MAK M32 E Project Guide

M 32 E
PROJECT GUIDE / GENERATOR SET

INTRODUCTION
01
Information for the user of this project guide 02
The project information contained in the following is not binding, since technical data of products may 03
especially change due to product development and customer requests. Caterpillar reserves the right to
modify and amend data at any time. Any liability for accuracy of information provided herein is excluded. 04
Binding determination of data is made by means of the Technical Specilcation and such other agreements 05
as may be entered into in connection with the order. We will supply further binding data, drawings, dia-
grams, electrical drawings, etc. in connection with a corresponding order. 06
This edition supersedes the previous edition of this project guide. 07
All rights reserved. Reproduction or copying only with our prior written consent. 08
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Caterpillar Motoren GmbH & Co. KG 21
P. O. Box, D-24157 Kiel
Germany
Phone +49 431 3995-01
Telefax +49 431 3995-2193
Edition January 2017
Page I / M 32 E Generator Set / 01.2017

INTRODUCTION
01
02 Global Resource from One Source
03 When you select Cat Marine Power for your vessel, look to Cat Financial for worldclass lnancial support.
With marine lending oflces in Europe, Asia and the US supporting Caterpillar’s worldwide marine distribu-
04 tion network, Cat Financial is anchored in your homeport. We also have over 20 years of marine lending ex-
perience, so we understand your unique commercial marine business needs. Whether you’re in the offshore
05 support, cargo, ship assist, towing, lshing or passenger vessel industry, you can count on Cat Financial for
the same high standard you expect from Caterpillar.
06
Marine Financing Guidelines
07
Power: Cat and MaK
08 Financial Products: Construction, term and repower lnancing
Repayment: Loan terms up to 10 years, with longer amortizations available
09 Financed Amount: Up to 80% of your vessel cost
Rates: Fixed or variable
10 Currency: US Dollars, Euros and other widely traded currencies
11 www.cat.com/CatMarineFinance
12 Visit our website or see your local Cat dealer to learn how our marine lnancing plans and options can help
your business succeed.
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Page II / M 32 E Generator Set / 01.2017

INTRODUCTION
01
Global Dealer Network 02
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Commissioning
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Monitoring and 07
Diagnostic Software Training
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Remanufactured Parts Maintenance
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Genuine Spare Parts Overhauls
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Engine Upgrades Repairs
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Customer Support 15
Agreements (CSAs)
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Providing integrated solutions for your power system means much more than just supplying your engines. 19
Beyond complete auxiliary and propulsion power systems, we offer a broad portfolio of customer support
solutions and lnancing options. Our global dealer network takes care of you wherever you are – worldwide. 20
Localized dealers offer onsite technical expertise through marine specialists and an extensive inventory of
all the spare parts you might need. 21
To lnd your nearest dealer, simply go to cat.com/marine
Page III / M 32 E Generator Set / 01.2017

INTRODUCTION
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Certificate No: Initial certification date: Valid:
196529-2016-AE-GER-DAkkS ISO 9001: 03.11.2003 26. October 2016 - 07. October 2019
07 BS OHSAS 18001+ISO 14001: 08.10.2013
This is to certify that the management system of
08
Caterpillar Motoren GmbH & Co. KG
09 Falckensteiner Str. 2, 24159 Kiel, Germany
and the sites as mentioned in the appendix accompanying this certificate

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has been found to conform to the Management System standards:
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ISO 9001:2015
ISO 14001:2015
12 BS OHSAS 18001:2007
13 This certificate is valid for the following scope:
14 Für Caterpillar Motoren GmbH & Co. KG:

Design, manufacture, sales and service of gas and diesel engines
Für Caterpillar Castings Kiel GmbH:
15 Manufacturing and selling of qualified handmoulded castings made of grey-,
nodular iron and quasiflake
Für Caterpillar Motoren Henstedt-Ulzburg GmbH:
16 Logistics of spare and serial parts for gas and diesel engines
Für Caterpillar Motoren Rostock GmbH:
Manufacture of gas and diesel engines
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18 Place and date: For the issuing office:
Essen, 26. October 2016 DNV GL - Business Assurance
Schnieringshof 14, 45329 Essen, Germany
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20 Thomas s Beck
Technical Manager
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Lack of fulfilment of conditions as set out in the Certification Agreement may render this Certificate invalid.
ACCREDITED UNIT: DNV GL Business Assurance Zertifizierung und Umweltgutachter GmbH, Schnieringshof 14, 45329 Essen, Germany.
TEL:+49 201 7296-222. www.dnvgl.de/assurance
Page IV / M 32 E Generator Set / 01.2017

CONTENTS
01
1. GENSET DESCRIPTION 02
1.1 Delnitions ........................................................................................................................ 1
03
1.2. Main components and systems ................................................................................... 2
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1.2.1 Main features and characteristics .......................................................................... 2
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1.2.2 Description of components ...................................................................................... 3
1.3 Prospective life times ..................................................................................................... 4 06

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2. GENERAL DATA AND OUTPUTS
08
2.1. General delnition of reference conditions ................................................................ 5
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2.2 Reference conditions regarding fuel consumption ................................................... 5
10
2.3 Lube oil consumption...................................................................................................... 5
2.4 Emissions .......................................................................................................................... 6 11

2.4.1 Exhaust gas .............................................................................................................. 6 12
2.4.2 Nitrogen oxide emissions (NOX-values)................................................................... 6 13
2.4.3 Engine International Air Pollution Prevention Certilcate ....................................... 7
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2.5 Genset dimensions and weight..................................................................................... 8
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2.6 System connecting points ............................................................................................. 9
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Page V / M 32 E Generator Set / 01.2017

CONTENTS
01
02 3. TECHNICAL DATA
3.1 Diesel, mechanical – 6 M 32 E ...................................................................................... 11
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3.2 Diesel, mechanical – 8 M 32 E ...................................................................................... 13
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3.3 Diesel, mechanical – 9 M 32 E .................................................................................... 15
05
06 4. OPERATING RANGES
07 4.1 Restrictions for low load operation ............................................................................. 17
08 4.2 Emergency operation without turbocharger .............................................................. 18
4.3 Operation in inclined position ....................................................................................... 18

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4.4 Load application and recovery behaviour .................................................................. 19
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4.4.1 Standard operation .................................................................................................. 20
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4.4.2 Optimized operation ................................................................................................ 21
12 4.5 Part Load optimization Kit (PLK) for constant speed application ............................ 22
13 4.5.1 Benelts .................................................................................................................... 22
14 4.5.2 Scope of supply and function .................................................................................. 22
4.6 Air injection ...................................................................................................................... 23

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4.6.1 General .................................................................................................................... 23
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4.6.2 Brief description ...................................................................................................... 23
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4.6.3 Calculation of air consumption for air injection ...................................................... 24
18 4.6.4 Acceleration times M 32 E, engine with MACS ..................................................... 25
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Page VI / M 32 E Generator Set / 01.2017

CONTENTS
01
5. FUEL OIL SYSTEM 02
5.1 MGO / MDO operation .................................................................................................... 26
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5.1.1 Acceptable MGO / MDO characterictics ................................................................. 26
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5.1.2 Internal fuel oil system ............................................................................................ 28
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5.1.3 External fuel oil system ........................................................................................... 30
5.2 HFO operation .................................................................................................................. 38 06

5.2.1 CIMAC – Requirements for residual fuels for diesel engines (as delivered) .......... 40 07
5.2.2 Fuel booster and supply system .............................................................................. 46 08
5.2.3 Fuel booster and supply module .............................................................................. 55
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5.3 Switching over from HFO to diesel oil.......................................................................... 59
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6. LUBE OIL SYSTEM
6.1 Lube oil requirements ..................................................................................................... 60 12
6.2 Internal lube oil system .................................................................................................. 62 13

6.3 External lube oil system ................................................................................................. 64 14
6.4 Circulating tanks.............................................................................................................. 68
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6.5 Crankcase ventilation system ....................................................................................... 68
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6.5.1 Crankcase ventilation pipe dimensions ................................................................... 68
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6.5.2 Crankcase ventilation pipe layout ........................................................................... 68
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Page VII / M 32 E Generator Set / 01.2017

CONTENTS
01
02 7. COOLING WATER SYSTEM
7.1 General.............................................................................................................................. 69
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7.1.1 Two circuit cooling system ...................................................................................... 69
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7.1.2 Secondary circuit cooling system ............................................................................ 69
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7.2 Water quality requirements ........................................................................................... 69
06 7.2.1 General .................................................................................................................... 69
07 7.2.2 Requirements ........................................................................................................... 70
08 7.2.3 Supplementary information ..................................................................................... 70
7.2.4 Treatment before operating the engine for the lrst time ....................................... 70
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7.3 Recommendation for cooling water system ............................................................... 70
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7.3.1 Pipes and tanks ........................................................................................................ 70
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7.3.2 Drain tank with llling pump .................................................................................... 70
12 7.3.3 Electric motor driven pumps .................................................................................... 71
13 7.4 Cooling water system ..................................................................................................... 71
14 7.4.1 General .................................................................................................................... 71
7.4.2 Components ............................................................................................................. 73

