavy fuel lnal preheater HH1, stand-by lnal preheater HH2
03 The capacity of the lnal preheater shall be determined based on the injection temperature at the nozzle, to
which 4 K must be added to compensate for heat losses in the piping.
04 The piping for both heaters shall be arranged for separate and series operation.
Parallel operation with half the mow must be avoided due to the risk of sludge deposits.
05 The arrangement of only one preheater may be approved where it is ensured that the operation with fuel
oil which does not need preheating can be temporarily maintained.
06 NOTE:
Safe return to port requirement, maneuverability must be ensured.
07 Two mutually independent lnal preheaters have to be installed.
The arrangement of only one preheater may be approved where it is ensured that the operation with
08 fuel oil which does not need preheating can be temporarily maintained.
Heating media:
09 Electric current (max. surface power density 1.1 W/cm)
Steam
10 Thermal oil
Temperature at engine inlet max. 150 C
11
12 H
steam
13
safety valve
14 fuel
G
15
16
D
17 fuel
F
18
C
condensate
E
19
B
20 K
Fig. 5-18 Heavy fuel lnal preheater HH1, stand-by lnal preheater HH2
21
22 [kW] A B C D E F G H K [kg]
up to 3,000 1,220 120 210 705 DN 25 DN 25 DN 325 DN 32 275 125
23 3,001 - 4,500 1,520 120 210 1,005 DN 25 DN 32 DN 32 DN 32 275 155
4,501 - 8,000 2,065 120 215 1,540 DN 25 DN 40 DN 40 DN 32 275 272
24
8,001 - 14,000 1,630 130 235 1,035 DN 40 DN 50 DN 50 DN 50 390 265
25
FUEL OIL SYSTEM
01
Viscosimeter HR2 02
The viscosimeter is regulating in conjunction with the lnal preheater the required fuel injection viscosity. 03
This device automatically regulates the heating of the lnal preheater depending on the viscosity of the
bunkered fuel oil, so that the fuel will reach the nozzles with the viscosity required for injection. 04
05
Pressure absorber KD1 (optional)
06
During the injection phases of fuel from the supply line, compression and injection as well as the release
of unused fuel into the return line, cyclic pressure pulsations may result. The requirement of installing fuel 07
dampers in the external pipe system depends on the design of the external fuel pipe work and its ability
to absorb such pulsations suflciently. Just in case of enhanced damping requirements additional dampers 08
have to be installed.
09
Bypass overmow valve HV (optional) 10
If more than one engine is connected to the fuel booster and supply system a bypass overmow valve bet- 11
ween the feed line and the return line can be required.
Thus to secure and stabilize the pressure in the fuel feed line under all circumstances and operation condi- 12
tions.
The overmow valve must be differential pressure operated. The opening differential pressure should be 2
13
bar.
14
15
Duplex llter HF1 (ltted)
16
The fuel duplex llter is installed at the engine.
The two llter chamber construction allows continuous operation without any shut downs for cleaning the 17
llter elements.
The drain connection of the llter is provided with a valve and must be routed to the leak oil tank. 18
If the llter elements are removed for cleaning, the llter chamber must be emptied. This prevents the dirt
particles remaining in the llter casing from migrating to the clean oil side of the llter. 19
20
21
22
23
24
25
FUEL OIL SYSTEM
01
02 Fuel oil cooler for MDO operation DH3
03 To ensure always a fuel oil temp. below 50 C a cooling of diesel oil might be required.
The need for fuel cooler is system specilc and depends on fuel circuit design and type of fuel oil.
04 In case of more than one engine, or different engines are connected to the same fuel supply system, the
MDO-cooler capacity has to be increased accordingly.
05 The diesel oil coolers are always installed in the fuel return line (engine connection C78).
The heat transfer load into the diesel oil system is approx. 1.6 kW/cyl.
06 LT-water is normally used as cooling medium.
07 A
D
08 B
N1
09
N2
10
11
C
N4 N3
12
13 Fig. 5-19 Fuel oil cooler for MDO operation DH3
14
Engine
output
16 [kW] A B C D N1 + N2 N3 + N4 [kg]
3,000 - 4,500 910 106 153 750 1 SAE 1 SAE 19
17
18
19
20
21
22
23
24
25
FUEL OIL SYSTEM
01
5.2.3 Fuel booster and supply module 02
A complete fuel conditioning module, designed for HFO up to 700 cSt / 50 C, can be supplied. 03
Caterpillar Motoren standard modules consist of following components:
04
Three-way change over valve
Booster pumps 05
Automatic llter
Pressure regulating valve 06
Fuel mow meter
Mixing tank 07
Circulating pumps
Fuel preheater (steam, thermal oil or electric) 08
Viscosity control
Diesel oil cooler 09
Control cabinet
Alarm panel 10
Built on one frame, they include all piping, wiring and trace heating. 11
Module controlled automatically with alarms and starters 12
Pressure pump starters with stand-by automatic

13
Circulating pump starters with stand-by automatic
PI-controller for viscosity controlling
14
Starter for the viscosimeter
15
Analog output signal 4 - 20 mA for viscosity
16
Alarms
17
Pressure pump stand-by start
Low level in the mixing tank 18
Circulating pump stand-by start
Self-cleaning lne llter clogged 19
Viscosity alarm high/low
The alarms with potential free contacts 20
Alarm cabinet with alarms to engine control room and connection possibility for remote start/stop and
indicating lamp of fuel pressure and circulating pumps 21
22
23
24
25
FUEL OIL SYSTEM
01
02 Size, weight and dimensions
03 The whole module is tubed and cabled up to the terminal strips in the electric switch boxes which are
installed on the module. All necessary components like valves, pressure switches, thermometers, gauges
04 etc. are included. The fuel oil pipes are equipped with trace heating (steam, thermal oil or electrical) where
necessary.
05
NOTE:
06 The module will be tested hydrostatical and functional in the workshop without heating and not connected
to the engine.
07
08 Capacity Type Weight LxWxH
[kW] [kg] [mm]
09 Steam / thermal / 1,800
2,400 3,000 2,800 x 1,200 x 2,000
electric 1,700
4,000 4,500 3,000 x 1,200 x 2,100
electric 2,400
5,000 6,000 3,200 x 1,300 x 2,100
electric 3,000
8,000 9,000 3,400 x 1,400 x 2,100
electric 3,200
13 10,000 12,000 Steam / thermal 4,000 3,600 x 1,400 x 2,100
13,400 16,000 Steam / thermal 4,200 4,200 x 1,600 x 2,100
14
19,200 24,000 Steam / thermal 5,400 5,000 x 1,700 x 2,100
15 25,600 32,000 Steam / thermal 6,000 6,000 x 2,000 x 2,100
16
17
18
19
20
21
22
23
24
25
FUEL OIL SYSTEM
01
02
u
u
03
04
LI LI
HT1 LSL LSL DT1

HH4 TI
05
06
HR9
07
TI TT
HR6
GS GS
GS GS
DH3 08
HP1 PSL
09
M
LSL
N/C
HF2 PI PI PI HT2 VSL VI VSH
PDSH KD1
TI HP3 PI TI TT
10
TI
HP2 PDI FQI TI HR2
TI TI HH1 HH2
HF4 PI
HP4
11
HR1
PI
PDSL
12
p p 13
Fig. 5-20 Fuel booster and supply module, system diagram
DH3 Fuel oil cooler for MDO operation KD1 Pressure absorber
14
DT1 Diesel oil day tank FQI Flow quantity indicator
15
HF2 Primary llter (duplex llter) GS Limit switch
HF4 HFO automatic llter LI Level indicator
16
HH1 Heavy fuel lnal preheater LSL Level switch low
HH2 Stand-by lnal preheater PDI Diff. pressure indicator 17
HH4 Heating coil PDSH Diff. pressure switch high
HP1 Fuel pressure pump PDSL Diff. pressure switch low 18
HP2 Fuel stand-by pressure pump PI Pressure indicator
HP3 Fuel circulating pump PSL Pressure switch low 19
HP4 Stand-by circulating pump TI Temperature indicator
HR1 Fuel pressure regulating valve TT Temperature transmitter (PT100) 20
HR2 Viscosimeter VI Viscosity indicator
HR6 Change over valve (HFO/diesel oil) VSH Viscosity control switch high 21
3-way-valve VSL Viscosity control switch low
HR9 Fuel change over main valve 22
HT1 Heavy fuel day tank p Free outlet required
HT2 Mixing tank u Fuel separator or from transfer pump 23
All heavy fuel pipes have to be insulated. Heated pipe 24

25
FUEL OIL SYSTEM
01
02
03
04
05
HP1
06
07
08 HH2
HP2
09
HH1
HF4
10
11
12 DH3
13
14 HT2
15
16
17 HR9
HR2
18 HF2
HP4
HP3
19
20
Fig. 5-21 Fuel booster and supply module, 3D
21
DH3 Fuel oil cooler for MDO operation HP1 Fuel pressure pump
22 HF2 Primary llter (duplex llter) HP2 Fuel stand-by pressure pump
HF3 Coarse llter HP3 Fuel circulation pump
23 HF4 HFO automatic llter HP4 Stand-by circulation pump
HH1 Heavy fuel lnal preheater HR9 Fuel change over main valve
24 HH2 Stand-by lnal preheater HT2 Mixing tank
25
FUEL OIL SYSTEM
01
5.3 Switching over from HFO to diesel oil 02
Continuous operation with HFO is recommended for engines designed for running on HFO mainly. 03
Starting and stopping the engine on HFO (Pier to Pier) can be provided if a suflcient preheating of the fuel
oil system is ensured. 04
The circulating pumps have to be permanently in service, so a continuous circulation of warm/hot fuel oil
through the engine is ensured. 05
A frequent change over from HFO to diesel oil is only recommended when even necessary for mushing 06
purposes, emergencies, special sea area emission requirements, etc.
07
Changing the fuel oil too quickly and too often may cause high risk of plunger seizure (thermal shock), fuel
injection pump leakages, etc. in the fuel injection pump 08
Only a slow switch over will attenuate that effect.
09
Typical switch over characteristics (HFO to diesel) 10

11
Rate diesel oil 12

13
14
Temperature
Fuel rate 15
Diesel oil cooler switching

16
Fuel oil temperature point
17
18
Rate heavy fuel oil 19
Time 20
Fig 5-22 Switch over characteristics
21
22
23
24
25
LUBE OIL SYSTEM
01
02 General
03 The lube oil performs several basic functions:

It cleans the engine by carrying dirt and wear particles until the llters can extract and store them.
04 It cools the engine by carrying heat away from the piston, cylinder walls, valves and cylinder heads
to be dissipated in the engine oil cooler.
05 It cushions the engines bearings from the shocks of cylinder lring.
It lubricates the wear surfaces, reducing friction.
06 It neutralizes the corrosive combustion products.
It seals the engines metal surfaces from rust.
07 It lubricates the turbocharger bearings.
It cools the injection nozzles.
08
09 6.1 Lube oil requirements
10 NOTE:
The viscosity class SAE 40 is required.
11
Wear and tear and thus the service life of the engine depend on the lube oil quality. Therefore high requi-
12 rements are made for lubricants:
13 Constant uniform distribution of the additives at all operating conditions.

Perfect cleaning (detergent effect) and dispersing power, prevention of deposits from the combustion
14 process in the engine.
Suflcient alkalinity in order to neutralize acid combustion residues.
15
The TBN (total base number) must be between 30 and 40 KOH/g at HFO operation.
For MDO operation the TBN is 12 - 20 KOH/g depending on Sulfur content.
16
17
18
19
20
21
22
23
24
25
LUBE OIL SYSTEM
01
02
Diesel oil / 03
Manufacturer I II HFO operation I II
MDO operation
AGIP DIESEL SIGMA S X CLADIUM 300 S X 04
CLADIUM 120 X CLADIUM 400 S X
PB ENERGOL HPDX 40 X ENERGOL IC-HFX 304 X 05
ENERGOL DS 3-154 X ENERGOL IC-HFX 404 X
ENERGOL IC-HFX 204 X 06
VANELLUS C3 X
CHEVRON, DELO 1000 MARINE X TARO 30 DP X
07
CALTEX, TARO 12 XD X TARO 40 XL X
TEXACO TARGO 16 XD X TARO 40 XLX X
08
TARGO 20 DP X
TARGO 20 DPX X 09
CASTROL MARINE MLC X TLX PLUS 304 X
MHP 154 X TLX PLUS 404 X 10
TLX PLUS 204 X
CESPA KORAL 1540 X
11
ESSO EXXMAR 12 TP X EXXMAR 30 TP X
EXXMAR CM+ X EXXMAR 30 TP PLUS X
12
ESSOLUBE X 301 X EXXMAR 40 TP X
EXXMAR 40 TP PLUS X
13
MOBIL MOBILGARD 412 X MOBILGARD M430 X
MOBILGARD ADL X MOBILGARD M440 X
14
MOBILGARD M430 X MOBILGARD M50 X
MOBILGARD 1-SHC 1) X
15
DELVAC 1640 X
SHELL GADINIA X ARGINA T X
16
GADINIA AL X ARGINA X X
ARGINA S X
17
ARGINA T X
TOTAL LUBMA- RUBIA FP X AURELIA TI 4030 X
18
RINE DISOLA M 4015 X AURELIA TI 4040 X
AURELIA TI 4030 X
19
CAPRANO M40 X
LUKOIL NAVIGO 12/40 X NAVIGO TPEO 40/40 X
20
NAVIGO 15/40 X NAVIGO TPEO 30/40 X
GULF SEA POWER 4015 X SEA POWER 4030 X
21
SEA POWER 4040 X
22
I Approved in operation / II Permitted for controlled use. When these lube oils are used, Caterpillar Motoren GmbH & Co. KG must be informed
because at the moment there is insuflcient experience available for engines. Otherwise the warranty is invalid. / 1) Synthetic oil with a high 23
viscosity index (SAE 40 W/40). Only permitted if the oil inlet temperatures can be decreased by 5 - 10 C.
24
25
LUBE OIL SYSTEM
01
02 6.2 Internal lube oil system
03 General
04 Pipes are to be connected free of tension to the engine connection points.
05 C91
C58
06
1112.1
07
TI PI 1112.2
PDSH
1203 1202 1106 1104 1105

08 TSHH TT PSLL PSL PT
PDI
C59
09 LP1
LR2
LF2
10
EC1 ENGINE
11
12
13
y
14 C51 C53
Fig. 6-1 Internal lube oil system, system diagram
15
16
EC1 Exhaust gas turbocharger TI Temperature indicator
17 LF2 Self-cleaning lube oil llter TSHH Temperature switch high high
LP1 Lube oil force pump TT Temperature transmitter (PT100)
18 LR2 Oil pressure regulating valve
C51 Force pump, suction side
19 PDI Diff. pressure indicator C53 Lube oil discharge
PDSH Diff. pressure switch high C58 Force pump, delivery side
20 PI Pressure indicator C59 Lube oil inlet, lube oil llter
PSL Pressure switch low C91 Crankcase ventilation to stack
21 PSLL Pressure switch low low
PT Pressure transmitter y Provide an expansation joint
22
23
24
25
LUBE OIL SYSTEM
01
Lube oil force pump LP1 (ltted) 02
The lube oil force pump is a gear pump, ltted on the engine and mechanically driven by the crankshaft. 03
The lube oil force pump provides the lube oil from the circulating tank LT1 to the engine.
It is designed to provide a suflcient amount of lube oil at the required pressure to the engine even when 04
running at the designed minimum engine speed. Capacity, see technical data.
05
06
Self-cleaning lube oil llter LF2 (ltted)
07
The back mushing llter protects the engine from dirt particles which may accumulate in the circulating tank
LT1. 08
Mesh size 30 m (absolute). The llter is continuously mushing into the oil pan without mushing oil treat-
ment, without bypass llter. For single-engine plants a llter insert will be delivered as spare part. 09
10
11
12
13
14
15
16
17
Fig. 6-2 Self-cleaning lube oil llter LF2 18
19
20
21
22
23
24
25
LUBE OIL SYSTEM
01
02 Back mushing llter LF2 (separate), option
03
04 1 1a
P1 P2
05
S
2 3a 3
06
07
08
F
09
C
10
11
12
E
13
14
B
15 X
16
17
Y
14
18
19
A
20
21 Fig. 6-3 Back mushing llter LF2

A B C E F S X Y [kg]
23
6/8/9 M 32 C 485 200 775 245 295 400 180 180 112
24 If the back mushing llter is separate, there will be a duplex llter on the engine.
25
LUBE OIL SYSTEM
01
6.3 External lube oil system 02
General 03
Pipes are to be connected free of tension to the engine connection points. 04
TI TI
LR1 05
C B
LH1
06
A
C91
C58
07
1112.1
TI PI 1112.2
1142
08
PI
PDSH
PSL
1203 1202 1106 1104 1105
PDI
TSHH TT PSLL PSL PT C59
LP2 LP1 LF2 09
LR2
ENGINE 10
EC1
11
TI
z C51 z C53
y
12
LS1 13
LH2
LF4 LF4
LF4
LP9
PI TI
14
15
Fig. 6-4 External lube oil system, LI
system diagram LSL LT1

16
EC1 Exhaust gas turbocharger PI Pressure indicator 17
LF2 Self-cleaning lube oil llter PSL Pressure switch low
LF4 Suction strainer PT Pressure transmitter 18
LH1 Lube oil cooler TI Temperature indicator
LH2 Lube oil preheater TSHH Temperature switch high high 19
LP1 Lube oil force pump TT Temperature transmitter (PT100)
LP2 Lube oil stand-by force pump 20
LP9 Transfer pump (separator) C51 Force pump, suction side
LR1 Lube oil temperature control valve C53 Lube oil discharge 21
LR2 Oil pressure regulating valve C58 Force pump, delivery side
LS1 Lube oil separator C59 Lube oil inlet, lube oil llter 22
LT1 Sump tank C91 Crankcase ventilation to stack
LI Level indicator 23
LSL Level switch low y Provide an expansion joint.
PDI Diff. pressure indicator z Max. suction pressure - 0.4 bar 24
PDSH Diff. pressure switch high
25
LUBE OIL SYSTEM
01
02 Lube oil stand-by force pump LP2 (separate)
03 This pump is a stand-by to the force

pump LP1.
04
It is a gear or screw type pump.
05 It is a requirement of the classilcation
societies for single-engine plants.
06 This pump will also be used for
prelubricating.
07
08
09
10
11
12
H
13
14
15
16
17
18
19
W
20
Fig. 6-5 Lube oil stand-by force pump LP2
21
Capacity Motor power W H Weight
22 [m/h] [kW] [mm] [mm] [kg]
6 M 32 C 400 V / 50 Hz 70 37 628 1,773 701
23 440 V / 60 Hz 70 36 628 1,728 588
8/9 M 32 C 400 V / 50 Hz 90 45 764 2,015 786
24 440 V / 60 Hz 90 45 764 1,773 601
25
LUBE OIL SYSTEM
01
Prelubricating pump LP5 (separate) 02
This pump can be installed instead of a stand-by force pump in multiple engines plants. 03
This pump can only be used for prelubricating, not as stand-by for the force pump.
Capacity see technical data. 04
A C 05
06
07
D
B
08
09
DN 100
10
11
12
E
DN 100
Fig. 6-6 Prelubricating pump LP5
13
14
Motor
power
15
A B C D E [kW] [kg]
400 V / 50 Hz 1,119 355 378 DN 100 260 11 192 16
440 V / 60 Hz 1,197 355 354 DN 80 260 13.2 172
17
The pumps can be installed in horizontal or vertical position.
18
Suction strainer LF4 (separate)
Suction pipe
19
This strainer shall only protect the pumps. 20
It is not in the Caterpillar Motoren scope of
supply. 21
Mesh size 2 3 mm.
22
Strainer
23
Fig. 6-7 Suction strainer LF4 24

25
LUBE OIL SYSTEM
01
02 Oil pressure regulating valve LR2 (ltted)
03 The pressure control valve controls the lube oil pressure at engine inlet by giving only the adequate oil
mow to the engine. The not needed oil mow will be led back into the engine oil pan.
04
05 Lube oil cooler LH1 (separate)
06 A plate cooler with plates of stainless steel will be used to dissipate the heat to the LT fresh water system.
07
520 L
08
257
09
10
11
12
13
1,227
1,570
14
15
16
17
187.5
18
Fig. 6-8 Lube oil cooler LH1
19
20 L Weight
[mm] [kg]
21 6 M 32 C 660 704
8 M 32 C 897 782
22 9 M 32 C 897 824
23
24
25
LUBE OIL SYSTEM
01
Lube oil temperature control valve LR1 (separate) 02
A wax operated control valve will be used to control the oil inlet temperature into the engine. It has an 03
emergency manual adjustment.
Option: Electric driven valve with electronical controller. 04
05
H 30
06
07
08
F
A
09
C B
10
D
11
G 12
Fig. 6-9 Lube oil temperature control valve LR1
13
14
DN D F G H [kg] 15
6 M 32 C 80 200 171 267 151 27
8/9 M 32 C 100 220 217 403 167 47 16
17
Centrifugal llter LS2 (separate) 18
A centrifugal llter can be used for cleaning of lube oil. This may extend the lube oil change intervals. 19
20
21
22
23
24
25
LUBE OIL SYSTEM
01
02 Lube oil temperature control valve LR1 (electric driven valve), option
03 D
04
05
06
B
07
08
2 1
09
C
10 3
Fig. 6-10 Lube oil temperature A

