M 20 C

Project Guide Generator Set

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Introduction

Information for the user of this project guide

The project information contained in the following is not binding, since technical data of products may
especially change due to product development and customer requests. Caterpillar Motoren reserves
the right to modify and amend data at any time. Any liability for accuracy of information provided
herein is excluded.

Binding determination of data is made by means of the Technical Specification and such other agree-
ments as may be entered into in connection with the order. We will supply further binding data, draw-
ings, diagrams, electrical drawings, etc. in connection with a corresponding order.

This edition supersedes the previous edition of this project guide.

All rights reserved. Reproduction or copying only with our prior written consent.

Caterpillar Motoren GmbH & Co. KG

P. O. Box, D-24157 Kiel
Germany
Phone +49 431 3995-01
Telefax +49 431 3995-2193

Issue April 2007

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Contents

Page

1. Engine description 1-2

2. General data and outputs 3-4
3. Restrictions for low load operation 5
4. Load application and recovery behaviour 6-7
5. Technical data 8-9
6. Genset dimensions and weights 10 - 13
7. Required dimensions of generator 14
8. Space requirement for dismantling of charge air cooler and
turbocharger cartridge 15
9. System connections 16
10. Fuel oil system 17 - 30
11. Lubricating oil system 31 - 36
12. Cooling water system 37 - 44
13. Flow velocities in pipes 45
14. Starting air system 46
15. Combustion air system 47
16. Exhaust system 48 - 53
17. Air borne sound power level 54
18. Foundation 55 - 58
19. Control and monitoring system 59 - 67
20. Diesel engine management system DIMOS 68
21. Standard acceptance test run 69
22. EIAPP certificate 70
23. Painting/Preservation 71 - 72
24. Lifting of gensets 73
25. Engine parts 74
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1. Engine description

The M 20 C is a four stroke diesel engine, non-reversible, turbocharged and intercooled with direct fuel
injection.

In-line engine M 20 C

Cylinder configuration: 6, 8, 9 in-line

Bore: 200 mm
Stroke: 300 mm
Stroke/Bore-Ratio: 1.5
Swept volume: 9.4 l/Cyl.
Output/cyl.: 170/190 kW
BMEP: 24.1/24.2 bar
Revolutions: 900/1000 rpm
Mean piston speed: 9/10 m/s
Turbocharging: constant pressure system
Direction of rotation: counter-clockwise,
viewed from driving end

6 5 4 3 2 1 Cyl. number

Free end Driving end

Control side

Exhaust side
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1. Engine description

Engine design

- Designed for heavy fuel operation up to 700 cst./50 C, fuel grade acc. to CIMAC H55 K55, ISO 8217,
1996 (E), ISO-F-RMH55 RMK55.

- 1-piece dry engine block made of nodular cast iron. It incorporates the crankshaft bearing, cam-
shaft bearing, charge air receiver, vibration damper housing and gear drive housing.

- Underslung crankshaft with corrosion resistant main and big end bearing shells.

- Natural hardened liners, centrifugally casted, with calibration insert.

- Composite type pistons with steel crown and aluminium alloy skirt.

- Piston ring set consisting of 2 chromium plated compression rings, first ring with chrom-ceramic
layer and 1 chromium plated oil scraper ring. Two ring grooves are hardened and located in the
steel crown.

- 2-piece connecting rod, fully machined, obliquely split with serrated joint.

- Cylinder head made of nodular cast iron with 2 inlet and 2 exhaust valves with valve rotators.
Direct cooled exhaust valve seats.

- Camshaft made of sections per cylinder allowing a removal of the pieces sideways.

- Turbocharger with inboard plain bearings lubricated by engine lubricating system

- No water cooling for turbocharger.

- 2-circuit fresh water cooling system with single charge air cooler.

- Nozzle cooling for heavy fuel operation only with engine lubricating oil.

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2. General data and outputs

900 rpm / 60 Hz 1000 rpm / 50 Hz

Engine Generator Engine Generator
kWm kWe kWm kWe
6 M 20 C 1020 969 1140 1083
8 M 20 C 1360 1292 1520 1444
9 M 20 C 1530 1453 1710 1624

Remark:
The generator outputs are based on 95 % efficiency and a power factor of 0.8.

Output definition

The maximum continuous rating stated by Caterpillar Motoren refers to the following reference condi-
tions according to "IACS" (International Association of Classification Societies) for main and auxiliary
engines:

Reference conditions according to IACS (tropical conditions):

air pressure 100 kPa (1 bar)
air temperature 318 K (45 C)
relative humidity 60 %
seawater temperature 305 K (32 C)

The permissible overload is 10 % for one hour every twelve hours. The maximum fuel rack position is
limited to 110 % continuous rating.

Fuel consumption

The fuel consumption data refer to the following reference conditions:

intake temperature 298 K (25 C)
charge air temperature 318 K (45 C)
charge air coolant inlet temperature 298 K (25 C)
net heating value of the Diesel oil 42700 kJ/kg
tolerance 5%
Specification of the fuel consumption data without fitted-on pumps; for each pump fitted on an additio-
nal consumption of 1 % has to be calculated.
Increased consumption under tropical conditions 3 g/kWh

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2. General data and outputs

Lubricating oil consumption

Actual data can be taken from the technical data.

Nitrogen oxide emissions (NOx-values)

NOx-limit values according to MARPOL 73/78 Annex VI: 11.5/11.3 g/kWh at 900/1000 rpm

Generator according to cycle D2: 10.5/10.0 g/kWh at 900/1000 rpm

General installation aspect:

Inclination angles at which gensets and essential aux. machinery is to operate satisfactorily:

Heel to each side: 15

Rolling to each side: + 22,5
Trim by head and stern: 5
Pitching: + 7,5

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3. Restrictions for low load operation

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 tem-
perature of the engine injection system is maintained by circulating hot HFO and heat losses are com-
pensated.
The lube oil treatment system (lube oil separator) remains in operation, the lube oil is separated con-
tinuously.
The operating temperature of the engine cooling water is maintained by the cooling water preheater.
Below 25 % output heavy fuel operation is neither efficient nor economical.
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.

Cleaning run of engine

3h 2 1h 30 min 15 min 0
PE %

100
Cleaning run after partial load operation
70

50 Load increase period

approx. 15 min.
40
30

20
HFO-operation
15

10
8
6 Restricted HFO-operation

1h 2 3 4 5 6 8 10 15 20 24 h

Emergency start in the event of black out

Emergency start with gravity feed fuel from the diesel oil day tank is possible.
The bottom edge of the diesel oil day tank has to be arranged approx. 4 m above injection pump level.

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4. Load application and recovery behaviour

The permissible load increase according to ISO 8528-5 and IACS must be carried out in several steps,
depending on the mean effective pressure. The ships network must be designed so that this permissi-
ble load increase is kept. The shipyard is to provide the approval of the responsible classification
society in time before classification acceptance of the engine.

Reference values for load steps, depending on bmep at continuous rating

4. load step
100
Load increase referred to continuous rating

90
[%]
80
3. load step

70

Limiting curve for

60
2. load step 3rd load step

50
Limiting curve for
2nd load step
40
1. load step
30
Limiting curve for
1st load step
20

10

6 8 10 12 14 16 18 20 22 24 26 28
BMEP at cont. rating of diesel engine

[bar]

Example: 6 M 20 C, 1140 kW, 1000 rpm, bmep = 24.2 bar

1. max. load from 0% to 33 % MCR

2. max. load from 33 % to 55 % MCR
3. max. load from 54 % to 75 % MCR
4. max. load from 75 % to 100 % MCR

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4. Load application and recovery behaviour

Recovery behaviour after load increase based on reference values for load steps as well as unloading.