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7.5 System diagrams heat balance .................................................................................... 77
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7.6 Preheating (separate module) ...................................................................................... 79
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7.6.1 Electrically heated ................................................................................................... 79
18 7.6.2 Other preheating systems ....................................................................................... 80
19 7.7 Box coolers system......................................................................................................... 80
20 7.8 Cooling circuit layout ...................................................................................................... 80
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Page VIII / M 32 E Generator Set / 01.2017

CONTENTS
01
8. COMPRESSED AIR SYSTEM 02
8.1 Internal compressed air system ................................................................................... 81
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8.2 External compressed air system .................................................................................. 82
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8.2.1 Compressor AC1, stand-by compressor AC2 ........................................................... 83
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8.2.2 Air receiver AT1, AT2 ............................................................................................... 85
8.3 Air quality requirements................................................................................................. 87 06

8.4 Optional equipment ......................................................................................................... 88 07
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9. COMBUSTION AIR SYSTEM
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9.1 Engine room ventilation.................................................................................................. 89
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9.2 Combustion air system design ...................................................................................... 89
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9.2.1 Air intake from engine room (standard) .................................................................. 89
9.2.2 Air intake from outside ............................................................................................ 89 12
9.3 Cooling air......................................................................................................................... 89 13

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Page IX / M 32 E Generator Set / 01.2017

CONTENTS
01
02 10. EXHAUST GAS SYSTEM
10.1 Components ..................................................................................................................... 90
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10.1.1 Exhaust gas nozzle ................................................................................................... 90
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10.1.2 Exhaust gas compensator ........................................................................................ 91
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10.1.3 Exhaust gas piping system ...................................................................................... 92
06 10.1.4 Silencer .................................................................................................................... 94
07 10.1.5 Exhaust gas boiler ................................................................................................... 95
08 10.2 Turbocharger ................................................................................................................... 96
10.2.1 Turbine cleaning system .......................................................................................... 96

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10.2.2 Compressor cleaning system ................................................................................... 97
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10.3 Cat SCR System / IMO III kit .......................................................................................... 97
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10.3.1 Portfolio, size and dimensions ................................................................................. 98
12 10.3.2 Installation requirements ........................................................................................ 100
13 10.3.3 Requirements for material selection of urea tank piping ....................................... 100
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Page X / M 32 E Generator Set / 01.2017

CONTENTS
01
11. CONTROL AND MONITORING SYSTEM 02
11.1 Local control panel (LCP) ............................................................................................... 101
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11.2 Data link overview........................................................................................................... 102
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11.3 Components ..................................................................................................................... 104
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11.4 Genset control ................................................................................................................. 106
11.5 Control cabinet ................................................................................................................ 107 06

11.6 Requirements on power management system........................................................... 108 07
11.6.1 Uninterruptable power supply (UPS) ....................................................................... 109 08
11.7 Alarm indication .............................................................................................................. 110
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11.8 Local and remote indicators.......................................................................................... 112
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11.9 Cat Connect for Marine provided by
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Caterpillar Marine Asset Intelligence (MAI) .............................................................. 114
11.9.1 MAI – MaK engine solution only ............................................................................ 114 12
11.9.2 MAI – Extended solution ......................................................................................... 115 13

11.9.3 General information ................................................................................................. 115 14
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12. INSTALLATION AND ARRANGEMENT
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12.1 Resilient mounting of baseframe .................................................................................. 117
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12.2 Earthing of engine ........................................................................................................... 118
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13. VIBRATION AND NOISE 19

13.1 Data for torsional vibration calculation ....................................................................... 119 20
13.2 Sound levels ..................................................................................................................... 123
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13.2.1 Airborne noise ......................................................................................................... 123
13.2.2 Vibration................................................................................................................... 123
Page XI / M 32 E Generator Set / 01.2017

CONTENTS
01
02 14. POWER TRANSMISSION
14.1 Flexible coupling.............................................................................................................. 124
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15. PIPING DESIGN
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15.1 Pipe dimensions .............................................................................................................. 125
06 15.2 Flow velocities in pipes .................................................................................................. 125
07 15.3 Trace heating ................................................................................................................... 125
08 15.4 Insulation .......................................................................................................................... 125
15.5 Flexible pipe connections .............................................................................................. 126

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16. ENGINE ROOM LAYOUT
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16.1 Genset center distances ................................................................................................ 127
12 16.2 Space requirements for maintenance ......................................................................... 128
13 16.2.1 Removal of charge air cooler and turbocharger cartridge ...................................... 128
14 16.2.2 Removal of piston and cylinder liner ....................................................................... 129
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Page XII / M 32 E Generator Set / 01.2017

CONTENTS
01
17. PAINTING, PRESERVATION 02
17.1 Inside preservation ......................................................................................................... 130
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17.1.1 Factory standard N 576-3.3 – Inside preservation .................................................. 130
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17.2 Outside preservation ...................................................................................................... 130
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17.2.1 Factory standard N 576-3.2 – Outside preservation VCI 368 .................................. 130
17.2.2 Factory standard N 576-4.1 – Clear varnish ............................................................ 131 06

17.2.3 Factory standard N 576-4.3 – Painting .................................................................... 132 07
17.2.4 Factory standard N 576-5.2 – VCI packaging .......................................................... 132 08
17.2.5 Factory standard N 576-5.2 Suppl. 1 – Information panel for VCI preservation
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and inspection ......................................................................................................... 133
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17.3 Factory standard N 576-6.1 – Protection period, check, and represervation ....... 134
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17.3.1 Protection period ..................................................................................................... 134
17.3.2 Protection check ...................................................................................................... 134 12
17.3.3 Represervation as per factory standard N 576-6.1 ................................................. 134 13

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18. TRANSPORT, DIMENSIONS AND WEIGHTS 15
18.1 Lifting of engines ............................................................................................................. 135
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18.2 Dimensions of main components ................................................................................. 136
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19. STANDARD ACCEPTANCE TEST RUN 18
19.1 Standard acceptance test run ...................................................................................... 137 19

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Page XIII / M 32 E Generator Set / 01.2017

CONTENTS
01
02 20. ENGINE PARTS
20.1 Required spare parts (Marine Classilcation Society MCS) .................................... 138
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20.2 Recommended spare parts ........................................................................................... 139
04
05
21. CATERPILLAR MARINE
06 21.1 Scope, systems design & engineering of D/E propulsion ........................................ 141
07 21.2 Levels of integration ....................................................................................................... 142
08 21.3 Caterpillar Propulsion ..................................................................................................... 143
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Page XIV / M 32 E Generator Set / 01.2017

GENSET DESCRIPTION
01
1.1 Delnitions 02
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6
04
2 3 4 5
1
05
06
07
08
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Driving end
Free end
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Control side
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6 5 4 3
2
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1
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Free end
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Exhaust side
Driving end
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Fig. 1-1 M 32 E Generator Set
6 M 32 E 8 M 32 E 9 M 32 E
Output [kW] 3,300 4,400 4,950
Page 1 / M 32 E Generator Set / 01.2017

GENSET DESCRIPTION
01
02 Cylinder conlguration: 6, 8, 9 in-line
Bore: 320 mm
03 Stroke: 460 mm
Stroke / bore-ratio: 1.44
04 Swept volume: 37 l/cyl.
Output/cyl: 550 kW
05 BMEP: 24.8/23.8 bar
Revolutions: 720/750 rpm
06 Mean piston speed: 11.0/11.5 m/s
Turbocharging: single log
07 Direction of rotation: counter-clockwise, option: clockwise
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1.2 Main components and systems
09
10 1.2.1 Main features and characteristics
11 The M 32 E engine is designed for our customers seeking the greatest reliability and durability in
combination with stability at high power output. The M 32 E is based on the most successful M 32 C
12 engine and stands out with the same superior serviceability, HFO capability and class leading maintenance
intervals. Additional properties of the M 32 E compared to the M 32 C are a 10% power increase with
13 lower specilc fuel consumption at part load with the optional Part Load optimization Kit (PLK). The PLK
reduces smoke emissions, improves load acceptance and enables the 3 x 33% load step capability. With a
14 focus on the offshore market the engine has been developed for operation at “generator friendly” 720/750
rpm. The increased power output of 550 kW/cylinder is offered at both 720 and 750 rpm. The M 32 E is
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IMO Tier 2 and EPA Tier 2 compliant as are all of the category 3 engines we offer.
Low lube oil consumption as well as low sulfur fuel capability characterize the engine as both
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environmental friendly and cost eflcient in times of increasing fuel oil costs. The possibility of dual fuel
17 conversion or SCR retroltting delne the M 32 E as a power unit for the future.
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Fig. 1-2 Control side and driving end Fig. 1-3 Exhaust side and free end