11 control valve LR1 (electric driven valve)
12
13
DN A B C D [kg]
14 6 M 32 C 80 310 624 155 170 58
8/9 M 32 C 100 350 646 175 170 70
15
Lube oil separator LS1 (separate)
16
The most effective cleaning of lube oil is carried out by means of separation.
17 Separation is mandatory for HFO driven plants and highly recommended for MGO/MDO operation.
18 Layout for MGO/MDO operation
19 Automatic self-cleaning separator; Operating temperature 85 - 95 C
20 V [l/h] = 0.18 Peng [kW] Peng= Power engine [kW]
21 Layout for HFO operation
22 Automatic self-cleaning separator; Operating temperature 95 C
23 V [l/h] = 0.29 Peng [kW] Peng= Power engine [kW]
24 For the layout of separators, please follow the separator manufacturers guidelines.
25
LUBE OIL SYSTEM
01
Lube oil system with wet sump 02
Alternatively a wet sump can be used instead of a separate circulation tank below the engine. 03
TI
LH1
TI
C
LR1
B
04
A
05
C91 06
C58
1142
PSL
PI 1106 1104
1112
PDSH
07
1203 1202 1103 1102 1105
PDI
08
TSHH TT PSLL PSL PT PI TI C59
LP1
LP2 LF2
LR2
LF4 LF4
EC1 ENGINE
09
10
C46a
11
LI
12
C65 LP9 PI TI
LSL 1301 LF4
LT2
C61 C60
13
LH2
LS1
14
TI
15
Fig. 6-11 System diagram, wet sump tank
16
EC1 Exhaust gas turbocharger PDSH Diff. pressure switch high
LF2 Self-cleaning lube oil llter PI Pressure indicator 17
LF4 Suction strainer PSL Pressure switch low
LH1 Lube oil cooler PSLL Pressure switch low 18
LH2 Lube oil preheater PT Pressure transmitter
LP1 Lube oil force pump TI Temperature indicator 19
LP2 Lube oil stand-by force pump TSHH Temperature switch high high
LP9 Transfer pump (separator) TT Temperature transmitter 20
LR1 Lube oil temperature control valve
LR2 Oil pressure regulating valve C46a Stand-by force pump, suction side 21
LS1 Lube oil separator C58 Force pump, delivery side
LT2 Oil pan C59 Lube oil inlet, luber oil cooler 22
C60 Stand-by pump HT, inlet
LI Level indicator C61 Separator connection, delivery side 23
LSL Level switch low C65 Lube oil llling socket
PDI Diff. pressure indicator C91 Crankcase ventilation to stack 24
25
LUBE OIL SYSTEM
01
02 Lube oil system with high level circulating tank
03 If there is no suflcient space for a separate circulating tank below the engine itself and an engine with
wet sump is not applicable, a separate circulating tank can be foreseen adjacent to or even above the
04 engine.
The maximum height of the oil level in the circulating tank is limited to 2.5 m above the crankshaft centre.
05 In this case a lube oil recirculation pump and a respective standby pump will be necessary.
Power of recirculation pump and standby pump see technical data.
06 In this case please contact Caterpillar Motoren.
07
TI TI
LR1 B
08
C
LH1 A
09 d
10 C52 C58
C91
y y PI PI
11 LP5 LP7
PDSH
12 TSHH LF4 LF4

LP3 LP1 TT TI PI PSLL PSL PT PDI C59
LR2
LF2
13 e
ENGINE
14
LI
C48
15 LSL
LT1 y
16 C51
LF4 f
17
18
TI
19 LS1
LH2
20 PI TI
LF4
21 LP9
Fig. 6-12 System diagram, high level tank

22
23
24
25
LUBE OIL SYSTEM
01
LF2 Self-cleaning lube oil llter C48 Stand-by suction pump, suction side 02
LF4 Suction strainer C51 Force pump, suction side
LH1 Lube oil cooler C52 Suction pump, delivery side 03
LH2 Lube oil preheater C58 Force pump, delivery side
LP1 Lube oil force pump C59 Lube oil inlet, duplex llter 04
LP3 Lube oil suction pump C91 Crankcase ventilation to stack
LP5 Prelubrication force pump 05
LP7 Prelubrication suction pump d Opening pressure 1.0 bar
LP9 Transfer pump (separator) e Filling pipe 06
LR1 Lube oil temperature control valve f Drain
LR2 Oil pressure regulating valve y Provide an expansion joint 07
LS1 Lube oil separator
LT1 Lube oil sump tank 08
LI Level indicator 09
LSL Level switch low
PDI Diff. pressure indicator 10
PDSH Diff. pressure switch high
PI Pressure indicator 11
PSL Pressure switch low
PSLL Pressure switch low 12
PT Pressure transmitter
TI Temperature indicator
13
TSHH Termperature switch high
TT Temperature transmitter (PT100)
14
15
16
17
18
19
20
21
22
23
24
25
LUBE OIL SYSTEM
01
02 6.4 Circulating tanks and components
03
6.4.1 Lube oil drain piping
04
The oil drain bend is provided separately. In general the oil drain connecting point is located at the driving
05 end of the engine. If the engine is aligned with inclination to the free end, the oil drain bend can be moun-
ted to the free end of the engine. The oil drain piping should be as short as possible.
06 There should be a compensator between the end of the oil drain bend and the circulating tank.
07
6.4.2 Circulating tank layout
08
Circulating tank LT1
09
The circulating tank contains the engine lube oil. The recommended volume of the circulating tank is
10 calculated as follows:
11
1.7 Peng [kW]
V[m] = Peng = Power engine [kW]
12 1,000
13 On request lower capacities are possible, please contact Caterpillar Motoren. The nominal oil level is at 80
% of circulating tank volume. At 60 % of circulating tank volume there should be a low level switch with
14 monitoring by the MACS.
To make sure, that the engine is provided with lube oil, the lube oil suction pipe should be aligned inside
15
the circulating tank in a position, that is llled with lube oil under any condition.
To avoid any stress to the structure of the engine as well as the circulating tank, the circulating tank should
16
be located below the engine in its total length and width to make sure that the foundation is warmed up
17 equally. In plants with separators the content of the circulating tank should be clariled permanently.
The preheater in the separator should be able to keep the lube oil temperature at min. 40 C even when
18 then engine is not running.
19 Discharge DN200 from engine Main and stand-by pump

with compensator Separator return suction pipe
20
Separator suction
21 80% Oil filling
ca. 60 % Oil minimum alarm
Oil cap. 1.0 - 1.36 l/kW
22 D D
H = 0.5 x D
H = 0.5 x D
23
24 Fig. 6-13 Sump tank LT1
25
LUBE OIL SYSTEM
01
6.5 Crankcase ventilation system 02
03
6.5.1 Crankcase ventilation pipe dimensions
04
The crankcase ventilation connecting point is DN 80.
The engine main ventilation line must be at least DN 100. 05
If the engine main ventilation line is joined to the ventilation line of the circulation tank, this line
must be at least DN 125 (consider class requirements). 06
The maximum pressure in the crankcase is limited to 150 Pa.
07
6.5.2 Crankcase ventilation pipe layout 08
The pipes should run upwards. 09

Free ventilation under all trim conditions is required.
To avoid backmow of condensate, a permanent drain of the ventilation pipe is required. 10
11
DN 100 12
DN 80
13
Compensator for resilient mounted engine
14
15
C91
16
Crankcase pressure max. 150 Pa (15 mm WC)
17
Fig. 6-14 Crankcase ventilation
18
C91 Crankcase ventilation to stack
19
20
21
22
23
24
25
LUBE OIL SYSTEM
01
02 6.6 Recommedation for mushing of lube oil system
03 Required conditions
04 The required mow velocity for mushing purposes is minimum 2.0 m/s.
There should be an external mushing oil llter (30/34 m mesh size) with differential pressure indicator
05 (0.2 bar) installed on the end of the mushing circuit.
Lube oil separator must be in operation.
06 Lube oil temperature min. 40 C (140 cSt.), if possible use low-viscosity mushing oil.
07 Flushing the system from circulation tank to circulation tank
08 The mushing oil pump takes the oil from the lube oil circulation tank and presses into the lube oil
system.
09 During the mushing process the automatic lube oil llter is bypassed.
Before engine inlet the system is to be disconnected and the mushing oil is to be conducted via a
10 mexible pipe through a crankcase door (near to the oil drain) into the circulating tank.
11 Flushing time
12 Each system is to be mushed for at least 8 hours.

The main mushing is completed when there is no more differential pressure at the mushing oil llter.
13 After the main mushing is completed, re-install all llter inserts and mush the system one more hour
with all llters in place not using bypasses.
14 Inspect all llters and continue mushing until all llters and inserts stay clean.
After mushing, all not mushed pipes and llters (e.g. stand-by pump lines, opened pipes) to be cleaned
15
separately.
16
17
18
19
20
21
22
23
24
25
COOLING WATER SYSTEM
01
7.1 General 02
MaK engines are cooled by two cooling circuits: 03
A high temperature (HT) and
A low temperature (LT) cooling circuit 04
The cooling water needs to be treated according to Caterpillar Motoren requirements for MaK engines.
05
7.1.1 Two circuit cooling system 06
In this system arrangement, the two cooling systems are designed as two separate water circuits. Each 07
circuit needs to be ltted with a header tank and a fresh water cooler.
08
7.1.2 Secondary circuit cooling system 09
In the "secondary circuit cooling system", the HT and LT cooling circuits are combined in sequence to one 10
water circuit.
In order to use the different temperature levels, the HT suction side is connected to the LT delivery side. 11
The HT circuit uses an amount of warm LT water and further heats it up by cooling the engine. The amount
of LT water, that is used by the HT system, depends on the current temperature and engine power. The 12
overrun of the lxed mow of the fresh water pump (ltted on engine) HT (FP1) circulates via bypass line from
the temperature control valve HT (FR1) to the suction side as usual.
13
The advantage of the secondary circuit system is its simplicity. It uses just one water circuit and there is
need for only one header tank and one fresh water cooler instead of two.
14
Moreover also the amount of piping is reduced.
15
16
7.2 Water quality requirements
17
7.2.1 General 18
The engine cooling water must be carefully selected, treated and controlled. 19
The use of untreated cooling water will cause corrosion, erosion and cavitation on the surfaces of the
cooling system. Deposits can impair the heat transfer and may result in thermal overload on components 20
to be cooled.
Therefore the treatment with an anti-corrosion agent has to be effected before the very lrst commissio- 21
ning of the plant.
22
23
24
25
01
02 7.2.2 Requirements
03 The characteristic of the untreated cooling water must be within the following limits:
Distillate or freshwater free from foreign matter (no seawater or waste water)
04 A total hardness of max. 10 dH
pH-value 6.5 8
05 Chloride ion content of max. 50 m/l
06
7.2.3 Supplementary information
07
Distillate:
08 If a distillate or fully desalinated water is available, this should preferably be used as engine cooling
water.
09 Hardness:
Water with more than 10 dGH (German total hardness) must be mixed with distillate or softened.
10
11 7.2.4 Treatment before operating the engine for the lrst time
12 Treatment with an anti-corrosion agent must be done before the engine is operated for the lrst time to
prevent irreparable initial damage.
13
14 7.3 Recommendation for cooling water system
15
7.3.1 Pipes and tanks
16
17 Galvanized material should not be used in tanks and pipes, they can cause zinc attack in the engine.
18
7.3.2 Drain tank with llling pump
19
It is recommended to collect the treated water in a separate drain tank when carrying out maintenance
20 work (to be installed by the yard).
21
22
23
24
25
01
7.3.3 Electric motor driven pumps 02
Pumps should be applicable for use in fresh water as well as sea water circuits, vertical design. 03
Rough calculation of power demand for the electric balance: 04
HV 05
p= [kW]
367 06
P= Power [kW] 07
PM = Power of electr. motor [kW]
V= Flow rate [m/h] 08
H= Delivery head [m]
= Density [kg/dm] 09
= Pump eflciency, 0.70 for centrifugal pumps
10
PM = 1.5 P < 1.5 kW
PM = 1.25 P 1.5 - 4 kW 11
PM = 1.2 P 4 - 7.5 kW
PM = 1.15 P 7.5 - 40 kW 12
PM = 1.1 P > 40 kW
13
7.4 Internal cooling water system

14
15
7.4.1 General
16
The high temperature (HT) system provides the HT side of the charge air cooler and the engines cylinder 17
heads and cylinder liner water rings with cooling water. In order to reduce the thermal tension in the
water-cooled engine parts, it is important to keep the drop in temperature low and therefore the mow high. 18
Therefore the fresh water pump (ltted on engine) HT (FP1) delivers its full mow over the engine. The HT
outlet temperature of 90 C is controlled by the temperature control valve HT (FR1). In case the tempera- 19
ture decreases, the valve delivers more water to the bypass (connection B for mechanical, connection 3 for
electrical driven valves) back to the HT pumps suction side. 20
In order to use the thermal energy of the HT circuit, a heat recovery can be installed as shown in the
cooling water diagrams (FH3). For heat recoveries, especially for fresh water generators a high mow over 21
the heat consumer (FH3) is recommended. This can be achieved by using a mow temperature control valve
HT (FR3). This valve raises the HT mow temperature and therefore reduces the amount of water that is 22
circulated over the bypass of FR1 and increases the mow through the heat recovery heat consumer (FH3)
and the fresh water cooler HT (FH1). 23
24
25
01
02 7.4.2 Internal cooling water system layout
03 Depending on the plant design the fresh cooling water pumps can be ltted on the engine. All cooling
water pumps may be also designed as separate with electrical drive.
04 Depending on the engine design, whether the turbocharger is at driving end or at free end, the piping
arrangements will be different.
05
Turbocharger at driving end
06
C37 C25 C15
07
08 2211 2212
TT TI TSHH
09
10
PI
11 ENGINE
CH1 CH2 CR3
2103 2101 2102 2201
12 PSLL PSL PT TT
C28
13 2112 2111
PT PSL PI
14
FP2 FP1
15
16 C22 C21 C31 C16 C14
17
Fig. 7-1 Internal cooling water system, system diagram, turbocharger at driving end
18
CH1 Charge air cooler HT TSHH Temperature switch high
19 CH2 Charge air cooler LT TT Temperature transmitter (PT100)
CR3 Sensor for charge air temperature control
20 valve C14 Charge air cooler LT, inlet
FP1 Fresh water pump (ltted on engine) HT C15 Charge air cooler LT, outlet
21 FP2 Fresh water pump (ltted on engine) LT C16 Charge air cooler HT, inlet
C21 Fresh water pump HT, inlet
22 PI Pressure indicator C22 Fresh water pump LT, inlet
PSL Pressure switch low C25 Cooling water, engine outlet
23 PSLL Pressure switch low C28 Fresh water pump LT, outlet
PT Pressure transmitter C31 Fresh water pump HT, outlet
24 TI Temperature indicator C37 Vent
25
01
Turbocharger at free end 02
03
C37 C25 C15
04
05
2211 2212
TT TI TSHH 06
07
08
PI
ENGINE 09
CH1 CH2
2103 2101 2102 2201 CR3
10
PSLL PSL PT TT
11
2112 2111
PT PSL PI
12
FP1 13
14
C21 C23 C14 15
Fig. 7-2 Internal cooling water system, system diagram, turbocharger at free end
16
17
CH1 Charge air cooler HT TI Temperature indicator
CH2 Charge air cooler LT TSHH Temperature switch high 18
CR3 Sensor for charge air temperature control TT Temperature transmitter (PT100)
valve 19
FP1 Fresh water pump (ltted on engine) HT C14 Charge air cooler LT, inlet
C15 Charge air cooler LT, outlet 20
PI Pressure indicator C21 Fresh water pump HT, inlet
PSL Pressure switch low C23 Stand-by pump HT, inlet 21
PSLL Pressure switch low C25 Cooling water, engine outlet
PT Pressure transmitter C37 Vent 22
23
24
25
01
02 7.5 External cooling water system
03
7.5.1 General
04
The low temperature (LT) cooling circuit provides cooling for the LT stage of the charge air cooler, the lube
05 oil and the diesel oil coolers and possible other consumers like e.g. gear box and generator coolers.
The LT mow temperature is controlled by FR2. The cooling system is laid out for 38 C under tropical condi-
06 tions and full engine load. For better performance, the LT temperature is to be controlled to 32 C.
Caterpillar Motoren can deliver mechanic P-controllers with a set point range of 20 to 30 C or electric
07 driven valves with electronic controllers, which must be set to 32 C.
08 Turbocharger at driving end
09 Anti corrosion treatment
FT2 FT1
10 LI LI
LSL LSL TI FH3 TI
11
d
TI
TI
12 3
M
2
B C FH1
FR1 1 FR3 A TI
TI
FR6
13
TI LH1 TI
TI
DH1
CR1 1 3
TI
14 TI
M 2
TI
C37 C25 b C15 TI
15 2212 B C
FH2
2211
TT TI TSHH FR2 A TI
TI
16 PI
2103 2101 2102

ENGINE 2201 CH1 CH2 CR3
17 C28
PSLL PSL PT TT
TI TI TI
21122111
PT PSL PI DH3 LH3 FH4
18
PI PI
PI FP2 FP1 SP1 SP2
TI TI TI PI PI
C22 C21
19
C31 PI C16 C14
PI PI SF1
20 e f
TI
TI
ST1
FH5
21 FP6
PI
FP5
PI
FP7
PI PI
22
23 Fig. 7-4 External cooling water system, system diagram, turbocharger at driving end
24 In plants with skin or box coolers not required: seawater system (SP1, SP2, SF1, ST1).
25
01
CH1 Charge air cooler HT LI Level indicator 02
CH2 Charge air cooler LT LSL Level switch low
CR1 Charge air temperature control valve PI Pressure indicator 03
CR3 Sensor for charge air temperature control PSL Pressure switch low
valve PSLL Pressure switch low 04
DH1 MDO preheater PT Pressure transmitter
DH3 Fuel oil cooler for MDO operation TI Temperature indicator 05
FH1 Fresh water cooler HT TSHH Temperature switch high
FH2 Fresh water cooler LT TT Temperature transmitter 06
FH3 Heat consumer
FH4 Other LT consumers C14 Charge air cooler LT, inlet 07
FH5 Fresh water preheater C15 Charge air cooler LT, outlet
FP1 Fresh water pump (ltted on engine) HT C16 Charge air cooler HT, inlet 08
FP2 Fresh water pump (ltted on engine) LT C21 Freshwater pump HT, inlet
FP5 Fresh water stand-by pump HT C22 Freshwater pump LT, inlet 09
FP6 Fresh water stand-by pump LT C25 Cooling water, engine outlet
FP7 Preheating pump C28 Fresh water pump LT, outlet 10
FR1 Temperature control valve HT C31 Fresh water pump HT, outlet
FR2 Temperature control valve LT C37 Vent 11
FR3 Flow temperature control valve HT
FR6 Sensor for temperature control valve b Measurement min. 2.0 m distance to C17 12
FT1 Compensation tank HT d Min. 4 m and max. 12 m above engine
FT2 Compensation tank LT center
13
LH1 Lube oil cooler e Bypass DN 12
LH3 Gear lube oil cooler f Drain
14
SF1 Seawater llter
15
SP1 Seawater pump
SP2 Seawater stand-by pump
16
ST1 Sea chest
17
18
19
20
21
22
23
24
25
01
02 Turbocharger at free end
04 FT2 FT1
LI LI
05 LSL LSL
d
TI FH3 TI
06 TI
TI
B C FH1
07
B C
FR3 A TI
FR1 A TI
TI LH1 TI
TI
08 DH1
TI CR1 1 3
TI M 2
09 C37 C25
b
C15
TI
TI
B C
FH2
2211 2212
10 TT TI TSHH FR2 A
TI
TI
11 PI
ENGINE CH1
2103 21012102 2201 CH2 CR3
PSLLPSL PT TT TI TI TI
12 2112 2111
DH3 LH3 FH4
PI PI
PT PSL PI SP1 SP2
PI PI
13
FP1 TI TI TI
C21 C23 C14