Standard settings:

- Droop 4 %
- Fuel rack 110 %
- Speed setting range + 5 %

Standard speed governor, make RE, type 1102, equipped with:

- Speed setting motor (24 V DC/100 % continuous duty) for a setting speed of 4 - 8 sec/Hz
- Start fuel limiter
- Shut-down solenoid (24 V DC/100 % continuous duty) for remote stop (not for automatic engine
stop)
- Infinitely adjustable from the outside at the governor, 0 - 10 % droop

Option for DE-drive only: RE, Viking 25 electronic governor

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5. Technical data
(preliminary)

Cylinder 6 8 9
Performance data
Maximum continous rating acc.
kW 1020 1140 1360 1520 1530 1710
ISO 3046/1
Speed rpm 900 1000 900 1000 900 1000
Minimum speed rpm 280 300 280 300 280 300
Brake mean effektive pressure bar 24.06 24.2 24.06 24.2 24.06 24.2
Charge air pressure bar 3.1 3.25 2.9 3.25 3.1 3.3
Compression pressure bar 145 145 145
Firing pressure bar 180 180 180
Combustion air demand (ta = 20 C) m3/h 5800 6650 7845 9260 8620 10150
Delivery/injection timing b. TDC 7/- 9/- 7/- 9/- 7/- 9/-
Exhaust gas temperature after
C 380/343 375/350 360/335 380/320 380/351 400/340
cylinder/turbine
Specific fuel oil consumption
Propeller/const. speed 1) 100 % g/kWh 186 190 186 190 186 190
85 % g/kWh 186 189 186 189 186 189
75 % g/kWh 188/189 189 188/189 189 188/189 189
50 % g/kWh 195/199 191/195 195/199 191/195 195/199 191/195
Lubricating oil consumption 2) g/kWh 0.6 0.6 0.6
Turbocharger type KBB HPR 4000 KBB HPR 5000 KBB HPR 5000
Fuel
Engine driven feed pump
m3/h/bar 1.2/5 1.2/5 1.2/5
(for gas oil/MDO only)
Stand-by feed pump m3/h/bar 0.80/5 1.0/5 1.2/5
Mesh size MDO fine filter mm 0.025 0.025 0.025
Mesh size HFO selfcleaning filter mm 0.010 0.010 0.010
Mesh size HFO fine filter mm 0.034 0.034 0.034
Nozzle cooling by lubricating oil
system for heavy fuel only
Lubricating Oil
Engine driven pump m3/h/bar 52.5/10 58.8/10 52.5/10 58,8/10 52.5/10 58.8/10
Stand-by pump m3/h/bar 30/10 35/10 40/10
Working pressure on engine inlet bar 4-5 4-5 4-5
Engine driven suction pump m3/h/bar 43/3 48.3/3 61/3
Stand-by suction pump m3/h/bar 40/3 45/3 48/3
Prelubrication pump (press./suction) m3/h/bar 5/5/8/3 8/5/10/3 8/5/10/3
Sump tank content (dry/wet) m3 1.7/0.5 2.3/0.6 2.6/0.8
Temperature at engine inlet C 55-65 55-65 55-65
Selfcleaning filter DN mm 65 65 65
Mesh size selfcleaning filter mm 0.03 0.03 0.03

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5. Technical data
(preliminary)

Cylinder 6 8 9
Fresh water cooling
Engine content m3 0.12 0.16 0.18
Pressure at engine inlet min/max bar 2.5/6.0 2.5/6.0 2.5/6.0
3
Header tank capacity m 0.1 0.1 0.1
Temperature at engine outlet C 60 - 65 60 - 65 60 - 65
2-circuit system
3
Engine driven pump HT m /h/bar 25/4.0 30/4.0 30/4.0 35/4.0 35/4.0 40/4.0
Stand-by pump HT m3/h/bar 30/4.0 40/4.0 45/4.0
HT-Controller DN mm 50 65 65
3
Engine driven pump NT m /h/bar 40/45 / 4.0 40/45 / 4.0 40/45 / 4.0
Temperature at charge air cooler
C 42 42 42
inlet
Heat Dissipation
Specific jacket water heat kJ/kWh 550 550 550
Specific lub. oil heat kJ/kWh 500 500 500
Lub. oil cooler kW 156 174 208 232 234 261
Jacket water kW 142 158 189 211 213 238
3)
Charge air cooler kW 414 441 471 563 562 588
Heat radiation engine kW 52 69 78
Exhaust gas
Silencer/spark arrester DN 25 dBA mm 400 500 500
DN 35 dBA mm 400 500 500
Pipe diameter DN after turbine mm 400 500 500
Maximum exhaust gas pressure
bar 0.03 0.03 0.03
drop
5)
Temperature at 25 C air intake C 340 340 334 314 351 337
45 C air intake C 362 362 354 333 372 357
5)
Mass at 25 C air intake kg/h 7380 8230 9677 11485 10703 12505
45 C air intake kg/h 7085 7715 9290 11025 10275 11800
Starting air
Starting air pressure max. bar 30 30 30
Minimum starting air pressure bar 10 10 10
Air consumption per start 4) Nm3 0.5 0.5 0.5
1)
Reference conditions: LCV = 42700 kJ/kg, ambient temperature 25 C charge air temperature 45 C,
tolerance 5 %, + 1 % for each engine driven pump
2)
Standard value, tolerance + 0.3 g/kWh, related to full load
3)
Charge air heat based on 45 C ambient temperature
4)
Preheated engine
5)
Tolerance 10 %, relative air humidity 60 %

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6. Genset dimensions and weights

Dry weight
Engine Dimensions [mm] 1)
Engine Genset
type
A B C D E F G H I J [t] [t]
6 M 20 C 6073 4900 2165 1054 1680 1170 627 783 1322 4405 11 20
8 M 20 C 6798 5548 2335 1054 1816 1170 710 783 1422 5053 14 27
9 M 20 C 7128 5875 2335 1054 1816 1170 710 783 1422 5380 15 30

1)
Dependent on generator maker/type

Removal of:

Piston in transverse direction X1 = 2976 mm

in longitudinal direction X2 = 3296 mm

Cylinder Liner in transverse direction Y1 = 2981 mm

in longitudinal direction Y2 = 3156 mm

Genset centre distance of 2 gensets Minimum 2010 mm

Recommended 2120 mm

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6. Genset dimensions 6 M 20 C

Scale 1 : 50

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6. Genset dimensions 8 M 20 C

Scale 1 : 50

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6. Genset dimensions 9 M 20 C

Scale 1 : 50

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7. Required dimensions of generator

Generators structural requirements for MaK diesel gensets M 20 C

Assembly control dimension "XX" and end float marked on the bearing

* Bore distances without tolerances + 0.8 mm,

the location of the holes has to be agreed

- Mounting flap for anti-condensation heater is required above the mounts

- With air cooling the air outlet is required above the mounts
- Plain bearings must be removable without coupling removal

Type Design A B D max. X h d S

6 M 20 C
200
8 M 20 C B 20 1210 1350 1200 285 150 22
9 M 20 C 250

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8. Space requirement for dismantling of charge air cooler and
turbocharger cartridge

Charge air cooler cleaning

Cleaning is carried out with charge air cooler dismantled. A container to receive the cooler and clean-
ing liquid is to be supplied by the yard. Intensive cleaning is achieved by using ultra sonic vibrators.

Turbocharger Removal/Maintenance

Caterpillar Motoren recommends to provide a lifting device above the bearing housing of the turbo-
charger (see "B").

Weights of Turbocharger [kg] Dimensions [mm]

Turbo- Silencer Compressor Turbine Car- Rotor A B C D E

charger, housing housing tridge
compl.

6 M 20 C 236 25 46 51 54 13 515 268 892 1330 830

8/9 M 20 C 354 55 87 87 88 20 670 276 1025 1400 910

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9. System connections

C15 Charge Air Cooler LT, Outlet DN 50 C62a Drain Pre-Lube Pump DN 32
C21 Freshwater Pump HT, Inlet DN 65 C73 Fitted Fuel Pump, Inlet DN 20
C22 Freshwater Pump LT, Inlet DN 65 C75 Fuel Stand-By Pump, Connection DN 20
C23 Freshwater Stand-By Pump HT, Inlet DN 50 C78 Fuel, Outlet DN 20
C25 Freshwater, Outlet DN 50 C81b Fuel Duplex Filter, Dripoil DN 10
C28 Freshwater Pump LT, Outlet DN 50 C86 Starting Air DN 40
C37 Vent. DN 10 C91 Crankcase Ventilation DN 50
C39 Drain Cooling Water DN 25 C91a Exhaust Gas Outlet 6 M 20 C DN 400
C60 Separator Connection, Suction Side DN 32 8/9 M 20 C DN 500
C61 Separator Connection, Delivery Side DN 32

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10. Fuel oil system
MGO/MDO operation

Two fuel product groups are permitted for MaK engines:

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

Distillate/mixed fuels: Marine gas oil (MGO), marine diesel oil (MDO). The differ-
ence between distillate/mixed fuels and pure distillates are
higher density, sulphur content and viscosity.