GENSET DESCRIPTION
01
1.2.2 Description of components 02
Cylinder head 03
• The cylinder heads are made of nodular cast iron with 2 inlet and 2 exhaust valves, which are equipped 04
with valve rotators.
• The exhaust valve seats are directly water cooled. 05
• The injection nozzles for heavy fuel operation are cooled by engine lubricating oil.
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Connecting rod and piston
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• The pistons are of composite type with steel crown and forged steel or nodular cast iron skirt.
• The piston ring sets consist of two compression rings, lrst ring with chromium diamant plated running 08
surfaces, the second ring with chromium plated running surfaces, and one chromium diamant plated oil
scraper ring. 09
• All ring grooves are located in the steel crown, which is cooled by lube oil.
• The ring grooves are hardened. 10
• 3-piece connecting rod, supporting removal of the piston without opening the big end bearing.
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Engine block
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Core element of the M 32 E is the engine block, which is made of nodular cast iron in one piece.
The advantages of the engine block design are:
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• The one-piece design makes the engine block extremely robust and warp resistant.
• The charge air manifold is cast integral, which avoids vibration and leakage problems.
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• Lube oil lines are routed through the block in cast and drilled holes, reducing the number of connecting
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points and leakage problems to a minimum.
• The camshaft housing contains a camshaft, which is made of sections per cylinder allowing a removal
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of the segments sideways.
• The underslung crankshaft allows the removal of the complete crankshaft without disassembly of the 17
entire engine.
• The engine block is not integrated into the cooling water circuit, therefore the engine block is 18
completely dry.
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Safe and simple power train
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The safe and simple designed power train of cylinder head, piston with liner, connecting rod and camshaft
is parted in cylinder compartments, while the crankshaft is one-piece. The advantage is simplilcation of 21
maintenance work saving costs.
Additional advantages are:
• Service friendly distribution of media in maintenance-free plugged pipes and cast blocks
• 2-stage fresh water cooling system with 2-stage charge air cooler
• Turbocharger supplied with inboard plain bearings which are lubricated by engine lube oil
• Part Load optimization Kit (PLK) for reduced smoke emissions available

GENSET DESCRIPTION
01
02 1.3 Prospective life times
03 General
04 The expectable TBO (time between overhaul) and actual life time may deviate signilcantly as a result of,
fuel quality, load and operating prolle, conditions, quality of maintenance and other external factors.
05
Life time operating hours [h]
06 Core components M 32 E Generator Set
MDO HFO TBO M 32 E
07 Piston crown (life time incl. 2 stages rework) 90,000 90,000 30,000
Piston skirt cast iron (standard) 60,000 60,000 –
08 Piston skirt steel (optional) 90,000 90,000 –
Piston rings 30,000 30,000 –
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Piston pin bearing 60,000 60,000 –
10 Cuff / Antipolishing ring 30,000 30,000 –
Cylinder liner 90,000 60,000 –
11 Cylinder head 90,000 90,000 15,000
Inlet valve 30,000 30,000 15,000
12 Exhaust valve 30,000 30,000 15,000
Nozzle element 7,500 5,000 –
13 Pump element 15,000 15,000 –
Main bearing 30,000 30,000 –
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Big end bearing 30,000 30,000 –
15 Camshaft bearing 60,000 60,000 –
Turbocharger plain bearing 12,000 12,000 –
16 Vibration damper camshaft 15,000 15,000 –
Vibration damper crankshaft 30,000 30,000 15,000
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18 The above mentioned data are only indicative and relate to an average component life time under
favourable operating conditions.
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GENERAL DATA AND OUTPUTS
01
720/750 rpm
Type 02
[kW]
6 M 32 E 3,300 03
8 M 32 E 4,400 The maximum fuel rack position is mechanically limited to
9 M 32 E 4,950 110 % output for generator set applications. 04
2.1 General delnition of reference conditions 05
The maximum continuous rating (locked output) stated by Caterpillar Motoren refers to the following 06
reference conditions according to „IACS“ (International Association of Classilcation Societies) for main
and auxiliary engines (tropical conditions): 07
Air pressure: 100 kPa (1 bar) 08

Air temperature: 318 K (45 °C)
Relative humidity: 60 % 09
Seawater temperature: 305 K (32 °C)
10
2.2 Reference conditions regarding fuel consumption
11
Fuel consumption data is based on the following reference conditions:
12
Intake temperature: 298 K (25 °C)
Charge air coolant inlet temperature: 298 K (25°C)
13
Net heating value of the diesel oil: 42,700 kJ/kg
Tolerance: 5%
14
15
Specilcation of fuel consumption data without engine driven pumps;
for each pump driven on an additional consumption has to be calculated.
16
Additional BSFC per engine driven lube oil pump: 17
Power 100 % 85 % 75 % 50 % 25 %
Constant speed 1.0 % 1.2 % 1.3 % 2.0 % 4.0 % 18
Prop. curve 1.0 % 1.1 % 1.2 % 1.4 % 2.0 %
19
Additional BSFC per engine driven cooling water pump:
Power 100 % 85 % 75 % 50 % 25 % 20
Constant speed 0.4 % 0.47 % 0.53 % 0.8 % 1.6 %
Prop. curve 0.4 % 0.4 % 0.4 % 0.4 % 0.4 % 21
2.3 Lube oil consumption
• 0.6 g/kWh NOTE:

• Value is based on rated output Please also compare the technical data (see chapter 3).
• Tolerance ± 0.3 g/kWh

01
02 2.4 Emissions
03
2.4.1 Exhaust gas
04
Tolerance: 5%
05 Atmospheric pressure: 100 kPa (1 bar)
Relative humidity: 60 %
06 Constant speed 750 1/min
07 Intake air temperature 25 °C

Output Output %
08
[kg/h]
Engine [kW]
09 [°C]
100 85 75 50
10 6 M 32 E 3,300
22,720 19,410 17,235 11,130
305 300 315 365
11 8 M 32 E 4,400
30,150 25,750 22,870 14,760
305 300 315 365
12 9 M 32 E 4,950
34,080 29,300 25,850 16,690
305 300 315 365
13
NOTE:
14 Delnitions regarding ambient conditions
All technical data regarding exhaust gas (exhaust gas mass mow, stack temperature, heat balance) are
15
given at ISO condition. For differing ambient conditions (e.g. IACS tropical conditions) these values have to
be corrected.
16
17 Suction air temperature
Exhaust gas mass mow - 2.5 % per 10 K suction air temperature
18 Exhaust gas temperature + 12 K per 10 K suction air temperature
Heat rejection to jacket water + 2.0 % per 10 K suction air temperature
19 Heat rejection to lube oil + 0.5 % per 10 K suction air temperature
Heat rejection to HT water + 4.0 % per 10 K suction air temperature
20 Heat rejection to LT water + 1.0 % per 10 K suction air temperature
21 NOTE:
It is not allowed to use this technical information for designing or certifying exhaust gas after treatment
devices of third party SCR suppliers.
2.4.2 Nitrogen oxide emissions (NOX-values)
NOX-limit values according to IMO II: 9.60 g/kWh (n=750 rpm)

NOX-limit values according to IMO II: 9.69 g/kWh (n=720 rpm)

01
2.4.3 Engine International Air Pollution Prevention Certilcate 02
The MARPOL Diplomatic Conference has agreed about a limitation of NOX emissions, referred to as Annex 03
VI to MARPOL 73/78.
When testing the engine for NOX emissions, the reference fuel is marine diesel oil (distillate) and the test 04
is performed according to ISO 8178 test cycles:
05
Test cycle type E2 Test cycle type D2
Speed 100 % 100 % 100 % 100 % 100 % 100 % 100 % 100 % 100 % 06
Power 100 % 75 % 50 % 25 % 100 % 75 % 50 % 25 % 10 %
Weighting factor 0.2 0.5 0.15 0.15 0.05 0.25 0.3 0.3 0.1 07
Subsequently, the NOX value is calculated using different weighting factors for different loads that have 08
been corrected to ISO 8178 conditions.
09
An NOX emission evidence will be issued for each engine showing that the engine complies with the
regulation. The evidence will come as EAPP (Engine Air Pollution Prevention) Statement of Compliance, 10
EAPP Document of Compliance or EIAPP (Engine International Air Pollution Prevention) Certilcate
according to the authorization by the mag state and related technical lle. For the most part on basis of an 11
EAPP Statement of Compliance or an EAPP Document of Compliance an EIAPP certilcate can be applied
for. 12
According to the IMO regulations, a technical lle shall be provided for each engine. This technical lle
13
contains information about the components affecting NOX emissions, and each critical component is
marked with a special IMO number. Such critical components are piston, cylinder head, injection nozzle
14
(element), camshaft section, fuel injection pump, turbocharger and charge air cooler. (For Common Rail
15
engines the controller and the software are delned as NOX relevant components instead of the injection
pump.) The allowable settings and parameters for running the engine are also speciled in the technical
16
lle.
17
The marked components can be easily identiled on-board of the ship by the surveyor and thus an
IAPP (International Air Pollution Prevention) certilcate for the ship can be issued on basis of the EIAPP 18
certilcate and the on-board inspection.
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21

01
02 2.5 Genset dimensions and weight
03 Turbocharger at free end
04 W2
05
06
H1
07
08
H2
09
W1 L3
10 L2
L1
11 Fig. 2-1 Turbocharger at free end
12
Dimensions [mm] Weight
13 Type
L1 L2 L3 H1 H2 W1 W2 [t]
14 6 M 32 E 9,521 9,147 8,772 2,767 1,800 2,600 126 73.0
8 M 32 E 10,820 10,656 10,233 2,970 1,800 2,600 191 92.0
15 9 M 32 E 11,350 11,214 10,792 2,970 1,800 2,600 191 98.0
16
17 Genset center distance
18 (2 gensets side by side)
19 Minimum distance 3,000 mm
20
21