SF1
14 PI
e f TI ST1
15 TI
FH5
16
PI PI PI
FP5 FP7 FP4 FP6
PI PI PI
17
18
Fig. 7-5 External cooling water system, system diagram, turbocharger at free end
19
20 In plants with skin or box coolers not required: Seawater system (SP1, SP2, SF1, ST1).
21
22
23
24
25
01
FH1 Fresh water cooler HT TSHH Temperature switch high
FH2 Fresh water cooler LT TT Temperature transmitter (PT100) 06
FH3 Heat consumer
FH4 Other LT consumers C14 Charge air cooler LT, inlet 07
FH5 Fresh water preheater C15 Charge air cooler LT, outlet
FP1 Fresh water pump (ltted on engine) HT C21 Freshwater pump HT, inlet 08
FP4 Fresh water pump (separate) LT C23 Stand-by pump HT, inlet
FP5 Fresh water stand-by pump HT C25 Cooling water, engine outlet 09
FP6 Fresh water stand-by pump LT C37 Vent
FP7 Preheating pump 10
FR1 Temperature control valve HT b Measurement min. 2.0 m distance to C17
FR2 Temperature control valve LT d Min. 4 m and max. 12 m above engine 11
FR3 Flow temperature control valve HT center
FT1 Compensation tank HT e Bypass DN12 12
FT2 Compensation tank LT f Drain
LH1 Lube oil cooler
13
LH3 Gear lube oil cooler
SF1 Seawater llter
14
SP1 Seawater pump
15
ST1 Sea chest
16
17
18
19
20
21
22
23
24
25
01
02 Secondary circuit cooling system with turbocharger at free end
04 LI
FT2
LSL
05 TI FH3 TI
06
07 B
FR1 A
C
TI LH1 TI
TI
08 DH1
TI
CR1 1 3
M k
TI 2
C37 C25 b C15
09 2212
TI TI
TT TI TSHH FH2
B C
10 PI
FR2 A TI TI
11 210321012102
PSLL PSL PT
ENGINE 2201
TT
CH1 CH2 CR3
PI 2112 2111
12 PT PSL PI
DH3
TI
LH3
TI
FH4
TI
PI PI
C28 FP2 FP1 SP1 SP2
PI PI
13 C22 C21 C23 C14 TI TI TI
PI PI
SF1
14 e f
TI TI ST1
15 PI PI
FH5
FP6 FP5 FP7
16
PI PI
17
18 Fig. 7-6 Secondary circuit with turbocharger at free end, system diagram
19
20
21
22
23
24
25
01
FH2 Fresh water cooler LT TSHH Temperature switch high
FH3 Heat consumer TT Temperature transmitter (PT100) 06
FH4 Other LT consumers
FH5 Fresh water preheater C14 Charge air cooler LT, inlet 07
FP1 Fresh water pump (ltted on engine) HT C15 Charge air cooler LT, outlet
FP2 Fresh water pump (ltted on engine) LT C21 Freshwater pump HT, inlet 08
FP5 Fresh water stand-by pump HT C22 Freshwater pump LT, inlet
FP6 Fresh water stand-by pump LT C23 Stand-by pump HT, inlet 09
FP7 Preheating pump C25 Cooling water, engine outlet
FR1 Temperature control valve HT C28 Fresh water pump LT, outlet 10
FR2 Temperature control valve LT C37 Vent
FT2 Compensation tank LT 11
LH1 Lube oil cooler b Measurement min. 2.0 m distance to C17
LH3 Gear lube oil cooler e Bypass DN 12 12
SF1 Seawater llter f Drain
SP1 Seawater pump k Distance min. 1 m
13
ST1 Sea chest
14
15
7.5.2 Components
16
Freshwater cooler LT FH2 (separate) 17
Plate type, size depending on the total heat to be dissipated. 18
Most ship cooling systems dump the engines waste heat in seawater cooled fresh water coolers.
Caterpillar Motoren offers standardized titanium plate heat exchangers for this purpose. The size of 19
these coolers will always be individually calculated for the systems heat dissipation demand of the respec-
tive systems. 20
Alternatively box coolers, radiators and other heat exchanger arrangements and any kind of combined
cooling systems can be laid out and delivered. 21
22
23
24
25
01
02 Compensation tank HT FT1 / LT FT2
03 Arrangement: Min. 4 / max. 16 m above crankshaft center line (CL).

Size acc. to technical engine data.
04 All continuous vents from engine are to be connected.
05 Main functions of the cooling water header tank:

It produces static pressure for the cooling water pumps in order to prevent cavitation. Therefore it
06 has to be connected to each pump suction side or in case of a combined system to the suction side of
the central cooling water pump.
07 The vent lines continuously deliver a small water mow to the header tank. In this mow, air bubbles are
carried away and the system gets de-aerated.
08 Vent lines should also be installed in the highest points of the circuits in order to get rid of all air
bubbles that accumulate there.
09 Vent lines may not be too large in order to keep the mow over the header tank low. DN 20 is
recommended and also valves for adjusting the mow must be installed.
10 The mow of the vent lines gradually heats up the header tank by means of the constantly delivered
hot water. This mow returns to the system via the pump suction side. As this circulation is very small
11 in relation to the mow of the pump (if adjusted correctly), the temperature rise in the system will not be
noticeable.
12 The header tanks water volume balances the entire system volume, which changes due to thermal
expansion and possibly due to leakages.
13
14 Electric driven charge air temperature control valve CR1 (separate)
15 D

DN A B C D [kg]
17 80 310 624 155 170 58
6/8 M 32 C 100 350 646 175 170 70
18 9 M 32 C 125 400 717 200 170 110
B
19
20
2 1
21
C
22
23 3
A
24 Fig. 7-7 Charge air temperature control valve CR1
25
01
Fresh water pump (separate) HT FP3/FP5 and LT FP4/FP6 02
Capacity: acc. to heat balance. 03
04
F
E
05
06
07
08
D
09
10
DN
11
C
A 12
B B
Fig. 7-8 Fresh water pump
13
14
Flow Pressure Dimensions [mm] Weight
[m/h] [bar] DN A B C D E F [kg] 15
70 3.0 80 400 200 140 1,132 180 250 189
80 3.2 100 520 250 175 1,255 140 250 247 16
90 3.0 100 520 250 175 1,255 140 250 247
100 3.2 125 520 315 200 1,285 110 265 359 17
18
19
20
21
22
23
24
25
01
02 Temperature control valve HT FR1 (separate) / LT FR2 / HT mow FR3
03 P-controller with manual emergency adjustment (basis).

Option: PI-controller with electric drive. See charge air temperature control valve (CR1).
04
05 G H 30
A
06
07
08 F
09 C B
D
10
11 Fig. 7-9 Temperature control valve HT FR1
12
13
DN D F G H [kg]
14 6/8/9 M 32 C HT 100 220 217 403 167 47
6/8 M 32 C LT 100* 220 217 403 167 47
15 9 M 32 C LT 125* 250 241 489 200 67
16 * Minimum depending on total cooling water mow
17
18
19
20
21
22
23
24
25
01
02
7.6 System diagrams heat balance
44.6 C
03
90 C 04
v = 70 cbm/h
FW Cooler HT
Q = 1,595 kW
v = 70 cbm/h 05
47.1 C
90 C
06
Lube oil cooler
v = 70 cbm/h
Q = 440 kW
70.3 C 36 C
07
41.7 C
08
ENGINE
6 M 32 C IMO II M
FW Cooler LT
Charge air cooler 2
Q = 740 kW
P = 3,000 kW Q = 300 kW
n = 600 1/min
09
v = 70 cbm/h
Q = 420 kW
10
84.8 C 32 C
Charge air cooler 1

Q = 1,175 kW
v = 70 cbm/h
FW Pump LT
38 C
SW Pump
v = 160 cbm/h
11
70.3 C v = 70 cbm/h p = 2.5 bar
FW Pump HT
v = 70 cbm/h
p = 3.6 bar
12
p = 3.6 bar Sea chest
13
38 C
v = 70 cbm/h
Fig. 7-10 Heat balance, system diagram 6 M 32 C

14
15
16
17
18
19
20
21
22
23
24
25
01
02
03 45.4 C
04 90 C
v = 70 cbm/h
FW Cooler HT
Q = 2,080 kW
05 90 C v = 80 cbm/h
49 C
06
Lube oil cooler
v = 80 cbm/h
Q = 590 kW
64.4 C 36.4 C
07 42.7 C
FW Cooler LT
ENGINE
Q = 1,030 kW
8 M 32 C IMO II
08
Charge air cooler 2 M
P = 4,000 kW Q = 440 kW
n = 600 1/min v = 80 cbm/h
Q = 550 kW
09 83.2 C
32 C
SW Pump
10
Charge air cooler 1
Q = 1,530 kW v = 200 cbm/h
38 C
v = 70 cbm/h p = 2.5 bar
FW Pump LT
11 64.4 C v = 80 cbm/h
Sea chest
p = 3.5 bar
FW Pump HT
v = 70 cbm/h
p = 3.6 bar
12 38 C
v = 80 cbm/h
13 Fig. 7-11 Heat balance, system diagram 8 M 32 C
14 47.6 C
15 90 C
v = 80 cbm/h
FW Cooler HT
Q = 2,330 kW
16
v = 90 cbm/h
90 C
49.1 C
Lube oil cooler
17
v = 90 cbm/h
Q = 660 kW
65 C 37 C
18 42.8 C
FW Cooler LT
ENGINE
Q = 1,165 kW
9 M 32 C IMO II Charge air cooler 2 M
19
P = 4,500 kW Q = 505 kW
n = 600 1/min v = 90 cbm/h
Q = 625 kW
20
32 C
83.3 C
Charge air cooler 1 SW Pump
21 Q = 1,705 kW
v = 80 cbm/h
38 C
v = 200 cbm/h
p = 2.5 bar
FW Pump LT
64.9 C v = 90 cbm/h
22 p = 3.3 bar Sea chest

FW Pump HT
v = 80 cbm/h
p = 3.5 bar
23
38 C
v = 90 cbm/h
24 Fig. 7-12 Heat balance, system diagram 9 M 32 C
25
01
7.7 Preheating (separate module) 02
03
7.7.1 Electrically heated
04
The standard preheating system in plants delivered by Caterpillar Motoren is electrically heated.
Consisting of preheating pump FP7 (12 m/h), electric heater FH5 (27 kW) and switch cabinet. 05
Voltage 400 - 690, frequency 50/60 Hz., weight 103 kg.
160 320 06
07
08
09
840
10
11
12
1,250 290 13
min. 900 mm
14
15
16
17
18
19
20
21
22
23
Fig. 7-13 Freshwater preheater FH5, preheating pump FP7 24

25
01
02 7.7.2 Other preheating systems
03 On request preheating systems heated by thermal oil or steam can be laid out and delivered by Caterpillar
Motoren.
04
05 7.8 Box coolers system
06 On request box coolers can be laid out and delivered by Caterpillar Motoren.
07
7.9 Cooling circuit layout
08
The engine driven cooling water pumps are designed to provide the engine and its systems with cooling
09 water.
For a rough layout of these circuits, a pressure drop of 0.5 bar per component can be calculated:
10 Taking the total estimated pressure loss of the whole circuit in account, the mow delivered by the pump
can be read out from the pump performance curve.
11
12 Engine driven cooling water pumps (HT and LT)
Performance curve
13
14 4
15
3,5 2433 (600) rpm
16
17
Total head [bar]
18
2,5
19
20 2
21
22 1,5
0 20 40 60 80 100 120 140 160
Fig. 7-14 Pump curve Flow [m/h]
23
24
25
COMPRESSED AIR SYSTEM
01
Compressed air is used 02
to start the engines and
to provide actuating energy for safety devices. 03
The compressed air supply to the engine plant requires air receivers and air compressors of a capacity and 04
air delivery rating which will meet the requirements of the respective classilcation society.
To ensure the functionality of the components in the compressed air system, the compressed air has to be 05
free from solid particles and oil.
06
8.1 Internal compressed air system 07
The engine is started by means of compressed air with a nominal pressure of 30 bar. 08
The start is performed by direct injection of starting air into the cylinder through the starting air valves in
the cylinder heads. 09
01 10
6101
11
C86 PT
02
From starting air system
12
04
03
13
Stop cylinder injection pumps 14

PI
07
05 15
06
16
Additional air consumers
30 to 7.5 bar 6105
PSL
Test connection for 7.5 bar

17
Fig. 8-1 Internal compressed air system, system diagram 18
19
01 3/2 way valve 05 Air llter
02 Flame arrester 06 Pressure reducer 20
03 Air distributer 07 Stop cylinder
04 Starting air values 21
22
23
24
25
01
02 8.2 External compressed air system
03 The design of the starting air system is partly determined by classilcation regulations.
Most classilcation societies require that the total capacity is divided into two equally sized starting air
04 receivers and starting air compressors.
The starting air pipes should always be slightly inclined and equipped with manual or automatic draining
05 at the lowest points.
Caterpillar Motoren requires automatic draining condensate traps at the starting air receivers.
06
Slow turn
device
07
Control air
To typhon (optional) 6 bar
Slow turn
solenoid
PI AR1 6101
08
AT1 C86 PT
AC1 AR5
Slow turn
valve PI
09
d
AC2 d
AR5 6105
To typhon PSL
AR4
10
a
d PI
AT2 j e ENGINE
11
j
12
13 Fig. 8-2 External compressed air system, system diagram
14
AC1 Compressor PSL Pressure switch low, only for main engine
15
AC2 Stand-by compressor PT Pressure transmitter
AR1 Starting valve C86 Connection / starting air
16
AR4 Pressure reducing valve
17 AR5 Oil and water separator a Control air
AT1 Starting air receiver (air bottle) d Water drain (to be mounted at the lowest
18 AT2 Starting air receiver (air bottle) point)
e To engine no. 2
19 PI Pressure indicator j Automatic drain required
20
21
22
23
24
25
01
8.2.1 Compressor AC1, stand-by compressor AC2 02
According to the requirements of the Marine Classilcation Society there should be minimum 2 starting air 03
compressors with 50% total performance each.
The total performance has to be suflcient for rellling the starting air receivers to their normal pressure of 04
30 bar within one hour.
05
06
07
08
09
10
11
12
13
14
15
16
17
18
19
20
Fig. 8-3 Compressor AC1, stand-by compressor AC2 21
22
23
24
25
01
02 Dimensions:
03 Width: 1,250 mm
Length: 1,350 mm
04 Height: 1,550 mm
The dimensions of the compressor module does not depend on the type of compressor.
05 Weight of twin compressor assembly incl. electrical cabinet: approx. 600 kg
06 Rough calculation of compressor capacity:
07 V [m] PE - PA
VC [m/h]=
08 [h] PB
09 VC= Compressor capacity [m/h]

V= Sum of all consumers
10 PE= Final bottle pressure (abs. 31 bar)
PA= Initial bottle pressure (abs. 1 bar)
11 PB= Barometric pressure (approx. 1 bar)
12 Technical data for a lnal pressure of 30

bar
13
Final Power
Char- Heat
Type pressure Stages Cylinder Speed con-
14 ging dissipa- Weight
max. bar sumpti-
capacity tion
15 on
[m/h] [kW] [kJ/sec] [kg]
16 15 40 2 2 1,180 12.0 2.7 5 135
15 40 2 2 1,480 15.0 3.4 5 135
17 15 40 2 2 1,780 18.0 4.1 6 135
22 40 2 2 1,180 17.0 3.5 5 135
18 22 40 2 2 1,480 21.0 4.4 7 135
22 40 2 2 1,780 25.0 5.4 8 135
19 33 35 2 2 1,180 23.0 5.1 6 145
33 35 2 2 1,480 30.0 6.5 9 145
20
33 35 2 2 1,780 35.0 7.8 10 145
21
The dimensions and weights are given by approximation.
22
23
24
25
01
8.2.2 Air receiver AT1, AT2 02
The starting air receiver should be dimensioned for a nominal pressure of 30 bar. 03
The number and the capacity of the air receivers depend on the requirements of the Marine Classilcation
Society and the type of installation. 04
It is recommended to use a minimum air pressure of 15 bar, when calculating the required volume of the
receiver. 05
The starting air receiver must be equipped with automatic condensate traps, the receiver should be ins-
talled in a slightly inclined position to ensure eflcient draining. 06
07
L
08
3 8 2
1 09
5 10
D
11
4 6
12
Fig. 8-4 Air receiver AT1, AT2
13
1 Filling valve 6 Connection G 1/2 with plug

14
2 Pressure gauge G 1/4 7 Outlet of starting valve at engine
15
3* Relief valve DN 7 8 Typhon valve DN 16
4 Drain valve DN 8 Option: * with pipe connection G 1/2
16
5 Drain position vertical
17
18
19
20
21
22
23
24
25
01
02 Normal requirements of classilcation societies:
03 No. of starts: 6
No. of receivers: min. 2
04
Calculation of air receiver volumes:
05 V2 n Patm
V=
06 Pmax - Pmin
07 V= Air receiver volume

V2 = Air consumption per start [Nm]
08 n= Required number of starting procedures in sequence
Patm = Ambient pressure [bar]
09 Pmax = Maximum receiver pressure (30 bar)
Pmin = Minimum receiver pressure (15 bar)
10
11 Receiver capacity acc. to GL recommendation AT1/AT2
12 Single-engine plant 2 x 250 l

Twin-engine plant 2 x 500 l
13
Receiver capacity L D Valve head Weight
14
[l] [mm] [mm] approx. [kg]
15 250 2,037 480 DN 38 280
500 3,501 480 DN 50 460
16 750 3,033 650 DN 50 625
1,000 3,853 650 DN 50 810
17
When CO2 lre extinguishing plants are arranged in the engine room, the blow-off connection of the safety
18 valve is to be piped to the outside.
19
20
21
22
23
24
25
01
8.3 Air quality requirements 02
The quality of the instrument air for safety and control devices must fullll the following requirements. 03
04
Instrument air specilcation:
05
Max. particle size: 15 m
Max. particle density: 8 mg/m 06
Water pressure dew point: 3 C
Water: 6.000 mg/m 07
Residual oil content: 5 mg/m
08
The standard DIN ISO 8573-1 delnes the quality cases of compressed air as follows:
09
Oil content 10
Specilcation of aerosols and hydrocarbons which may be contained in the compressed air. 11
12
Particle size and density
13
Specilcation of size and concentration of particles which still may be contained in the compressed air.
14
15
Pressure dew point
16
Specilcation of the temperature on which the compressed air can cool down without the steam contained
in it condensing. The pressure dew point changes with the air pressure. 17
18
19
20
21
22
23
24
25
01
02 8.4 Optional equipment
03 Compressor module
04 Caterpillar Motoren can design, offer and deliver integrated compressor modules:
Starting air receiver and compressors can be combined individually.
05 For further information see table Air receiver AT1, AT2 (see chapter 8.2.2)
06
07
08
09
10
11
12
13
14
15
16
17 Fig. 8-5 Compressor module
18
19
20
21
22
23
24
25
COMBUSTION AIR SYSTEM
01
9.1 Engine room ventilation 02
To obtain good working conditions in the engine room and to ensure a trouble free operation of all equip- 03
ment a properly designed engine room ventilation system with cooling air and combustion air is required.
04
9.2 Combustion air system design 05
Combustion air describes the air the engine requires to burn fuel. 06
Combustion air demand see chapter 4, technical data.
07
9.2.1 Air intake from engine room (standard) 08
Fans are to be designed for a slight overpressure in the engine room. 09