MGO MDO
Designation Max. viscosity Designation Max. viscosity
[cSt/40 C] [cSt/40 C]
ISO 8217: 2005 ISO-F-DMA 1.5 - 6.0 ISO-F-DMB 11
ISO-F-DMC 14
ASTM D 975-78 No. 1 D 2.4 No. 2 D 4.1
No. 2 D 4.1 No. 4 D 24.0
EN 590 EN 590 8

Max. injection viscosity 12 cSt (2 E)

Day tank DT 1: To be layed out for heat dissipation from injection pumps,
approx. 1 kW/cylinder

Strainer (separate) DF 2: Mesh size 0.32 mm, dimensions see HFO-system

Preheater (separate) DH 1: Heating capacity

Peng. [kW]
Q [kW] =
166

Not required with:

- MGO < 7 cSt/40 C
- Heated day tank

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10. Fuel oil system
MGO/MDO operation

Feed pump (fitted) DP 1: Capacity see technical data

Transfer pump (fitted) DP 3: Capacity equal to feed pump

Option for MGO operation only

Pressure regulating valve (separate) DR 2

Fine filter (fitted) DF 1: Duplex filter, mesh size see technical data.

Separator DS 1: Recommended for MGO

Required for MDO

Capacity

V [l/h] = 0.22 Peng. [kW]

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10. Fuel oil system
MGO/MDO operation

General notes:
For location, dimensions and design
(e. g. flexible connection) of the con-
necting points see engine installa-
tion drawing.
DH1 not required with:
- Gas oil < 7 cSt/40
Accessories and fittings: - heated diesel oil day tank DT1
DF1 Fine filter (duplex filter) KP1 Fuel injection pump
DF2 Primary filter (duplex filter) KT1 Drip fuel tank Notes:
DF3 Coarse filter FQ1 Flow quantity indicator p Free outlet required
DH1 Preheater LI Level indicator s Please refer to the measuring
DH2 Electrical preheater (separator) LSH Level switch high point list regarding design of the
DP1 Feed pump LSL Level switch low monitoring devices
DP3 Transfer pump (to day tank) PDI Diff. pressure indicator z For systems without stand-by
DP5 Transfer pump (separator) PDSH Diff. pressure switch high pump connect C75 for filling-up
DR2 Pressure regulating valve PI Pressure indicator of the engine system!
DS1 Separator PSL Pressure switch low
DT1 Day tank, min. 1 m above crankshaft level TI Temperature indicator
DT4 Storage tank TT Temperature transmitter (PT 100)

Connecting points:
C73 Fuel inlet C80 Drip fuel
C75 Connection, stand-by pump C81 Drip fuel
C78 Fuel outlet C81b Drip fuel (filter pan)

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Requirements for residual fuels for diesel engines (as bunkered)
m

CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC
Designation:
A 10 B 10 C 10 D 15 E 25 F 25 G 35 H 35 K 35 H 45 K 45 H 55 K 55

Related to ISO8217 (2005):F- RMA30 RMB30 RMB30 RMD80 RME180 RMF180 RMG380 RMH380 RMK380 RMH500 RMK500 RMH700 RMK700

Characteristic Dim. Limit

Density at 15 C kg/m3 max 950 2) 975 3) 980 4) 991 991 1010 991 1010 991 1010
10. Fuel oil system

max 10 15 25 35 45 55
Heavy fuel operation

Kin. viscosity at 100 C

cSt 1) min 6 5) 15 5)
Flash point C min 60 60 60 60 60 60

Pour point (winter) 0

24 30 30 30 30 30
(summer) C max 6

Carbon Residue
% (m/m) max 12 6) 14 14 15 20 18 22 22 22
(Conradson)

Ash % (m/m) max 0.10 0.10 0.10 0.15 0.15 0.15 7) 0.15 7) 0.15 7)
Total sedim, after ageing % (m/m) max 0.10 0.10 0.10 0.10 0.10 0.10

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

Aluminium + Silicon mg/kg max 80 80 80 80 80 80

Zinc 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) 2)
An indication of the approximate equivalents in ISO: 975
3)
kinematic viscosity at 50 C and Redw. I sec. ISO: 981
4)
100 F is given below: ISO: 985
5)
ISO: not limited
Kinematic viscosity at 100 C mm2/s (cSt) 7 10 15 25 35 45 55 6)
ISO: Carbon Residue 10
Kinematic viscosity at 50 C mm2/s (cSt) 30 40 80 180 380 500 700 7)
ISO: 0.20
Kinematic viscosity at 100 F Redw. I sec. 200 300 600 1500 3000 5000 7000
Fuel shall be free of used lubricating oil (ulo)
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10. Fuel oil system
Heavy fuel operation
Viscosity/temperature diagram

21
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10. Fuel oil system
Heavy fuel operation

Minimum requirements for storage, treatment and supply systems

Bunker tanks: In order to avoid severe operational problems due to incom-

patibility, each bunkering must be made in a separate stor-
age tank.

Settling tanks: In order to ensure a sufficient settling effect, the following

settling tank designs are permissible:

- 2 settling tanks, each with a capacity sufficient for

24 hours full load operation of all consumers
- 1 settling tank with a capacity sufficient for 36 hours full
load operation of all consumers and automatic filling
- Settling tank temperature 70 - 80 C

Day tank: Two day tanks are required. The day tank capacity must
cover at least 4 hours/max. 24 hours full load operation of all
consumers. An overflow system into the settling tanks and
sufficient insulation are required.

Guide values for temperatures

Fuel viscosity Tank temperature

cSt/50 C [C]
30 - 80 70 - 80
80 - 180 80 - 90
180 - 700 max. 98

Separators: Caterpillar Motoren recommends to install two self-clean-

ing separators. Design parameters as per supplier recom-
mendation. Separation temperature 98 C! Maker and type
are to be advised to Caterpillar Motoren.

Capacity

V [l/h] = 0.22 Peng. [kW]

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10. Fuel oil system
Heavy fuel operation

Supply system (Separate components): A closed pressurized system between daytank and engine
is required as well as the installation of an automatic back-
flushing filter with a mesh size of 10 m (absolute).

Strainer HF 2: Mesh size 0.32 mm

Output DN H1 H2 W D
[kW] mm
< 5000 32 249 220 206 180
< 10000 40 330 300 250 210
< 20000 65 523 480 260 355
> 20000 80 690 700 370 430

Pressure pumps HP 1/HP 2: Screw type pump with mechanical seal.

Installation vertical or horizontal. Delivery head 5 bar.

Capacity
. Peng. [kW]
V [m3/h] = 0.4 .
1000

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10. Fuel oil system
Heavy fuel operation

Pressure regulating valve HR 1: Controls the pressure at the engine inlet, approx. 4 bar.

Engine outputs
< <
= 3000 kW = 8000 kW > 8000 kW

Self cleaning filter HF 4: Mesh size 10 m sphere passing mesh, make Boll & Kirch*,
without by-pass filter.

* In case of Caterpillar Motoren supply.

<
= 8000 kW, Type 6.60, DN 50 > 8000 kW, Type 6.61, DN 100

Dismantling of sieve Dismantling of sieve

300 mm 300 mm

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10. Fuel oil system
Heavy fuel operation

Mixing tank (without insulation) HT 2:

Vent

Engine output Volume Dimensions [mm] Weight

[kW] [l] A D E [kg]

Inlet < 4000 50 950 323 750 70

from
pressure From < 10000 100 1700 323 1500 120
pump engine

Outlet > 10000 200 1700 406 1500 175

to engine

Circulating pumps HP 3/HP 4: Design see pressure pumps.

Capacity
. Peng. [kW]
V [m3/h] = 0.7 .
1000

Design head: 5 bar

Final preheater HH 1/HH 2: Heating media:

- Electric current (max. surface power density 1.1 W/cm2)

- Steam
- Thermal oil

Temperature at engine inlet max 150 C.

Viscosimeter HR 2: Controls the injection viscosity to 10 - 12 cSt.

Higher injection viscosity possible up to 16 cSt in combina-
tion with main engines.
To be confirmed by Caterpillar Motoren.

Fine filter (fitted) HF 1: - Mesh size 34 m

- Without heating
- Differential pressure indication and alarm contact fitted
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10. Fuel oil system
Heavy fuel operation

Mixing receiver HT 4: Permits the individual change-over to MGO/MDO. Reduces

the temperature variation during change over.
Capacity: approx. 30 l
Dimensions: approx. 320 mm
height approx. 665 mm
without insulation

Diesel oil intermediate tank DT 2: Required for the individual change-over to MGO/MDO.
Capacity: approx. 50 l
Dimensions: see mixing receiver

Diesel oil feed pump DP 1: Capacity and delivery head

see heavy fuel oil circulating pump HP 3/HP 4

Fuel Cooler DH 3: Required for heat dissipation with MGO/MDO operation.