01
2.6 System connecting points 02
C91
03
04
05
06
07
08
09
10
11
12
13
Fig. 2-2 Connecting points at the engine – 1
C81b C75 C76
14
15
C75 Connection, stand-by pump C81b Drip fuel connection (llter pan)
C76 Inlet, duplex llter C91 Crankcase ventilation to stack
16
17
18
19
20
21

01
02
03
04 C91a
C37
05
06
07
08
09 C36
10 C32
C32a
11
12 C32b
13
14 Fig. 2-3 Connecting points at the engine – 2
C19 C65 C60 C61
15
C19 Oil cooler, outlet C37 Vent
16
C32 Charge air cooler LT, connection for C60 Separator connection, suction side
17 by-pass C61 Separator connection, delivery side
C32a Outlet heat recovery C65 Lube oil llling socket
18 C32b Inlet heat recovery C91a Exhaust gas outlet
C36 Drain, turbocharger washing
19
20
21

TECHNICAL DATA
01
3.1 Diesel, mechanical – 6 M 32 E 02
This table does only contain IMO II data. 03
PLK constant
6 M 32 E Standard
speed 04
Performance data
Maximum continuous rating acc. ISO 3046/1 [kW] 3,300 05
Speed [1/min] 750/720
Minimum speed [1/min] 360 06
Brake mean effective pressure [bar] 23.8/24.8
07
Combustion air demand (ta=25 °C) [m³/h] 18,910 22,660
Brake specilc fuel oil consumption
08
Rated operation curve 1) 6) 100 % [g/kWh] 179 183
85 % [g/kWh] 178 181 09
75 % [g/kWh] 179 181
50 % [g/kWh] 185 181 10
25 % [g/kWh] 210 205
Specilc lube oil consumption 2)
[g/kWh] 0.6 11
NOX-emission 5) [g/kWh] 9.6/9.69
Turbocharger type Napier NT1-10
12
Fuel
13
Engine driven booster pump [m³/h/bar] 2.2/5.0
Stand-by booster pump [m³/h/bar] 2.4/5.0 14
Mesh size MDO lne llter [¦m] 25
Mesh size HFO automatic llter [¦m] 10 15
Mesh size HFO lne llter [¦m] 34
Lube oil 16
Engine driven pump [m³/h/bar] 118/10
Independent pump [m³/h/bar] 60/10 17
Working pressure on engine inlet [bar] 4-5
Engine driven suction pump [m³/h/bar] 168/3
18
Independent suction pump [m³/h/bar] 65/3
19
Priming pump [m³/h/bar] 8/5
Sump tank content [m³] 4.5 20
Temperature at engine inlet [°C] 60 - 65
Temperature controller NB [mm] 80 21
Double llter NB [mm] 80
Mesh size double llter [¦m] 80
Mesh size automatic llter [¦m] 30

TECHNICAL DATA
01
02
03 PLK constant
6 M 32 E Standard
speed
04 Fresh water cooling
Engine content [dm³] 300
05 Pressure at engine inlet min/max [bar] 2.5 - 6.0
Header tank capacity [dm³] 350
06
Temperature at engine outlet [°C] 80 - 90
07 Two circuit system
Engine driven HT pump [m³/h/bar] 70.0/4.5
08 Independent HT pump [m³/h/bar] 70.0/4.0
HT-controller NB [mm] 100
09 Water demand LT-charge air cooler [m³/h] 40
Temperature at LT-charge air cooler inlet [°C] 32
10 Heat dissipation
Lube oil cooler [kW] 475
11 Jacket water [kW] 935
Charge air cooler (HT-stage) 3) [kW] 395
12
Charge air cooler (LT-stage) 3) [kW] 395
13 Heat radiation [kW] 92
Exhaust gas
14 Silencer / spark arrestor NB [mm] 600
Pipe diameter NB after turbine [mm] 600
15 Maximum exhaust gas pressure drop [mbar] 35
Starting air
16 Starting air pressure max. [bar] 30
Minimum starting air pressure [bar] 10
17
Air consumption per start 4) [m³] 1.2
Max. allowed crankcase pressure, ND
18 [mbar/mm] 1.5/80.0
ventilation pipe
19 1) Reference conditions: LCV = 42,700 kJ/kg, ambient temperature 25 °C, charge air coolant temperature 25 °C, tolerance 5 %,
for engine driven lube oil pump + 1.0% at 100%, 1.2% at 85%, 1.3% at 75%, 2.0% at 50%, 4.0% at 25%; for engine driven
20 cooling water pump + 0.4% at 100%, 0.47% at 85%, 0.53% at 75%, 0.8% at 50%, 1.6% at 25%, additions to fuel consumption
must be considered before tolerance is taken into account. / 2) Standard value, tolerance ± 0.3 g/kWh, related on full load / 3)
21 Charge air heat based on 25 °C ambient temperature / 4) Preheated engine / 5) Marpol 73/78, Annex VI, cycle E2, D2 / 6) Please
see chapter 10.3 for varying values.

TECHNICAL DATA
01
PLK constant
8 M 32 E Standard
speed 04
Performance data
Speed [1/min] 750/720
07
08
85 % [g/kWh] 178 181 09
75 % [g/kWh] 179 181
50 % [g/kWh] 185 181 10
25 % [g/kWh] 210 205
[g/kWh] 0.6 11
12
Fuel
13
Lube oil 16
18
19

TECHNICAL DATA
01
02
03 PLK constant
8 M 32 E Standard
speed
06
10 Heat dissipation
11 Jacket water [kW] 1,250
12
Exhaust gas
Starting air
17
18 [mbar/mm] 1.5/80.0
ventilation pipe

TECHNICAL DATA
01
PLK constant
9 M 32 E Standard
speed 04
Performance data
Speed [1/min] 750/720
07
08
85 % [g/kWh] 178 181 09
75 % [g/kWh] 179 181
50 % [g/kWh] 185 181 10
25 % [g/kWh] 210 205
[g/kWh] 0.6 11
12
Fuel
13
Lube oil 16
18
19

TECHNICAL DATA
01
02
03 PLK constant
9 M 32 E Standard
speed
06
10 Heat dissipation
11 Jacket water [kW] 1,405
12
Exhaust gas
Starting air
17
18 [mbar/mm] 1.5/80.0
ventilation pipe

OPERATING RANGES
01
4.1 Restrictions for low load operation 02
The engine can be started, stopped and run on heavy fuel oil under all operating conditions. 03
The HFO system of the engine remains in operation and keeps the HFO at injection viscosity. The
temperature of the engine injection system is maintained by circulating hot HFO and heat losses are 04
compensated.
The lube oil treatment system (lube oil separator) remains in operation, the lube oil is separated 05
continuously.
The operating temperature of the engine cooling water is maintained by the cooling water preheater. 06
Below 25 % output heavy fuel operation is neither eflcient nor economical.
A change-over to diesel oil is recommended to avoid disadvantages as e.g. increased wear and tear, 07
contamination of the air and exhaust gas systems and increased contamination of lube oil.
08
[Operating time to clean the engine] 09
3h 2h 1h 30 min 15 min 0
10
40 min 11
100
70
12
50 13
40
14
30
[MCR in %]
15
20
15
16
10
17
8
18
6
19
1h 2 3 4 5 6 7 8 9 10 15 20 24 h
[Operating time] 20
Fig. 4-1 Cleaning run of engine
21

OPERATING RANGES
01
02 4.2 Emergency operation without turbocharger
03 Emergency operation is permissible with MDO only up to approx. 15% of the MCR.
04 4.3 Operation in inclined position
05 Inclination angles of ships at which engine running must be possible:
06 Rotation X-axis:
Heel to each side: 15 °
07 Rolling to each side: 22.5 °
08 Rotation Y-axis:
Trim by head and stern: 5°
09 Pitching: ±7.5 °
10
11
y
12
13
14
15
16 x
17
Fig. 4-2 Rotation axis
18
19
20
21

OPERATING RANGES
01
4.4 Load application and recovery behaviour 02
Recovery behaviour after a sudden load increase according to load steps depending on pme/unloading 03
corresponding ISO 8528-5.
04
Max. 10%
05
Idling speed
± 1.0%
06
Engine speed
Max. 10% of nominal speed
Engine / generator speed at steady load

Speed after load step 07
± 1.0%
Speed at full load
08
09
10
Max. 5 seconds Max. 5 seconds
bmep depending load step 100% unloading 11
12
Time
Fig. 4-3 Load application and recovery behaviour
13
14
15
16
17
18
19
20
21

