M25C Propulsion PDF

M 25 C Contents
Project Guide Propulsion

m
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 Juli 2008
M 25 C Propulsion
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M 25 C Propulsion
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Commissioning
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M 25 C Propulsion
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M 25 C Propulsion
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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. Propeller operation 6-8
5. Technical data 9 - 10
6. Engine dimensions 11 - 18
7. Space requirement for dismantling of charge air cooler
and turbocharger cartridge 19
8. Maintenance platform 20
9. System connections 21
10. Fuel oil system 22 - 33
11. Lubricating oil system 34 - 41
12. Cooling water system 42 - 48
13. Flow velocities in pipes 49
14. Starting air system 50 - 51
15. Combustion air system 52
16. Exhaust system 53 - 59
17. Air borne sound power level 60
18. Foundation 61 - 67
19. Power transmission 68 - 71
20. Data for torsional vibration calculation 72
21. Control and monitoring system 73 - 91
22. Diagnostic system DICARE 92 - 93
23. Diesel engine management system DIMOS 94
24. Standard acceptance test run 95
25. EIAPP certificate 96
26. Painting/Preservation 97 - 98
27. Lifting of engines 99
28. Engine parts 100
M 25 C Propulsion
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1. Engine description
The M 25 C is a four stroke diesel engine, non-reversible, turbocharged and intercooled with direct fuel
injection.
In-line engine M 25 C
Cylinder configuration: 6, 8, 9 in-line

Bore: 255 mm
Stroke: 400 mm
Stroke/Bore-Ratio: 1.57
Swept volume: 20.4 l/Cyl.
Output/cyl.: 317 - 333 kW
BMEP: 25.8 bar
Revolutions: 720/750 rpm
Mean piston speed: 9.6/10.0 m/s
Turbocharging: pulse pressure
Direction of rotation: clockwise, option: counter-clockwise
M 25 C Propulsion 1
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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 nodular cast iron skirt.
- Piston ring set consisting of 2 chromium plated compression rings, first ring with chrom-ceramic
layer and 1 chromium plated oil scraper ring. All 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 supplied with inboard plain bearings lubricated by engine lubricating oil.
- 2-stage fresh water cooling system with 2-stage charge air cooler.
- Nozzle cooling for heavy fuel operation with engine lubricating oil.
2 M 25 C Propulsion
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2. General data and outputs
Engine 720/750 rpm

kW The maximum fuel rack position is mechanically
6 M 25 C 1800/2000 limited to 100 % output for CPP and FPP appli-
cations. Limitation of 110 % for gensets and DE
8 M 25 C 2320/2640 applications.
9 M 25 C 2610/3000
Output definition
The maximum continuous rating (locked output) stated by Caterpillar Motoren refers to the following
reference conditions 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)
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.
Lubricating oil consumption
Actual data can be taken from the technical data.
M 25 C Propulsion 3
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2. General data and outputs
Nitrogen oxide emissions (NOx-values)
NOx-limit values according to MARPOL 73/78 Annex VI: 12.0 g/kWh (n = 750 rpm)
CPP and DE propulsion acc. to cycle E2: 9.9 g/kWh (n = 750 rpm)
FPP propulsion acc. to cycle E3: 10.6 g/kWh (n = 750 rpm)
An engine version which keeps the requirements of "Blauer Engel" (20 % less NOx than MARPOL 73/78)
is also available.
Emergency operation without turbocharger
Emergency operation is permissible only with MDO and up to approx. 20 % of the MCR.
General installation aspect:
Inclination angles of ships at which engine running must be possible:
Heel to each side: 15

Rolling to each side: + 22.5
Trim by head and stern: 5
Pitching: + 7.5
4 M 25 C Propulsion
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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
M 25 C Propulsion 5
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4. Propeller operation
Required fixed pitch propeller layout
n/no [%]
Speed
I. Speed range for continuous operation

This speed range must not be exceeded for long-term operating conditions.
II. Speed range for short-time operation

Permitted for a short time only, e.g. during acceleration and manoeuvring (torque limitation)
Fixed-pitch propeller design Max. output at 100 % rated speed:

Sea going vessel (fully loaded) max. 85 % for seaships
max. 100 % for towing ships at bollard pull
Inland waterway vessels (fully loaded) max. 95 % for inland waterway vessels
max. 90 % for push boats
Speed increase (grey area) The speed is blocked always at 100 % of rated speed. If
required 103 % of rated speed is permissible at continuous
operation.
During the yard trial trip the engine speed may be increased
to max. 106 % of the rated speed for max. 1 h, if required.
6 M 25 C Propulsion
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Recommendation for control pitch propeller
The design area for the combinator has to be on the right-hand side of the theoretical propeller curve
and may coincide with the theoretical propeller curve in the upper speed range.
A load above the output limit curve is to be avoided by the use of the load control device or overload
protection device.
Binding data (depending on the type of vessel, rated output, speed and the turbocharging system) will
be established upon order processing.
110%
Normal acceleration time
MCR
100 %
100% I : Normal operation
II: Short time operation allowed
70 %
90% n = const
Power limit curve for overload protection 100 % rpm
80%
10 % t
MCR
100 %
70% A B
Engine output [%]
70 %
60% MCR
100 %
50% 70 %
10 %
Combinator curve n=
40% combinator
t
10 %
30%
C D
n= n= n=
20%
70 % rpm 97 % rpm 100 % rpm
II I
10%
Droop
0%
50% 60% 70% 80% 90% 100% 110%
Engine speed [%]
103%
A (sec) B (sec) C (sec) D (sec)

6, 8, 9 M 25 C 35 180 40 180
M 25 C Propulsion 7
8
Minimum time for emergency operation Normal operation
nmin = 70 % n = constant Smoke Reduction nmin = 70 % nmin = 70 % n = constant n = constant Smoke Reduction
m
acceleration from acceleration from acceleration from acceleration acceleration acceleration from
10 % MCR at from 100 % MCR 10 % MCR at from from from 100 % MCR
70 % speed to 10 % MCR to 0 % MCR 70 % speed to 70 % MCR at 10 % MCR 70 % MCR to 0 % MCR
100 % MCR at to 100 % 70 % MCR at 97% speed to to 70 % MCR to 100 %
100 % speed MCR 97% speed 100 % MCR at MCR
100 % speed
Pulse-Charging / CPP and Gensets for Standard application (Tanker, Container feeder and Bulker)
6 M 25 C 25 s 20 s visible 8s 40 s 3 min 35 s 3 min invisible 20 s

For Tugs and Ferries
M 25 C for Tug See above visible 8s 20 s 35 s 20 s 35 s 20 s
M 25 C for Ferry See above visible 8s 30 s 40 s 30 s 40 s 20 s
Pulse-Charging / FPP and Voith

Acceleration time propulsion, standard engine
10 % to 100 % 10 % to 50 % MCR 50 % to 100 %

MCR MCR
M 25 C 40 s n.a. visible 8s 30 s 40 s n.a. n.a. 20 s
Remarks:
Acceleration time in seconds, Tol.: 5 sec., engine warm in operating conditions In emergency mode smoke will be visible.
Minimum operating time 10 minutes For tugs and ferries a charge air pressure controlled fuel limiter
Lub. Oil > 50 C is recommended.
Coolant > 65 C
Start of acceleration at least 10 % MCR, lowest operation point with CPP Basis ratings (MCR): 6, 8, 9 M 25 C - 290 / 300 / 317 / 330 kW / cyl.
Standard acceleration time will provide longest component lifetimes.