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10. Fuel oil system
Heavy fuel operation

C76 C78

- Peak pressure
max. 16 bar

Tanks and separators integrated in

the main engine system

General notes: Notes:

For location, dimensions and design (e. g. flexible connection) of the connecting ff Flow verlocity in circuit system
points see engine installation drawing. Valve fittings with loose cone are not ac- < 0.5 m/s
cepted in the admission and return lines. m Lead vent pipe beyond day tank
level
p Free outlet required
Accessories and fittings: s Please refer to the measuring
DH3 MGO/MDO cooler HT2 Mixing tank point list regarding design of the
DP1 Diesel oil feed pump HT4 Mixing receiver monitoring devices
DR2 Pressure regulating valve KP1 Injection pump tt Neither insulated nor heated pipe
DT1 Diesel oil day tank FQ1 Flow quantity indicator u From diesel oil separator or diesel
DT2 Diesel oil intermediate tank LI Level indicator oil transfer pump
HF1 Fine filter (duplex filter) LSH Level switch high
HF2 Primary filter LSL Level switch low All heavy fuel pipes have to be insu-
HF4 Self cleaning filter PDI Diff. pressure indicator lated.
HH1 Heavy fuel final preheater PDSH Diff. pressure switch high ---- heated pipe
HH2 Stand-by final preheater PDSL Diff. pressure switch low
HH4 Heating coil PI Pressure indicator Connecting points:
HP1/HP2 Pressure pump PSL Pressure switch low C76 Inlet duplex filter
HP3/HP4 Circulating Pump TI Temperature indicator C78 Fuel outlet
HR1 Pressure regulating valve VI Viscosity indicator C80 Drip fuel
HR2 Viscometer VSH Viscosity Control switch high C81 Drip fuel
HT1 Heavy fuel day tank VSL Viscosity Control switch low C81b Drip fuel (filter pan)

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10. Fuel oil system
Heavy fuel operation

Heavy fuel oil supply- and booster standard module

(Pressurized System), up to IFO 700 for steam and thermaloil heating, up to IFO 180 for electr. heating

Technical specification of the main components:

1. Primary filter

1 pc. Duplex strainer 320 microns

2. Fuel pressure pumps, vertical installation

2 pcs. Screw pumps with mechanical seal

3. Pressure regulating system

1 pc. Pressure regulating valve

4. Self cleaning fine filter

1 pc. Automatic self cleaning fine filter 10 microns absolut (without by-pass filter)

5. Consumption measuring system

1 pc. Flowmeter with local totalizer

6. Mixing tank with accessories

1 pc. Pressure mixing tank approx. 49 l volume up to 4,000 kW

approx. 99 l volume from 4,001 - 20,000 kW
(with quick-closing valve)

7. Circulating pumps, vertical installation

2 pcs. Screw pumps with mechanical seal

8. Final preheater

2 pcs. Shell and tube heat exchangers each 100 % (saturated 7 bar or thermal oil 180 C)
each 100 % electrical

28
m
10. Fuel oil system
Heavy fuel operation

9. a) Heating medium control valve (steam/thermaloil)

b) Control cabinet (electrical)

1 pc. control valve with built-on positioning drive 1 pc. control cabinet for electr. preheater

10. Viscosity control system

1 pc. automatic viscosity measure and control system VAF

Module controlled automatically with alarms and starters

Pressure pump starters with stand-by automatic
Circulating pump starters with stand-by automatic
PI-controller for viscosity controlling
Starter for the viscosimeter
Analog output signal 4 - 20 mA for viscosity

Alarms
Pressure pump stand-by start
Low level in the mixing tank
Circulating pump stand-by start
Self cleaning fine filter pollution
Viscosity alarm high/low
The alarms with potential free contacts

Alarm cabinet with alarms to engine control room and connection possibility for remote start/stop and
indicating lamp of fuel pressure and circulating pumps

Performance and materials:

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 etc. are included. The fuel oil pipes are equipped with trace heating (steam, thermaloil or
electrical) where necessary.
The module will be tested hydrostatical and functional in the workshop without heating.

Steam Electric Steam Electric Steam Steam

Thermal oil Thermal oil Thermal oil Thermal oil
For power in kW up to (50/60 Hz) 4000/4800 4000/4800 8000/9600 8000/9600 12000/14400 20000/24000
Length in mm 2200 2700 3200 3500 3500 3500
Width in mm 1200 1200 1200 1200 1350 1500
Height in mm 2000 2000 2000 2000 2000 2000
Weight (approx.) in kg 2300 2400 2500 2700 3100 3600

29
m
10. Fuel oil system
Heavy fuel operation

C76 C78

- Peak pressure
max. 16 bar

Notes:
General notes: dd To diesel oil storage or overflow
For location, dimensions and design (e. g. flexible connection) of the connecting tank
points see engine installation drawing. ff Flow velocity in circuit system
Tanks and separators integrated in the main engine system. < 0.5 m/s
m Lead vent pipe beyond service
Accessories and fittings: tank level
DH3 Fuel oil cooler from MDO operation HT2 Mixing tank p Free outlet required
DP1 Diesel oil feed pump HT4 Mixing receiver s Please refer to the measuring
DR2 Fuel pressure regulating valve HT8 Compensation damping tank point list regarding design of the
DT1 Diesel oil day tank KP1 Fuel injection pump monitoring devices
DT2 Diesel oil intermediate tank FQ1 Flow quantity indicator u From diesel oil separator or die-
HF1 Fine filter (duplex filter) LI Level indicator sel oil transfer pump
HF2 Fuel primary filter LSH Level switch high
HF4 Self cleaning filter LSL Level switch low All heavy fuel pipes have to be insu-
HH1 Final preheater PDI Diff. pressure indicator lated.
HH2 Stand-by final preheater PDSH Diff. pressure switch high ---- heated pipe
HH4 Heating coil PDSL Diff. pressure switch low
HP1 Pressure pump PI Pressure indicator Connecting points:
HP2 Stand-by pressure pump PSL Pressure switch low C76 Inlet duplex filter
HP3 Circulating pump TI Temperature indicator C78 Fuel outlet
HP4 Stand-by circulating pump VI Viscosity indicator C80 Drip fuel connection
HR1 Pressure regulating valve VSH Viscosity control switch high C81 Drip fuel connection
HR2 Viscometer VSL Viscosity control switch low C81b Drip fuel connection (filter
HT1 Day tank pan)

30
m
11. Lubricating oil system

Lube oil quality

The viscosity class SAE 40 is required.

Wear and tear and thus the service life of the engine depend on the lube oil quality. Therefore high
requirements are made for lubricants:

Constant uniform distribution of the additives at all operating conditions. Perfect cleaning (detergent
effect) and dispersing power, prevention of deposits from the combustion process in the engine. Suffi-
cient alkalinity in order to neutralize acid combustion residues. The TBN (total base number) must be
between 30 and 40 KOH/g at HFO operation. For MDO operation the TBN is 12 - 20 depending on sulphur
content. RE-governor should be fitted with a normal 15 W 40 multipurpose oil.

Manufacturer Diesel oil/Marine-diesel I II HFO operation I II

oil operation
AGIP DIESEL SIGMA S X CLADIUM 300 S X
CLADIUM 120 X CLADIUM 400 S X
BP ENERGOL DS 3-154 X ENERGOL IC-HFX 304 X
VANELLUS C 3 X ENERGOL IC-HFX 404 X
CALTEX DELO 1000 MARINE X DELO 3000 MARINE X
DELO 2000 MARINE X DELO 3400 MARINE X
CASTROL MARINE MLC X TLX PLUS 304 X
MXD 154 X TLX PLUS 404 X
TLX PLUS 204 X
CEPSA KORAL 1540 X
CHEVRON DELO 1000 MARINE OIL X DELO 3000 MARINE OIL X
DELO 2000 MARINE OIL X DELO 3400 MARINE OIL X
TOTAL LUBMARINE DISOLA M 4015 X AURELIA XL 4030 X
AURELIA 4030 X AURELIA XT 4040 X
ESSO EXXMAR 12 TP X EXXMAR 30 TP X
EXXMAR CM+ X EXXMAR 40 TP X
ESSOLUBE X 301 X EXXMAR 30 TP PLUS X
EXXMAR 40 TP PLUS X
MOBIL MOBILGARD 412 X MOBILGARD M 430 X
MOBILGARD ADL X MOBILGARD M 440 X
MOBILGARD M 430 X
1)
MOBILGARD 1-SHC X
SHELL GADINIA X ARGINA T X
GADINIA AL X ARGINA X X
ARGINA S X
ARGINA T X
TEXACO TARO 16 XD X TARO 30 DP X
TARO 12 XD X TARO 40 XL X
TARO 20 DP X
I Approved in operation
II Permitted for controlled use
When these lube oils are used, Caterpillar Motoren must be informed because at the moment there is insufficient experience available
for MaK engines. Otherwise the warranty is invalid.
1)
Synthetic oil with a high viscosity index (SAE 15 W/40). Only permitted if the oil inlet temperatures can be decreased by 5 - 10 C.