OPERATING RANGES
01
02 4.4.1 Standard operation
03 Our standard loading procedure for M 32 E engines to achieve recovery behaviour in

accordance with class requirements.
04 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 ship‘s network must be designed so that this permissible
05 load increase is kept. The shipyard is to provide the approval of the responsible classilcation society in
time before classilcation acceptance of the engine. Guide values for maximum possible sudden power
06 increases as a function of brake mean effective pressure, pme, at declared power.
07 To achieve recovery behaviour according to class requirements
08
[%]
4. Load step
09 100
Load increase referred to continuous rating
10 90
11 80
Limiting curve
3. Load step
for 3rd load step
12 70
13 60
Limiting curve
2. Load step
for 2nd load step
14 50
15 40
Limiting curve
1. Load step
16 30
for 1st load step
17 20
18 10
19
6 8 10 12 14 16 18 20 22 24 26 28
20 BMEP at continuous rating of diesel engine

Fig. 4-4 Load steps of standard M 32 E generator set [bar]
21
Example: Standard generator set 9 M 32 E, 4,950 kW, 720 rpm, bmep = 24.8 bar
Curves are provided as typical examples.
1. Max load from 0% to 32% output


OPERATING RANGES
01
4.4.2 Optimized operation 02
To enable an improved load capability with three load steps to 100% load for optimized operation e.g. 03
DP2/DP3 application, our Part Load Kit for constant speed operation is needed. Please lnd detailed
information about the benelts and the scope of supply of the Part Load Kit in chapter 4.5. 04
[%]
05
3. Load step
100
06
Load increase referred to continuous rating
90
07
80
Limiting curve 08
for 3rd load step
70
2. Load step
09
60
Limiting curve 10
for 2nd load step
50
11
40
1. Load step Limiting curve
12
for 1st load step
13
30
14
20
10
15
6 8 10 12 14 16 18 20 22 24 26 28 16
Fig. 4-5 Load steps of optimized M 32 E generator set BMEP at continuous rating of diesel engine
[bar] 17
18
Example: Optimized (PLK constant speed) generator set
9 M 32 E, 4,950 kW, 720 rpm, bmep = 24.8 bar 19
Curves are provided as typical examples.
20
2. Max load from 33% to 65% output 21

OPERATING RANGES
01
02 4.5 Part Load optimization Kit (PLK) for constant speed application
03
4.5.1 Benelts
04
Fuel savings up to 10 g/kWh, 3 x 33% load step capability and reduced smoke emissions are the benelts
05 of the Part Load optimization Kit (PLK) for constant speed. It is attractive for all generator set customers
operating their auxiliary engine mainly between 10% and 47% load and for all prime mover customers
06 operating mainly between 10% and 72% load.
07
4.5.2 Scope of supply and function
08
PLK for constant speed includes our proven Flexible Camshaft Technology and an intelligent steering
09 software logic integrated into the Engine Control Management System. The valve train timing is adjusted
during low load operation to produce higher ignition pressure. Before achieving the IMO relevant emission
10 test step the valve train moves back into the “normal“ position. This combines lowest possible fuel
consumption and IMO II compliance.
11
210
12
205
13
200
14
195
SFOC [g/kWh]
15
190
16 185
17 180
18 175
19 170
100 150 200 250 300 350 400 450 500 550
20 Power [kW/cyl.]
M 32 E Standard
21
M 32 E Part load optimization constant speed
Fig. 4-6 Specilc fuel oil consumption M 32 E IMO II *) FCT

OPERATING RANGES
01
4.6 Air injection 02
03
4.6.1 General
04
The purpose of the air injection system is to feed additional compressed air into the charge air manifold
temporarily. Thus, the load pick up of the engine can be enhanced and the soot emissions are reduced. 05
Air injection reduces:
• Engine speed drop during the clutch-in procedure 06
• Frequency deviation when switching on big electrical consumers, like cranes or bow thrusters, in case
of PTO-operation. 07
The design is simple and robust without any changes of the turbocharger housing. The air consumption of
the engine will be increased by using air injection and depends on operating modes. 08
09
4.6.2 Brief description
10
Air injection control principle
11
ECM AIC control
Press. Press. 12
switch reducer
Air bottle Charge air duct 13
ENGINE 14
15
Compressor
Clutch in 16
Alarms Engine 17
Fig. 4-7 Block diagram control cabinet
18
Mechanical devices of AIC, as pressure reducer and electric controlled pneumatic control valve are direct
mounted at the engine. Via this valve, compressed air will be inserting into charge air duct. 19
The AIC-logic is included in the engine mounted Modular Alarm and Control System (MACS) and is used
to detect load increases and speed decreases. If one of the above mentioned behaviour is detected, 20
compressed air with a specilc air volume will be used and inserted into charge air duct.
The benelt of this system is limited for transient procedure only! 21
In that mode, the system reaches faster acceleration times and / or less smoke of exhaust gas. The air
injection time and pressure value depends on the specilc project application (has to be a higher pressure
value as the current charge air pressure value, the default pressure value is 5 bar).
NOTE:
It is strongly recommended to install a separate air supply for AIC only (independent from start air system),
especially for engine application that needs AIC for a long operation period. Otherwise, the air supply for
AIC will be switched off at approx. 19 bar (needed pressure for required number of engine starts according
to class rules).

OPERATING RANGES
01
02 4.6.3 Calculation of air consumption for air injection
03 The needed air volume for the air injection operation depends on the specilc project application and
engine type. The air pressure of the inserted air can be adjusted (recommended between 5 to 8 bar).
04 The injection time could be between 1 and 8 seconds, default settings are 5 bar and 5 seconds. For M 32 E
diesel engine, the air consumption for 1 injection pulse for 5 seconds with 5 bar needs 1.8 Nm³.
05 For a suflcient operation of AIC, the air pressure calculation has to be done accurate and has to be
discussed with A&I dept. of Caterpillar Motoren.
06
Example of air consumption calculation (with separate air supply system):
07 M 32 E diesel generator set needs 10 pulses of air injection with 5 bar for 5 seconds each per hour.
Calculation (air consumption per second for air injection = 360 l):
08 Air bottle pressure = 30 bar
5 bar = minimum needed pressure => 25 bar can be used.
09 360 l x 5 sec. = 1.8 Nm³
1 AIC pulse => 1.8 Nm³, 10 AIC pulse => 10 x 1.8 Nm³ = 18 Nm³
10 18 Nm³, 25 bar usable pressure = 720 liter air bottle (18,000 l / 720 l = 25 bar)
11 Depending on needed amount of AIC pulses, the air compressor size has to be checked.
12
13
14
15
16
17
18
19
20
21

OPERATING RANGES
01
4.6.4 Acceleration times M 32 E, engine with MACS 02
PLK PLK 03
variable variable
Standard speed speed 04
without air with air
injection injection 05
Minimum n = Acceleration from 10 % to 100 % MCR 30 s 24 s 17 s
time for constant 06
emergency Smoke visible visbile visible
operation Reduction from 100 % to 0 % MCR 8s 8s 8s 07
n= 08
Acceleration from 10 % to 60 % MCR 35 s 30 s 25 s
constant
Normal n= 09
Acceleration from 60 % to 100 % MCR 60 s 60 s 60 s
operation constant
Smoke visible visible visible 10
Reduction from 100 % to 0 % MCR 20 s 20 s 20 s
11
OP: Operating point as given in power limit curves VD 8883-4
PLK: Part Load Kit equipped engine (for VD 8883-4 PLK for variable speed including CBV is needed)
12
Remarks:
13
Acceleration time in seconds, Tol. ± 5 sec., engine warm in operating conditions
Minimum operating time 10 minutes
14
Lube oil > 50°C
15
Coolant > 65°C
Start of acceleration at least 10 % MCR, lowest operation point with CPP.
16
Standard acceleration time will procide longest component lifetimes.
Emergency acceleration possible, but not recommended, due to higher thermal stresses on engine 17
components.
18
Invisible smoke provided with PLK in normal operation above 20% MCR.
Basic ratings (MCR): 6, 8, 9 M 32 E – 550 kW/Cyl. 19
20
21

FUEL OIL SYSTEM
01
02 5.1 MGO / MDO operation
03 General
04 MaK diesel engines are designed to burn a wide variety of fuels.