Emergency acceleration possible, but not recommended, due to higher thermal stresses of engine components.
M 25 C Propulsion
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5. Technical data
Cylinder 6 8 9
Performance data
Maximum continous rating acc.
kW 1900 2000 2534 2660 2850 3000
ISO 3046/1
Speed 1/min 720 750 720 750 720 750
Minimum speed 1/min 240 250 240 250 240 250
Brake mean effektive pressure bar 25.8 26.1 25.8 26.1 25.8 26.1
Charge air pressure bar 3.1 3.2 3 3.2 3.2 3.2
Compression pressure bar 172 175 172 175 172 175
Firing pressure bar 204 208 204 208 200 204
Combustion air demand (ta = 20 C) m3/h 11100 12850 14515 15665 16550 17020
Delivery/injection timing v. OT 11.0/8 11.0/8 11.0/8
Exhaust gas temperature after
C 360/305 360/290 370/325 370/320 380/320
cylinder/turbine
Specific fuel oil consumption
Propeller/n = const 1) 100 % g/kWh 184 184 184
85 % g/kWh 182/183 182/183 182/183
75 % g/kWh 180/185 180/185 180/185
50 % g/kWh 187/193 187/193 187/193
Lubricating oil consumption 2) g/kWh 0.6 0.6 0.6
Turbocharger type HPR6000 HPR6000 HPR6000
Fuel
Engine driven booster pump m3/h/bar 1.5/5 1.5/5 1.5/5
Stand-by booster pump m3/h/bar 2.3/6 2.7/5 2.7/5 2.8/5
Mesh size MDO fine filter mm 0.025 0.025 0.025
Mesh size HFO automatic 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
Lubricating Oil
Engine driven pump m3/h/bar 89/10 93/10 89/10 93/10 89/10 93/10
Independent pump m3/h/bar 40/10 55/10 60/10
Working pressure on engine inlet bar 4-5 4-5 4-5
3
Engine driven suction pump m /h/bar 107/3 112/3 107/3 112/3 107/3 112/3
Independent suction pump m3/h/bar 57/3 70/3 70/3
Priming pump pressure m3/h/bar 6.6/8/5 10/13/5 10/13/5
Sump tank content m3 2.6 2.7 3.4 3.6 3.9 4.0
Temperature at engine inlet C 60-65 60-65 60-65
Temperature controller NB mm 80 100 100
Double filter NB mm 80 80 80
Mesh size double filter mm 0.08 0.08 0.08
Mesh size automatic filter mm 0.03 0.03 0.03
M 25 C Propulsion 9
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5. Technical data
Cylinder 6 8 9
Fresh water cooling
Engine content m3 0,4 0,5 0,6
Pressure at engine inlet min/max bar 2.5/6.0 2.5/6.0 2.5/6.0
Header tank capacity m3 0.2 0.25 0.3
Temperature at engine outlet C 80 - 90 80 - 90 80 - 90
Two circuit system
Engine driven pump HT m3/h/bar 40/3.7 55/3.5 60/3.7
Independent pump HT m3/h/bar 40/3.0 55/3.0 60/3.0
HT-Controller NB mm 80 100 100
Water demand LT-charge air cooler m 3/h 40 45 50
Temperature at LT-charge air
C 38 38 38
cooler inlet
Heat Dissipation
Specific jacket water heat kJ/kWh 500 500 500
Specific lub. oil heat kJ/kWh 490 490 490
Lub. oil cooler MJ/h 931 970 1242 1294 1396 1455
Jacket water MJ/h 950 990 1267 1320 1425 1485
Charge air cooler (HT-Stage) 3) MJ/h 2160 2255 2808 2934 3096 3240
Charge air cooler (LT-Stage) 3) MJ/h 828 884 1116 1116 1260 1260
(HT-Stage after engine)
Heat radiation engine MJ/h 306 408 460
Exhaust gas
Silencer/spark arrester NB 25 dBA mm 500 600 600
NB 35 dBA mm 500 600 600
Pipe diameter NB after turbine mm 500 600 600
Maximum exhaust gas pressure
bar 0.03 0.03 0.03
drop
Starting air
Starting air pressure max. bar 30 30 30
Minimum starting air pressure bar 10 10 10
Air consumption per Start 4) Nm 3 0.8 0.8 0.8
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 on full load
3)
Charge air heat based on 45 C ambient temperature
4)
Preheated engine
10 M 25 C Propulsion
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6. Engine dimensions
Turbocharger at driving end
Engine Dimensions [mm] Weight with

type flywheel [t]
A B C D E F G H
6 M 25 C 1191 5345 1151 672 2260 861 460 2906 21.0
8 M 25 C 1191 6289 1151 672 2315 861 460 3052 28.0
9 M 25 C 1191 6719 1151 672 2315 861 460 3052 29.6
Removal of:
Piston in transverse direction X1 = 2420 mm

in longitudinal direction X2 = 3000 mm
Cylinder Liner in transverse direction Y1 = 2510 mm

in longitudinal direction Y2 = 2735 mm
Reduced removal height Piston and Liner: 2300 mm

Special tool for liner removal in transverse direction necessary and according to lifting device ar-
rangement.
Engine centre distance 6, 8, 9 Cyl. 2500 mm

(2 engines side by side)
M 25 C Propulsion 11
m
Turbocharger at free end
Engine Dimensions [mm]

type
B H
6 M 25 C 4917 2951
8 M 25 C 5777 3097
9 M 25 C 6207 3097
m
6 M 25 C, Turbocharger at driving end
Scale 1 : 50
m
Scale 1 : 50
m
Scale 1 : 50
m
6 M 25 C, Turbocharger at free end
Scale 1 : 50
m
Scale 1 : 50
m
Scale 1 : 50
m
7. Space requirement for dismantling of charge air cooler and
turbocharger cartridge
Dimensions [mm] Weight

X Y A B C kg
6 M 25 C 1900 1225 475 1155 552 270
8/9 M 25 C 2130 1225 475 1155 552 295
Charge air cooler cleaning Maintenance Space

Not Caterpillar Motoren P = min. 1300
supply R = min. 750
Cleaning is carried out with charge air cooler dis-
mantled. 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 providing right

above the center of the turbocharger a lifting rail with
a travelling trolley to which a lifting gear can be at-
tached in order to carry out the work on the turbo-
charger according to the maintenance schedule.
Weights M 25 C Turbocharger
Turbo- Si- Compres- Turbine Exhaust- Car- Bearing Rotor

charger, lencer sor inlet gas tridge housing
compl. housing housing elbow
563 kg 63 kg 136 kg 125 kg 68 kg 150 kg 100 kg 32 kg
m
8. Maintenance platform
The platform, located at the control side of the engine including stairs and ladder, is normally designed
and manufactured by the shipyard. As an option Caterpillar Motoren can supply a platform for rigidly
mounted engines. For resiliently mounted engines a separate platform, that has to be adapted to local
conditions, is strongly recommended.
m
9. System connections
C14 Charge Air Cooler LT, Inlet DN 65 C55c Connection Flushing Pipe DN 50
C15 Charge Air Cooler LT, Outlet DN 65 Automatic Filter
C17 Charge Air Cooler HT, Outlet DN 65 C58 Luboil Force Pump, Outlet DN 100
C21 Freshwater Pump HT, Inlet DN 80 C59 Luboil Inlet, Duplex Filter DN 80
C22 Freshwater Pump LT, Inlet DN 80 C60 Separator Connection, Suction Side G 1 1/2"
C23 Freshwater Stand-by Pump HT, DN 65 C61 Separator Connection, Delivery Side G 1 1/2"
Inlet C76 Inlet, Duplex Filter DN 32
C28 Freshwater Pump LT, Outlet DN 65 C78 Fuel, Outlet DN 32
C46a Luboil Stand-by Pump, DN 125 C86 Crankcase Ventilation DN 40
Suction Side C91 Crankcase Ventilation DN 80
C51 Luboil Force Pump, Inlet DN 125 C91a Exhaust Gas Outlet 6 M 25 C DN 500
8/9 M 25 C DN 600
m
10. Fuel oil system
Marine gas oil / marine diesel oil 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: 1996 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
DIN DIN 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. 1.5 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
m
10. Fuel oil system
Feed pump (fitted) DP 1: Capacity see technical data
Feed pump (separate) DP 2: Capacity see technical data

Screw type pump with mechanical seal.
Installation vertical or horizontal.
Delivery head 5 bar.
Pressure regulating valve (fitted) 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]
m
10. Fuel oil system
Notes:
p Free outlet required
s Please refer to the measuring
point list regarding design of
the monitoring devices
General notes:
For location, dimensions and design (e. g. flexible connection) of the connecting points see engine installation drawing.
DH1 not required with: - MGO < 7 cSt/40
- heated diesel oil day tank DT1
Accessories and fittings:

DF1 Fuel fine filter (duplex filter) KP1 Fuel injection pump
DF2 Fuel primary filter (duplex filter) KT1 Drip fuel tank
DF3 Fuel coarse filter FQI Flow quantity indicator
DH1 Diesel oil preheater LI Level indicator
DH2 Electrical preheater for diesel oil (separator) LSH Level switch high
DP1 Diesel oil feed pump LSL Level switch low
DP2 Diesel oil stand-by feed pump PDI Diff. pressure indicator
DP3 Diesel oil transfer pump (to day tank) PDSH Diff. pressure switch high
DP5 Diesel oil transfer pump (separator) PI Pressure indicator
DR2 Fuel pressure regulating valve PSL Pressure switch low
DS1 Diesel oil separator PT Pressure transmitter
DT1 Diesel oil day tank TI Temperature indicator
DT4 Diesel oil storage tank TT Temperature transmitter (PT 100)
Connecting points:
C73 Fuel inlet, to engine fitted pump C80 Drip fuel
C75 Connection, stand-by pump C81b Drip fuel
C78 Fuel outlet
Requirements for residual fuels for diesel engines (as bunkered)
m
M 25 C Propulsion
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

10. Fuel oil system
Density at 15 C kg/m3 max 950 2) 975 3) 980 4) 991 991 1010 991 1010 991 1010
Heavy fuel operation
max 10 15 25 35 45 55
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)
25
m
10. Fuel oil system
Viscosity/temperature diagram
m
10. Fuel oil system
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.
m
10. Fuel oil system
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
O utput 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
Booster 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
m
10. Fuel oil system
Pressure regulating valve HR 1: Controls the pressure at the engine inlet, approx. 4 bar.
Engine outputs
<
= 3000 kW > 3000 kW
Self cleaning filter HF 4: Mesh size 10 m sphere passing mesh, type 6.60, make Boll
& Kirch*, DN 50, without by-pass filter.
* In case of Caterpillar Motoren supply.
Dismantling of sieve
300 mm
m
10. Fuel oil system
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
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.
Fine filter (fitted) HF 1: - Mesh size 34 m

- Without heating
- Differential pressure indication and alarm contact fitted
Fuel Cooler DH 3: Required for heat dissipation with MGO/MDO operation.
m
10. Fuel oil system
- Peak pressures max. 16 bar
General notes:
For location, dimensions and design (e. g. flexible connection) of the connecting
points see engine installation drawing. Valve fittings with loose cone are not ac-
cepted in the admission and return lines.
DH3 MGO/MDO cooler HT1 Heavy fuel day tank Notes:
DT1 Diesel oil day tank HT2 Mixing tank ff Flow verlocity in circuit system
HF1 Fuel fine filter (duplex filter) HT5 Settling tank I < 0.5 m/s
HF2 Fuel primary filter HT6 Settling tank II p Free outlet required
HF3 Fuel coarse filter KP1 Fuel injection pump s Please refer to the measuring
HF4 Self cleaning fuel filter KT2 Sludge tank point list regarding design of the
HH1 Heavy fuel final preheater FQI Flow quantity indicator monitoring devices
HH2 Stand-by final preheater LI Level indicator u From diesel oil separator or diesel
HH3 Heavy fuel preheater LSH Level switch high oil transfer pump
HH4 Heating coil LSL Level switch low
HP1 Fuel pressure pump PDI Diff. pressure indicator All heavy fuel pipes have to be insu-
HP2 Fuel stand-by pressure pump PDSH Diff. pressure switch high lated.
HP3 Fuel circulating Pump PDSL Diff. pressure switch low ---- heated pipe
HP4 Fuel stand-by circulating Pump PI Pressure indicator
HP5 Heavy fuel transfer pump (separator) PT Pressure transmitter Connecting points:
HP6 Stand-by transfer pump (separator) TI Temperature indicator C76 Inlet duplex filter
HR1 Fuel pressure regulating valve TT Temperature transmitter (PT 100) C78 Fuel outlet
HR2 Viscometer VI Viscosity indicator C81 Drip fuel
HS1 Heavy fuel separator I VSH Viscosity Control switch high C81b Drip fuel
HS2 Heavy fuel separator II VSL Viscosity Control switch low
m
10. Fuel oil system
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 540 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 4000 kW

approx. 99 l volume from 4001 - 20000 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
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10. Fuel oil system
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 Electric

Thermal oil Thermal oil Thermal oil
For power in kW up to (50/60 Hz) 2400/2900 2400/2900 4000/4800 4000/4800 8000/9600 8000/9600
Length in mm 2200 2300 2200 2700 3200 3500
Width in mm 1000 1000 1200 1200 1200 1200
Height in mm 2100 2100 2000 2000 2000 2000
Weight (approx.) in kg 1700 2500 2300 2400 2500 2700
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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.
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.
m
Lube oil quantities/- change intervals: Circulating quantity:

approx. 0.8 l/kW output with wet sump design
approx. 1.3 l/kW output with separate tank
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 opti-
mum condition can be reached.
Force pump (fitted) LP 1: Gear type pump
Lub oil stand-by force pump (separate) LP 2: - principle per engine

- in case of Caterpillar Motoren supply vertical design
only
- Prelubrication pressure pump only for inland water
way vessel and multi engines plants
Suction pump (fitted) LP 3: Option for the operation with high level tank
Lub oil stand by suction pump (separate)

LP 4: - Option for the operation with high level tank
- principle per engine
- in case of Caterpillar Motoren supply vertical design
only
- Prelubrication suction pump only for inland water way
vessel and multi engine plants
Strainer LF 4: Mesh size 2 - 3 mm - to be supplied by the yard
m
Self cleaning filter LF 2: Mesh size 30 m sphere passing mesh, type 6.46, make Boll
& Kirch*. Without by-pass filter. Without flushing oil treat-
ment.
* In case of Caterpillar Motoren supply.
Dismantling of sieve 300 mm
Type A B C E F S X Y Weight
Engine
6.46 mm mm mm mm mm mm mm mm kg
6 M 25 C DN 80 435 170 615 205 255 400 160 160 77
8/9 M 25 C DN 100 485 200 615 245 295 400 180 180 112
Self cleaning filter (fitted) LF 2: (Option)
Duplex filter (fitted) LF 1: Mesh size 80 m

Differential pressure indication and alarm contact fitted.
Omitted if LF 2 is fitted
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Cooler (separate) LH 1: Plate type (plates made of stainless steel)
Temperature controller (separate) LR 1: P-controller with manual emergency adjustment
DN D F G H [kg]
6 M 25 C 80 200 171 267 151 27
8/9 M 25 C 100 220 217 400 167 47
Discharge to circulating tank: DN 200 at flywheel or counter flywheel side. Compensator to

be supplied by the yard.
Circulation tank: Volume

1.7 Peng. [kW]
V [m3] =
1000
In case of a high level tank max. 2.5 m height above crank-

shaft.
Oil filling approx. 80 % of tank volume.
m
Recommendation of pipe location in the circulating tank
Flushing oil from automatic filter

Separator suction pipe Separator return pipe
Suction pipe force pump

Suction pipe stand-by force pump
Discharge from engine
Option (for MGO and MDO only): Deep oil pan (wet sump)
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 80 must be equipped with a condensate

trap and drain. It has to be arranged separately for each en-
gine. Crankcase pressure max. 150 Pa (15 mm WC).
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Treatment at MGO/MDO operation
The service life of the lube oil will be extended by by-pass

treatment.
Centrifuge (Option, fitted on the engine)

LS 2: Minimum requirement
Separator LS 1: Recommended
Design:
- Separating temperature 85 - 95 C
- Quantity to be cleaned three times/day
- Self cleaning type
Separation capacity
Veff [l/h] = 0.18 Peng [kW]
Treatment at heavy fuel operation
Separator LS 1: Required with the following design:

- Separating temperature 95 C
- Quantity to be cleaned five times/day
- Self cleaning type
Separation capacity
Veff [l/h] = 0.29 Peng [kW]
m
MGO/MDO operation (wet sump)
General notes:
For location, dimensions and
design (e. g. flexible connec-
tion) of the connecting points
see engine installation draw-
ing.
The separator (LS1) can be
omitted for engine with fitted
centrifuge (LS2).
Notes:
f Drain
h Please refer to the meas-
uring point list regarding
design of the monitoring
devices
o See "crankcase ventila-
tion installation instruc-
tions" 4-A-9570
p Free outlet required
* Option
Accessories and fittings: Connecting points:

LF1 Duplex luboil filter LI Level indicator C46a Stand-by force pump, suction side
LF2 Self cleaning luboil filter LSL Level switch low C55c Connection flushing pipe automatic
LF4 Suction strainer PDI Diff. pressure indicator filter
LH1 Luboil cooler PDSH Diff. pressure switch high C58 Force pump, delivery side
LH2 Luboil preheater PI Pressure indicator C59 Luboil inlet, luboil cooler
LP1 Luboil force pump PSL Pressure switch low C60 Separator connection, suction side or
LP2 Luboil stand-by force pump PSLL Pressure switch low drain or filling pipe
LP9 Transfer pump (separator) PT Pressure transmitter C61 Separator connection, delivery side
LR1 Luboil temperature control valve TI Temperature indicator or from bypass filter
LR2 Oil pressure regulating valve TSHH Temperature switch high C61b Inlet luboil centrifuge
LS1 Luboil separator TT Temperature transmitter (PT 100) C62 Drip oil, duplex filter
LS2 Luboil centrifuge C91 Crankcase ventilation to stack
LT2 Oil pan
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General notes:
For location, dimensions and design (e. g. Notes:
flexible connection) of the connecting h Please refer to the measuring point list
points see engine installation drawing. regarding design of the monitoring
devices
l A separator is required for heavy fuel
Accessories and fittings: operation
LF1 Duplex luboil filter o See "crankcase ventilation installation
LF2 Self cleaning luboil filter LI Level indicator instructions" 4-A-9570
LF4 Suction strainer LSL Level switch low p Free outlet required
LH1 Luboil cooler LSH Level switch high y Provide an expansation joint
LH2 Luboil preheater PDI Diff. pressure indicator z Max. suction pressure 0.4 bar
LP1 Luboil force pump PDSH Diff. pressure switch high
LP2 Luboil stand-by force pump PI Pressure indicator Connecting points:
LP5 Prelubrication pump PSL Pressure switch low C51 Force pump, suction side
LP9 Transfer pump (separator) PSLL Pressure switch low C53 Luboil discharge
LR1 Luboil temperature control valve PT Pressure transmitter C58 Force pump, delivery side
LR2 Oil pressure regulating valve TI Temperature indicator C59 Luboil inlet, luboil cooler
LS1 Luboil separator TSHH Temperature switch high C62 Dripoil, duplex filter
LT1 Luboil sump tank TT Temperature transmitter (PT 100) C91 Crankcase ventilation to stack
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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.
Two-circuit cooling: with two-stage charge air cooler.
HT-fresh water pump (fitted) FP 1: Capacity: acc. to heat balance

HT-fresh water pump (stand-by) FP 5
LT-fresh water pump (fitted) FP 2: Capacity: acc. to heat balance

LT-fresh water pump (stand-by) FP 6
HT-temperature controller (separate) FR 1: P-controller with manual emergency adjustment (basis).
LT-temperature controller (separate) FR 2: P-controller with manual emergency adjustment (basis).

Option: PI-controller with electric drive.

DN D F G H [kg]
6/8/9 M 25 C HT
80 200 171 267 151 27
6 M 25 C LT*
8/9 M 25 C LT* 100 220 217 403 167 47
* Minimum, depending on total cooling water flow
m
Preheater (separate) FH 5/FP 7: Consisting of circulating pump (5 m3/h), electric

heater (18 kW) and switch cabinet. Voltage 400 - 480,
frequency 50/60 Hz. Weight 95 kg.
Charge air heating CR 4:: Control unit for charge air heating in part load con-
dition with electric/pneumatic 2 position flap.
Option:
Charge-air thermostat (separate) CR 1: PI-controller with electric drive
m
HT-cooler (separate) FH 1: Plate type (plates made of titanium), size depending on the
total heat to be dissipated.
LT-cooler (separate) FH 2: Plate type (plates made of titanium), size depending on the
total heat to be dissipated.
Header tank FT 1/FT 2: - Arrangement: min. 4 m above crankshaft centre line.

- Size acc. to technical engine data.
- All continuous vents from engine are to be connected.
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
m
Heat balance 6 M 25 C
m
m
m
General notes: Notes:

For location, dimensions and design (e. g. flexible connection) of the connecting points see engine b Measurement min 2.0 m dis-
installation drawing. With skin cooler not required: - Seawater system (SP1, SP2, SF1, ST1) tance to C17
Temp. control valve FR3 required, if heat recovery installed. e Bypass DN 12
f Drain
Accessories and fittings: FT1 Compensation tank HT
h Please refer to the measuring
CH1 Charge air cooler HT FT2 Compensation tank LT
point list regarding design of
CH2 Charge air cooler LT LH1 Luboil cooler
the monitoring devices
CR4 Flap for charge preheating LH3 Gear luboil cooler
m Air supply 2 - 10 bar
DH3 Fuel oil cooler for MDO operation SF1 Seawater filter
FH1 Freshwater cooler HT * SP1 Seawater pump
For temp. control valve P-type
FH2 Freshwater cooler LT * SP2 Seawater stand-by pump
FR1, FR2, FR3 alternative PI-type
FH3 Heat Consumer ST1 Sea chest
possible
FH5 Freshwater preheater LI Level indicator
FP1 Freshwater pump (fitted on engine) HT LSL Level switch low
Connecting points:
FP2 Freshwater pump (fitted on engine) LT PI Pressure indicator
C14 Charge air cooler LT, inlet
FP5 Freshwater stand-by pump HT PSL Pressure switch low
C15 Charge air cooler LT, outlet
FP6 Freshwater stand-by pump LT PSLL Pressure switch low
C17 Charge air cooler HT, outlet
FP7 Preheating pump PT Pressure transmitter
C21 Freshwater pump HT, inlet
FR1 Temperature control valve HT TI Temperature indicator
C22 Freshwater pump LT, inlet
FR2 Temperature control valve LT TSHH Temperature switch high
C23 Stand-by pump HT, inlet
FR3 Flow. temperature control valve HT TT Temperature transmitter (PT 100)
C28 Freshwater pump, LT, outlet
* Classification society requirements have to be taken into account C37 Vent
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13. Flow velocities in pipes
Example: di = 100 mm, V = 60 m3/h

Velocity in the pipe 2,1 m/s
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14. Starting air system
Requirement of Classification Societies (regarding design)
- No. of starts: 6
- No. of receivers: min. 2
Receiver capacity acc. to GL recommendation AT 1/AT 2
6/8/9 Cyl.
Single-engine plant 2 x 250 l
Twin-engine plant 2 x 500 l
Receiver capacity L D Weight

Valve head
[l] mm mm approx. kg
250 2960 480 DN 38 230
500 3470 480 DN 50 320
1 Filling valve DN 18
2 Pressure gauge G 1/4
3* Relief valve DN 7
4 Drain valve DN 8
5 Drain valve DN 8 (for vertical position)
6 Connection aux. air valve G1/2
7 To starting valve at engine
8 Typhon valve DN 16
Option:
* with pipe connection G 1/2
When CO2 fire extinguishing plants are arranged in the engine room, the blow-off connection of the
safety valve is to be piped to the outside.
m
14. Starting air system
Compressor AC 1/AC 2: 2 compressors with a total output of 50 % each are required.
The filling time from 0 to 30 bar must not exceed 1 hour.
Capacity
.
V [m3/h] = VRec. 30
VRec. = Total receiver volume [m]
General notes:
For location, dimensions and design (e. g. flexible connection) of
the connecting points see engine installation drawing.
Clean and dry starting air is required. A starting air filter has to
be installed before engine, if required.
AC1 Compressor
The air receivers are to be drained sufficiently at least once per
AC2 Stand-by compressor
day.
AR1 Starting valve
AR4 Pressure reducing valve
Notes: AR5 Oil and water separator
a Control air AT1 Starting air receiver (air bottle)
d Water drain (to be mounted at the lowest point) AT2 Starting air receiver (air bottle)
e To engine no. 2 PI Pressure indicator
h Please refer to the measuring point list regarding design of PSL Pressure switch low, only for main engine
the monitoring devices PT Pressure transmitter
* Automatic drain required
AT1/AT2 Option:
Connecting points: - Typhon valve
C86 Connection, starting air - Relief valve with pipe connection
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.
- The max pressure loss (incl. silencer and exhaust gas
boiler) of 30 mbar is applicable as value for the total flow
resistance of plants with separate intake air filter!
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.
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16. Exhaust system
Position of exhaust gas nozzle: A nozzle position of 0, 30, 45, 60 and 90 is possible.
The exhaust outlet of the turbocharger has a fixed position
of 45.
Transition pieces for outlets of 0, 30, 60 and 90 are
available.
Exhaust compensator:
Diameter DN Length [mm] Weight [kg]
6 M 25 C 500 360 42
8/9 M 25 C 600 450 76
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.
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
m
16. Exhaust system
Exhaust sound power level not attenuated [1 x 1 m]
6 M 25 C (1900 kW/720 rpm, 1980 kW/750 rpm)