31
m
11. Lubricating oil system

Lube oil quantities/- change intervals: Circulating quantity: 0.8 - 0.9 l/kW output

The change intervals depend on:

- the quantity
- fuel quality
- quality of lube oil treatment (filter, separator)
- engine load

By continuous checks of lube oil samples (decisive are the

limit values as per "MaK Operating Media") an optimum con-
dition can be reached.

Force pump (fitted) LP 1: Gear type pump

Suction strainer (fitted) LF 4

Selfcleaning filter (fitted) LF 2: Mesh size 30 m (absolute), type 6.48, make Boll & Kirch.
Without by-pass filter. Without flushing oil treatment..

Cooler (fitted) LH 1: Tube type

Temperature controller: Not required

Prelubrication pump (fitted) LP 5: Delivery head 5 bar

Continuous lubrication is carried out with stopped genset.
Starter to be supplied by the yard.

Hz Capacity [m3/h] Electr. motor [kW]

50 4.0 1.4
6 M 20 C
60 5.0 1.8
50 6.6 2.3
8/9 M 20 C
60 8.0 3.0

32
m
11. Lubricating oil system

Circulating tank LT 1: Located in the base frame, equipped with high/low level
switch and level control stick.

Crankcase ventilation: The location of the ventilation is on top of the engine block
near to the turbocharger (see system connections C 91).

The vent pipe DN 50 must be equipped with a condensate

trap and drain. It has to be enlarged to DN 65 approx. 1 m
after the connection point and to be arranged separately for
each genset. Crankcase pressure max. 150 Pa.

Treatment at MGO/MDO operation

The service life of the lube oil will be extended by by-pass

treatment.

Centrifuge (Option, fitted) LS 2: Minimum requirement

Separator LS 1: Recommended with the following design:

- Separating temperature 85 - 95 C
- Quantity to be cleaned three times/day
- Self cleaning type

Separation capacity

Veff [l/h] = 0.18 Peng [Total kW]

For auxiliary gensets: Strongly recommended

1 separator for max. 3 engines

For diesel-electric drive: Required

1 separator for max. 3 engines with automatically switch
over in intervalls of 1.5 hours. See treatment at heavy fuel
operation.

33
m
11. Lubricating oil system
MGO/MDO operation

General notes:
For location, dimensions and de-
sign (e. g. flexible connection) of
the connecting points see engine
installation drawing.

Notes:
e Filling pipe
f Drain
h Please refer to the measuring
point list regarding design of
the monitoring devices
o See "crankcase ventilation
installation instructions"

Accessories and fittings: Connecting points:

LF2 Self cleaning filter LI Level indicator C60 Separator connection, suction
LF4 Suction strainer LSH Level switch high side or drain or filling pipe
LH1 Cooler LSL Level switch low C61 Separator connection, delivery
LH2 Preheater PDI Diff. pressure indicator side or from by-pass filter
LP1 Force pump PDSH Diff. pressure switch high C62a Oil drain, prelubrication pump
LP5 Prelubrication pump PI Pressure indicator C91 Crankcase ventilation to stack
LP9 Transfer pump (separator) PSL Pressure switch low NC Normally closed
LR2 Pressure regulating valve PSLL Pressure switch low
LS1 Separator TI Temperature indicator
LS2 Centrifuge (option) TSH Temperature switch high
LT1 Sump tank TT Temperature transmitter (PT 100)

34
m
11. Lubricating oil system
Treatment at heavy fuel operation

Separator LS 1: Required with the following design:

- Separating temperature 95 C
- Quantity to be cleaned five times/day
- Utilization 20 % max.

Capacity

Veff [l/h] = 0.29 . Peng [Total kW]

For auxiliary gensets: 1 separator per genset recommended

1 separator for maximum 3 gensets required

The following is to be observed: 1. The separator is switched over successively and auto-
matically controlled in intervals of 1.5 hours to the re-
spective sump tank of the diesel genset.

2. The change over valves are to be provided with mutual

mechanical or electric interlocks in order to avoid faults
in switching over.

3. All diesel gensets (operation, stand-by, stopped) are to

be included in these change over intervals.

4. If a diesel genset is not available (servicing, maintenance

etc.), it must be taken out of the interval control. For this a
contact of a higher ranking start/stop automatic (inte-
grated in the power management system) must be pro-
vided for the interval control.

5. The separator must always be running or restarted after

a failure/black-out.

Change over valves and the automatic switch over control

system have to be supplied by the yard.

For diesel-electric drive: 1 Separator per genset required

35
m
11. Lubricating oil system
Heavy fuel operation

General notes:
For location, dimensions and de-
sign (e. g. flexible connection) of
the connecting points see engine
installation drawing.

Notes:
e Filling pipe
f Drain
h Please refer to the measuring
point list regarding design of
the monitoring devices
o See "crankcase ventilation in-
stallation instructions"

Accessories and fittings: Connecting points:

LF2 Self cleaning filter LI Level indicator C60 Separator connection, suction
LF4 Suction strainer LSH Level switch high side or drain or filling pipe
LH1 Cooler LSL Level switch low C61 Separator connection, delivery
LH2 Preheater PDI Diff. pressure indicator side or from by-pass filter
LP1 Force pump PDSH Diff. pressure switch high C62a Oil drain, prelubrication pump
LP5 Prelubrication pump PI Pressure indicator C91 Crankcase ventilation to stack
LP9 Transfer pump (separator) PSL Pressure switch low NC Normally closed
LR1 Temperature control valve PSLL Pressure switch low
LR2 Pressure regulating valve TI Temperature indicator
LS1 Separator TSH Temperature switch high
LT1 Sump tank

36
m
12. Cooling water system

The heat generated by the engine (cylinder, turbocharger, charge air and lube oil) is to be eliminated by
means of treated freshwater acc. to the MaK coolant regulations.

The inlet temperature in the LT-circuit is max. 38 C.

Standard cooling system: Two-circuit cooling

Charge air temperature control not required. Water-

cooled generators are not equipped with pipes.

HT-fresh water pump (fitted) FP 1: Capacity: acc. to heat balance

LT-fresh water pump (fitted) FP 2: Capacity: acc. to heat balance

HT-temperature controller (separate) FR 1: P-controller with manual emergency adjustment

(basis).

Dimensions [mm] Weight

DN D F G H [kg]
6 M 20 C HT 50 165 150 225 177 24

8/9 M 20 C HT 65 185 165 254 158 26

3 x 6/8/9 M 20 C LT 125 250 241 489 200 67

37
m
12. Cooling water system

LT-temperature controller (separate) FR 2: P-controller with manual emergency adjustment.

Not required with the combination of the main en-

gine LT-system.

Preheater with pump (fitted on base frame)

FH 5/FP 7: Consisting of circulating pump (3.5 m3/h), electric
heater (7 kW) and switch cabinet (separate: W x H x
D = 450 x 300 x 200 mm). Voltage 380 - 460, frequency
50/60 Hz.

Freshwater cooler (separate) FH 1: Plate type, size depending on the total heat to be
dissipated.

For auxiliary genset normally integrated in the main

engine cooling system.

Header tank: For auxiliary genset normally integrated in the main

engine system.

- Arrangement: min. 4 m above crankshaft centre

line.
- Size acc. to technical engine data, in case of sev-
eral engines + 25 % volume per engine.
- All continuous vents from engine are to be con-
nected.

38
m
13. Cooling water system

Drain tank with filling pump: Is recommended to collect the treated water when carrying
out maintenance work (to be installed by the yard).

Electric motor driven pumps: Option for fresh and seawater , vertical design.
Rough calculation of power demand for the electric bal-
ance.

.
HV
P= [kW]
367

P - Power [kW]
P. M - Power of electr. motor [kW] PM = 1.5 P < 1.5 kW
V - Flow rate [m3/h] PM = 1.25 P 1.5 - 4 kW
H - Delivery head [m] PM = 1.2 P 4 - 7.5 kW
- Density [kg/dm3] PM = 1.15 P > 7.5 - 40 kW
- Pump efficiency PM = 1.1 P > 40 kW
0,70 for centrifugal pumps

39
m
12. Cooling water system

Heat balance 6 M 20 C

40
m
12. Cooling water system

Heat balance 8 M 20 C

41
m
12. Cooling water system

Heat balance 9 M 20

42
m
12. Cooling water system
Integrated in the main engine LT-cooling water system

General notes:
For location, dimensions and design (e. g. flex-
ible connection) of the connecting points see
engine installation drawing.