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

Distillate/mixed fuels: Marine gas oil (MGO), marine diesel oil (MDO)
10
The difference between distillate/mixed fuels and pure distillates are higher density, sulfur content and
11 viscosity.
12
13
14
15
16
17
18
19
20
21

FUEL OIL SYSTEM
01
Marine distillate fuels 02
Parameter Unit Limit DMX DMA DMZ DMB DMC 03

Viscosity at 40 °C [mm²/s] max 5.5 6.0 6.0 11.0 14.0
Viscosity at 40 °C [mm²/s] min 1.4 2.0 3.0 2.0 – 04
Micro Carbon residue
at 10 % residue
[% m/m] max 0.3 0.0 0.3 – – 05
Density at 15 °C [kg/m³] max – 890 890 900 920
06
Micro Carbon residue [% m/m] max – – – 0.3 –
Sulfur a) [% m/m] max 1.0 1.5 1.5 2.0 2.0 07
Water [% V/V] max – – – 0.3 b) 0.3
Total sediment by hot
[% m/m] max – – – 0.1 b) –
08
lltration
Ash [% m/m] max 0.01 0.01 0.01 0.01 – 09
Flash point [°C] min 43 60 60 60 60
Pour point, summer [°C] max – 0 0 6 6 10
Pour point, winter [°C] max – -6 -6 0 0
Cloud point [°C] max -16 – – – –
11
Calculated Cetane
Index
min 45 40 40 35 – 12
Acid number [mgKOH/g] max 0.5 0.5 0.5 0.5 – 13
Oxidation stability [g/m³] max 25 25 25 25 c) –
Lubricity, corrected 14
wear scar diameter [¦m] max 520 520 520 520 c)
–
(wsd 1.4 at 60 °C) d) 15
Hydrogen sullde e) [mg/kg] max 2.0 2.0 2.0 2.0 –
Appearance clear & bright f) b), c)
– 16
a) A Sulphur limit of 1.00 % m/m applies in the Emission Control Areas designated by the International Maritime Organization. As there may be
17
local variations, the purchaser shall delne the maximum Sulphur content according to the relevant statutory requirements, notwithstanding the
limits given in this table. / b) If the sample is not clear and bright, total sediment by hot lltration and water test shall be required. / c) Oxidation 18
stability and lubricity tests are not applicable if the sample is not clear and bright. / d) Applicable if Sulphur is less than 0.050% m/m. / e)
Effective only from 1 July 2012. / f) If the sample is dyed and not transparent, water test shall be required. The water content shall not exceed 200 19
mg/kg (0.02% m/m).
20
21

FUEL OIL SYSTEM
01
02 5.1.2 Internal fuel oil system
03 General
04 The fuel injectors are utilized to deliver the correct amount of fuel to the cylinders precisely at the moment
it is needed.
05 The diesel fuel supply system must ensure a permanent and clean supply of diesel fuel to the engine
internal fuel oil system.
06
07 ENGINE
C78 DR2
08
09 5111
TI 5301
PDSH KP1
10 5202
5201 5102 5101
LSH
PDI
11 C75 DP1 TT PT PI PSL
DF1
12
C73
13
14
15
C81b C81 C81
16
Fig. 5-1 Internal fuel oil system, system diagram
17
18
DF1 Fuel lne llter (duplex llter) PT Pressure transmitter
19 DP1 Diesel oil feed pump TI Temperature indicator
DR2 Fuel pressure regulating valve TT Temperature transmitter (PT100)
20 KP1 Fuel injection pump
LSH Level switch high C73 Fuel inlet, to engine ltted pump
21 PDI Diff. pressure indicator C75 Connection, stand-by pump
PDSH Diff. pressure switch high C78 Fuel outlet
PI Pressure indicator C81 Drip-fuel connection
PSL Pressure switch low C81b Drip-fuel connection (llter pan)

FUEL OIL SYSTEM
01
Diesel oil feed pump DP1 (ltted) 02
The engine driven fuel transfer pump DP1 is a gear pump, that delivers the fuel through the llter DF1 to 03
each injector. The fuel transfer pump capacity is slightly oversized to deliver suflcient fuel to the fuel
injection system. It also transfers the heat generated during injection process, away from the fuel injection 04
system.
To ensure a suflcient diesel oil pressure at the engine, a pressure regulator DR2 is installed and adjusted 05
during commissioning of the engine.
06
Fuel lne llter (duplex llter) DF1 (ltted) 07
Duplex change over type (mesh size of 25 ¦m) is ltted on the engine. 08
09
10
11
12
13
14
15
16
17
18
19
20
21

FUEL OIL SYSTEM
01
02 5.1.3 External fuel oil system
03
Min. 2 meters above to fuel meter (FQI)
04 DT1
LI
LSL
DH3
05 m
TI TI C78 DR2 ENGINE
06 PI DP2 PI
5101
PSL
5111
TI 5301
PDSH
DT2 5201 KP1 LSH
07
5202 5102 5101
PDI
TI DH1 PI DP1 TT PT PI PSL
TI C75
DF2 DF1
FQI
08 C73
09 C81b C81 C81
10
p
11 DH2 PI DP5 PI DF3

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

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

FUEL OIL SYSTEM
01
02
FQI
03
DT1
LI TI
04
LSL DH3
TI
05
06
C78 DR2 ENGINE
5101 5111 TI PI
07
PI DP2 PI PSL 5301
PDSH
5201 KP1 LSH
TI DH1 PI C75 DP1

PDI 5202 5102
TT PT 08
DF2 DF1
FQI
C73
09
C81b C81 C81
10
p
11
DT4
DH2 PI DP5 PI
KT1
12
DF3
13
DS1
PI PI
DP3
14
Fig. 5-3 External fuel oil system diagram without intermediate tank
15
DF1 Fuel lne llter (duplex llter) LI Level indicator
DF2 Fuel primary llter (duplex llter) LSH Level switch high
16
DF3 Fuel coarse llter LSL Level switch low
DH1 Diesel oil preheater PDI Diff. pressure indicator 17
DH2 Electrical preheater for diesel oil PDSH Diff. pressure switch high
(separator) PI Pressure indicator 18
DH3 Fuel oil cooler PSL Pressure switch low
DP1 Diesel oil feed pump PT Pressure transmitter 19
DP2 Stand-by booster pump TI Temperature indicator
DP3 Diesel oil transfer pump (to day tank) TT Temperature transmitter (PT100) 20
DP5 Diesel oil transfer pump (separator)
DR2 Fuel pressure regulating valve C73 Fuel inlet, to engine ltted pump 21
DS1 Diesel oil separator C75 Connection, stand-by pump
DT1 Diesel oil day tank C78 Fuel outlet
DT4 Diesel oil storage tank C81 Drip-fuel connection
FQI Flow quantity indicator C81b Drip-fuel connection (llter pan)
KP1 Fuel injection pump

FUEL OIL SYSTEM
01
02 General
03 The design of the fuel oil system may vary from ship to ship, the system itself has to provide suflcient,
permanent and clean fuel oil of the required viscosity and pressure to each engine. Fuel storage,
04 treatment, temperature and pressure control as well as suflcient circulation must be ensured.
05
Diesel oil storage tank DT4
06
The tank design, sizing and location are according to classilcation society requirements and based on ship
07 application. No heating is necessary because all marine distillate fuels are suitable for pumping.
08
Diesel oil separator DS1
09
Depending on the fuel oil quality a diesel oil separator DS1 is recommended for the use of MGO and
10 required for MDO by Caterpillar Motoren. Any fuel oil must always be considered as contaminated upon
delivery and should therefore be thoroughly cleaned to remove solid and liquid contaminants before use.
11 Most of the solid contaminants in the fuel are rust, sand and dust.
Liquid contaminants are mainly water, i.e. fresh water or salt water.
12 Impurities in the fuel oil can result in
• damage to fuel injection pumps and injectors,
13 • increased cylinder liner wear,
• deterioration of the exhaust valve seats
14 • increased fouling of turbocharger blades.
If a diesel oil separator is installed a total diesel oil separator capacity of 100 % of the full load fuel
15
consumption is recommended.
HT-water or electrical heating is normally used as heating medium.
16
The nominal capacity should be based on a separation time of 22 h/day:
17
Veff.[l/h] = 0.28 · Peng. [kW] Veff. = Volume effective [l/h]
18 Peng.= Power engine [kW]
19
Diesel oil day tank DT1
20
The day tank collects clean / treated fuel oil, compensates irregularities in the treatment plant and its
21 standstill periods. Two day tanks are to be provided, each with a capacity according to classilcation rules.
The tank should be provided with a sludge space including a sludge drain valve and an overmow pipe from
the MDO/MGO service tank to the settling/storage tank. The level of the tank must ensure a positive static
pressure on the suction side of the fuel feed pumps. Usually tank heating is not required.

FUEL OIL SYSTEM
01
Fuel primary llter (duplex llter) DF2 02
The fuel primary llter protects the fuel meter and feed pump from major solids. 03
A duplex change over type with mesh size of 320 ¦m is recommended.
04
05
06
H2
07
08
09
10
D
H1
11
12
W 13
Fig. 5-4 Fuel primary llter DF2
14
15
Engine output Dimensions [mm]
DN
[kW] H1 H2 W D 16
≤ 5,000 32 249 220 206 180
≤ 10,000 40 330 300 250 210 17
≤ 20,000 65 523 480 260 355
> 20,000 80 690 700 370 430 18
19
Flow quantity indicator FQI
20
One fuel meter is suflcient if the return fuel from the engine is connected to the diesel intermediate tank
DT2. 21
If the fuel return from engine is connected to the day tank, an additional fuel meter in the return line to day
tank has to be provided.
A minimum static fuel pressure head of at least 0.2 bar has to be considered. The fuel may be provided by
gravity mow from the day tank. The static pressure must exceed the back pressure of the mow meter and
prellter.