On system side the penetration of water, sand, dust, and exhaust gas must be avoided.
When operating under tropical conditions, the air mow must be conveyed directly to the turbocharger. 10
The temperature at turbocharger llter should not fall below + 10 C.
In cold areas warming up of the air in the engine room must be ensured. 11
12
9.2.2 Air intake from outside
13
The intake air duct is to be provided with a llter. Penetration of water, sand, dust and exhaust gas must
be avoided.
14
Connection to the turbocharger is to be established via an expansion joint.
15
For this purpose the turbocharger will be equipped with a connection socket.
At temperatures below + 10 C the Caterpillar Motoren / application engineering must be consulted.
16
17
9.3 Cooling air
18
Cooling air refers to the mow of air that removes radiant heat from the engine, generator, other driven
equipment and other engine room components. 19
To dissipate the radiated heat a slight and evenly distributed air mow is to be led along the engine exhaust
gas manifold starting from the turbocharger. 20
NOTE: 21
Radiated heat see technical data.
22
23
24
25
EXHAUST GAS SYSTEM
01
02 The exhaust gas system discharges the exhaust gases, emitted from the engine, through a piping system
to the atmosphere. To provide maximum eflciency of the engine the resistance to the gas mow should be
03 minimized. The back pressure (directly after the turbocharger, inmuenced by the design of the exhaust gas
piping) and all installed components like exhaust gas boilers, catalysts and scrubbers is limited to 30 mbar.
04 Higher values will increase the thermal load of the engine and may lead to higher fuel consumption.
05
10.1 Components
06
07 10.1.1 Exhaust gas nozzle
08 For an optimal integration of the engine in the engine room, regarding the discharge of the emitted ex-
haust gases different positions of the exhaust gas nozzle are possible.
09 The basic orientation of the exhaust gas nozzle for all M 32 C engines, achieved by a transition piece from
the vertical line, are: 0 , 30 and 60 . For the 8 and 9 M 32 C engines additional standard orientations of
10 45 and 90 from the vertical line are available.
11
0 0
12
13
14 45
15
30
16 30
17
18
90
19
20
60 60
21
22
23
Fig. 10-1 6 M 32 C nozzle orientation Fig. 10-2 8/9 M 32 C nozzle orientation
24
25
EXHAUST GAS SYSTEM
01
10.1.2 Exhaust gas compensator 02
The connection of the engine to the piping system of the ship has to be mexible to compensate possible 03
engine vibrations, movements of resilient mounted engines and to reduce the forces generated by the
thermal expansion of the exhaust gas piping acting to the turbocharger. For this connection, a special type 04
of approved exhaust gas compensator, which is mexible in all directions, is available. It is highly recom-
mended to install these exhaust gas compensator directly after the above mentioned exhaust gas nozzle. If 05
it is necessary to isolate the compensator area it must be possible that the compensator is able to expand
and contract freely. 06
0 07
08
09
45 10
11
12
13
14
15
16
17
18
Fig. 10-3 Exhaust gas compensator 19
Basic design values of the standard exhaust gas compensators. 20
Diameter Length Weight 21
Type
[mm] [mm] [kg]
6 M 32 C 600 450 107 22
8/9 M 32 C 700 520 137
23
24
25
EXHAUST GAS SYSTEM
01
02 10.1.3 Exhaust gas piping system
03 To minimize the forces acting through the compensator to the turbocharger and to guarantee a long life-
time of the compensator it is highly recommended to position a lxed point piping support directly after the
04 compensator.
05 Each engine requires a separate exhaust gas pipe. The exhaust gas piping system from two or more engi-
nes is not allowed to be joined in one.
06
In order to minimize the pressure loss of the complete exhaust gas system it is recommended to use a
07 suitable pipe diameter for the entire exhaust gas line.
08 According to the dimensions of the compensators (see table chapter 10.1.2) there are standard diameters
proposed for the respective engine type in relation to the exhaust gas mass mow. In case there are a lot of
09 bends and other components integrated in the exhaust gas system it might be necessary to increase the
pipe diameter.
10
For guidance the exhaust gas mow velocity should be less than 40 m/s.
11
NOTE:
12 Max. pressure loss (incl. silencer and exhaust gas boiler): 30 mbar (lower values will reduce thermal load
of the engine).
13
14
15
16
17
18
19
20
21
22
23
24
25
EXHAUST GAS SYSTEM
01
Resistance in exhaust gas piping 02
03
d
04
d (mm) R
0
100
0
40
50
05
0
60
06
50
R/d = 1
0
70
0
80
00
90
R/d = 1.5
00
1,0
07
00
1,1
1,2
20 R/d = 2.5
30
m
15
E 20
m 08
ipe
10 15
m
tp
en
09
10
m
b
p (mmWS/m pipe)
f 90
5
)o
D
10
(m
th
ng
3.0
e le
m
2
11
pip
2.0
1.5 m
50 m
re
/s 1.5
pa
m
Ls
1
C
12
1.0
m
40 m
/s
13
0.5
w (m/sec.)
B F 30 m
/s
0.2
25 m
/s 14
0.15
0.1
250
15
16
t (C)
300
A
350
17
00
110,0 0
120,0 0
0
100,0 0
7,000
9,000
0
0
0
00
8,000
0
6,000
0
5,000
0
0
10,00
15,00
20,00
25,00
0
60,00
70,00
80,00
30,00
90,00
40,00
50,00
140,0
13 0 ,0
G (kg/h)
Fig. 10-4 Resistance in exhaust gas piping 18
Example (based on diagram data A to E): 19
T = 335 C, G = 25,000 kg/h t = Exhaust gas temperature [C]
L = 15 m straight pipe length, d = 700 mm G = Exhaust gas massmow [kg/h] 20
3 off 90 bend R/d = 1.5 p = Resistance/m pipe length [mm WC/m]
1 off 45 bend R/d = 1.5 d = Inner pipe diameter [mm] 21
Pg = ? w = Gas velocity [m/s]
I = Straight pipe length [m] 22
p = 0.83 mm WC/m L = Spare pipe length of 90 bent pipe [m]
L = 3 11 m + 5.5 m L = Effective substitute pipe length [m] 23
L = I + L = 15 m + 38.5 m = 53.5 m Pg = Total resistance [mmWC]
Pg = p L = 0.83 mm WC/m - 53.5 m = 44.4 mm WC 24
25
EXHAUST GAS SYSTEM
01
02 10.1.4 Silencer
03 General
04 Design according to the absorption principle with wide-band attenuation over a wide frequency range and
low pressure loss due to straight direction of mow. Sound absorbing llling consisting of resistant mineral
05 wool.
06
Dimension
07
Installation: vertical to horizontal
08 Flanges according to DIN 86044
Incl. countermanges, screws and gaskets
09 Without supports and insulation
10
Silencer
11
Sound level reduction 35 dB(A) (standard). Max. permissible mow velocity 40 m/s.
12
13
L
14
15
DN
DN
D
16
17
Fig. 10-5 Silencer
18
19
20
21
22
23
24
25
EXHAUST GAS SYSTEM
01
Silencer with spark arrestor 02
Soot separation by means of a swirl device (particles are spun towards the outside and separated in the 03
collecting chamber). Sound level reduction 35 dB(A). Max. permissible mow velocity 40 m/s.
Silencers are to be insulated by the yard. Foundation brackets can be provided as an option. 04
L
05
06
DN
D
DN
07
A
08
Fig. 10-6 Spark arrestor and silencer DN 200
09
Dimensions [mm] Weight Weight with spark arrestor
Type
DN A D L [kg] [kg]
10
6 M 32 C 600 675 1,100 4,800 1,300 1,350
11
8/9 M 32 C 700 775 1,300 5,200 1,650 1,800
DN 600
DN 500
DN 700 DN 800
DN 900 12
DN 400 DN 1000
DN 350 DN 1100 DN 1200
13
250
200
14
[mmWS] 150
[mmWC]
100
15
90
80
70 16
Pressure drop
60
50
40 17
30
18
20
15 19
20
Exhaust gas temp.
100
21
150
200 22
250
300
[ C] 350
400
1 2 3 4 5 6 7 8 9 10 15 20 25 30 40 50 60 70 80
23
3 3
Combustion air x 10 m /h
Fig. 10-7 Silencer diagram Silencer Silencer with spark arrestor

24
25
EXHAUST GAS SYSTEM
01
02 10.1.5 Exhaust gas boiler
03 ATTENTION:
Each engine should have a separate exhaust gas boiler. Alternatively, a common boiler with separate gas
04 sections for each engine is acceptable.
05 Especially when exhaust gas boilers are installed attention must be paid not to exceed the maximum
recommended back pressure.
06
NOTE:
07 Exhaust gas boilers are available through Caterpillar Marine.
08
09
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
EXHAUST GAS SYSTEM
01
10.2 Turbocharger 02
03
10.2.1 Turbine cleaning system
04
Turbine cleaning is required for HFO operation. The cleaning is carried out with clean fresh water "wet
cleaning" during low load operation at regular intervals, depending on the fuel quality, 150 hours. 05
NOTE: 06
Duration of the cleaning period is approx. 10 minutes (2 intervals). Fresh water of 1.5 bar for 6 M 32 C and
2.5 bar for 8/9 M 32 C is required. 07
NOTE: 08
During cleaning the water drain should be checked. Therefore, the shipyard has to install a funnel after
connection point C36. 09
10
11
12
13
C42 14
15
C36
16
17
18
19
20
Dirt water tank
21
Fig. 10-8 Connection points freshwater and drain
22
C42 Fresh water supply, DN 12 Water mow Injection time
Type
Connection with C42 with quick coupling device [l/min] [min] 23
C36 Drain, DN 30 6 M 32 C 12 10
8/9 M 32 C 18 10 24
25
EXHAUST GAS SYSTEM
01
02 10.2.2 Compressor cleaning system
03 The components for cleaning (dosing vessel, pipes, shut-off valve) are engine mounted.
04 NOTE:
Water is fed every 24 hours before compressor wheel via injection pipes during full load operation.
05
06
07
08
09
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
FLEXIBLE CAMSHAFT TECHNOLOGY (FCT) SYSTEM
01
11.1 Technology / benelts 02
Building upon the Emission Reduction System integration concept, FCT achieves synergy between mexible 03
fuel systems and advanced air systems with maximum utilization of the current engine design. While
maintaining high fuel injection pressure over the whole operating range, fuel injection and inlet valve 04
timing are load controlled and inmuenced by a lever shaft which affects injection timing/pressure and inlet
valve events. Valve timing changes at part load to raise effective compression and enhance complete com- 05
bustion. In addition, shifting the relative position of the lever to the fuel cam increases injection pressure,
producing a lner atomization of fuel in a load range where it would otherwise be diflcult to control smoke. 06
Soot emission of inline M 32 C IMO II (constant speed) 07
1.5
FCT switch point IMO II with FCT 08
1.25 IMO II w/o FCT
IMO I 09
Soot emission (FSN)
1
10
0.75
Visibility limit 11
0.5
12
0.25
13
0
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100% 14
Fig. 11-1 M 32 C constant speed Power output
15
Soot emission of inline M 32 C IMO II (CPP operation / combinator mode)
16
1.5 17
IMO II CPP with FCT
1.25 IMO II CPP w/o FCT
IMO I CPP
18
Soot emission (FSN)
1 FCT switch point 19

0.75
20
Visibility limit
0.5
21
22
0.25
23
0
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Power output
Fig. 11-2 M 32 C CPP / combinatory mode 24
25
01
02
03
Outlet Inlet
04
Plunger Speed
Valve Lift
05
06 90 180 270 360 450 540 630
TDC
Crank Angle () Crank Angle ()
07
08
2.0
09 IMO II IMO I
Max. soot emissions (FSN)
1.5
10
Baseline
11
1.0
FCT
12 0.5
Low NOx
Invisible Smoke Low
13
Smoke
0
6 7 8 9 10 11 12 13
14
NOX emissions cycle value (g/kWh)
Fig. 11-3 Schematic diagrams
15
16
17
18
19
20
21
22
23
24
25
01
11.2 FCT cabinet 02
FCT will only be active in the lower load range to reduce soot emissions. The system is self-controlled; a 03
lever shaft is actuated by the speed signal from the turbocharger as well as from the charge air pressure.
A pneumatic actuator turns the shaft and changes the characteristic of the engine. If there is a critical 04
failure for the engine, a shut down will be triggered.
For not critical failure the engine goes automatically to normal engine operation without a stop. 05
1 2 3 4 5
400 06
342
07
08
Signals: 09
FCT control failure
FCT failure prealarm 10
Slow down / shut down
Solenoid valve B1 VA LV E
FCT
ALARM
READY
11
12
SLOW-
B2 B4 DOWN
13
500
530
Turbocharger speed
Speed 14
Charge air pressure
Position switch FCT 15
Position switch normal LAMP-
16
ALARM-
TEST RESET
Position switch normal

(back up)
Compressed air available
-X13 -X13.1
17
24 V DC
18
19
Fig. 11-4 FCT cabinet 10 9 8 7 6
20
1 In FCT position 6 Slow down / shut down
2 Valve (on FCT position, off normal position 7 Alarm reset 21
of the valve)
3 Display with touch screen 8 Lampt test 22
4 FCT alarm 9 In normal position
5 Ready (PLC ok) 10 In normal position 23
1 = Display / 2 - 8 = Control lamps / 9 - 10 = Push button 24

25
CAT COMMON RAIL
01
02
03
04 1
2
05
06
07
08
09
3
10
11
12
13
Fig. 12-1 M 32 C Common Rail
14
1 Rail
15
2 FCT equipment
3 Two high pressure fuel pumps
16
17 From its introduction the MaK long-stroke generation of main diesel engines has been recognized for good
performance and reasonable fuel consumption, alongside outstanding reliability and long component life.
18 MaK engines are compliant with current emission regulations without the need for additional after-treat-
ment. To fullll the upcoming emission legislations the development of new combustion process supporting
19 technologies is necessary.
20 Key criteria are:
21 Prevailing emission limits for the respective power range and timing of their introduction.
Customer expectations in terms of engine performance, maintenance practices, fuel quality and
22 mode of operation.
23 After successfully demonstrating its emission reduction technology in the high-speed engine market,
Caterpillar started migrating selected elements to its marine program, yet using a modiled approach.
24
25
CAT COMMON RAIL
01
By adopting well proven elements of the high-speed engine technology for medium-speed engines, it is our 02
goal to meet and exceed customer expectations by maximizing product value through:
Superior reliability in heavy fuel operation. 03
Best fuel eflciency in its class.
Lowest engine emissions with minimum additional complexity. 04
Keeping in mind the high reliability expectations of customers, Caterpillar decided to adopt a two-step 05
approach providing the most effective solutions with lowest complexity.
Flexible Camshaft Technology (FCT) has been developed and put into production. The next milestone in 06
emissions technology is a fully mexible fuel system suitable for HFO, MDO and DO, called the Cat Common
Rail (Cat CR) fuel system. 07
Cat Common Rail is considered one major building block towards low emissions, high performance and
highest customer value. 08
The goals are: 09
Invisible smoke under all engine operating conditions. 10

Reduce emissions beyond current and future IMO regulations, offering an attractive technology for
emissions sensitive areas. 11
Maintain or improve engine performance by taking advantage of the capabilities and benelts of a
fully mexible fuel system. 12
Continue to meet the level of reliability in heavy fuel operation expected by our marine customers.
13
12.1 Technology
14
15
Caterpillar has chosen inside the engine measures as the technology with the highest customer value. In
combination with the long-stroke concept and high performance air systems the Cat Common Rail (Cat CR)
16
fuel system is the most effective technology to meet emission regulations and customer expectations.
17
The key features of the Cat Common Rail technology are:
18
Well adapted injection pressure over the entire engine operating range.
Fully mexible fuel injection system enabling optimized emissions and engine perfor-mance. 19
Suitable for HFO, MDO and DO.
100% retrolttable system. 20
21
22
23
24
25
CAT COMMON RAIL
01
02 12.2 Cat CR system
03 The main components of the Cat Common Rail fuel system are a high pressure (HP) pump, rail, injector and
electronics. Caterpillar Motorens broad experience with electronically controlled engines, range of product
04 lines and in-house design and analysis expertise allow for a unique system approach. All components are
developed under Caterpillar design control. In addition Caterpillar Motoren s expertise in electronics is a
05 major asset to the Cat Common Rail technology.
06
12.2.1 Safety concept
07
Safety considerations and high customer value were the main focus throughout the development, resulting
08 in a state-of-the-art design with the following features:
Two high pressure pumps for redundancy.
09 Double-walled lines and rails.
Furthermore, redundant speed pick-ups and pressure sensors, a safety gear between pump and engine, a
10 pressure relief valve and mow limiters all increase operational safety.
11
12.2.2 High pressure pump
12
Two high pressure pumps deliver the required amount of fuel to the rail and provide the desired rail
13 pressure in closed loop control. The pump itself is based on a proven design and has been modiled for
HFO operation. By having two pumps for all in-line engines the amount of HP connections and components
14 is drastically reduced and thus increases reliability. The inlet metering control of the pump ensures a high
pump eflciency.
15
The key features are:
16
17 Two pumps for redundancy.
Inlet metering control.
18 Well adapted injection pressure over a wide operating range.
Closed loop control of rail pressure.
19
20 12.2.3 Rail
21 The double-walled rails are pressurized and act as an accumulator, with one rail segment feeding fuel to
three injectors, i. e. a nine cylinder engine has only three rail segments, an eight cylinder engine has two
22 rail segments, each feeding four injectors. This layout reduces the number of parts and the number of high
pressure connections. Flow limiters prevent the cylinders from overfuelling; a safety valve acts as pressure
23 relief in case of an unwanted overpressurized rail.
24
25
CAT COMMON RAIL
01
12.2.4 Injector 02
Caterpillar has chosen a simple and robust approach by using the actual fuel as control muid, thereby elimi- 03
nating the need for a separate control muid system.
The injector nozzle is cooled by lube oil, a typical feature for heavy fuel operation. For the Cat CR injector, 04
the lube oil circuit has been extended to provide cooling to the electrical components within the injector,
thereby increasing the lifetime. 05
The injector design is simple, robust and compact; the key features are:
Electronically controlled. 06
Flexible injection timing and duration.
Capability of multi shot injections. 07
08
12.3 Electronics
09
The key component is the Caterpillar A4E4 (or ADEM) Electronic Control Module (ECM). The ECM acts as
the brain of the Cat Common Rail fuel system. Pioneered by Caterpillar 20 years ago, the ADEM cont- 10
roller coordinates and enhances fuel delivery, air supply and other engine functions to maximize overall
performance and reduce emissions output. 11
Having in-house expertise for core electronic components and software puts Caterpillar in a unique positi-
on and allows for an advantageous systems approach. 12
Based on existing software and engine control strategies, the specilc needs of heavy fuel burning engines
and applications can be easily adopted. Depending on engine type, application and boundary conditions, a
13
tailor made version allows for optimal operation.
The engine protection system operates independently of the engine control system and has its own inde-
14
pendent sensor equipment. This ensures that engine operation is monitored independently of other control
15
systems.
The ECM functions can be divided into a core system and a performance system.
16
The core system consists of:
Control device A4E4. 17
One crankshaft speed pick-up.
Two high-pressure sensors. 18
Two inlet metering valves
Injectors. 19
The performance system ensures optimal engine settings under all operating conditions, using information
like exhaust gas temperature, charge air pressure, ambient conditions and lube oil temperature. 20
21
22
23
24
25
CAT COMMON RAIL
01
02
03
04 M 32 C Common Rail System
External to control system
Caterpillar
supplied by Caterpilla
a
05 Engine electronic
J1 Motoren or OEM
39
J1939 MODbus
control module
06 Cat CR pump 1 (A4E4v2)
Gateway
G MODbus
fieldbus module
comm
communications
munications Atmospheric
07 Cat CR pump 2
Dual cam speed/timing
modu
module
ule (PL1000E) pressure
Intake manifold
J2 J1 pressure
Primary cam
08 Fuel rail
Secondary cam pressure I
Intake manifold air
temperature
Engine coolant block
Single crank speed/timing Fuel rail
09
outlet temp.
pressure II
Fuel rail temp.
10 Turbine inlet
temperature LH
11 Fig. 12-1
12
13 12.4 The benelts
14 With Cat Common Rail, the injection pressure is independent from load and speed. Utilizing injection maps
the injection characteristics are optimized for every engine operating point.
15
For areas that are especially emissions-sensitive, soot emissions at low engine load remain well below the
visibility limit. Furthermore, during normal load operation NOx emissions can be reduced without sacri-
16
lcing fuel consumption. In general, the Cat Common Rail fuel system enables vessel operation without
17 visible soot throughout the whole operating range.
In addition to that, the fuel system is capable of multiple injection. Multiple injection allows for optimal
18 combustion and low emissions at all loads.
Characteristic of Cat Common Rail is the approach of using the fuel (whether its heavy fuel oil, marine
19 diesel oil or diesel oil) as the control muid for the injector, thus avoiding the added complexity of a separate
control muid system.
20 During the development, the retrolt aspect of the complete system has been emphasized. As a result, the
Cat Common Rail fuel system can be retroltted to existing M 32 C engines. This means increased custo-
21 mer value to reach future environmental regulations.
22
23
24
25
AIR INJECTION SYSTEM
01
02
03
TURBO-
turbocharger rpm 4-20 mA f

CHARGER
04
ENGINE I PTO
charge air duct
05
LESS Y3 GEAR- OD
06
POWER
MENU
ME1 OVERVIEW
0114 Engine Speed 9419.1/.2
0193 Engine Hour Counter
423.0 RPM
18.22 h
0362 Turbocharger Speed 9429 18250 RPM
0174 Fuel setting (Load)9509 22.59 %
BAR
SELECTION JOURNAL GRAPHIC Main Engine
Emergency Stop ECR
Emergency Stop Bridge
Emergency Stop Nock SB
Emergency Stop Nock PS
Main Engine
Oil Mist Concentrat. 1253
Lub. Oil Press. Low 1106
Cool.Wat. Press. HT 2103
Lub. Oil Gear Press. Low
Main Engine
Status Pick-Up 1/Oversp.
Status Pick-Up 2/Oversp.
Engine Run
Pick-Ups Discrepancy
INSUL.
RESET
TEST
WIRE
BREAK
BOX BOX
0117 Start Blocking off ESC Emergency Stop Local Autostop from Start-Stop Reset Remote
0138 Reduce off
0137 Shut Down off Shut Down Valve 1 Override Oil Mist Concentr. Battery 1
Page=00, ENTER=ChannelSelection EMERG.
Shut Down Valve 2 Override AS 2 - AS 5 Battery 2
STOP
SYSTEM ALARM CHANNEL CHANNEL CHANNEL Emergency System Autostop System Speed System
INTERNALS LIST SETTINGS DETAILS LIST
N3000-DSP
R R
starting air pressure 4-20 mA p reduction