Notes:
h Please refer to the
measuring point list re-
garding design of the
monitoring devices
Distance min. 1 m

NC Normally closed

Connecting points:
C15 Charge air cooler, outlet
C21 Freshwater pump HT,
inlet
C22 Freshwater pump LT,
inlet
C25 Cooling water, engine
outlet
C37 Ventilation connection
C39 Drain

Accessories and fittings:

CH1 Charge air cooler
FH5 Freshwater preheater
FP1 Freshwater pump (fitted
on engine) HT
FP2 Freshwater pump (fitted
on engine) LT
FP7 Preheating pump
FR1 Temperature control
valve HT
LH1 Luboil cooler
PI Pressure indicator
PSL Pressure switch low
TI Temperature indicator
TSH Temperature switch high
TSHH Temperature switch high

to central cooling
system LT
from central cooling
system LT

43
m
12. Cooling water system
For gensets not integrated in the main engine LT cooling water system

Accessories and fittings:

FH1 Freshwater cooler
FR2 Temperature control valve LT
SF1 Duplex seawater filter
SP1 Seawater pump
SP2 Seawater stand-by pump
ST1 Sea chest
PI Pressure indicator
TI Temperature indicator

Notes:
o Mesh size 2 - 5 mm
z Short circuit pipe for adjusting a
minimum seawater inlet tem-
perature of 10 - 20 C

Connection see drawing page 43

to gensets

from gensets

44
m
13. Flow velocities in pipes
Volume flow [m3/h]

Example: di = 100 mm, V = 60 m3/h Velocity in the pipe [m/s]

Velocity in the pipe 2.1 m/s
45
m
14. Starting air system

Required pressure 30 bar

Air starter (fitted) AM 1: With pressure reducer 30/10 bar.

Min. starting air pressure and air consumption see technical data.

General notes: Accessories and fittings:

For location, dimensions and design (e. g. flexible connection) of AC1 Compressor
the connecting points see engine installation drawing. AC2 Stand-by compressor
AM1 Air starter
Clean and dry starting air is required. AR1 Starting valve
AR4 Pressure reducing valve
AR5 Oil and water separator
Notes: AT1 Starting air receiver
a Control air AT2 Starting air receiver
d Water drain (to be mounted at the lowest point) PI Pressure indicator
e To other gensets PSL Pressure switch low, only for main engine
h Please refer to the measuring point list regarding design of PT Pressure transmitter
the monitoring devices
j Automatic drain (recommended) AT1/AT2 Option:
- Typhon valve
- Relief valve with pipe connection
Connecting points:
C86 Connection, starting air

46
m
15. Combustion air system

General: To obtain good working conditions in the engine room and to

ensure trouble free operation of all equipment attention
shall be paid to the engine room ventilation and the supply of
combustion air.

The combustion air required and the heat radiation of all

consumers/heat producers must be taken into account.

Air intake from engine room (standard): - Fans are to be designed for a slight overpressure in the
engine room.
- On system side the penetration of water, sand, dust, and
exhaust gas must be avoided.
- When operating under tropical conditions the air flow
must be conveyed directly to the turbocharger.
- The temperature at turbocharger filter should not fall be-
low + 10 C.
- In cold areas warming up of the air in the engine room
must be ensured.

Air intake from outside:
- The intake air duct is to be provided with a filter. Penetra-
tion of water, sand, dust and exhaust gas must be
avoided.
- Connection to the turbocharger is to be established via an
expansion joint (to be supplied by the yard). For this pur-
pose the turbocharger will be equipped with a connection
socket.
- At temperatures below + 10 C the Caterpillar Motoren/
Application Engineering must be consulted.

Radiated heat: see technical data

To dissipate the radiated heat a slight and evenly distributed
air current is to be led along the engine exhaust gas mani-
fold starting from the turbocharger.

47
m
16. Exhaust system

Position of exhaust gas nozzle: A nozzle position of 0, 45 and 90 is possible.

Exhaust compensator:
Diameter DN Length [mm] Weight [kg]

6 M 20 C 400 365 31

8/9 M 20 C 500 360 42

Design of the pipe cross-section: The pressure loss is to be minimized in order to optimize fuel
consumption and thermal load of the engine.

Max. flow velocity: 40 m/s (guide value).

Max pressure loss (incl. silencer and exhaust gas boiler):

30 mbar
(lower values will reduce thermal load of the engine).

The aforesaid value is also applicable as value for the total

flow resistance of plants with separate intake air filter!

Notes regarding installation:
- Arrangement of the first expansion joint directly on the
exhaust gas nozzle
- Arrangement of the first fixed point in the conduit directly
after the expansion joint
- Drain opening to be provided (protection of turbocharger
and engine against water)
- Each engine requires an exhaust gas pipe (one common
pipe for several engines is not permissible).

If it should be impossible to use the standard transition

piece supplied by Caterpillar Motoren, the weight of the
transition piece manufactured by the shipyard must not ex-
ceed the weight of the standard transition piece. A drawing
including the weight will then have to be submitted ap-
proval.

48
m
16. Exhaust system

Resistance in exhaust gas piping

Example (based on diagram data A to E):

t = 335 C, G = 25000 kg/h t = Exhaust gas temperature (C)
l = 15 m straight pipelength, d = 700 mm G = Exhaust gas massflow (kg/h)
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)
Pg = ? w = Gas velocity (m/s)
l = Straight pipe length (m)
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)
L = l + L' = 15 m + 38.5 m = 53.5 m Pg = Total resistance (mm WC)
Pg = p L = 0.83 mm WC/m 53.5 m = 44.4 mm WC

49
m
16. Exhaust system
(preliminary)

Exhaust sound power level Lw not attenuated [1 x 1 m from open pipe]

The noise measurements are made with a probe inside the exhaust pipe.
6 M 20 C (1140 kW/1000 rpm)
160

150

140
137 138 138
LwOct [dB] 136
130
(reference 10-12 W) 132
129
126
120 123 119

110

100
0.031 0.063 0.125 0.25 0.5 1 2 4 8 f [kHz]

8 M 20 C (1520 kW/1000 rpm)

160

150

140
138
LwOct [dB] 136 138
136
(reference 10-12 W) 130 133 130
127
125
120
121

110

100
0.031 0.063 0.125 0.25 0.5 1 2 4 8 f [kHz]

9 M 20 C (1710 kW/1000 rpm)

160

150

LwOct [dB] 140

139
(reference 10-12 W) 136 138 137
134
130 131
128 127
123
120

110

100
Tolerance + 2 dB 0.031 0.063 0.125 0.25 0.5 1 2 4 8 f [kHz]

50
m
16. Exhaust system

Silencer: Design according to the absorbtion principle with wide-

band attenuation over a great frequency range and low
pressure loss due to straight direction of flow. Sound ab-
sorbing filling consisting of resistant mineral wool.

Sound level reduction 25 dB(A), alternatively 35 dB(A).

Max. permissible flow velocity 40 m/s.

Silencer with spark arrester: Soot separation by means of a swirl device (particles are
spun towards the outside and separated in the collecting
chamber). Sound level reduction 25 dB(A) or 35 dB(A). Max.
permissible flow velocity 40 m/s.

Silencers are to be insulated by the yard. Foundation brack-

ets are provided as an option.

51
m
16. Exhaust system

Silencer/Spark arrestor and silencer: Installation: vertical/horizontal

Flange according to DIN 86044
Counterflanges, screws and gaskets are included, without
supports and insulation

Silencer

Spark arrestor and silencer

Attenuation 25 dB (A) 35 dB (A)

DN D B L kg L kg
6 M 20 C 400 850 544 2934 550 3686 680

8/9 M 20 C 500 950 594 3184 710 3936 800

Exhaust gas boiler: Each engine should have a separate exhaust gas boiler. Al-
ternatively, a common boiler with separate gas sections for
each engine is acceptable.

Particularly when exhaust gas boilers are installed attention

must be paid not to exceed the maximum recommended
back pressure.

52
m
16. Exhaust system

Cleaning the turbocharger compressor: The components for cleaning (dosing vessel, pipes, shut-off
valve) are engine mounted.

Water is fed before compressor wheel via injection pipes

during full load operation every 24 to 48 hours.

Cleaning the turbine blade and

nozzle ring: At heavy fuel operation only.

The cleaning is carried out with clean fresh water "wet

cleaning" during low load operation at regular intervals, de-
pending on the fuel quality, 250 to 500 hours.

Duration of the cleaning period is approx. 20 minutes. Fresh

water of 1.5 bar is required.

During cleaning the water drain should be checked. There-

fore the shipyard has to install a funnel after connection
point C36.