160
150
140
139
137 138
LwOct [dB]
130 130
(reference 10-12 W) 132 132 129
120
122 119
110
100
0.031 0.063 0.125 0.25 0.5 1 2 4 8 f [kHz]
8 M 25 C (2540 kW/720 rpm, 2640 kW/750 rpm)

160
150
140 140 139 139

LwOct [dB] 134
(reference 10-12 W) 130 133 132 130
125
120
122
110
100
0.031 0.063 0.125 0.25 0.5 1 2 4 8 f [kHz]
9 M 25 C (2850 kW/720 rpm, 2970 kW/750 rpm)

160
150
140
LwOct [dB] 140 140 139
(reference 10-12 W) 130 135
133 132 131
126
120
123
110
100
Tolerance + 2 dB 0.031 0.063 0.125 0.25 0.5 1 2 4 8 f [kHz]
m
16. Exhaust system
Exhaust data: Tolerance: 5%
Atmospheric pressure: 1 bar
Relative humidity: 60 %
Constant speed
Intake air temperature: 25 C

Output %
Output Output [kW]
[kW] [kg/h]
[C]
100 90 80 70 60 50
1900 1710 1520 1330 1140 950
1900 14845 13570 12385 11200 10100 7686
312 313 313 315 319 339
6 M 25 C
1980 1782 1584 1386 1188 990
1980 16120 13540 12500 10833 9375 7850
290 285 285 285 305 318
2540 2286 2032 1778 1524 1270
2540 19100 17940 16560 15000 13415 10100
335 323 320 315 315 335
8 M 25 C
2640 2376 2112 1848 1584 1320
2640 20070 17710 16050 14270 12500 10800
316 312 309 303 308 313
2850 2565 2280 1995 1710 1425
2850 22030 20442 18650 16850 15825 11925
338 324 320 315 318 329
9 M 25 C
2970 2673 2376 2079 1782 1485
2970 22000 19375 17920 16460 14060 12170
320 317 309 309 312 316
Intake air temperature: 45 C

Output %
Output Output [kW]
[kW] [kg/h]
[C]
100 90 80 70 60 50
1900 1710 1520 1330 1140 950
1900 14250 13027 11890 10750 9700 7380
331 332 332 334 338 359
6 M 25 C
1980 1782 1584 1386 1188 990
1980 14146 12920 11355 10312 8960 7590
306 302 302 302 323 337
2540 2286 2032 1778 1524 1270
2540 18335 17222 15900 14400 12900 9700
355 342 339 334 336 355
8 M 25 C
2640 2376 2112 1848 1584 1320
2640 18044 16666 15210 13545 11875 10171
335 331 321 322 327 332
2850 2565 2280 1995 1710 1425
2850 21150 19624 17905 16175 15192 11448
358 343 339 334 337 349
9 M 25 C
2970 2673 2376 2079 1782 1485
2970 19600 18230 16980 15375 13333 11480
339 336 328 328 332 335
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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.
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 25 C 500 950 588 3185 710 3940 750
8/9 M 25 C 600 1100 659 3760 1100 4760 1300
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.
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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: 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.
Water flow Injection time

[l/min] [min]
6/8/9 M 25 C 6 - 18 15 - 20
C42 Fresh water supply, 16

C36 Drain, 25
Dirty water tank
Connection of C42 with quick coupling device

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17. Air borne sound power level
The airborne noise of the engines is measured as a sound power level according to EN ISO 9614-2/
Accuracy class 3.
6 M 25 C (1900 kW/720 rpm, 1980 kW/750 rpm)
125
120
117
115
LwOct [dB] 112 111
111
(reference 10-12 W) 110 111
108 105
105
100
95
0.063 0.125 0.25 0.5 1 2 4 [kHz]
8 M 25 C (2540 kW/720 rpm, 2640 kW/750 rpm)
125
120
117
115 116 112
LwOct [dB] 115
113 113 110
(reference 10-12 W) 110
105
100
95
0.063 0.125 0.25 0.5 1 2 4 [kHz]
9 M 25 C (2850 kW/720 rpm, 2970 kW/750 rpm)
125
120
120 118
114
LwOct [dB] 115
116 111
(reference 10-12 W) 113 113
110
105
100
95
Tolerance + 2 dB 0.063 0.125 0.25 0.5 1 2 4 [kHz]
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18. Foundation
External foundation forces and frequencies:
The following information is relevant to the foundation design and the aftship structure.
The engine foundation is subjected to both static and dynamic loads.
1. Static load: The static load results from the engine weight which is dis-
tributed approximately evenly over the engines foundation
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 the
same amount.
Output Speed TN
[kW] [1/min] [kNm]
1900 720 25.3
6 M 25 C
1980 750 25.2
2540 720 33.7
8 M 25 C
2640 750 33.6
2850 720 38.0
9 M 25 C
2970 750 37.8
Support distance a = 1210 mm

F = TN / a
2. Dynamic load: The dynamic forces and moments are superimposed on the
static forces. They result on the one hand from the firing
forces causing a pulsating torque and on the other hand
from the external mass forces and mass moments.
The tables indicate the dynamic forces and moments as

well as the related frequencies.
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18. Foundation
Output Speed Frequency Mx

Order-No.
[kW] [rpm] [Hz] [kNm]
3 36 20.7
1900 720
6 72 10.4
6 M 25 C
3 37.5 20.6
1980 750
6 75 10.4
4 48 36.1
2540 720
8 96 4.7
8 M 25 C
4 50 36.0
2640 750
8 100 4.6
4.5 54 33.9
2850 720
9 108 3.0
9 M 25 C
4.5 56.25 33.8
2970 750
9 112.5 3.0
Output Speed Order-No. Frequency My Mz

[kW] [rpm] [Hz] [kNm] [kNm]
1900 720
6 M 25 C
1980 750
2540 720
8 M 25 C
2640 750
1 12 8.6
2850 720
2 24 7.2
9 M 25 C
1 12.5 9.3
2970 750
2 25 7.8
All forces and moments not indicated are irrelevant or do not occur. The effect of these forces and
moments on the ships foundations depends on the type of engine mounting.
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18. Foundation
2.1 Rigid mounting: The vertical reaction forces resulting from the torque varia-
tion Mx are the most important disturbances to which the
engine foundation is subjected. As regards dynamic load,
the indicated moments Mx only represent the exciting val-
ues and can only be compared among each other. The ac-
tual forces to which the 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 vibra-

tions in the ships structure, the natural frequencies of im-
portant components and partial structures must be suffi-
ciently far away (+ 30%) from the indicated main exciting
frequencies.
2.2 Resilient mounting: The dynamic foundation forces can be considerably re-
duced by means of resilient engine mounting.
General note: The shipyard is solely responsible for the adequate design
and quality of the foundation.
Information on foundation bolts (required pretightening tor-

ques, elongation, yield point), steel chocks, side stoppers
and alignment bolts is to be gathered from the foundation
plans.
Examples "for information only" for the design of the screw

connections will be made available as required.
If pourable resin is used it is recommendable to employ au-

thorized workshops of resin manufacturers approved by the
classification societies for design and execution.
It has to be taken into account that the permissible surface

pressure for resin is lower than for steel chocks and there-
fore the tightening torques for the bolts are reduced corre-
spondingly.
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18. Foundation
Rigid mounting
Side stoppers 1)
6 M 25 C 8/9 M 25 C 1 pair at end of bed plate
2)
1 pair at end of cylinder housing and
1) 2)
1 Pair 2 Pairs 1 pair between cyl. 4 and 5.
Side stopper to be with 1 wedge (see sketch). Wedge to be placed at operating temperature and se-
cured by welding.
Dimensioning according to classification society and cast resin suppliers requirements.
Number of Bolts Fitted bolts Foundation bolts