I 6 bar
main start
07
n firing valve
starting air
max. 30 bar
08
engine
AIR speed
<
_1
INJECTION
CABINET
AIR
INJECTION
load limit 1
speed drop
clutch in signal
09
CONTROL order to clutch in (delay) / remote start
test
10
generator mode propulsion mode
failure AIC hand start AIC
KW signal
4-20 mA
order to load reduction
(load limit 2 is reached)
(optional)
11
MAIN CONTROLLABLE
ALARM
SYSTEM
SWITCH
BOARD
PITCH
PROPELLERS
12
Fig. 13-1 Air injection CPP with PTO

13
14
15
13.1 Functional description
16
The purpose of the air injection system is to feed an additional amount of compressed air temporarily into
the charge air manifold. 17
Thus the load pick up of the engine can be enhanced and the soot emissions are reduced.
Air injection reduces 18
engine speed drop under the clutch in procedure.
frequency deviation under switching on of big consumers like cranes or bow thrusters in case of 19
PTO-operation .
The design is simple and robust without any changes to the turbo charger housing. 20
21
22
23
24
25
01
02 13.2 Advantages
03 The following diagrams show the advantages from air injection control concerning the reduction of soot
emissions, speed drop and run up time of the engine.
04
M 32 C - Air injection
05 Load ramp at constant speed (n = 600 min-1) with and without air injection:
Reduction at ramp-up time at same engine performance
06
exhaust gas [%]
07
Opacity of
100
08 50
0
09
Engine speed [%]

110
10 100
90
11
100
12 80
Engine load [%]
13 60
40
14 20 w/o air-injection
with air-injection
15 0
Time
16 Fig. 13-2 M 32 C - Air injection, reduction of ramp-up time
17
18
19
20
21
22
23
24
25
01
M 32 C - Air injection 02
Load ramp at constant speed (n = 600 min-1) with and without air injection:
Signilcant reduction of soot emissions and speed undershot 03
04
exhaust gas [%]
100
05
Opacity of
50
0 06
Engine speed [%]

110
07
100
w/o air-injection
90
08
with air-injection
100 09
80
10
Engine load [%]
60
40 11
20
12
0
Time 13
Fig. 13-3 M 32 C - Air injection, signilcant reduction of soot emissions and speed undershot
14
15
13.3 Operation
16
13.3.1 Activation 17
Air injection will be activated in case of 18
high load increase rate or
speed drop or 19
test start air injection signal (carried out manually).
20
This depends on the following conditions:
21
clutch / circuit breaker is activated and
engine is running and 22
turbocharger rpm falls below switch point and
start air pressure is 18 - 21 bar. 23
24
25
01
02 13.3.2 Deactivation
03 Air injection will be deactivated if

start air pressure drops below 18 - 21 bar or
04 turbocharger rpm is above switch point or
clutch / circuit breaker is not activated or
05 activation time is expired.
06
13.3.3 Adjustable parameters
07
The following parameters can be adjusted:
08 load limit 1
load limit 2
09 turbocharger rpm switch point
speed drop
10
11 13.3.4 Alarms (air injection cabinet)
12 Under the following conditions the AIC will generate an alarm:

voltage failure
13 analog values failure
14
15
16
17
18
19
20
21
22
23
24
25
01
13.4 Air injection cabinet 02
03
380 210
04
30
05
120
P1 06
90
S1
07
600
08
LITTAU
09
10
Cable glands
13-4 Air injection system cabinet dimensions [mm]
11
12
1 Identilcation label "air injection control"
P1 Pilot lamp "air injection activated"
13
S1 Pushbutton "lamp test"
S2 Pushbutton "test start air injection"
14
15
Degree of protection: IP54
Weight: approx. 20 kg
16
17
18
19
20
21
22
23
24
25
CONTROL AND MONITORING SYSTEM
01
02 14.1 Local engine control
03
04 12
05
06
07
9
08 8 10
7 15
09 6
11
10 5 13
14
11 4
16
12
3
13 17
14 2 18
19
15
1
20
16 Fig. 14-1 Local engine control
17
1 Start air pressure 11 False start
18 2 Stop air pressure 12 Stop lever
3 Charge air pressure 13 Stop
19 4 Exhaust gas temp. 14 Raise
5 Lower 15 Engine speed
20 6 Start 16 1 = Local, 2 = remote
7 Speed turbocharger 17 Cooling water pressure LT
21 8 Starting interlock 18 Cooling water pressure HT
9 Lamp test 19 Fuel oil pressure
22 10 Remote control 20 Lube oil pressure
23
24
25
01
14.2 Remote engine control 02
Remote control for single-engine plant with one controllable pitch propeller 03
Engine
TC speed speed
*) Available through Caterpillar Marine (optional) (optional) 04
Systems Integration
Note: 24 V DC supply 20 % 05
*)
06
Main switch board / power
management system
Control 07
Protection panel bridge
*) panel (optional)
08
Controllable pitch propeller control
unit
09
control signals
24V DC
*)
24V DC
*) Control 10
*) panel mkr
Alarm system / exhaust gas temp. 11
monitoring system
12
4-20 mA / 0-10 V signal
manual emergency stop / override

alarms via MODbus
FCT failure signal
control signals
*)
control signals
FCT-control 24V DC
cabinet 13
(optional)
14
15
16
*) control signals
24V DC
17
control signals
control signals
GB failure signals *)
24V DC
18
Junction box
*) PTO *)
*)
LESS
Large Engine Safety System 19
Gearbox 20
21
control signals
Cooling water
Barring device
22
Operating
panel preheating system
control cabinet
(optional)
Voltage supply
*)
Voltage supply
*) 23
(3 phase) (3 phase)
Fig. 14-2 Remote control for single-engine plant with one controllable pitch propeller 24
25
01
02 Remote control for twin-engine plant with one controllable pitch propeller
03
Engine Engine
TC speed speed speed TC speed
04 (optional) (optional) *) Available through Caterpillar Marine (optional) (optional)
Systems Integration
05 Note: 24 V DC supply 20 %
Control Control
06 panel BR Protection Protection panel BR
(optional) panel *) panel (optional)
Alarmsystem /
07 exhaust gas temp.
monitoring system
08 24V DC *) 24V DC *) CPP control unit /

*)
24V DC *) 24V DC *)
clutch control
Control system Control
09

panel MKR panel MKR
*)
4-20 mA / 0-10 V signal

Main switch board /
10
4-20 mA / 0-10 V signal
power management alarms via MODbus

alarms via MODbus
control signals
system
control signals
control signals
control signals
control signals
control signals
24V DC *) 24V DC *)
11
24V DC *) Electronic speed
Electronic speed
12
Large Engine Safety System
governor cabinet
governor cabinet
Large Engine Safety System
b
LESS
13
alarm
ti
LESS
control signals
alarm
j
control signals
14 24V DC *)
load sharing load sharing 24V DC *)
FCT-control FCT-control
15 24V DC *)
GB failure signal
cabinet cabinet
GB failure signal
(optional) (optional)
control signals control signals
16
FCT failure signal FCT failure signal
Gearbox
17 control signals control signals
24V DC *) 24V DC *)
*)
18 start PTO start
interlock interlock
Barring device Barring device
19 control cabinet control cabinet
Voltage supply *) Voltage supply *)
20
(3 phase) (3 phase)
ON/OFF ON/OFF
signal signal
Cooling water Cooling water
21 preheating
system
preheating
system
Voltage supply *) *) Voltage supply *)
22 (3 phase) (3 phase)
23
24 Fig. 14-3 Remote control for twin-engine plant with one controllable pitch propeller
25
01
14.3 Large Engine Safety System (LESS) 02
03
Alarm system
(optionally 04
Caterpillar supply)
05
06
MODbus
Engine junction box 2 07
Monitoring A03.1 Monitoring A03.2
08
ibus 09
10
sensor signals sensor signals 11

12
MODbus CANbus
(optional)
Engine junction box 1
13
Start-stop A01.1 Start-stop A01.2
14
ibus 15
16
hardwired 17
start interlocks
control 18
signals Display A01.5 Protection A05.1
MENU S E LE C TION JO UR NAL

BAR
GRAPHIC Main Engine
E mergency S top E C R
Main Engine
Oil Mis t C oncentrat. 1253
Main Engine
S tatus Pick-Up 1/Overs p.
INSUL. 19
POWER ME1 OVERVIEW E mergency S top B ridge Lub. Oil Pres s . Low 1106 S tatus Pick-Up 2/Overs p. RESET
0114 Engine Speed 9419.1/.2 423.0 RPM
20
0193 Engine Hour Counter 18.22 h E mergency S top Nock S B C ool.Wat. Pres s . HT 2103 E ngine R un
TEST
0362 Turbocharger Speed 9429 18250 RPM E mergency S top Nock PS Lub. Oil Gear Pres s . Low Pick-Ups Dis crepancy WIRE
0174 Fuel setting (Load)9509 22.59 % BREAK
0117 Start Blocking off ESC E mergency S top Local Autos top from S tart-S top R es et R emote
0138 Reduce off
0137 Shut Down off S hut Down Valve 1 Override Oil Mis t C oncentr. B attery 1
Page=00, ENTER=ChannelSelection S hut Down Valve 2 Override AS 2 - AS 5 B attery 2 EMERG .
STOP
E mergency S ys tem Autos top S ys tem S peed S ys tem
21
SYSTEM ALARM CHANNEL C HANNE L CH AN NE L
INTE R NALS LIST S E T T ING S DET AILS LIST
N3000-DS P
R
R
shutdown signals 22
pickup shutdown
signals valve
23
override inputs
Fig. 14-4 LESS reset input 24

25
01
02 Engine control boxes include
03 Engine protection system

Speed switch unit
04 Start- / stop-control
Alarm display (LED)
05 Graphic display (settings)
Engine monitoring
06 Modbus output to alarm system (MODbus RTU protocol RS 482 / 422)
Integrated exhaust gas temperature mean value monitoring system (optional)
07
System Data
08
Inputs:
09 4 lxed automatic shut down + over speed inputs
4 manual emergency stop inputs
10 16 conlgurable inputs for shut down, load reduce request or staring interlock
2 separate override inputs
11 1 remote reset input
All inputs are wire break- and short circuit monitored
12
Outputs:
13 4 x 2 adjustable speed contacts
3 fuel setting signals (1 x 0 - 10 V DC, 2 x 4 - 20 mA)
14 1 overload contact at rated speed
4 speed signals (1 x pulse, 1 x 0 - 10 V DC, 2 x 4 - 20 mA or 0 10 V DC conlgurable)
15
16
17
18
19
20
21
22
23
24
25
01
14.4 Governors / Speed control 02
Main engines are equipped with a mech. / hydr. speed governor (4-20 mA speed setting) and the following 03
equipment:
Stepper motor in the top part of the governor for remote speed control, 04
Separate stepper motor control with adjustable speed range and speed ramp.
Voltage supply = 24 V DC. 05
The control is easily accessible on the engine in the terminal board box (X3) especially provided for control 06
components.
07
The set speed value from nmin= 4 mA up to nmax= 20 mA is converted into a current required by the stepper
motor. 08
Design features 09
Raise / lower push buttons (emergency speed setting) 10

Shut down solenoid (24 V DC / 100 % duty cycle) for remote stop (not for automatic engine stop).
Stepless adjustable droop on the governor from 0 10 % 11
Standard setting: 0 %
Device for optimization of the governor characteristic 12
Serrated drive shaft (for easy service)
13
14
15
16
17
18
19
20
21
22
23
24
25
01
02 Single- / twin-engine plant with one controllable pitch propeller
03 The engines are equipped with a standard actuator (optional with mechanical back-up for twin-engines
and in accordance with class requirements with mechanical back-up for single-engine).
04 The electronic governor is installed in a separate control cabinet.
The governor comprises the following features:
05
Speed setting range to be entered via parameters
06 Adjustable acceleration and deceleration times
Starting fuel limiter
07 Input for stop (not emergency stop)
18 - 32 V DC voltage supply
08 Alarm output
Droop operation (primary shaft generator)
09 Isochronous lad distribution by master / slave principle for twin-engine propulsion plants via double
reduction gear
10 Protection class of equipment: IP 54
11 Standard
Regulateurs Europa "Propulsion Panel" with electronic governor (one per engine).
12
250 600
38
13
14
15
16
1,200
17
Regulateurs
Europa
18
19
antivibration mounts for
securing panel to
20 support brackets
(brackets not R.E.
M 10 x 25 long
170 supply)
50 500
206
21 400
370
22
170
200
Fig. 14-5 Propulsion panel with dimensions [mm] available area
23 Option
24 Woodward control twin-engine cabinet with Woodward electronic governor.
25
01
14.5 Engine monitoring 02
5 03
04
7
05
3 06
07
08
2 09
10
11
12
13
14
15
1
16
4
17
6
18
Fig. 14-6 Engine monitoring 19
20
1 Pressure switch arrangement 4 LESS-display
2 Plate for pressure switch identilcation 5 Terminal board box X55 21
3 Yard connection 6 LESS Status and Alarm Panel (SAP)
7 Vibration damper 22
Protection class of equipment: IP 54
23
24
25
01
02 14.6 Requirement on Control Pitch Propeller (CPP) system
03 Standard interface to gearbox and controllable pitch propeller for single-engine system
22 K
Lube oil pressure low (NO) 24 V DC Starting interlock for engine
04
Gearbox
22 K
Common load reduction (NO) 24 V DC Slow down for engine
05
22 K
Lube oil pressure low low (NO 24 V DC Shut down for engine
06
07 Actual engine speed 4 - 20 mA Engine speed
Actual fuel rack position 4 - 20 mA Fuel rack position 0 - 110 %

08
Main engine
Main engine in overload 24 V DC Used for overload indication
09
Controllable pitch propeller
Local / remote switch con-

Request remote control 24 V DC
tact at engine
10
Accept remote control 24 V DC Remote control accepted
11 Local / remote control 24 V DC
Closed contact when main
engine 1 is in remote control
12 Reduce to 40 % load 24 V DC Slowdown at engine
Pitch to zero / auto clutch
13 out
24 V DC Shutdown at engine
Speed setting signal mecha-

14 Speed setting signal 4 - 20 mA
nical governor
15
16
17
M 32 C
18 with 600 rpm
CPP Gear-
19 System box
20
21
22 Fig. 14-7 Standard interface to gearbox and controllable pitch propeller for single-engine system
23
24
25
01
14.7 List of measuring points, exhaust gas monitoring 02
Meas. point Description Signal range Remarks 03

1104 Lube oil pressure low start stand-by pump binary
Lube oil pressure low pre alarm shut 04
1105 4 - 20 mA
down
1106 Lube oil pressure low shut down binary 05
Differential pressure not mounted on
1111
lube oil llter high alarm
binary
engine 06
Differential pressure
1111.1
lube oil llter high indication
4 - 20 mA depending on class 07
Differential pressure lube oil automatic
1112.1
llter high pre alarm 08
1 evaluation unit for
binary
Differential pressure lube oil automatic
1112.1/.2 09
1112.2
llter high alarm
Lube oil temp. at engine inlet high 10
1202 PT 100
alarm
Resistance thermometer 11
1203 lube oil temp. at engine inlet high PT 100
load reduction 12
Oil mist detector VN115/87 plus
1251 1251 Oil mist concentration in crankcase binary 1 evaluation unit for 13
high alarm 1251, 1253, 9631
14
1251.1 1251.1 Oil mist concentration in crankcase 1251.2: 1-14 1251.1 (70 % from
high pre alarm 4 - 20 mA 1251) 15
1251.2 1251.2 Opacity 16
1253: binary
17
1253 1253 Oil mist concentration in crankcase
high shut down
18
9631 9631 Oil mist detector failure alarm 9631: binary
19
Cooling water pressure HT at engine inlet *20 kPa below opera-
2101
low start stand-by pump
binary
ting pressure
20
Cooling water pressure HT at engine inlet * 40 kPa below ope-
2102
low alarm
4 - 20 mA
rating pressure
21
Cooling water pressure LT at engine inlet * 20 kPa below ope-
2111 binary 22
low start stand-by pump rating pressure
23
24
25
01
02
03 Meas. point Description Signal range Remarks
Cooling water pressure LT at engine inlet * 40 kPa below ope-
04 2112 4 - 20 mA
low alarm rating pressure
Cooling water temp. HT at engine inlet
05 2201 PT 100
alarm
Cooling water temp. HT at engine outlet
06 2211
high alarm
PT 100
Cooling water temp. HT at engine outlet

07 2212
high load reduction
PT 100
2321 Oil ingress in fresh water cooler outlet binary

08 Cooling water temp. LT at engine inlet
2229 PT 100
indication
09
Fuel oil press. at engine inlet low
5101 binary
start stand-by pump
10
Pressure transmitter
5102 4-20 mA
fuel oil pressure at engine inlet low alarm
11
Fuel oil pressure Option, external
5105
12 start stand-by pump by pump control sensor
Differential pressure
5111 binary
13 fuel oil llter high alarm
Option, external
5112 Fuel oil diff. pressure at auto. llter
14 sensor
Fuel oil differential pressure Option, external
5115
15 start stand-by pump with pump control sensor
Option, external
5116 Fuel oil diff. pressure at circulating pump
16 sensor
5201/ 5201 Fuel oil temp. at engine inlet low 1 sensor for 5201 +
17 alarm 5202*
PT 100
18 5202* 5202 fuel oil temp. at engine inlet high *not in use with HFO
alarm
19 5206 Fuel oil temp. after viscosimeter PT 100
not mounted on
engine
20 5251
Fuel oil viscosity at engine inlet (common Option, external
alarm 5252) sensor
21 Fuel oil viscosity at engine inlet (common Option, external
5252
alarm 5251) sensor
22 not mounted on
5253 Fuel oil viscosity at viscosimeter 4-20 mA
engine
23 5301 Leakage oil level at engine high alarm binary
24
25
01
02
Meas. point Description Signal range Remarks 03

5333 Fuel oil level mixing tank Option, external sensor
6101 Starting air at engine inlet low alarm 4-20 mA 04
6105 Stopping air pressure at engine low alarm binary Alarm delayed: 2 s
6181 Intake air pressure in engine room 4-20 mA
05
Charge air pressure at engine inlet
7109
alarm
4-20 mA 06
Charge air temp. at engine inlet high
7201 PT 100 07
alarm
7206 Intake air temperature at turbocharger inlet PT 100 08
7301 Condense water in charge air canal binary
7307 Charge air diff. pressure at charge air cooler 4-20 mA 09
7309 Charge air temp. at charge air cooler inlet NiCr-Ni (mV)
8211.1 Exhaust gas temp. after cylinder 1 NiCr-Ni (mV) 10
8211.2 Exhaust gas temp. after cylinder 2 NiCr-Ni (mV)
8211.3 Exhaust gas temp. after cylinder 3 NiCr-Ni (mV) Information about 11
8211.4 Exhaust gas temp. after cylinder 4 NiCr-Ni (mV) alarm and load reduc-
8211.5 Exhaust gas temp. after cylinder 5 NiCr-Ni (mV) tion see requirements 12
for exhaust gas temp.
monitoring system. 13
8211.8 Exhaust gas temp. after cylinder 8 NiCr-Ni (mV) See following dia- 14
8211.9 Exhaust gas temp. after cylinder 9 NiCr-Ni (mV) grams!
8221 Exhaust gas temp. at turbocharger outlet NiCr-Ni (mV) 15
8231 Exhaust gas temp. at turbocharger inlet NiCr-Ni (mV)
Resistance thermometer terminal set A03.1 16
R1 PT 100
temperature compensation thermocouples
Resistance thermometer, 17
R2 PT 100
temperature compensation thermocouples
Resistance thermometer 18
R16 PT 100
electr. charge air temp. control
9404 Over speed alarm binary 19
9406 Switch off lube oil stand-by pump binary
Engine speed signal from RPM switching 586.7 Hz = 0-800 rpm
20
9419 4-20 mA
equipment FCT
21
Pick up
9419.1 0-15 KHz
RPM switching equipment
22
Pick up
9419.2 0-15 KHz
RPM switching equipment
23
24
25
01
02
03 Meas. point Description Signal range Remarks
Pick up
04 9419.4 0-15 KHz
electronic governor
Pick up / transmitter
05 9429 turbine speed alarm 4 - 20 mA * DNV
turbine speed indication 0 - 10 V
06 9503 Control lever at fuel rack stop position binary
Distance sensor / switching device fuel
07 9509
setting
0 - 20 mA
9531 Engine overload at rated speed binary