FUEL OIL SYSTEM
01
02 Diesel oil intermediate tank DT2
03 In the intermediate tank DT2 the warm return fuel from the engine mixes with the fuel from the day tank.
The tank shall be vented as an open system, with the ventilation line guided to above the day tank level.
04
05 D
06
07
08
09
10
11
12
A
13
14
15
16
17
18
19 Fig. 5-5 Diesel oil intermediate tank DT2
20
Plant output Volume Dimensions [mm] Weight
21 [kW] [l] A D E [kg]
≤ 4,000 50 950 323 750 70
≤ 10,000 100 1,700 323 1,500 120
> 10,000 200 1,700 406 1,500 175

FUEL OIL SYSTEM
01
Diesel oil preheater DH1 (hot water) 02
A
03
04
Fuel
05
Fuel C 06
07
B
08
Water
09
D
Water
Fig. 5-6 Diesel oil preheater DH1 10

11

12
A B C D [kg]
13
6/8 M 32 E 863 498 Ø 205 140 42
9 M 32 E 1,468 484 Ø 205 140 ca. 75 14
15
The capacity of the MDO preheater is to determine on the required fuel temperature up to approx. 50 °C.
16
Peng. [kW]
Heating capacity: Q [kW] = 17
166
Q= Heating capacity [kW] 18
Peng. = Power engine [kW]
19
A diesel oil preheater is not required
• for gas oil operation. 20
• with preheated day tanks.
21

FUEL OIL SYSTEM
01
02 Stand-by booster pump DP2 (separate)
03 The stand-by booster pump DP2 delivers fuel through the llter DF1 to each injection pump.
The feed pump maintains the pressure at the injection pumps and circulates the fuel in the system.
04 The capacity is slightly oversized to transfer the heat, which occurs during the injection process, away
from the fuel injection system.
05 A positive static pressure is required at the suction side of the pump.
Capacity see technical data.
06
07 C
08
D
09
B
E
10
A
11
Fig. 5-7 Stand-by booster pump DP2
12
13
Voltage /
Dimensions [mm] Weight Motorpower
Frequency
14
A B C D E [kg] [kW] [V/Hz]
15 6/8/9 M 32 E 735 112 314 60.3 155 61 1.5 400/50
6/8 M 32 E 735 112 314 60.3 155 61 1.8 440/60
16 9 M 32 E 775 132 314 60.3 155 70 2.6 440/60
17
18
19
20
21

FUEL OIL SYSTEM
01
Fuel oil cooler DH3 02
To ensure a fuel oil temperature below 50 °C at any time a cooling of diesel oil may be required. 03
The need for a fuel cooler is system specilc and depends on fuel circuit design and type of fuel oil. In case
of more than one engine connected to the same fuel supply system, the MDO-cooler capacity has to be 04
increased accordingly.
The heat transfer load into the diesel oil system is approx. 1.6 kW/cyl. 05
LT-water is normally used as cooling medium.
06
A
07
D
B 08
N1
09
N2
10
11
C
N4 N3
12
Fig. 5-8 Fuel oil cooler for MDO operation DH3

13
14
15
A B C D N1 + N2 N3 + N4 [kg]
6/8/9 M 32 E 910 106 153 750 1 ¼“ SAE 1 ½“ SAE 19 16
17
18
19
20
21

FUEL OIL SYSTEM
01
02 5.2 HFO operation
03 The following section is based on the experiences gained in the operation of heavy fuel installations.
Stable and correct viscosity of the fuel before injection pumps (see technical data) must be maintained at
04 any time. Suflcient circulation through every engine connected to the same circuit must be ensured in all
operating conditions.
05 The fuel treatment system should comprise at least one settling tank and two separators. Correct
dimensioning of HFO separators is of great importance, and therefore the recommendations of the
06 separator manufacturer must be closely followed.
Poorly puriled fuel is harmful to the engine. A high content of water may also damage the fuel feed
07 system.
Injection pumps generate pressure pulses into the fuel feed and return piping. The fuel pipes between the
08 feed unit and the engine must be clamped properly to rigid structures. The distance between the lxing
points should be at close distance next to the engine. (See chapter piping design, treatment and
09 installation.)
10 ATTENTION:
In multiple engine installations, where several engines are connected to the same fuel feed circuit, it must
11 be possible to close the fuel supply and return lines connected to the engine individually (This is a SOLAS
requirement).
12
NOTE:
13 It is further stipulated that the means of isolation shall not affect the operation of the other engines, and it
shall be possible to close the fuel lines from a position that is not rendered inaccessible due to lre on any
14 of the engines.
15
16
17
18
19
20
21

Viscosity temperature sheet
Fig. 5-9
3000 3000
2000 2000
Limit of pumpability
1000 1000
700 700
500 500
400 400
300
Heavy fuel 300
FUEL OIL SYSTEM
RM
200 K5
5( 200
RM ~IF

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

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

Requirements for residual fuels for diesel engines please see table next page.
13
14
15
16
17
18
19
20
21

CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC
Designation A10 B10 C10 D15 E25 F25 G35 H35 K35 H45 K45 H55 K55
Related to RMF RMG RMH GMK RMH RMK RMH RMK
Characteristic RMA 30 RMB 30 RMC RMD 80 RME
ISO8217 (05) F- 30 180 180 380 380 380 500 500 700 700
Dim. Limit
Density at 15°C kg/m³ max 950 2) 975 3) 980 4) 991 991 1,010 991 1,010 991 1,010
Kin. viscosity at cSt. 1) max 10 15 25 35 45 55
FUEL OIL SYSTEM
100°C
Kin. viscosity at

cSt. 1) min 6 5) 15 5)
100°C
Flash point °C min 60 60 60 60 60 60
Pour point winter °C max 0
Pour point summer °C max. 6 24 30 30 30 30 30
6)
Carbon residue % (m/m) max 12 14 14 15 20 18 22 22 22
Ash % (m/m) max 0.10 0.10 0.10 0.15 0.15 0.15 0.15 0.15
Total sedim. after % (m/m) max 0.10 0.10 0.10 0.10 0.10 0.10
ageing
Water % (V/V) max 0.5 0.5 0.5 0.5 0.5 0.5
Sulphur % (m/m) max 3.5 4.0 4.5 4.5 4.5 4.5
Vanadium mg/kg max 150 300 350 200 500 300 600 600 600
Aluminum + Silicon mg/kg max 80 80 80 80 80 80
Zink mg/kg max 15 15 15 15 15 15
Phosphor mg/kg max 15 15 15 15 15 15
Calcium mg/kg max 30 30 30 30 30 30
1) An indication of the approximate equivalents in kinematic viscosity at 50°C and Redw. I sec 100°F is given below:
Kinematic viscosity at 100°C [mm²/s] (cSt.) 7 10 15 25 35 45 55
Kinematic viscosity at 50°C [mm²/s] (cSt.) 30 40 80 180 380 500 700
Kinematic viscosity at 100°F Redw. [l sec.] 200 300 600 1,500 3,000 5,000 7,000
2) ISO: 960 / 3) ISO: 960 / 4) ISO: 975 / 5) ISO: not limited / 6) ISO: carbon residue 10
05
21
20
19
18
17
16
15
14
13
12
11
10
09
08
07
06
04
03
02
01
21
20
19
18
17
16
15
14
13
12
11
10
09
08
07
06
04
03
02
01
05
u
LI LI
HT1 LSL LSL DT1
HH4 TI
FUEL OIL SYSTEM
HR9 C76 C78 Peak pressures max. 16 bar

TI TT

PT PAL C78 ENGINE
HP1 PSL DH3

LSL PI TI
TI PDSH LSH
HF2 PI PI HT2 VSL VI VSH
PI N/C PDI KP1
HP3 HH1 HH2 PI TT C76 PT TT
TI TI
HP2 PDSH TI
FQI HR2
PDI HF1
TI TI
PI
HR1 HF4 HP4
PI
C81b C81 C81
p
p
PDSL
HH3
LSH LSH
HS2 LI LI
HT5 HT6
TI LSL TI LSL
N/C
HH4 HH4
PI HP5 PI
HS1
HH3
HF2
PI HP6 PI
LSH
LI
KT2
TI LSL
Fig. 5-10 System diagram, HFO operation
HH4 Separator
module
FUEL OIL SYSTEM
01
General 02
For location, dimensions and design (e.g. mexible connection) of the disconnecting points see engine 03
installation drawing.
No valve lttings with loose cone must be installed by the shipyard in admission and return lines. 04
DH3 Fuel oil cooler for MDO operation FQI Flow quantity indicator 05
DT1 Diesel oil day tank LI Level indicator
HF1 Fine llter (duplex llter) LSH Level switch high 06
HF2 Primary llter (duplex llter) LSL Level switch low
HF4 HFO automatic llter PAL Pressure alarm low 07
HH1 Heavy fuel lnal preheater PDI Diff. pressure indicator
HH2 Stand-by lnal preheater PDSH Diff. pressure switch high 08
HH3 Heavy fuel preheater (separator) PDSL Diff. pressure switch low
HH4 Heating coil PI Pressure indicator 09
HP1 Fuel pressure pump PSL Pressure switch low
HP2 Fuel stand-by pressure pump PT Pressure temp. 10
HP3 Fuel circulating pump TI Temperature indicator
HP4 Stand-by circulating pump TT Temperature transmitter (PT100) 11
HP5/6 Heavy fuel transfer pump (separator) VI Viscosity indicator
HR1 Fuel pressure regulating valve VSH Viscosity control switch high 12
HR2 Viscosimeter VSL Viscosity control switch low
HR9 Fuel change over main valve
13
HS1/2 Heavy fuel separator C76 Inlet, duplex llter
HT1 Heavy fuel day tank C78 Fuel outlet
14
HT2 Mixing tank C81 Drip-fuel connection
15
HT5/6 Settling tank C81b Drip-fuel connection
KP1 Injection pump
16
KT2 Sludge tank u Fuel separator or from transfer pump 17
All heavy fuel pipes have to be insulated. 18
Heated pipe
19
20
21