6 M 25 C 4 24
8 M 25 C 4 32
9 M 25 C 4 36
Jacking Bolts - To be protected against contact/bond with resin

- After setting of resin dismantle the jacking screws completely
To be supplied by yard: Foundation bolts, fitted bolts, nuts and tension sleeves, side stoppers,
steel chocks, cast resin
The shipyard is solely responsible for adequate design and quality of the foundation.
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18. Foundation
Rigid mounting
Proposal for rigid mounting
Pre-tightening force
Cast resin Steel
Through bolts M 24 Fitted bolts M 24 Through bolts M 24 Fitted bolts M 24
[N] [N] [N] [N]
100000 100000 170000 170000
Bolts and chocks are yard supply. Design responsibility is with the yard.
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18. Foundation
Resilient mounting
Major components:
- Conical rubber elements for active isolation of dynamic engine forces and structure born noise are
combined horizontal, lateral and vertical stoppers to limit the engine movements.
- Dynamically balanced highly flexible coupling.
- Flexible connections for all media.
- Special designed exhaust gas below.
Details are shown on binding installation drawings.
No. of elements: Conical elements

6 M 25 C 6
8 M 25 C 8
9 M 25 C 8
Important note:
- The resilient mounting alone does not provide garant for a quiet ship. Other sources of noise like
propeller, gearbox and aux. engines have to be considered as well.
- Radial restoring forces of the flexible coupling (due to seaway) may be of importance for the layout
of the reduction gear.
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18. Foundation
Structure borne
Structure borne sound level Lv, expected (measured in the test cell)
110
100
90
Lv Oct [dB]
(reference 80
5*10-8 m/s) 70 above
60
50
below
40
30
20
0.031 0.063 0.125 0.25 0.5 1 2 4 8
Frequency [kHz]
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19. Power transmission
Coupling between engine and gearbox
For all types of plants the engines will be equipped with flexible flange couplings.
The guards for the flexible couplings should be of perforated plate or gratings to ensure an optimum
heat dissipation (yard supply).
Mass moments of inertia
Speed Engine * Flywheel Total

2 2 2
[rpm] [kgm ] [kgm ] [kgm ]
6 M 25 C 135 355
8 M 25 C 720/750 205 220 425
9 M 25 C 215 435
* Running gear with balance weights and vibration damper
Selection of flexible couplings
The calculation of the coupling torque for main couplings is carried out acc. to the following formula.
Po [kW]
T KN [kNm] > 9.55
no [min-1]
Po Engine output
no Engine speed
TKN Nominal torque of the coupling in the catalog
For installations with a gearbox PTO it is recommended to oversize the PTO coupling by the factor 1.5
in order to have sufficient safety margin in the event of misfiring.
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Fly wheel and flexible coupling
1)
without torsional limit device
2)
with torsional limit device
3)
length of hub
4)
Alignment control (recess depth 5 mm)
Nominal
Power Speed torque of Type Vulkan Rato-R Weight
coupling
4) 3) 1) 2)
Size d L1 L2
[kW] [rpm] [kNm] Rato-R [mm] [mm] [mm] [kg] [kg]
6 M 25 C 2000 750 31.5 G 262 ZR
8 M 25 C 2640 750 40.0 G 262 TR 800 594 309 333 352
9 M 25 C 3000 750 45.0 G 262 YR
Space for OD-Box to be considered!
Couplings for twin rudder propeller have to be designed with a supplementary torque of 50 %.
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Power take-off
The PTO output 6, 8 and 9 M 25 C in equal to the engine output.
The connection requires a highly flexible coupling, type Vulkan (if supplied by Caterpillar Motoren).
A combination (highly flexible coupling/clutch) will not be supplied by Caterpillar Motoren. The weight
force of the clutch cannot be absorbed by the engine and must be borne by the succeeding machine.
The coupling hub is to be adapted to suit the PTO shaft journal.
The definite coupling type is subject to confirmation by the torsional vibration calculation.
X Y Z
< 1000 kW 100 170 1320
< 2700 kW 157 240 1320
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Voith propeller drive, rudder-propeller-drive
All components after flex. coupling are not supplied

by Caterpillar Motoren!
All components after flex. coupling are not supplied

by Caterpillar Motoren!
P/n A B
[kW/rpm] [mm] [mm]
6 M 25 C 2.7 1823 1261
8 M 25 C 3.5 1823 1261
9 M 25 C 4.0 1823 1261
B Is valid for Vulkan Rato-couplings
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20. Data for torsional vibration calculation
Details to be submitted for the torsional vibration calculation
A torsional vibration calculation is made for each installation. For this purpose exact data of all compo-
nents are required. See table below:
1. Main propulsion
Clutch existing ? yes no
Moments of Inertia: Engaged ............. kgm Disengaged: .............. kgm
Flexible Coupling: Make .................. Type: ....... Size
Gearbox: Make ................... Type: ....... Gear ratio .........
Moments of Inertia and dyn. torsional rigidity (Mass elastic system)
Shaft drawings with all dimensions
CPP D = ............ mm Blade No. ........
Moments of Inertia: in air ............. kgm / in water = ............. kgm
Exciting moment in percent of nominal moment = ............. %
Operation mode CPP: const. speed Combinator:
Speed range from: ................. rpm
Normal speed range: CPP = 0.6 Nominal speed
2. PTO from gearbox: yes no

If yes, we need the following information:
Clutch existing? yes no
Moments of Inertia: Engaged: ............ kgm2 Disengaged: .............. kgm
Flexible coupling: Make: .............. type .................... Size ..............
Gearbox: .................. Make: .............. type .................... Gear ratio: .............
Moments of Inertia and dyn. torsional rigidity (Mass diagram)
Kind of PTO driven machine: ............................ Rated output .............. kW
Power characteristics, operation speed range .............. rpm
3. PTO from free shaft end: yes no

If yes, we need the following information:
Clutch existing? yes no
Moments of Inertia: Engaged: ............ kgm2 Disengaged: .............. kgm
Flexible coupling: Make ............. type .................... Size ..............
Gearbox: .................. Make ............. type .................... Gear ratio .............
Moments of Inertia and dyn. torsional rigidity (Mass diagram)
Kind of PTO driven machine: ........................... Rated output .............. kW
Power characteristics, operating speed range .............. rpm
4. Explanation:
Moments of Inertia and dyn. torsional rigidity in absolut dimensions, i. e. not reduced.
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21. Control and monitoring system
Engine control panel
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Remote control for reversing gear plant
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Remote control for reversing gear plant
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Remote control for CP propeller plant
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Remote control for twin engine plant with one propeller
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Electric remote control/Fixed rudder propeller
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Electric remote control/Voith-propeller propulsion
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Speed control
Main engines are equipped with a mech./hydr. speed governor (milliampere speed setting). With the
following equipment:
- Stepper motor in the top part of the governor for remote speed control
- Separate stepper motor control with adjustable speed range and speed ramp. Voltage supply =
24 V DC
The control is fitted easily accessible on the engine in the terminal board box (X3) especially provided
for control components.
The set speed value of
nmin = 4 mA
nmax = 20 mA
is converted into a current required by the stepper motor.
- Speed setting knob (emergency speed setting)

- Shut-down solenoid (24 V DC/100 % duty cycle) for remote stop (not for automatic engine stop).
- Steplessly adjustable droop on the governor from 0 - 10 %
- Standard setting: 0 %
- Device for optimization of the governor characteristic
- Serrated drive shaft (for easy service)
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Speed control
Twin engine plant with one CPP: The engines are equipped with an actuator (optional with mech.
back-up). Electronic governors are installed in a separate con-
trol cabinet.
The governor comprises the following functions:
- Speed setting range to be entered via parameters