08 9532 Engine load signal 4 - 20 mA
9561 Turning gear engaged starting interlock binary
09
9602 CANbus failure alarm binary
10 9614 Governor fault alarm binary
for mechanical
governor
11 9615 Failure electrical governor minor alarm binary for electronic governor
for electronic
9616 Failure mechanical governor major alarm binary
12 governor with back up
9671.1 Auto.-stop failure alarm binary
13 9671.2 Overspeed failure alarm binary
9671.3 Emergency failure alarm binary
14 9674 Auto.-stop alarm binary
9675 Emergency stop alarm binary
15 9676 Common alarm load reduction binary
9677.1 Override oil mist detector activated binary
16
9677.2 Override load reduction activated binary
17 9717 Voltage failure at terminal X55 alarm binary
Option, external
9751 Voltage fails at charge air temp. controller binary
18 sensor
Option, external
9771 Fresh water preheater voltage failure binary
19 sensor
9836.1 Sensor / isolation fault A01 alarm binary
20 9836.2 Sensor / isolation fault A03 alarm binary
9962.1 Common alarm A01 alarm binary
21 9962.2 Common alarm A03 alarm binary
22
23
24
25
01
Exhaust gas temperature monitoring for 6,8 M 32 C 02
03
Positive deviation from
mean average alarm
(MSP 8213) 04
550
500 mean average reduction 05
Temperature C
(MSP 8216)
450
400
Negative deviation from
mean average alarm 06
350 (MSP 8213)
300 Negative deviation from 07

mean average reduction
250 (MSP 8216)
25 % 35 % 45 % 55 % 65 % 75 % 85 % 95 % 105 %
Mean average example
08
Engine load %
(value to be calculated)
Fig. 14-8 Exhaust gas temperature mean average monitoring (snapshot)
(MSP 8214) 09
10
Positive Positive Negative Negative Mean ave- 11
deviation from deviation from deviation from deviation from rage example
Engine group
1
mean average mean average mean average mean average (value to be 12
alarm reduction alarm reduction calculated)
(MSP 8213) (MSP 8216) (MSP 8213) (MSP 8216) (MSP 8214) 13
25 % 80 100 80 100 420
60 % 60 80 60 80 420 14
100 % 60 80 60 80 420
110 % 60 80 60 80 420 15
16
17
18
19
20
21
22
23
24
25
01
02
03
600
04 550
500 Absolute cylinder
05 exhaust gas temperature

Temperature C
450 alarm
400 (MSP 8219)
06 350 Absolute cylinder
300 exhaust gas temperature
07
reduction
250 (MSP 8218)
200
08 25 % 35 % 45 % 55 % 65 % 75 % 85 % 95 % 105 %
Engine load %
09 Fig. 14-9 Absolute exhaust gas temperature monitoring limits after cylinder
10
11 Absolute cylinder exhaust gas Absolute cylinder exhaust gas
Engine group 1 temperature alarm temperature reduction
12 (MSP 8219) (MSP 8218)
25 % 510 530
13 60 % 510 530
100 % 530 550
14 110 % 530 550
15
16
17
18
19
20
21
22
23
24
25
01
02
03
600 Absolute exhaust gas
550 temperature before TC
alarm
04
500
(MSP 8232)
Temperature C
450
Absolute exhaust gas 05
400 temperature after TC
alarm
350
(MSP 8222) 06
300
Absolute exhaust gas
250 temperature after TC
reduction
07
200
(MSP 8224)
25 % 45 % 65 % 85 % 105 %
Engine load % 08
Fig. 14-10 Absolute exhaust gas temperature monitoring limits for turbocharger 09
10
Absolute exhaust Absolute exhaust Absolute exhaust 11
gas temperature gas temperature after gas temperature after
Engine group 1
before TC alarm TC alarm TC reduction 12
(MSP 8232) (MSP 8222) (MSP 8224)
25 % 550 510 530 13
60 % 550 510 530
100 % 570 400 430 14
110 % 570 400 430
15
NOTE:
16
The exhaust gas temperatures at each cylinder outlet are to be monitored in the alarm system (optional in
LESS). The limit values for the max. and min. temperatures depend on the engine load. 17
The temperatures for 25 %, 60 % and for 100 % have to be adjusted during commissioning. Therefore the 18
alarm system has to be capable of adjusting these setpoints and the temperature spread.
If the absolute max. temperature at cylinder or turbocharger inlet or outlet exceed their limit values or if 19
the reduction limits of the deviation thresholds are exceeded a binary NO contact from the alarm system
has to be given to the engines safety system. 20
The mean average value in the exhaust gas temperature mean average monitoring-diagram is a calcula- 21
ted value, which permanently needs to be recalculated during engine operation. The diagram is only to be
seen as a snapshot of one specilc calculated mean average value. 22
23
24
25
01
02 Exhaust gas temperature monitoring for 9 M 32 C pulse charging
03 Positive deviation from

mean average alarm
04 550
(MSP 8213)
05
500
(MSP 8216)
Temperature C
450
400 Negative deviation from
06 350
mean average alarm
(MSP 8213)
300
07 250
Negative deviation from
200 (MSP 8216)
08 25 % 35 % 45 % 55 % 65 % 75 % 85 % 95 % 105 %
Mean average example
Engine load % (value to be calculated)
09
(MSP 8214)
Fig. 14-11 Exhaust gas temperature mean average monitoring
10
11 Positive Positive Negative Negative Mean ave-
deviation from deviation from deviation from deviation from rage example
Engine group
12 4
mean average mean average mean average mean average (value to be
alarm reduction alarm reduction calculated)
13 (MSP 8213) (MSP 8216) (MSP 8213) (MSP 8216) (MSP 8214)
25 % 80 100 80 100 420
14 60 % 80 100 60 80 420
100 % 80 100 60 80 420
15 110 % 80 100 60 80 420
16
17
18
19
20
21
22
23
24
25
01
02
03
600
04
550
Absolute cylinder
500
exhaust gas temperature
Temperature C
450
05
alarm
400 (MSP 8219)
Absolute cylinder
350
300
exhaust gas temperature
reduction 06
250 (MSP 8218)
200 07
25 % 35 % 45 % 55 % 65 % 75 % 85 % 95 % 105 %
Engine load %
08
Fig. 14-12 Absolute exhaust gas temperature monitoring limits after cylinder 09
10
Absolute cylinder exhaust gas Absolute cylinder exhaust gas 11
Engine group 4 temperature alarm temperature reduction
(MSP 8219) (MSP 8218) 12
25 % 510 530
60 % 510 530 13
100 % 510 550
110 % 510 550 14
Cylinder 9 100 % 540 560
15
16
17
18
19
20
21
22
23
24
25
01
02
03
600
04 550
500
temperature before TC
alarm
Temperature C
(MSP 8232)
05 450
400 Absolute exhaust gas
temperature after TC
06
350 alarm
300 (MSP 8222)
07
250
temperature after TC
200 reduction
25 % 45 % 65 % 85 % 105 % (MSP 8224)
08 Engine load %
09 Fig. 14-13 Absolute exhaust gas temperature monitoring limits for turbocharger
10
11 Absolute exhaust Absolute exhaust Absolute exhaust
gas temperature gas temperature after gas temperature after
Engine group 4
12 before TC alarm TC alarm TC reduction
(MSP 8232) (MSP 8222) (MSP 8224)
13 25 % 550 510 530
60 % 550 510 530
14 100 % 570 400 430
110 % 570 400 430
15
16
17
18
19
20
21
22
23
24
25
01
14.8 Local and remote indicators 02
Local indicators Remote indicators 03

96 x 96 mm
Installed at the engine 04
(optional)
Fuel oil temperature at engine inlet X 2)
Fuel oil differential pressure at llter
05
Fuel rack position (mean injection pump rack)
06
Lube oil temperature at engine inlet X 2)
Lube oil differential pressure at llter 07
Fresh water temp. at engine inlet (HT circuit)
Fresh water temp. at engine outlet (HT circuit) X 2) 08
Fresh water temperature (LT circuit) X 2)
Fresh water temperature cooler inlet 09
Fresh water temperature cooler outlet
Charge air temperature cooler inlet 10
Charge air temperature cooler outlet X 2)
Installed at the engine (gauge board)
11
Fuel oil pressure X 2)
12
Lube oil pressure X 2)
Fresh water pressure (HT circuit) X 2) 13
Fresh water pressure (LT circuit) X 2)
Start air pressure X 2) 14
Charge air pressure cooler outlet X 2)
Stop air pressure 15
Engine speed X 1)
Turbocharger speed X 16
Charge air temp. cooler inlet (digital value)
17
Exhaust gas temp. after cylinder (digital value)
Exhaust gas temp. before / after turbocharger
18
(digital value)
19
1) 144 x 144 mm possible / 2) Signal is supplied by the alarm system
20
21
22
23
24
25
01
02
03
Remote indicators Engine
TC speed
04 (optional) (optional)
speed
(optional)
05
06
07
4-20 mA
4-20 mA
08
*)
09 Alarmsystem / exhaust
0-10 V DC / 4-20 mA
gas temp. monitoring
10 system
11
12
MODbus
13
Analogue sensors
14 Diesel engine
15
*) optionally in Cat scope of supply
16
Fig. 14-14 Remote indication interfacing
17
18
19
20
21
22
23
24
25
01
14.9 Clutch control system 02
The diagram below shows an example of a typical soft-clutch engagement timeline, required by Caterpillar 03
Motoren for marine main engines.
To avoid engine stalling in case of high speed drop, overload of the mexible couplings and visible smoke, 04
the engaging operation has to be smooth and easily controllable.
Time T2 is very important in this context: It indicates the real slipping time shich has to be minimum 3 05
seconds.
06
07
Pressure (bar)
pK
08
09
T1 T2
10
pKv 11
12
13
0 14
Time (sec.)
T3 15
Fig. 14-15 Clutch in procedure for propulsion systems
16
pK = Lube oil switching pressure 17
pKV = Control pre-pressure
T1 = Filling time 18
T2 = Slipping time
T3 = Pressure holding time 19
= Point of synchronization
20
The clutch-in speed of the engine should be min. 70 % of rated speed, but could be 60 % depending on
TVC. 21
22
23
24
25
01
02 14.10 Condition monitoring
03 New diagnostic system for on-line engine data transmission
04 Based on several years of Caterpillar experience, Caterpillar Motoren will launch a new diagnostic system
in early 2015.
05
The new system will be based on data transfer via internet to a central Caterpillar warehouse and offers
06 intensive diagnostics by Caterpillar engine specialists and use of a common data base. The DICARE system
has been discontinued and will not be offered due to lack of ability to support the software platform in the
07 future.
08 For detailed information please contact Caterpillar Motoren, application and installation department,
+ (49) 431-39 95 01.
09
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
INSTALLATION AND ARRANGEMENT
01
15.1 Rigid mounting of main engines and alignment 02
The vertical reaction forces resulting from the torque variation are the most important disturbances to 03
which the engine foundation is subjected. With regards to dynamic load, the indicated moments only re-
present the exciting values and can only be compared among each other. The effective forces to which the 04
foundation is subjected depend on the mounting arrangement and the rigidity of the foundation itself.
In order to make sure that there are no local resonant vibrations in the ship`s structure, the natural fre- 05
quencies of important components and partial structures should differ suflciently from the indicated main
exciting frequencies. 06
The dynamic foundation forces can be considerably reduced by means of resilient engine mounting.
07
15.1.1 General information 08
The shipyard is solely responsible for the adequate design and quality of the foundation. 09
Information on foundation bolts (required retightening torques, elongation, yield point), steel chocks,
side stoppers and alignment bolts is to be gathered from the foundation plans. 10
Examples for information only for the design of the screw connections will be made available as
required. 11
If cast resin is used it is recommendable to employ authorized workshops of resin manufacturers
approved by the classilcation societies for design and execution. 12
It has to be taken into account that the permissible surface pressure for resin is lower than for steel
chocks and therefore the tightening torques for the bolts are reduced correspondingly.
13
When installing the engine on steel chocks the top plate should be build with an inclination outwards
from engine centerline. Wedge type chocks with the corresponding inclination only be use. The
14
material can be cast iron or steel.
15
16
17
18
19
20
21
22
23
24
25
01
02 15.1.2 Engine with dry sump
03 Dimension of foundation dry sump pan

ca. 400 ca. 400 ca. 400
(110)
04
A C B
(210) (210)
A C B
05
Foundation bolts
Jacking bolts
Jacking bolts
Jacking bolts
Jacking bolts
Jacking bolts
Z
Fitted bolts
min. 1,170
min. 1,170
min. 1,170
1,400
1,400
1,400
06
Cyl. 1
Cyl. 2
Cyl. 3
Cyl. 5
Cyl. 8
Cyl. 9
Cyl. 4
Cyl. 6
Cyl. 7
07
08
42
352
362
612
822
932
1,142
1,352
1,462
1,672
1,882
1,992
2,202
2,412
2,522
2,732
2,942
3,052
3,262
3,472
3,582
3,792
3,922
4,032 3,972
3,792
4,002
4,112
4,322
4,532
4,642
4,852
4,982
5,092 5,032
4,032 5,562
4,852
5,062
5,172
5,382
5,512
60
0
09 Flywheel outline Z
A-A
B-B
Crankshaft Jacking bolt - holes
Fitted bolt - holes C-C
10
1
38 0.5 Foundation bolt - holes

550
,43
38 0.5
9
(1,052)
175
11
502
56
220
119
85
568
40
12 1,010
1,158 31.5 0.2 35 M36 x 2
1,550
Fig. 15-1 Dimension [mm] of foundation dry sump pan
13
Side stoppers
14
6 M 32 C 8/9 M 32 C * 1 pair at the end of the bedplate / ** 1 pair at the end of the bedplate and 1 pair between cyl. 4 and 5
15 1 Pair * 2 Pairs **
Side stopper to be with 1 wedge (see lg. 14-1). Wedge to be placed at operating temperature and secured
16
by welding. Dimensioning according to classilcation society and cast resin suppliers requirements.
17
Number of bolts
18 Fitted bolts Foundation bolts Jacking bolts
6 M 32 C 4 36 6
19 8 M 32 C 4 48 6
9 M 32 C 4 54 6
20
21 Jacking bolts
To be protected against contact / bond with resin
22 After setting of resin dismantle the jacking screws completely
23 To be supplied by yard:
Foundation bolts, ltted bolts, nuts and tension sleeves, side stoppers, steel chocks, cast resin.
24 The shipyard is solely responsible for adequate design and quality of the foundation.
25
01
Proposal for rigid mounting 02
1 03
04
35 2
05
175
min. 20
3
340
06
4
07
5 08
6
09
min. 40
Fig. 15-2 Through bolt with dimensions [mm]
1 Hexagon nut, EN ISO 4032 M36 4 Top plate 10

2 Engine foot 5 Spheric washers DIN 6319 C37 / D37
3 Cast resin chock 6 Hexagon nut, EN ISO 4032 M36 11
12
1
13
38
14
175
min. 20
H7
340
34 k6
15
50
2
16
3
17
18
min. 40
Fig. 15-3 Fitted bolt with dimensions [mm]

19
1 Hexagon nut, EN ISO 4032 M33 3 Hexagon nut, EN ISO 4032 M36
2 Spheric washers, DIN 6319 C37 / D42 20
Tightening force Pre tightening torque (oil) angle of rotation 21
Through bolts M 33 Fitted bolts M 33 Through bolts M 33 Fitted bolts M 33
[N] [N] M [Nm] (grad) M [Nm] (grad) 22
125,000 125,000 90 70 90 70
23
Final foundation bolts design and tightening torque by cast resin chock supplier.
Design responsibility is with the shipyard. 24
25
01
02 15.1.3 Engine with wet sump
03 Dimension of foundation wet sump (option)

ca. 400
04 A C
B
05 A C B
Z
06
Foundation bolts
Jacking bolts
Jacking bolts
Jacking bolts
Jacking bolts
Cyl. 1
Cyl. 2
Cyl. 3
Cyl. 4
Cyl. 5
Cyl. 6
Cyl. 7
Cyl. 8
Cyl. 9
Fitted bolts
min. 1,700
1,750
1,930
07
08
09
10
4,907
97
307
417
667
1,197
1,727
2,257
2,787
3,317
3,847
4,377
5,437
5,567
5,659
60
0
5,719
11
Flywheel outline Z
A-A
12 Crankshaft Fitted bolt - holes B-B
Jacking bolt - holes
60
13
175
35 0.2
1,387
60
14
837
60
15
C-C
1,280 Foundation bolt - holes M36 x 2
1,550
60
16
2,140
42
17 Fig. 15-4 Dimension [mm] of foundation wet sump
18 Side stoppers
* 1 pair at the end of the bedplate
6 M 32 C 8/9 M 32 C
19 1 Pair * 2 Pairs **
** 1 pair at the end of the bedplate and 1 pair between cyl. 4 and 5
20 Side stopper to be with 1 wedge (see lg. 14-4). Wedge to be placed at operating temperature and secured
by welding. Dimensioning according to classilcation society and cast resin suppliers requirements.
21
Number of bolts
22 Fitted bolts Foundation bolts Jacking bolts
6 M 32 C 4 16 6
23
8 M 32 C 4 18 8
24 9 M 32 C 4 20 8
25
01
Jacking bolts 02
To be protected against contact / bond with resin.
After setting of resin dismantle the jacking screws completely. 03
To be supplied by yard: 04
Foundation bolts, ltted bolts, nuts and tension sleeves, side stoppers, steel chocks, cast resin.
The shipyard is solely responsible for adequate design and quality of the foundation. 05
Tightening force Pre tightening torque (oil) angle of rotation
Through bolts M 33 Fitted bolts M 33 Through bolts M 33 Fitted bolts M 33 06
[N] [N] M [Nm] (grad) M [Nm] (grad)
125,000 125,000 90 70 90 70 07
Final foundation bolts design and tightening torque by cast resin chock supplier. 08
15.2 Resilient mounting 09

10
15.2.1 Basic design and arrangement
11
The resilient mounting consists of conical rubber elements to achieve a passive isolation of the free mo-
ments and forces and emitted structure borne noise of the engine. The resilient mounting arrangement is 12
designed to assure the best possible load distribution of the engine weight in respect of the maximal per-
missible demection of the conical rubber element. For each engine conlguration (different speed, different
13
side of turbocharging mounted unit, different couplings, with or without PTO, with installation angle) the
natural frequencies and the behavior of the engine during ship movements will be individually calculated
14
and submitted to the respective classilcation society for approval and to check the design of the resilient
15
installation under different arrangement situations.
16
15.2.2 Conical mountings 17
General 18
The used conical design provides high demection and load capacity combined with long service life. The
life expectancy of the rubber elements will be approx. 20 years in ideal circumstances. In fact of bad inmu- 19
ences out of environmental circumstances the (working) life expectancy will be approx. 10 years.
Specilcations 20
The offered conical mountings have been approved by all relevant classilcation societies. All mounting
rubber inserts are individual tested and selected on stiffness by our supplier. An adjustable central buffer 21
will limit the vertical and horizontal movements of the mounted equipment displacements, so there is no
need for separate buffers. About 48 hours after the conical elements are loaded with the complete engine 22
weight during installation more than half of the total creeping lgure is achieved. Thereafter the engine
will be lowered furthermore by the creeping effect, but just approximately one additional mm within the 23
following 20 years.
The shipyard is solely reaponsible for adequate design and quality of the foundation. 24
25
01
02 15.2.3 Resilient mounting (dry sump)
03 Major components
04 Brackets for the connection of the conical elements.