C36 Drain, 25

C42 Fresh water supply,

16,
with quick coupling
device

Water flow Injection time

[l/min] [sec]
6 M 20 C 4-6 3 - 4 x 30 *
8/9 M 20 C 6 - 10 3 - 4 x 30 *

* with 3 min waiting period at a time

Dirty water tank

53
m
17. Air borne sound power level
(preliminary)

The airborne noise of the engines is measured as a sound power level according to EN ISO 9614-2/
Accuracy class 3.
6 M 20 C (1140 kW/1000 rpm)
130

125

120

LwOct [dB] 115

(reference 10-12 W) 110
114
111 111 110 111
108 110 108
105
107
100 101
95

90
0.031 0.063 0.125 0.25 0.5 1 2 4 8 16 f [kHz]

8 M 20 C (1520 kW/1000 rpm)

130

125

120
115
LwOct [dB] 115
(reference 10-12 W) 110
109
108 111 109 110
107 110
105
100 102
100
95

90
0.031 0.063 0.125 0.25 0.5 1 2 4 8 16 f [kHz]

9 M 20 C (1710 kW/1000 rpm)

130

125

120
119
LwOct [dB]
115
(reference 10-12 W) 114 114 114
110 111 112
108 110
104
105
101
100

95

90
Tolerance + 2 dB 0.031 0.063 0.125 0.25 0.5 1 2 4 8 16 f [kHz]

54
m
18. Foundation
Resilient mounting

Gensets have to be resiliently mounted.

This provides an activ insulation against forces generated by the engine as well as protection against
vibration from rigidly mounted main engines.

The ship's foundation does not require machining. Unevenness is to be compensated by welding
plates (to be provided by the shipyard). The resilient element includes horizontal and vertical stopper
(fail-safe design).

Major components:
- Resilient elements for active insulation of dynamic engine forces
- Flexible pipe connections for all media
- Welding plates

Number of resilient elements: 6 M 20 C: 12

8/9 M 20 C: 14

Structure borne sound level Lv, expected (measured in the test cell)

110
97
100

90
Lv Oct [dB] 91 82 81
76 78 77
(reference 80
70 74 72
5*10-8 m/s) 70 above
62
59
60
50
58
50
52 45 below
40

30

20
0.031 0.063 0.125 0.25 0.5 1 2 4
Frequency [kHz]

55
m
18. Foundation
Foundation plan

6 M 20 C

Alignment tolerance, vertical + 1,0 mm

Resilient element with fail-safe

design (horizontal and vertical
stopper)

56
m
18. Foundation
Foundation plan

8 M 20 C

Alignment tolerance, vertical + 1,0 mm

Resilient element with fail-safe

design (horizontal and vertical
stopper)

57
m
18. Foundation
Foundation plan

9 M 20 C

Alignment tolerance, vertical + 1,0 mm

Resilient element with fail-safe

design (horizontal and vertical
stopper)

58
m
19. Control and monitoring system

Engine control panel

Detail X: Equipment for local engine control

59
m
19. Control and monitoring system
Genset control

*) = not delivered by Caterpillar Motoren

60
m
19. Control and monitoring system

Engine monitoring

61
m
19. Control and monitoring system
Monitoring: M 20 C aux. genset
Measur.- Monitoring point Abbrev. Action Sensor Remarks
point
Fitted Separate
1105 Luboil pressure PAL OA A
OA
1106 Luboil pressure PALL
MS
B
Luboil differential pressure
1112 selfcleaning filter
PDAH OA B
1142 Luboil pressure prelubrication PL B Starting interlock
Luboil temperature engine
1202 inlet
TAH OA A
1311 Luboil level sump tank LAL OA B
1312 Luboil level sump tank LAH OA B
FW pressure high temp. circuit
2102 engine inlet
PAL OA A
FW press. low temp. circuit
2112 cooler inlet
PAL OA A
FW temp. high temp. circuit
2211 engine outlet
TAH OA A
FW temp. high temp. circuit OA
2213 engine outlet
TAHH
MS
B
5102 Fuel oil pressure engine inlet PAL OA A
Fuel oil pressure pressure Starting stand-by pump from
5105 pump
PAL OA B*
pump control
Fuel oil differential pressure
5111 duplex filter
PDAH OA B
Fuel oil differential pressure
5112 PDAH OA B*
selfcleaning filter
Fuel oil differential pressure Starting stand-by pump from
5115 PDAL OA B*
pump control
circulating pump
Fuel oil differential pressure
5116 before and after circulating PDAL OA B*
pump
5251 Fuel oil viscosity engine inlet VAH OA A* 1 Sensor f. 5251, 5252
5252 Fuel oil viscosity engine inlet VAL OA A* 1 Sensor f. 5251, 5252
5301 Level of leak fuel LAH OA B
5333 Fuel level mixing tank LAL OA B*
Starting air pressure engine
6101 inlet
PAL OA A
Shut down air pressure on
6105 engine
PAL OA B
Exhaust gas temp. after
8221 turbocharger
T OA A Only thermocouple
Exhaust gas temperature after
8221 turbocharger
TAH OA A
OA
9404 Engine overspeed S
MS
B
Engine speed
9405 stop starting air
S B

* located in the fuel pressure system

62
m
19. Control and monitoring system
Monitoring: M 20 C aux. genset
Measur.- Monitoring point Abbrev. Action Sensor Remarks
point
Fitted Separate
9409 Working hour meter/engine S B
9419 Engine speed NI A
9503 Stop lever in pos. operation S B Genset ready for operation
9561 Barring gear engaged S B Start interlock
Electronic units/terminal point
9601 X1/voltage failure
S OA B

RPM switch/voltage failure/

9611 wire break
S OA B

With electronic governor

9615 Failure electronic governor S OA B
only
OA With electronic governor
9616 Failure electronic governor S
MS
B
only
Viscosity control, voltage
9761 failure
OA B Dependent from system

Fuel oil preheater, voltage

9775 failure
OA B Dependent from system

Additional monitoring for DE-drive

Measur.- Monitoring point Abbrev. Action Sensor Remarks
point
Fitted Separate
FW pressure high temp. OA
2103 PALL B For DE-drive only
circuit engine inlet MS
Oil ingress in fresh water
2321 QAH OA B
cooler outlet
5102 Fuel oil pressure engine inlet PAL OA A
8211 Exhaust gas temp. per cyl. T OA A Only thermocouples
Exhaust temperature before
8231 TAH OA A
turbocharger
9429 Turbocharger speed S A
Exhaust gas temp. average
9622 S OA B
equipment, voltage failure

Abbreviations
B = Binary sensor OA = Visual and audible alarm
A = Analogue sensor AD = Autom. speed/load reduction
MS = Autom. engine stop
LAH = Level alarm high QA = Measurement alarm
LAL = Level alarm low QAH = Measurement alarm high
NI = Speed indication S = Speed
PAL = Pressure alarm low TAH = Temperature alarm high
PALL = Pressure alarm low low TAHH = Temperature alarm high high
PDAH = Pressure difference alarm high VAH = Viscosity alarm high
PDAL = Pressure difference alarm low VAL = Viscosity alarm low

63
64
Indicators
At the engine Remote 96 x 96
Fuel temperature at engine inlet
m

Differential pressure fuel filter
Mean injection pump rack position
Luboil temperature at engine inlet

*
Differential pressure luboil filter

Monitor
Freshwater temperature at engine inlet HT
Freshwater temperature at engine outlet HT

Display
Freshwater temperature after intercooler

equipment *
Charge air temperature before intercooler

* not Caterpillar Motoren supply

Analog-monitoring
(mA)
Charge air temperature before engine
2)
Exhaust gas temperature after cylinder

4-20 mA
Signal type
2)
Exhaust gas temperature after turbocharger
option
19. Control and monitoring system

Start air pressure

Remote indicator

Shut down air pressure

1)
Engine speed

engine
mV mA
Gauge board (fitted on engine)
Fuel pressure

Sensor Signals from the

Local and remote indicators
Remote indication interfacing

Luboil pressure
Freshwater pressure HT
0 - 10 V
mA V

unit
option

Freshwater pressure LT
engine speed

RPM switch
Remote indicator

Charge air pressure after intercooler

Turbocharger speed (optional for DE) (0 - 10 V)
1)
Alternatively 144 x 144 Option
2)
Only 96 x 192 with exhaust gas monitoring
m
19. Control and monitoring system

Protection system Operating voltage: 24 V DC

Type of protection: IP 55

Protection against false polarity and transient protection provided.

Designed for: 3 starting interlock inputs

6 automatic stop inputs
1 manual stop input

The input and output devices are monitored for wire break.