- Adjustable acceleration and deceleration times
- Starting fuel limiter
- Input for stop (not emergency stop)
- 18 - 32 V DC voltage supply
- Alarm output
- Droop operation (primary shaft generator)
- Isochronous load distribution by master/slave princip for twin
engine propulsion plants via double-reduction gear
Twin engine plant with one CPP Single engine plant with CPP
Control cabinets electronic governor Woodward 723+ (standard)

Regulateurs Europa Viking 35 (option)
Cabinets with different dimentions
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Engine monitoring
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List of measuring point: Main engine M 25 C all classes
Measur.- Monitoring point Abbrev. Action Sensor Remarks

point Fitted Separate
Starting stand-by pump from
1104 Luboil pressure PAL OA B
pump control
1105 Luboil pressure PAL OA A1
OA
1106 Luboil pressure PALL
MS
B1
Luboil differential pressure

1111 duplex filter
PDAH OA B1 Only if 1112 separate
Luboil differential pressure

1112 selfcleaning filter
PDAH OA B1 B1
Lubricating oil temperature

1202 engine inlet
TAH OA A1
Lubricating oil temperature OA

1203 engine inlet
TAHH
AD
B1
Smoke concentration Above 2200 kW

1251 crankcase
QAH OA B1
1 device f. 1251+1253
Smoke concentration OA Above 2200 kW
1253 crankcase
QAH
MS
B1
1 device f. 1251+1253
1301 Luboil level wet sump plan LAL OA B1 Not provided with dry sump
Only at high tank
1315 Niveau dry sump LAH OA B1 Starting stand-by luboil
suction pump
FW pressure high temp. Starting stand-by pump from
2101 circuit engine inlet
PAL OA B
pump control
FW pressure high temp.
PAL OA A1
FW pressure high temp. OA

PALL
MS
B1
FW pressure low temp. circuit Starting stand-by pump from

2111 cooler inlet
PAL OA B
pump control
FW pressure low temp. circuit
2112 cooler inlet
PAL OA A
FW temp. high temp. circuit

2211 engine outlet
TAH OA A1
Fresh water temp. high temp. OA

2212 circuit engine outlet
TAHH
AD
B1
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Fresh water temp. low temp.
2229 circuit
TI A
Oil ingress in fresh water

2321 cooler outlet
QAH OA B Option
Not provided with HFO

Fuel oil pressure
5101 engine inlet
PAL OA B Starting stand-by pump
from pump control
Fuel oil pressure
5102 engine inlet
PAL OA A
Fuel oil pressure Starting stand-by pump from

5105 pressure pump
PAL OA B*
pump control
Fuel oil differential pressure
5111 before and after filter
PDAH OA B1

5112 PDAH OA B*
before and after autom. filter
Fuel oil differential pressure Starting stand-by pump
5115 PDAL OA B*
from pump control
circulating pump
5116 before and after circulating PDAL OA B*
pump
Fuel oil temperature
5201 TAL OA A1 1 Sensor f. 5201+5202
engine inlet
Fuel oil temperature
5202 TAH OA A 1 Sensor f. 5201+5202
engine inlet
Fuel oil viscosity 1 Sensor f. 5251, 5252 +
5251 VAH OA A*
(5253 DICARE if available)
engine inlet
Fuel oil viscosity 1 Sensor f. 5251, 5252 +
5252 VAL OA A*
(5253 DICARE if available)
engine inlet
5301 Level of leak fuel LAH OA B1
5333 Fuel level mixing tank LAL OA B*
Starting air pressure engine
6101 inlet
PAL OA A1
Shut down air pressure on

6105 engine
PAL OA B1
Charge air temperature

7201 engine inlet
TAH OA A
* located in the fuel pressure system
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7301 Water in charge air manifold QAH OA B
Exhaust gas temp. deviation TAH OA
8211 from average each cylinder TAHH AD
A
Exhaust temperature after TAH OA

8221 turbocharger TAHH AD
A1
Exhaust temperature before TAH

8231 turbocharger TAHH
OA A1
9401 Engine speed S B1 Alarm suppression

Start/stop luboil stand-by
9402 Engine speed S B1
pump
Engine speed
9403 n < 0,7 n nom
S B1 Alarm suppression
OA
9404 Engine overspeed S
MS
B1
Start/stop of luboil gear box

9411 Engine speed S B stand-by pump from pump
control
9419 Engine speed NI A1
Load/>=Engine limit curve Overload indication
9531 speed governor
GI B1
(CP-propeller)
Load/>=Engine limit curve Load control
9532 speed governor
GI A1
(CP-propeller)
9561 Barring gear engaged S B1 Start interlock
Electronic units/terminal point
9601 X1/voltage failure
S OA B1
RPM switch/voltage failure/

9611 wire break
S OA B1
only with electronic

9615 Failure electronic governor S OA B
governor
OA only with electronic
9616 Failure electronic governor S
MS
B
governor
Exhaust gas temp. average
9622 equipment, voltage failure
S OA B1
Crankcase oil mist detector

9631 voltage, lens/lamp
QA OA B If provided
9671 Safety system failure OA B1

Electrical start/stop
9717 equipment/voltage failure
OA B1
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Temperature controller
9751 voltage failure
OA B1 Dependent from system
Viscosity control, voltage

9761 failure
OA B Dependent from system
Freshwater preheater, voltage

9771 failure
Fuel oil preheater, voltage

9775 failure
Option: Modbus connection to alarm system
Abbreviations
1 = Min. requirements for inland vessel MDO OA = Visual and audible alarm
B = Binary sensor AD = Autom. speed/load reduction
A = Analogue sensor MS = Autom. engine stop
GI = Position indication QA = Measurement alarm
LAH = Level alarm high QAH = Measurement alarm high
LAL = Level alarm low S = Speed
NI = Speed indication TAH = Temperature alarm high
P = Pressure TAHH = Temperature alarm high high
PAL = Pressure alarm low TAL = Temperature alarm low
PALL = Pressure alarm low low TI = Temperature indication
PDAH = Pressure difference alarm high VAH = Viscosity alarm high
PDAL = Pressure difference alarm low VAL = Viscosity alarm low
PI = Pressure indication
Sensors for DICARE see chapter 22
DICARE Indicators
"OFF" Remote Turbocharger Remote indicator
Line At the engine Monitor Remote indicator speed engine speed
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96 x 96 * option option option

Fuel temperature at engine inlet
M 25 C Propulsion
Differential pressure fuel filter
M ean injection pump rack position
Luboil temperature at engine inlet Signal type
4-20 mA
Differential pressure luboil filter
Freshwater temperature at engine inlet HT
Freshwater temperature at engine outlet HT
0 - 10 V
0 - 10 V
Freshwater temperature before intercooler

Freshwater temperature after intercooler
Freshwater temperature before turbocharger (mA)
Display
Freshwater temperature after turbocharger
Differential pressure intercooler (separate) Analog-monitoring
Charge air temperature before engine equipment *
mV mA V mA V
Freshwater temperature LT
Gauge board (fitted on engine) Sensor Signals from the RPM switch
* not Caterpillar Motoren supply

Fuel pressure engine unit
Luboil pressure
Freshwater pressure HT
Freshwater pressure LT
Start air pressure
Local and remote indicators
Charge air pressure after intercooler

Remote indication interfacing

1)
Engine speed
Turbocharger speed
Charge air temperature before intercooler
2)
Exhaust gas temperature after cylinder
Exhaust gas temperature before turbocharger
2)
Exhaust gas temperature after turbocharger
Separate indicators
Service hour counter
1)
Alternatively 144 x 144 Option
2)
Only 288 x 144, unattended operation not with DICARE ON-LINE
182 x 96 attended engine room
87
m
Protection system Version = unattended engine room seagoing vessel
Operating voltage: 24 V DC
Type of protection: IP 55 for wall-mounting type housing
IP 20 for 19" subrack type
Protection against false polarity and transient protection provided.
Designed for: 6 starting interlock inputs

6 automatic stop inputs
4 automatic reduction inputs
4 manual stop inputs
The input and output devices are monitored for wire break.
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Protection system
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Rpm switch system Operating voltage: 24 V DC

Type of protection:
IP 55 for wall-mounting type housing
IP 20 for 19" subrack type
Designed for:
8 rpm switching points
Analogue outputs for speed:
2 x 0-10 V, 2 x 4-20 mA, 2 x frequency
Analogue outputs for fuel rack position:
0 - 10 V, 2 x 4-20 mA plus 2 binary outputs
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Rpm switch system
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22. Diagnostic system DICARE
DICARE is an efficient expert system which collects permanently the actual operating data of the en-
gine, scales them to ISO condition, compares them with the nominal values and evaluates all detected
deviations from these nominal values. Out of this comparison a printable diagnosis results which ease
condition based maintenace considerably.
The sensor equipment of the engine laid out for the "on-line operation" with analogue transmitters via
a data converter feeds the PC with measured data on-line for evaluation and storing. Due to the auto-
matically established history files trends can be made visible.
Benefits of DICARE:
Early detection of wear.