Conical rubber elements.
05 Alignment plates.
Dynamical balanced highly mexible couplings (also for a power take-off).
06 Flexible pipe connections for all media.
07
08
Bracket
Z
09
10
Conical element
11
SP Mot.
CG Eng.
12
450
Alignment
plate
Z
13
590
(660)
40
14
30
15 min. 1,180 - max. 1,300

1,400
16 Fig. 15-5 Conical resilient element with dimensions [mm] 2,000

2,330
17
18 Number of rubber elements
Combined elements
19 6 M 32 C 6
8 M 32 C 8
20
9 M 32 C 8
21
22
23
24
25
01
15.2.4 Resilient mounting (wet sump) 02
Major components 03
Oil pan including connections for conical resilient elements. 04
Conical rubber elements.
Dynamical balanced highly mexible coupling (also for a power take-off). 05
Flexible pipe connections for all media.
Alignment plate. 06
07
Z
08
Oil pan
09
Conical element
SP Mot.
10
CG Eng.
11
Z
796
Alignment 12
plate
40
30
13
(50)
(30) min. 20 - max. 60
14
1,280
2,000
2,330
15
Fig. 15-6 Conical resilient element with dimensions [mm]
16
17
Number of rubber elements 18
Combined elements
6 M 32 C 6 19
8 M 32 C 8
9 M 32 C 8
20
21
22
23
24
25
01
02 15.3 Earthing of engine
03 Information about the execution of the earthing
04 The earthing has to be carried out by the shipyard during the assembly on board.
The engine already is equipped with M 16, 25 mm deep threaded holes with the earthing symbol in the
05 engine foot.
If the engine is resiliently mounted it is important to use mexible conductors.
06
In case of using welding equipment it is important to earth the welding equipment close to the welding
07 area (the distance should not exceed 10 m).
08
09
10
11
12
13
14
15
16
17
18
19 Fig. 15-7 Earthing connection on the engine
20
21
22
23
24
25
FOUNDATION
01
16.1 General requirements 02
The following information is relevant to the foundation design and the aftship structure. 03
The engine foundation is subjected to both static and dynamic loads.
04
16.2 Static load 05
The static load from the engine weight which is distributed approximately evenly over the engines foun- 06
dation supports and the mean working torque TN resting on the foundation via the vertical reaction forces.
TN increases the weight on one side and reduces it on the other side by same amount. 07
08
09
10
11
12
13
14
TN
15
F 16
a
F 17
Fig. 16-1 Static load
18
Output Speed TN 19
[kW] [1/min] [kNm]
6 M 32 C 3,000 600 47.8 20
8 M 32 C 4,000 600 63.7
9 M 32 C 4,500 600 71.6 21
Support distance a = 1,400 mm 22
F= TN/a
TN = Nominal torque 23
F= Force
a= Support distance 24
25
FOUNDATION
01
02 16.3 Dynamic load
03 The dynamic forces and moments are superimposed on the static forces. They result on the one hand from
the lring forces causing a pulsating torque and on the other hand from the external mass forces and mass
04 moments.
The table indicates the dynamic forces and moments as well as the related frequencies.
05 Z
06
07
08
09
X
Y
10
11
12
13
Y
14 X
MY
15 MX
16 MZ
Fig. 16-2 Dynamic load
Z
17
Output Speed Frequency MX MY MZ
Order-no.
18 [kW] [rpm] [Hz] [kNm] [kNm] [kNm]
3.0 30 37.4
6 M 32 C 3,000 600
19 6.0 60 17.8
4.0 40 63.9
8 M 32 C 4,000 600
20 8.0 80 8.0
1 10 21.7
9 M 32 C 4,500 600
21 2 20 15.5
4.5 45 59.2
9 M 32 C 4,500 600
22 9.0 90 5.1
23 All forces and moments not indicated are irrelevant or do not occur. The effect of these forces and mo-
ments on the ships foundations depends on the type of engine mounting.
24
25
VIBRATION AND NOISE
01
17.1 Data for torsional vibration calculation 02
To determine the location and resonance points of each engine and equipment Caterpillar Motoren calcula- 03
tes the torsional vibration behaviour of the engine, including all components, such as coupling, gearboxes,
shaft lines and propellers, pumps, and generators. 04
The normal as well as the emergency operating mode is covered.
The classilcation societies require a complete torsional vibration calculation. 05
To be able to provide a correct torsional vibration calculation, we would like to ask you to lll in the docu- 06
ments in the appendix, according to your scope of supply.
07
Please send the completed data to your local dealer 6 month prior to the engine delivery at the latest.
For further information please compare the data sheet for torsional vibration calculation. 08
(following 3 pages).
09
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
VIBRATION AND NOISE
01
02
03
Main drive Shipyard:
04 Additional engine
Aux. Engine Shipowner:
DE drive Type of vessel:
plant data part B
05 Ktr.-No.: Newbuilding No.:
Remark:
06 Please note that the application and installation drawings will be delivered not later than 6 weeks
after receiving the completed Additional engine plant data sheet part B. The Additional engine
plant data sheet part A to be delivered together with the order.
07
General information, required for all applications:
08 Flag state (needed for EIAPP cert):
Please note that Caterpillar Motoren will issue an "EAPP Document of Compliance" or an "EIAPP
09 Certificate" as per flag state authorization only in case the flag state information is provided at least eight (8)
weeks prior to the engine delivery date as per the Sales Contract (Appendix 1). In case such information
has not been provided to Caterpillar Motoren until such date, Caterpillar Motoren will provide an "EAPP
10 Statement of Compliance" which has to be converted into "EAPP Documents of Compliance" or an "EIAPP
Certificate" as per flag state authorization. In this case the application and costs for the before mentioned
conversion has to be borne by the Buyer.
11
Alarm system
12 yard maker: type: yard contact manager:
Make of automation/bus system

13 yard maker: type: yard contact manager:
Additional information for cooling water system:

14
Add. heat exchanger integrated in LT system, Yes No, if Yes please provide the following data:
15
number of aux. engine
heat dissipation kW required water flow m/h pressure drop bar
oil cooler gear box number of cooler
16 heat dissipation kW required water flow m/h pressure drop bar
air cond. unit number of air cond. unit
17 heat dissipation kW required water flow m/h pressure drop bar

others Please specify:
18
heat dissipation kW required water flow m/h pressure drop bar
Comments/Remarks:
19
20
21 Caterpillar Confidential: Green
22 Fig. 17-1 Additional engine plant data, part "B" (1/3)
23
24
25
VIBRATION AND NOISE
01
02
03
Additional engine plant data, part B
04
TVC data - Information for main engine(s) only:
Flex. coupling main engine: 05
Supplied by Caterpillar Yes No, if No please provide the following data:
Vulkan
Type:
Stromag
Size:
Centa
TVC scheme attached 06
Drawing attached Drawing attached
Other maker
Type: Size: TVC scheme attached
07
Drawing attached
Norminal torque [kNm]:
Perm. power loss [kW]:
Perm. vibratory torque [kNm]:
Perm. rotational speed [1/min]:
08
Dyn. torsinal stiffness[kNm/rad]: Relative damping:
Flex. coupling engine PTO shaft (on engine free-end) 09

Supplied by Caterpillar Yes Not applicable No, if No please provide the following data:
Vulkan Stromag Centa 10
Other maker 11
Drawing attached
Norminal torque [kNm]: Perm. vibratory torque [kNm]: 12
Perm. power loss [kW]: Perm. rotational speed [1/min]:
13
Dyn. torsinal stiffness[kNm/rad]: Relative damping:
Flex. coupling gearbox PTO
14
Vulkan Stromag Centa
Other maker
15
Norminal torque [kNm]:

Drawing attached
Perm. vibratory torque [kNm]:
16
Perm. power loss [kW]: Perm. rotational speed [1/min]:
Dyn. torsinal stiffness[kNm/rad]: Relative damping: 17
Gearbox
Supplied by Caterpillar Yes No, if No please provide the following data: 18
Maker: Type: TVC scheme attached
Max. permissible PTO output [kW]: Drawing attached
Front gearbox for engine PTO

19
Maker: Type: TVC scheme attached 20
Max. permissible PTO output [kW]: Drawing attached
PTO shaft generator/fire fighting pump or similar consumer, driven by engine PTO shaft/front step up gear 21
Maker:
Output [kW]:
Type:
rpm [1/min]: TVC scheme attached
22
Plain bearing, external lubrication Drawing attached
Caterpillar Confidential: Green 23
Fig. 17-2 Additional engine plant data, part "B" (2/3) 24

25
VIBRATION AND NOISE
01
02
03
Additional engine plant data, part B
04 TVC data - Information for main engine(s) only:
05 PTO shaft generator, driven via gearbox

06
Maker: Type:
Output [kVA]: rpm [1/min]: TVC scheme attached
PTI operation PTI output [kW]:
07 Shaft arrangement between engine - gearbox
Supplied by Caterpillar Yes No, if No please provide the following data:
08 Maker: TVC scheme attached detail drawing:
Propeller and propeller shafting data:
09 Supplied by Caterpillar Yes No, if No please provide the following data:
CPP FPP Voith Rudder FPP/CPP Others
10 numbers of blades: propeller [mm]:
Moments of inertia in water [kgm]: Moments of inertia in air [kgm]:
11 Maker: TVC scheme attached or detail drawing:
Propeller and propeller shafting information:

12 Supplied by Caterpillar No Yes, in case of Yes please provide the following data:
Wake field attached Propulsion test attached Length of shafting incl. drawing attached
13
(tank test)
Comments/Remarks:
14
15
16
17
18
Confirmed by buyer:
19 Date:
20
Stamp and signature:
21
Caterpillar cannot be held liable for any mistakes made by the buyer.
22 Components not mentioned in Cat's technical specification/No.

installation/operation of the equipment will be buyer's scope of supply.
, dd. and essential for
23 Caterpillar Confidential: Green
24 Fig. 17-3 Additional engine plant data, part "B" (3/3)
25
VIBRATION AND NOISE
01
17.2 Sound levels 02
03
17.2.1 Airborne noise
04
The airborne noise level is measured in a test cell according to EN ISO 9614-2. 05
06
130
07
08
120
sound power level [dB(A) re: 10 -12 W]
120
115
113 113
110 109
110
09
99
100
10
90
86
80
11
70 12
63 125 250 500 1000 2000 4000 SUM
olerance: +/- 2 dB 1/1 Octave [Hz]

13
Fig. 17-4 Airborne sound power level 6 M 32 C
14
15
16
130 17
122
18
118
120
114 114
112 112
110
102 19
100
90
90 20
80 21
70
63 125 250 500 1000 2000 4000 SUM 22
23
tolerance: +/- 2 dB 1/1 Octave [Hz]
Fig. 17-5 Airborne sound power level 8 M 32 C

24
25
VIBRATION AND NOISE
01
02
03
130
04 119
123
120 116 115

114
05 110
111
103
06 100
92
07
90
80
08
70
63 125 250 500 1000 2000 4000 SUM
09
tolerance: +/- 2 dB 1/1 Octave [Hz]
10 Fig. 17-6 Airborne sound power level 9 M 32 C
11
12 17.2.2 Structure borne noise
13 above / below resilient mounting measured at testbed in Kiel

(values below resilient mounting depend on resilient element type and foundation mobility)
14
15
16 120
108
110 106
102
17
100 97
93 93
89
Sound velocity [dB] ref: v0= 5 x 10-8 m/s
90
79 78
80 76 75
18
71
68 69
70 65 66
60
53
19
50
40
32
29
30
20
23
20 above resilient mounting
10 below resilient mounting
21
0
1000
2000
4000
8000
31,5
125
250
500
63
SUM
Tolerance: +/- 2 dB Frequency 1/1 octave band [Hz]
22
Fig. 17-7 Structure borne noise level M 32 C
23
24
25
VIBRATION AND NOISE
01
Engine movement due to vibration referred to the global vibration characteristics of the engine: 02
The basis for assessing vibration severity are the guidelines ISO 10816-6.
03
According to these guideline the MaK engine will be assigned to vibration severity grade 28, class 5.
On the engine block the following values will not be exceeded: 04
Displacement S eff < 0.448 mm f> 2 Hz < 10 Hz 05
Vibration velocity V eff < 28.2 mm/s f> 10 Hz < 250 Hz
Vibration acceleration a eff < 44.2 m/s2 f> 250 Hz < 1,000 Hz 06
17.2.3 Exhaust gas noise 07
08
MaK M 32 C
(to be expected directly after turbocharger at open pipe (A0 = 1 m), values measured with a probe inside 09
the exhaust gas pipe)
10
140
134 134
11
133
Sound power level [dB(A)] ref: 10-12 W
130 128 127

12
126
123
120 115
110
104 13
100
90
14
80
15
70
60 16
31,5 63 125 250 500 1000 2000 4000 8000
17
1/1 octave band frequency [Hz]
Tolerance: 2 dB
Fig. 17-8 Exhaust gas sound power level M 32 C 18

19
20
21
22
23
24
25
POWER TRANSMISSION
01
02 18.1 Flexible coupling
03 General
04 For all types of plants the engines will be equipped with mexible mange couplings.
The guards for the mexible couplings should be made of perforated plate or gratings to ensure optimum
05 heat dissipation (yard supply).
06
18.1.1 Mass moments of inertia
07
Speed Engine * Flywheel Total
08 [rpm] [kgm] [kgm] [kgm]
6 M 32 C 600 430 470 900
09 8 M 32 C 600 604 470 1,074
9 M 32 C 600 636 470 1,106
10
* Running gear with balance weights and vibration damper
11
12 18.1.2 Selection of mexible couplings
13 The calculation of the coupling torque for main couplings is carried out according to the following formula.
14
9.55 P0
TKN
15 n0
16
P0 = Engine output
17 n0 = Engine speed
TKN = Nominal torque of the coupling in the catalogue
18
ATTENTION:
19 For installations with a gearbox PTO it is recommended to oversize the PTO coupling by the factor 2 in
order to have suflcient safety in the event of mislring.
20
21
22
23
24
25
POWER TRANSMISSION
01
02
03
L1
L3
04
L2 05
06
07
08
1,439
09
d
10
11
12
13
170
14
To centre of cyl. 1
852 15
16
Fig. 18-1 Flywheel and mexible coupling
17
18
Nominal torque Weight
Power Speed
of coupling d L1 4) L2 3) L3 5) 1) 2)
19
[kW] [rpm] [kNm] [mm] [mm] [mm] [mm] [kg] [kg]
6 M 32 C 3,000 600 66.5 920 823 / 586
1) 2)
285 132 721 545 20
8 M 32 C 4,000 600 66.5 920 823 / 586
1) 2)
285 132 721 545
9 M 32 C 4,500 600 80.0 920 823 / 586
1) 2)
285 132 721 545 21
1) Long version / 2) Short version / 3) Length of hub / 4) Alignment control (recess depth 5 mm) / 5) Length of rubber element 22
Space requirements for OD-Box (oil distribution box) are to be considered! 23
Couplings for twin rudder propeller have to be designed with a supplementary torque of 50 %.
24
25
POWER TRANSMISSION
01
02 18.2 Power take-off from the free end (for CPP only)
03 The PTO output is limited to:

6 M 32 C 3,000 kW
04 8 M 32 C 4,000 kW
9 M 32 C 4,500 kW
05
The connection requires a highly mexible coupling.
06
A combination (highly mexible coupling / clutch) will not be supplied by Caterpillar Motoren. The weight
07 force of the clutch cannot be absorbed by the engine and must be borne by the succeeding machine.
08 The coupling hub is to be adapted to suit the PTO shaft journal.
09 The (delnite) lnal coupling type is subject to conlrmation by the torsional vibration calculation.
10
11
12
1:30
13
14
C
15
16
17
B
18
19
20
21 A
22 Fig. 18-3 Power take-off from the free end
23 Power A B C
< 1,500 kW 1,649 230 151
24 > 1,500 kW 1,874 368 193
25
PIPING DESIGN
01
19.1 Pipe dimensions 02
The external piping systems are to be installed and connected to the engine by the shipyard. 03
Piping systems are to be designed so as to keep the pressure losses at a reasonable level. To
achieve this at justilable costs, it is recommended to keep mow rates as indicated below (see chapter 04
19.2).
Nevertheless, depending on specilc conditions of piping systems, it may be necessary to adopt even lower 05
mow rates.
06
ATTENTION:
Generally it is not recommended to adopt higher mow rates. 07
08
19.2 Flow velocities in pipes
09
Recommended mow rates [m/s]
Suction side Delivery side Kind of system 10
Fresh water (cooling water) 1.5 - 3.0 1.5 - 3.0 Closed
11
Lube oil 0.5 - 1.0 1.5 - 2.5 Open
Sea water 1.0 - 1.5 1.5 - 2.5 Open 12
Diesel fuel oil 0.5 - 1.0 1.5 - 2.5 Open
Heavy fuel oil 0.3 - 0.8 1.0 - 1.5

Open / closed 13
pressurized system
Exhaust gas 20 - 40 Open 14
15
19.3 Trace heating 16
Trace heating is highly recommended for all pipes carrying HFO or leak oil. For detailed explanation see 17
fuel oil diagrams, showing the trace heated pipes marked as
18
19.4 Insulation 19
All pipes with a surface temperature > 60 C should be insulated to avoid risk of physical injury. This 20
applies especially to exhaust gas piping.
To avoid thermal loss, all trace heated pipes should be insulated. 21
Additionally, lube oil circulating pipes, the piping between engine and lube oil separator as well as the
cooling water pipes between engine and preheater set should be insulated. 22
23
24
25
PIPING DESIGN
01
02 19.5 Flexible pipe connections
03 Flexible pipe connections become necessary to connect resilient mounted engines with external piping
systems. these components have to compensate the dynamic movements of the engine in relation to the
04 external piping system.
05 The shipyards pipe system must be exactly arranged so that the manges or screw connections do lt wit-
hout lateral or angular offset. It is recommended to adjust the lnal position of the pipe connections after
06 engine alignment is completed.
07 It is important to support near as possible to the mex connection and stronger as normal. The pipes outside
the mexible connection must be well lxed and clamped to prevent from vibrations, which could damage the
08 mexible connections.
09 Installation of steel compensators.
10 Steel compensators can compensate movements in line and transversal to their center line. They are nor
for compensating twisting movements. Compensators are very stiff against torsion.
11
It is very important that all steel compensators are not allowed to be installed on resilient mounted engi-
12 nes in vertical direction.
13
14 Z
15 Mounting space Flat gasket Counter flange

Z
16
17
18
140 5
19
20
21 Steel sheet washer
22 Fig. 19-1 Rubber expansion joint with dimensions [mm] Fig. 19-2 Rubber expansion joint, detail Z
23
24
25
ENGINE ROOM LAYOUT
01
20.1 Engine centre distances 02
03
04
05
06
07
08
09
10
11
12
13
A
14
Fig. 20-1 Centre distance of twin-engine plants
15
16
Dimensions [mm]
Type
A 17
6/8/9 M 32 C 2,800*
18
*) Minimum distance: 2,600 mm (Minimum width at fuel oil llter level approx. 500 mm)
19
If turbocharger is located at the free end, the water cover of the charge air cooler must be dismantled.
20
21
22
23
24
25
ENGINE ROOM LAYOUT
01
02 20.2 Space requirements for maintenance
03
04
c
05 0
06
07
a
5,774
08
09
10
11
Gravity centre
1,855
12
13
14 0
15
16
b
0
Weight 1,409 kg
17
Gravity centre
450
d
1,640
18
19
0 a = Space required for measuring vibrations, and
20 removal of the vibration damper and the lube oil
pump
21 b = See chapter 19.2.2
Weight
948 kg
c = See chapter 19.2.1

e
22 2,015
1,625 d = Space required for turbocharger shaft removing
approx. 2,400 e = Space required for charge air cooler removing
23
Fig. 20-2 Space requirement for maintenance, dimensions [mm]
24
25
ENGINE ROOM LAYOUT
01
20.2.1 Removal of charge air cooler and turbocharger cartridge 02
F 03
04
05
06
07
08
C
09
E
D 10
A
11
12
13
14
15
B
16
Fig. 20-3 Space requirement for dismantling of charge air cooler and turbocharger cartridge
17
Weight Weight
Dimensions [mm]
Type charge air cooler turbocharger cartridge 18
A B C D E F [kg] [kg]
6 M 32 C 1,413 1,980 676 520 1,160 850 400 360 19
8/9 M 32 C 1,625 2,015 870 720 1,180 1,640 948 815
20
Charge air cooler cleaning
21
Cleaning is carried out with charge air cooler dismantled. A container to receive the cooler and cleaning
liquid is to be supplied by the yard. Intensive cleaning is achieved by using ultra sonic vibrators. 22
Turbocharger dismantling 23
Removal of cartridge must be carried out with compressor delivery casing after removal of air llter silencer. 24
25
ENGINE ROOM LAYOUT
01
02 20.2.2 Removal of piston and cylinder liner
03
Normal height for removal
04 Recuced height for removal
05
06
07
3,405
3,040
2,940 *
2,940
08
2,720
2,570 **
09
10
Centerline of crankshaft Centerline of crankshaft Centerline of crankshaft
11
12 Weight: 300 kg Weight: 300 kg Weight: 200 kg
* Removal in longitudinal direction
of engine
13
** Removal in cross direction of engine
Fig. 20-4 Removal of piston and cylinder liner, dimensions [mm]

14
15
16
17
18
19
20
21
22
23
24
25
PAINTING, PRESERVATION
01
21.1 Inside preservation 02
03
21.1.1 Works standard N 576-3.3
04
Components
05
Main running gear and internal mechanics
06
Application
07
Max. 2 years
08
NOTE:
Inside preservation does not have to be removed when the engine is commissioned. 09
10
21.2 Outside preservatio 11