Rpm switch unit system Designed for:

3 rpm switching points
Analogue outputs for speed:
1 x 0-10 V, 1 x 4-20 mA, 1 x frequency

65
m
19. Control and monitoring system
Protection system

Rpm switch unit

66
m
19. Control and monitoring system

Start/stop logic

67
m
20. Diesel engine management system DIMOS

DIMOS is a computer aided maintenance and spare part management system for Caterpillar Motoren
diesel engines. The DIMOS-system will include a data base which is filled with information derived
from the operating instructions and the spares catalogue of your respective engine type. This system
enables to administration and check the following three major subjects:
1. Maintenance
2. Material management
3. Statistics

These four major subjects are provided with many internal connections, so that no double inputs are
required. All you need for running the DIMOS-system is commercial PC hardware.

The advantages are evident:

Precise follow-up regarding the maintenance intervals as specified by Caterpillar Motoren. No
scheduled date will be forgotten and no history file will be missed.
Immediate access to maintenance and component information.
Quick and simple modification of data is possible at any time.
Extensive and permanently up-to-date decision documents for maintenance with precise updating
of terms.
A lot of paper work can be omitted, and this means a considerable saving of time.
This can be taken from the DIMOS database as well as from the CD-Rom and the standard docu-
mentation.

From various single information to an integrated system

Engine operating Engine spare parts Maintenance Maintenance
instructions catalogues schedule job cards

I N P U T
DIMOS

O U T P U T
Maintenance Work order History and Inventory and
planning creation statistics purchase

68
m
21. Standard acceptance test run

The acceptance test run is carried out on the testbed with customary equipment and auxiliaries using
exclusively MDO and under the respective ambient conditions of the testbed. During this test run the
fuel rack will be blocked at the contractual output value. In case of deviations from the contractual
ambient conditions the fuel consumption will be converted to standard reference conditions.

The engine will be run at the following load stages acc. to the rules of the classification societies.
After reaching steady state condition of pressures and temperatures these will be recorded and reg-
istered acc. to the form sheet of the acceptance test certificate:

Load [%] Duration [min]

50 30
85 30
100 60
110 30

In addition to that the following functional tests will be carried out:

- governor test
- overspeed test
- emergency shut-down via minimum oil pressure
- start/stop via central engine control
- measurement of crank web deflection (cold/warm condition)

After the acceptance main running gear, camshaft drive and timing gear train will be inspected
through the opened covers. Individual inspection of special engine components such as piston or
bearings is not intended, because such inspections are carried out by the classification societies at
intervals on series engines.

Engine movement due to vibration referred to the global vibration characteristics of the engine:

The basis for assessing vibration severity are the guidelines ISO 10816-6.

According to these guidline the MaK engine will be assigned to vibration severity grade 28, class 5.
On the engine block the following values will not be exceeded:

Displacement S eff < 0.448 mm f > 2 Hz < 10 Hz

Vibration velocity V eff < 28.2 mm/s f > 10 Hz < 250 Hz
Vibration acceleration aeff < 44.2 m/s2 f > 250 Hz < 1000 Hz

69
m
22. Engine International Air Pollution Prevention Certificate

The MARPOL Diplomatic Conference has agreed about a limitation of NOx emissions, referred to as
Annex VI to Marpol 73/78.

When testing the engine for NOx emissions, the reference fuel is Marine Diesel Oil (Distillate) and the
test is performed according to ISO 8178 test cycles:

D2: Auxiliary genset

E2: Diesel electric on controlable pitch propeller
E3: Fixed pitch propeller at variable speed

Output [%] 100 75 50 25 10

E2+E3 weighting factor 0,20 0,50 0,15 0,15 -
D2 weighting factor 0,05 0,25 0,30 0,30 0,10

Subsequently, the NOx value has to be calculated using different weighting factors for different loads
that have been corrected to ISO 8178 conditions.

An EIAPP (Engine International Air Pollution Prevention) certificate will be issued for each engine
showing that the engine complies with the regulation. At the time of writing, only an interim
certificate can be issued due to the regulation not yet in force.

According to the IMO regulations, a Technical File shall be made for each engine. This Technical File
contains information about the components affecting NOx emissions, and each critical component is
marked with a special IMO number. Such critical components are injection nozzle, injection pump,
camshaft, cylinder head, piston, connecting rod, charge air cooler and turbocharger. The allowable
setting values and parameters for running the engine are also specified in the Technical File.

The marked components can later, on-board the ship, be easily identified by the surveyor and thus an
IAPP (International Air Pollution Prevention) certificate for the ship can be issued on basis of the
EIAPP and the on-board inspection.

70
m
23. Painting/Preservation

Inside preservation

N 576-3.3
Up to 1 year, engine protected from moisture.
- Main running gear and internal mechanics

Outside preservation

N 576-3.1 - Tectyl light

Europe
Storage in the open, protected from moisture, up to 1 year

Appearance of the engine:

- Castings with red oxide antirust paint
- Pipes and machined surfaces left as bare metal
- Attached components with colours of the makers

N 576-3.2 - Tectyl heavy-duty

Overseas
Storage in the open, protected from moisture, up to 1 year

Appearance of the engine:

- Castings with red oxide antirust paint
- Pipes and machined surfaces left as bare metal
- Attached components with colours of the makers

N 576-4.1 - Clear Varnish

Clear varnish painting is applicable within Europe for land transportation with protection from
moisture. It is furthermore applicable for storage in a dry and tempered atmosphere.

Clear varnish painting is not permissible for:

- Sea transportation of engines
- Storage of engines in the open, even if they are covered with tarpaulin

VCI packaging as per N 576-5.2 is always required!

Durability and effectiveness are dependent on proper packing, transportation, and storage, i.e. the
engine must be protected from moisture, the VCI foil must not be torn or destroyed.
Checks are to be carried out at regular intervals.
If the above requirements are not met, all warranty claims in connection with corrosion damages
shall be excluded.

71
m
23. Painting/Preservation

Appearance of the engine:

- Castings with red oxide antirust paint
- Pipes and machined surfaces left as bare metal
- Attached components with colours of the makers
- Surfaces sealed with clear varnish
- Bare metal surfaces with light preservation

N 576-4.3 - Painting
- No VCI packaging:
Short-term storage in the open, protected from moisture, max. 4 weeks
- With VCI packaging:
Storage in the open, protected from moisture, up to 1 year

Appearance of the engine:

- Surfaces mostly painted with varnish
- Bare metal surfaces provided with light or heavy-duty preservation

N 576-5.2 - VCI packaging

Storage in the open, protected from moisture, up to 1 year.
Applies for engines with painting as per application groups N 576-4.1 to -4.4
Does not apply for engines with Tectyl outside preservation as per application groups N 576-3.1 and -
3.2.

Description:
- Engine completely wrapped in VCI air cushion foil, with inserted VCI-impregnated flexible
PU-foam mats.

N 576-5.2 Suppl. 1 - Information panel for VCI preservation and inspection

Applies for all engines with VCI packaging as per application group N 576-5.2

Description:
- This panel provides information on the kind of initial preservation and instructions for inspection.
- Arranged on the transport frame on each side so as to be easily visible.

N 576-6.1 - Corrosion Protection Period, Check, and Represervation

Applies to all engines with inside and outside storage

Description:
- Definitions of corrosion protection period, check, and represervation

72
 m
24. Lifting of gensets

A B
6 M 20 C 1393 1505
8 M 20 C 1902 1400
9 M 20 C 2053 1600

73
m
25. Engine parts

Cylinder head, Weight 121 kg

Piston with connecting rod, Weight 57 kg Cylinder liner, Weight 60 kg

74
Caterpillar Marine Power Systems
Headquarters Europe, Africa, Middle East Americas Asia Pacific

Caterpillar Marine
Power Systems
Neumhlen 9
22763 Hamburg/Germany
Phone: +49 40 2380-3000
Telefax: +49 40 2380-3535
Caterpillar Marine
Power Systems
Neumhlen 9
22763 Hamburg/Germany
Phone: +49 40 2380-3000
Telefax: +49 40 2380-3535
MaK Americas Inc.
3450 Executive Way
Miramar Park of Commerce
Miramar, FL. 33025/USA
Phone: +1 954 447 71 00
Telefax: +1 954 447 71 15
Caterpillar Marine Trading
(Shanghai) Co., Ltd.
25/F, Caterpillar Marine Center
1319, Yanan West Road
200050 Shanghai/P. R.China
Phone: +86 21 6226 2200
Telefax: +86 21 6226 4500
Caterpillar Marine Asia
Pacific Pte Ltd
14 Tractor Road
Singapore 627973/
Singapore
Phone: +65 68287-600
Telefax: +65 68287-624

For more information please visit our website: Subject to change without notice. 2007 Caterpillar All Rights Reserved. CAT, CATERPILLAR, their respective logos,
www.cat-marine.com or www.mak-global.com Leaflet No. 219 06.07 e L+S VM3 Caterpillar 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