Optimum operating condition due to clearly laid out display of deviating engines parameters.
Reduction of maintenance cost due to recognition of trends.
Longer service life of components due to display of comparison of actual vs. desired values.
Information about the engine condition by means of remote access possibilities.
Allows personnel and material planning by early, condition-based recognition of contamination or
wear.
Option:
Installed in junction box
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22. Diagnostic system DICARE
Transmitter for DICARE ON-LINE M 25 C
Designation Transmitter Signal Meas. point no. Location

CM
Fuel viscosity 4 - 20 mA 5253 L
Fuel temperature after viscomat PT 100 5206 L
Fuel temperature at engine inlet PT 100 5201 M

Injection pump rack position 4 - 20 mA 9509 DS
Lube oil pressure 4 - 20 mA 1105 M
Lube oil temperature at engine inlet PT 100 1202 M

Freshwater pressure HT 4 - 20 mA 2102 M
Freshwater temperature at engine inlet HT PT 100 2201 M

Freshwater temperature at engine outlet HT PT 100 2211 M
Differential pressure charge air cooler 4 - 20 mA 7307 M
Intake air pressure 4 - 20 mA 6181 M

Intake air temperature before turbocharger PT 100 7206 M
Charge air pressure after intercooler 4 - 20 mA 7109 M

Charge air temperature before intercooler NiCrNi mV 7309 M
Charge air temperature at engine inlet PT 100 7201 M

Exhaust gas temperature for each cylinder and NiCrNi mV 8211/8221 M
after turbocharger
Exhaust gas temperature before turbocharger NiCrNi mV 8231 M

Engine speed 4 - 20 mA 9419 DS
Turbocharger speed 4 - 20 mA 9429 M

Service hour counter (manual input) Counter binary 9409 DS
= Transmitter from engine monitoring
Location
L = Separate
M = Engine
DS = RPM switch system
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23. 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 four major subjects:
1. Maintenance
2. Material management
3. Statistics
4. Budget control.
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 databank 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
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24. 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 registered
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
- starting trials up to a minimum air pressure of 10 bar
- 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 Seff < 0,448 mm f > 2 Hz < 10 Hz

Vibration velocity Veff < 28,2 mm/s f > 10 Hz < 250 Hz
Vibration acceleration aeff < 44,2 m/s2 f > 250 Hz < 1000 Hz
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25. 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:
E2: Diesel-electric propulsion, controllable pitch propeller
Speed [%] 100 100 100 100

Power [%] 100 75 50 25
Weighting factor 0.2 0.5 0.15 0.15
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.
m
26. 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

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.
m
26. Painting/Preservation

- 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:

- 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
m
27. Lifting of engines
For the purpose of transport the engine is equipped with a lifting device which shall remain the prop-
erty of Caterpillar Motoren. It has to be returned in a useable condition free of charge.
m
28. Engine parts
Cylinder head, Weight 240 kg Cylinder liner, Weight 162 kg
Connecting rod, Weight 79 kg Piston, Weight 46 kg
Caterpillar Marine Power Systems
Headquarters Europe, Africa, Middle East Americas Asia Pacific
Caterpillar Marine Caterpillar Marine MaK Americas Inc. Caterpillar Marine Trading Caterpillar Marine Asia
Power Systems Power Systems (Shanghai) Co., Ltd. Pacific Pte Ltd
Neumhlen 9 Neumhlen 9 3450 Executive Way 25/F, Caterpillar Marine Center 14 Tractor Road
22763 Hamburg/Germany 22763 Hamburg/Germany Miramar Park of Commerce 1319, Yanan West Road Singapore 627973/
Miramar, FL. 33025/USA 200050 Shanghai/P. R.China Singapore
Phone: +49 40 2380-3000 Phone: +49 40 2380-3000 Phone: +1 954 447 71 00 Phone: +86 21 6226 2200 Phone: +65 68287-600
Telefax: +49 40 2380-3535 Telefax: +49 40 2380-3535 Telefax: +1 954 447 71 15 Telefax: +86 21 6226 4500 Telefax: +65 68287-624
For more information please visit our website: Subject to change without notice. 2008 Caterpillar All Rights Reserved. CAT, CATERPILLAR, their respective logos,
www.cat-marine.com or www.mak-global.com Leaflet No. 229 07.08 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

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M 25 C Contents

Project Guide Propulsion

Information for the user of this project guide

This edition supersedes the previous edition of this project guide.

Caterpillar Motoren GmbH & Co. KG

Issue Juli 2008

Global Resource from One Source

Providing integrated solutions for your power system means

To find your nearest dealer, simply go to:

1. Engine description 1-2

Cylinder configuration: 6, 8, 9 in-line

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

Engine 720/750 rpm

Reference conditions according to IACS (tropical conditions):

The fuel consumption data refer to the following reference conditions:

Lubricating oil consumption

Actual data can be taken from the technical data.

Nitrogen oxide emissions (NOx-values)

Emergency operation without turbocharger

General installation aspect:

Inclination angles of ships at which engine running must be possible:

Heel to each side: 15

Below 25 % output heavy fuel operation is neither efficient nor economical.

Cleaning run of engine

50 Load increase period

I. Speed range for continuous operation

II. Speed range for short-time operation

Fixed-pitch propeller design Max. output at 100 % rated speed:

A (sec) B (sec) C (sec) D (sec)

6 M 25 C 25 s 20 s visible 8s 40 s 3 min 35 s 3 min invisible 20 s

8 M 25 C 30 s 25 s visible 8s 40 s 3 min 35 s 3 min invisible 20 s

9 M 25 C 30 s 25 s visible 8s 40 s 3 min 35 s 3 min invisible 20 s

For Tugs and Ferries

M 25 C for Tug See above visible 8s 20 s 35 s 20 s 35 s 20 s

M 25 C for Ferry See above visible 8s 30 s 40 s 30 s 40 s 20 s

Pulse-Charging / FPP and Voith

10 % to 100 % 10 % to 50 % MCR 50 % to 100 %

M 25 C 40 s n.a. visible 8s 30 s 40 s n.a. n.a. 20 s

Standard acceleration time will provide longest component lifetimes.

Turbocharger at driving end

Engine Dimensions [mm] Weight with

Piston in transverse direction X1 = 2420 mm

Cylinder Liner in transverse direction Y1 = 2510 mm

Reduced removal height Piston and Liner: 2300 mm

Engine centre distance 6, 8, 9 Cyl. 2500 mm

Turbocharger at free end

Engine Dimensions [mm]

6 M 25 C, Turbocharger at driving end

8 M 25 C, Turbocharger at driving end

9 M 25 C, Turbocharger at driving end

6 M 25 C, Turbocharger at free end

8 M 25 C, Turbocharger at free end

9 M 25 C, Turbocharger at free end

Dimensions [mm] Weight

6 M 25 C 1900 1225 475 1155 552 270

8/9 M 25 C 2130 1225 475 1155 552 295

Charge air cooler cleaning Maintenance Space

Caterpillar Motoren recommends providing right

Turbo- Si- Compres- Turbine Exhaust- Car- Bearing Rotor

563 kg 63 kg 136 kg 125 kg 68 kg 150 kg 100 kg 32 kg

Two fuel product groups are permitted for MaK engines:

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

Max. injection viscosity 12 cSt (2 E)