12
21.2.1 Works standard VCI 368 N 576-3.2
13
Conditions
14
Europe and overseas
15
Sea and land transportation
Storage in the open, protected from moisture
16
Max. 2 years with additional VCI packaging
17
Appearance of the engine
18
Castings with red oxide antirust paint
Pipes and machined surfaces left as bare metal 19
Attached components with colours of the manufacturers
20
NOTE:
Outside preservation must be removed before commissioning of the engines. 21
Environmentally compatible disposal is to be ensured.
Durability and effect depend on proper packaging, transportation, and storage (i.e. protected from moistu- 22
re, stored at a dry place and suflciently ventilated). Inspections are to be carried out at regular intervals.
23
24
25
01
02 21.2.2 Works standard clear varnish N 576-4.1
03 Conditions
04 Europe
Land transportation
05 Storage in a dry and tempered atmosphere, protected from moisture
Max. 1 year with additional VCI packaging
06
NOTE:
07 Works standard clear carnish N 576-4.1 is not permissible for:
08 sea transportation of engines and

storage of engines in the open, even if they are covered with tarpaulin.
09
10
Castings with red oxide antirust paint
11 Pipes and machined surfaces left as bare metal
Attached components with colours of the manufacturers
12 Surfaces sealed with clear varnish
Bare metal surfaces provided with VCI 368 preservation
13
NOTE:
14 VCI packaging as per N 576-5.2 is generally required!
Durability and effect depend on proper packaging, transportation, and storage (i.e. the engine is to be
15
protected from moisture, VCI llm not ripped or destroyed).
Inspections are to be carried out at regular intervals.
16
If the above requirements are not met, all warranty claims in connection with corrosion damage shall be
17 excluded.
18
19
20
21
22
23
24
25
01
21.2.3 Works standard painting N 576-4.3 02
Conditions 03
Europe and overseas 04
Sea and land transportation
Short-term storage in the open, protected from moisture 05
Up to max. 4 weeks
Longer than 4 weeks VCI packaging as per N 576-5.2 is required 06
Max. 2 years with additional VCI packaging
07
08
Surfaces mostly painted with varnish
Bare metal surfaces provided with VCI 368 preservation 09
NOTE: 10
Durability and effect depend on proper packaging, transportation, and storage (i.e. the engine is to be
protected from moisture, VCI llm not ripped or destroyed). 11
12
13
21.2.4 Works standard VCI packaging N 576-5.2
14
Conditions
15
Engines with outside preservation VCI 368 as per N 576-3.2
16
Engines with clear varnish according to application group N 576-4.1
NOTE: 17
These engines are always to be delivered with VCI packaging!
Nevertheless, they are not suitable for storage in the open! 18
Engine or engine generator sets with painting according to application group N 576-4.3
Europe and overseas 19
Storage in the open, protected from moisture
NOTE: 20
Durability and effect depend on proper packaging, transportation, and storage (i.e. the engine is
to be protected from moisture, VCI llm not ripped or destroyed). 21
22
23
24
25
01
02 Apperance of the engine
03 Bare metal surfaces provided with VCI 368 or VCI oil

Cortec VCI impregnated mexible PU foam mats attached to the engine using tie wraps.
04 Kind and scope depending on engine type.
The attached mats should not come into contact with the painted surface.
05 Cover the engine completely with air cushion llm VCI 126 LP. Air cushions are to face inwards! The air
cushion llm is fastened to the transportation skid (wooden frame) by means of wooden laths. Overlaps
06 at the face ends and openings for the lifting gear are to be closed by means of PVC scotch tape.
In case of engines delivered without oil pan, the overhanging VCI llm between engine and transport
07 frame is to be folded back upwards before fastening the air cushion llm.
08 ATTENTION:
The corrosion protection is only effective if the engine is completely wrapped in VCI llm. The protective
09 space thus formed around the component can be openend for a short time by slitting the llm, but after-
wards it must be closed again with adhesive tape.
10
11
21.3 Works standard information panel
12
A works standard information panel for VCI preservation and inspection N 576-5.2 suppl. 1 will be sup-
13 plied.
14 Application
15
Engines with VCI packaging as per application group N 576-5.2
16
Description
17
This panel provides information on initial preservation and instructions for inspection.
18 Arranged on the transport frame on each side so as to be easily visible.
19
20
21
22
23
24
25
01
21.4 Protection period, check, and represervation N 576-6.1 02
03
21.4.1 Protection period
04
There will only be an effective corrosion protection of the engine if the delnitions and required work
according to factory standard N 576-6.1 are duly complied with. 05
Normally, the applied corrosion protection is effective for a period of max. 2 years, if the engine or engine
generator set is protected from moisture. 06
After two years represervation must be carried out.
However, depending on the execution of the preservation or local conditions shorter periods may be 07
recommended.
08
21.4.2 Protection check 09
Every 3 month specilc inspections of the engine or engine generator set are to be carried out at delned 10
inspection points.
Any corrosion and existing condensation water are to be removed immediately. 11
12
21.4.3 Represervation N 576-6.1
13
After 2 years represervation must be carried out.
14
15
16
17
18
19
20
21
22
23
24
25
TRANSPORT, DIMENSIONS AND WEIGHTS
01
02 22.1 Lifting of engines
03 For the purpose of transport the engine is equipped with a lifting device which shall remain the property of
Caterpillar Motoren.
04 The lifting device has to be returned to Caterpillar Motoren.
05 Device to be used for transport of engine types 6/8/9 M 32 C only. Max. lifting speed: 5 m/min.
06 When taking up load, max. 3 must not be exceeded all-round, meaning that the rod must have no contact
in this area.
07
08 1,590
Z
60
09 100
95
10
max. 60 t
76
300
110
11
Z 115
144
ca. 813
12 Upper edge
MA =300Nm of cyl.-head
13
14 Fig. 22-1 Spreader bar with dimensions [mm] Wear limit with dimensions [mm]
15
NOTE:
16
Total weight for transport includes bracket and traverse (see drawings next page)!
17
18
19
20
21
22
23
24
25
01
Transport of engine with turbocharger at driving end 02
max. 3,000 03
04
min.
rope
leng
2,250
05
th 2,2
00
06
07
approx. 3,000
08
Cyl. 1
09
max. 100
6 Cyl.: 39 t
max. 3,000
10
11
min.
rope
12
2,250
leng
th 2,2
00
13
14
approx. 3,000
15
Cyl. 1
16
max. 130
8 Cyl.: 48 t
17
max. 3,000
18
min.
19
rope
2,250
leng
th 2,2
20
00
21
approx. 3,000
22
Cyl. 1
23
Fig. 22-2 Transport of engine with
max. 140
9 Cyl.: 52 t
turbocharger at driving end dimensions [mm] 24

25
01
02 Transport of engine with turbocharger at free end
03 max. 3,000
04
min.
rope
2,250
leng
05
th 2,2
00
06
07
approx. 3,000
08
Cyl. 1
09
max. 100
6 Cyl.: 39 t
10 max. 3,000
11
min.
rope
12
leng
2,250
th 2,2
00
13
14
approx. 3,000
15
Cyl. 1
16
max. 130
8 Cyl.: 48 t
17
max. 3,000
18
min.
rope
19
2,250
leng
th 2,2
00
20
21
approx. 3,000
22
Cyl. 1
23
max. 140
9 Cyl.: 52 t
24 Fig. 22-3 Transport of engine, turbocharger at free end with dimensions [mm]
25
01
22.2 Dimensions of main components 02
03
435
04
182
05
870
388
06
289
397
07
08
982
846
254
09
10
11
528
440
12
42 13
Fig. 22-4 Cylinder head, weight 315 kg Fig. 22-5 Cylinder liner, weight 280 kg
14
153
15
320
16
17
18
320
105
19
500
1,393
20
21
572.7
22
Please note, the dimensions are shown in mm! 23
484 120
Fig. 22-6 Connecting rod, weight 236 kg Fig. 22-7 Piston, weight 150 kg 24
25
STANDARD ENGINE ACCEPTANCE TEST RUN
01
02 Standard acceptance test run
03 The acceptance test run is carried out on the testing bed with customary equipment and auxiliaries using
exclusively MDO and under the respective ambient conditions of the testing bed. During this test run the
04 fuel rack will be blocked at the contractual output value. In case of deviations from the contractual ambi-
ent conditions the fuel consumption will be converted to standard reference conditions.
05 The engine will be run at the following load stages according to the rules of the classilcation societies.
06 Load [%] Duration [min]

50 30
07 85 30
100 60
08 110 30
09 After reaching steady state conditions of pressures and temperatures these will be recorded and registe-
red according to the form sheet of the acceptance test certilcate:
10
Additional functional tests
11
In addition to the acceptance test run the following functional tests will be carried out:
12 Governor test
Overspeed test
13 Emergency shut-down via minimum oil pressure
Start/stop via central engine control
14 Starting trials up to a minimum air pressure of 10 bar
Measurement of crank web demection (cold/warm condition)
15
After the acceptance, main running gear, camshaft drive and timing gear train will be inspected through
16
the opened covers.
17 Individual inspection of special engine components such as piston or bearings is not intended, because
such inspections are carried out by the classilcation societies at intervals on series engines.
18
19
20
21
22
23
24
25
ENGINE PARTS
01
24.1 Required spare parts (Marine Classilcation Society MCS) 02
Classilcation societies GL RS KR CCS 03

Pt. 1, Pt. 7, Ch. Pt. 5, Ch. 15,
Rules references 04
Ch. 17 10 Ch. 1 Sec. 1&2
Status 2011 2011 2011 2011
Parts 05
Main bearing 1 1 1 1
Thrust washer 1 1 1 1
06
Cylinder liner, complete 1 1 1 1
07
Cylinder head, complete 1 1 1 1
Cylinder head, only with valves (w/o injection valve) 08
Set of gaskets for one cylinder head
Set bolts and nuts for cylinder head 1/2 1/2 1/2 1/2 09
Set of exhaust valves for one cylinder head 1 (2)* 2 2
Set of intake valves for one cylinder head 1 (1)* 1 1 10
Starting air valve, complete 1 1 1 1
Relief valve, complete 1 1 1 1 11
Injection valve, complete
12
Set of injection valves, complete, for one engine 1 1 1 1
Set of conrod top & bottom bearing for one cylinder 1 1 1 1 13
Piston, complete 1 1 1 1
Piston, without piston pin + piston rings 14
Connecting rod 1 1 1 1
Big end bearing 15
Gudgeon pin with bushing for one cylinder 1 1 1 1
Set of piston rings 1 1 1 1 16
Fuel injection pump 1 1 1 1
Fuel injection piping 1 1 1 1
17
Set of gaskets and packing for one cylinder 1 1 1 1
18
Exhaust compensators between cylinders 1 1 1
Turbocharger rotor, complete (1)* 19
Set of gear wheels
Only for electronic speed setting
20
Pick up for electronic speed setting
Only if oil mist detector is provided
21
Sintered bronze llter (for crankcase monitor)
22
* Recommendation only
23
24
25
ENGINE PARTS
01
02 24.2 Recommended spare parts
03 Classilcation societies ABS DNV LR BV ** RINA **

Pt. 4, Pt. 4, Pt. 5, Pt. A, Pt. A,
04 Rules references Ch. 2 Ch. 1, Ch. 16, Ch. 1, Ch. 1,
Sec. 1 Sec. 5 Sec. 1 Sec. 1 Sec. 1
05 Status 2011 2011 2011 2011 2011
Parts
06 Main bearing 1 1 1
Thrust washer 1 1 1
07 Cylinder liner, complete 1 1 1
Cylinder head, complete 1 1 1
08
Cylinder head, only with valves (w/o injection valve)
09 Set of gaskets for one cylinder head
Set bolts and nuts for cylinder head 1/2 1/2 1/2
10 Set of exhaust valves for one cylinder head 1 2 2
Set of intake valves for one cylinder head 1 1 1
11 Starting air valve, complete 1 1 1
Relief valve, complete 1 1 1
12 Injection valve, complete
Set of injection valves, complete, for one engine 1 1 1
13 Set of conrod top & bottom bearing for one cylinder 1 1 1
Piston, complete 1 1 1
14
Piston, without piston pin + piston rings
15 Connecting rod 1 1 1
Big end bearing
16 Gudgeon pin with bushing for one cylinder 1 1 1
Set of piston rings 1 1 1
17 Fuel injection pump 1 1 1
Fuel injection piping 1 1 1
18 Set of gaskets and packing for one cylinder 1 1 1
Exhaust compensators between cylinders 1 1
19
Turbocharger rotor, complete
20 Set of gear wheels 1

21 Pick up for electronic speed setting

22 Sintered bronze llter (for crankcase monitor)
23 * Recommendation only / ** Owners responsibility
24
25
ENGINE PARTS
01
02
Caterpillar recommendation Caterpillar 03

Rules references
Status 2011 04
Parts
Main bearing 1
05
Thrust washer
06
Cylinder liner, complete 1
Cylinder head, complete 07
Cylinder head, only with valves (w/o injection valve) 1
Set of gaskets for one cylinder head 1 08
Set bolts and nuts for cylinder head 1/2
Set of exhaust valves for one cylinder head 09
Set of intake valves for one cylinder head
Starting air valve, complete 10
Relief valve, complete
Injection valve, complete 1
11
Set of injection valves, complete, for one engine
12
Set of conrod top & bottom bearing for one cylinder
Piston, complete 13
Piston, without piston pin + piston rings 1
Connecting rod 14
Big end bearing 1
Gudgeon pin with bushing for one cylinder 15
Set of piston rings 1
Fuel injection pump 1 16
Fuel injection piping 1
17
Set of gaskets and packing for one cylinder
Exhaust compensators between cylinders 1 18
Turbocharger rotor, complete
Set of gear wheels 19
1
Pick up for electronic speed setting 20
1
Sintered bronze llter (for crankcase monitor) 21
22
* Recommendation only
23
24
25
SYSTEMS INTEGRATION
01
02 25.1 Scope, systems design & engineering of D/E propulsion
03
04
Caterpillar Marine Systems Integration
05
06
07 Diesel generator set Electric motor Propeller, thruster
08
09 Transfor- Frequency.
Switch mer conv.
10 board
Thruster
controls
11 Power
Motor Dynamic
mgmt. Navigation system
12 system controls positioning
13 Communication system Ship automation, safety and monitoring system
14 Bridge consoles and control stations
15
Fig. 25-1 D/E application
16
17
18
19
20
21
22
23
24
25
SYSTEMS INTEGRATION
01
25.2 Scope, systems design & engineering of D/M propulsion 02
03
04
Caterpillar Marine Systems Integration 05
06
Exhaust gas Waste heat Diesel gensets
treatment recovery
07
Propeller / Propulsion
thruster
Gearbox Coupling
engine 08
09
1
10
11
1 12
Propeller / thruster controls
13
Power management system Navigation system
14
Communication system Ship automation, safety and monitoring system 15
Bridge consoles and control stations

16
17
Fig. 25-2 D/M application
18
19
20
21
22
23
24
25
SYSTEMS INTEGRATION
01
02 25.3 Levels of integration
03 The following levels of integration, including the listed components are available through Caterpillar
Marine Power Systems:
04
1.) Exhaust gas system please refer to chapter 10.
05 2.) Mechanical propulsion system, consisting of:
Diesel engines engines and related auxiliary systems
06 Drive lines gearboxes, propellers, thrusters
Auxiliary diesel generator sets engines, generators, baseframes, engine related auxiliary systems
07 3.) Electrical propulsion systems, consisting of:
Main diesel generator sets engines, generators, baseframes, engine related auxiliary systems
08 Electric-mechanical propulsion electric motors, shafts, gearboxes, propellers, thrusters
Electric propulsion switchboard drives (switchgears, inverter units, transformers)
09 Electric board net switchboard main and auxiliary switchboard low voltage consumer
(transformer)
10 Power management system dynamic control of electric propulsion and electric network
Dynamic positioning system DP operator station, DP control unit, thruster balancing and alloca-
11 tion algorithm
Navigation system radar, compass, autopilot
12 Control consols bridge consols, wing consols, engine control room controls
13
14
15
16
17
18
19
20
21
22
23
24
25
Caterpillar Marine
Headquarters Europe, Africa, Middle East Americas Asia Pacilc
Caterpillar Marine Caterpillar Marine MaK Americas Inc. Caterpillar Marine Trading Caterpillar Marine Asia
(Shanghai) Co., Ltd. Pacilc Pte Ltd.
A Division of A Division of No. 5 Tukang
Caterpillar Motoren GmbH & Co. KG Caterpillar Motoren GmbH & Co. KG 3450 Executive Way 25/F, Caterpillar Marine Center Innovation Grove
Neumhlen 9 Neumhlen 9 Miramar Park of Commerce 1319, Yanan West Road Singapore 618304
22763 Hamburg/Germany 22763 Hamburg/Germany Miramar, FL. 33025/USA 200050 Shanghai/P.R. China Republic of Singapore
Phone: +49 40 2380-3000 Phone: +49 40 2380-3000 Phone: +1 954 885 3200 Phone: +86 21 6226 2200 Phone: +65 68287-600
Telefax. +49 40 2380-3535 Telefax. +49 40 2380-3535 Telefax: +1 954 885 3131 Telefax: +86 21 6226 4500 Telefax: +65 68287-625
For more information please visit our website: Subject to change without notice. 2013 Caterpillar All Rights Reserved. Printed in Germany. Ctive logos, ACERT, ADEM, "Cater-
MARINE.CAT.COM Leamet No. 223 11.13 e L+S VM3 pillar Yellow" and the POWER EDGE trade dress, as well as corporate identity used herein, are
trademarks of Caterpillar and may not be used without permission.
Caterpillar Marine is committed to sustainability. This document is printed on PEFC certilcated

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M 32 C

PROJECT GUIDE / PROPULSION

Edition November 2013 24

1.3 Engine running in............................................................................................................. 9 06

2.3 Lube oil consumption...................................................................................................... 11 11

3.5 Emergency operation without turbocharger .............................................................. 25 23

3.6 Operation in inclined position ....................................................................................... 25 24

07 5.1.2 Internal fuel oil system ............................................................................................ 30

08 5.1.3 External fuel oil system ........................................................................................... 32

5.2 HFO operation .................................................................................................................. 40

20 6.5 Crankcase ventilation system ....................................................................................... 77

6.5.1 Crankcase ventilation pipe dimensions ................................................................... 77

7.2.1 General .................................................................................................................... 79 06

7.3.3 Electric motor driven pumps .................................................................................... 81 12

7.4 Internal cooling water system ...................................................................................... 81 13

7.6 System diagrams heat balance .................................................................................... 93

7.7 Preheating (separate module) ...................................................................................... 95 19

07 8.4 Optional equipment ......................................................................................................... 104

20 10.1.5 Exhaust gas boiler ................................................................................................... 112

10.2 Turbocharger ................................................................................................................... 113

12.4 The benelts...................................................................................................................... 122 12

13.3.2 Deactivation ............................................................................................................. 126

13.3.3 Adjustable parameters ............................................................................................ 126 19

07 14.6 Requirement on Control Pitch Propeller (CPP) system ............................................. 136

08 14.7 List of measuring points, exhaust gas monitoring ..................................................... 137

14.8 Local and remote indicators.......................................................................................... 147

14 15.1.1 General information ................................................................................................. 151

15.1.2 Engine with dry sump .............................................................................................. 152

20 15.2.4 Resilient mounting (wet sump) ................................................................................ 157

15.3 Earthing of engine ........................................................................................................... 158

17. VIBRATION AND NOISE 06

18. POWER TRANSMISSION 12

18.1 Flexible coupling.............................................................................................................. 168 13

19.2 Flow velocities in pipe .................................................................................................... 171 19

08 21.1 Inside preservation ......................................................................................................... 177

21.1.1 Works standard N 576-3.3....................................................................................... 177

14 21.3 Works standard information panel ............................................................................... 180

21.4 Protection period, check, and represervation N 576-6.1 .......................................... 181

22.2 Dimensions of main components ................................................................................. 185

24 Fig. 1-6 Conlgurtation of main components of one cylinder compartment

Additional advantages are

06 Life time operating hours [h]

2.2 Reference conditions regarding fuel consumption 12

The fuel consumption data refer to the following reference conditions:

Intake temperature: 298 K (25 C)

07 Intake air temperature 25 C

03 Turbocharger at driving end

Fig. 2-1 Turbocharger at driving end with exhaust nozzle

Fig. 2-3 Turbocharger at free end with exhaust nozzle

C14 Charge air cooler LT, inlet 09

Specilc fuel oil consumption

04 MaK diesel engines are designed to burn a wide variety of fuels.

07 5.1.1 Acceptable MGO / MDO characteristics

08 Two fuel product groups are permitted for MaK engines:

09 Pure distillates: Gas oil, marine gas oil, diesel fuel

Parameter Unit Limit DMX DMA DMZ DMB DMC 03

09 C81b C81 C81

11 DH2 PI DP5 PI DF3

DF1 Fuel lne llter (duplex llter) LI Level indicator

TI DH1 PI C75 DP1

Fig. 5-6 Diesel oil preheater DH1 10

Dimensions [mm] Weight

Fig. 5-8 Fuel oil cooler for MDO operation DH3