FUEL OIL SYSTEM
01
02 Storage tanks
03 The tank design, sizing and location must comply with classilcation society requirements and are based on
ship application.
04 Heating coils are necessary and are to be designed so that the HFO temperature is at least 10 K above the
pour point to ensure a pumping viscosity below 1,000 cSt.
05 Heating is possible by steam, thermal oil, electrical current or hot water.
06
Settling tanks HT5, HT6
07
The tank design, sizing, location must comply with classilcation society requirements and are based on
08 ship application. Two settling tanks are to be provided.
Its function is to remove water and solids by gravity due to higher fuel oil temperature and reduced
09 turbulences. Provide constant oil temperature and avoid interruption of treatment system, due to overmow
from HFO day tank. Thermal insulation of the settling tanks is recommended to avoid heat losses.
10
In order to ensure a suflcient settling effect, the following settling tank designs are permitted:
11 • 2 settling tanks, each with a capacity suflcient for 24 hours full load operation of all consumers or
• 1 settling tank with a capacity suflcient for 36 hours full load operation of all consumers and
12 automatic llling
Settling tank temperature shall be 70 - 80 °C; the charging level shall be 70 - 90 %.
13
14 Heavy fuel preheater (separator) HH3
15
Heavy fuel oil needs to be heated up to a certain temperature before separating.
The most common heaters on board of ships are steam heaters. Other muid heating sources are hot water,
16
thermal oil or electrical heaters. Overheating of the fuel may cause fuel cracking. Thus the maximum
17 electric load on the heater element should not exceed 1 Watt/cm².
In a cleaning system for HFO the usual processing temperature is 98 ºC.
18 The separator manufacturer’s guidelines have to be observed.
19
Heavy fuel transfer pumps (separator) HP5, HP6
20
The separator feed pumps shall be installed as close as possible to the settling tanks.
21 The separator manufacturer’s guidelines have to be observed.

FUEL OIL SYSTEM
01
Heavy fuel separators HS1, HS2 02
Any fuel oils whether heavy fuel oil, diesel oil or crude oil must always be considered as contaminated 03
upon delivery and should therefore be thoroughly cleaned before use.
Therefore self-cleaning types should be selected. 04
The purpose of any fuel treatment system is to clean the fuel oil by removal of water, solids, and
suspended matter to protect the engine from excessive wear and corrosion. 05
Liquid contaminants are mainly water, i.e. either fresh water or salt water.
Impurities in the fuel can cause damage to fuel injection pumps and injectors, and can result in 06
increased cylinder liner wear and deterioration of the exhaust valve seats as well as increased fouling of
turbocharger blades. 07
Two separators with independent electrically driven pumps must be provided.
08
Separator sizing:
09
The correct sizing of the separators is based on the max. fuel oil consumption at maximum continuous
rating (MCR) of the engines. The following formula can be used: 10
(The fuel consumption of auxiliary engines and boilers, if there are any, must be included)
11
Veff. = 0.28 P (l/h)
12
Veff. = Volume effective [l/h]
Peng. = Power engine [kW]
13
The cleaning capacity of the separator must always be higher than the entire fuel consumption of the
14
plant, incl. aux. equipment.
15
ATTENTION:
16
The separator outlet pressure is limited, so the pressure in the pipe line between separator outlet and day
tank must be observed carefully. Follow the separator manufacturer‘s guidelines. 17
18
Heavy fuel day tank HT1 19
The tank design, sizing and location must comply with classilcation society requirements based on ship 20
application. Two day tanks are to be provided. Each day tank capacity must be designed for full load
operation of all consumers according to classilcation requirements. An overmow system into the settling 21
tanks is required. HFO day tanks shall be provided with heating coils and suflcient insulation. Heating is
possible by steam, thermal oil or hot water. The day tank temperature shall be above 90 °C.

FUEL OIL SYSTEM
01
02 5.2.2 Fuel booster and supply system
03 The booster system shall provide a pre-pressure to the mixing tank of approx. 4 - 5 bar. The circulating
system provides suflcient mow of the required viscosity to the injection pumps. The circulation mow rate is
04 typically 3.5 - 4 times the fuel consumption at MCR to prevent overheating of the fuel injection system and
thus avoiding evaporation in the injection pumps.
05
Fuel change over main valve HR9
06
A manually operated three-way valve for changing over from MDO/MGO to HFO operation and back to
07 MDO/MGO equipped with limit switches is necessary.
08 Primary llter (duplex llter) HF2
09 A protection strainer with a mesh size 320 ¦m has to be installed before fuel pressure pumps to prevent
any large particles entering the pump.
10
11
H2
12
13
14
D
H1
15
16
W
17 Fig. 5-11 Primary llter HF2
18 Engine output
DN
Dimensions [mm]
[kW] H1 H2 W D
19 ≤ 10,000 40 330 300 250 210
≤ 20,000 65 523 480 260 355
20 > 20,000 80 690 700 370 430
21

FUEL OIL SYSTEM
01
Fuel pressure pump HP1, fuel stand-by pressure pump HP2 02
Two supply pumps in parallel are recommended, one in operation and one on stand-by. 03
The capacity of the pump must be suflcient to prevent pressure drop during mushing of the automatic llter.
A suction strainer with a mesh size of 320 ¦m should be installed before each pump. 04
• Screw type pump with mechanical seal.
• Vertical or horizontal installation is possible. 05
• Delivery head 5 bar.
Peng. · [kW] V= Volume [m³/h] 06
Capacity V [m³/h] = 0.4 · Peng.= Power engine [kW]
1,000 07
A
08
09
10
11
C
12
13
D
14
B
E
15
16
Fig. 5-12 Fuel pressure pump HP1; fuel stand-by pressure pump HP2
17
Voltage /
Plant output Dimensions [mm] Weight
frequency 18
[kW] A B C D E [kg] [V/Hz]
3,300 650 112 254 42.4 155 42 400/50 19
4,950 - 6,600 775 132 314 60.3 180 70 400/50
8,800 - 9,900 805 132 314 60.3 180 72 400/50 20
21
Voltage /
frequency
3,300 625 112 254 42.4 155 42 440/60
4,400 - 4,950 705 112 254 42.4 180 57 440/60
6,600 - 9,900 775 132 314 60.3 180 70 440/60

FUEL OIL SYSTEM
01
02 Fuel pressure valve regulating HR1
03 This valve is installed for adjusting a constant and suflcient pressure at engine fuel inlet. Due to the
overcapacity of the pressure pumps HP1/HP2 the valve provides a nearly constant pressure under all
04 operating conditions - from engine stop to maximum engine consumption. For MDO/MGO operation the
pipes of the fuel return line must be equipped with suflcient lncoolers to reduce the generated heat.
05
06
07
08
09 A
A
10
11
C
D
12
D
13 C C E
B
B
14 Fig 5-13 Fuel pressure regulating valve Fig 5-14 Fuel pressure regulating valve
HR1, ≤ 3,000 kW HR1, > 3,000 kW
15
16 Plant
output
17 [kW] A B C D E [kg]
≤ 3,000 168 57.5 G ½“ 40 1.5
18 ≤ 8,000 248 70 Ø 25 88 122.5 3.6
> 8,000 279 94 Ø 38 109 150.5 8.4
19
20
21

FUEL OIL SYSTEM
01
HFO automatic llter HF4 02
An automatic llter with a mesh size 10 ¦m (absolute) is required to remove cat lnes from the fuel oil. 03
The llter is installed between day tank and mixing tank.
04
05
06
07
08
09
A
10
D 11
12
D
13
E 14
15
16
17
C
18
19
B
20
Fig. 5-15 HFO automatic llter HF4
21
Plant output Dimensions [mm]
[kW] A B C D E
3,300 - 4,400 825 445 310 DN 40 DN 32
4,950 - 13,200 890 520 335 DN 65 DN 50
14,850 - 19,800 975 590 410 DN 80 DN 65

FUEL OIL SYSTEM
01
02 Flow quantity indicator FQ1
03 The fuel meter has to be installed between feed pumps and mixing tank HT2.
Independent fuel consumption measurements for individual engines can be provided by installing two mow
04 meters per engine, one at the feed line and one at the return line.
05
Mixing tank HT2
06
The mixing tank acts as a buffer for fuel viscosity and/or fuel temperature, when changing over from HFO
07 to diesel oil and vice versa. In the mixing tank the warm return fuel from the engine is mixed with the fuel
delivered from the day tank.
08 Venting to the day tank is required, if level switch is activated, due to accumulated air or gases in the
mixing tank.
09
D
10
11
12
13
14
15
16
A
17
18
19
20
21
Fig. 5-16 Mixing tank HT2
Plant output Volume Dimensions [mm] Weight

[kW] [l] A D E [kg]
≤ 10,000 100 1,700 323 1,500 120
> 10,000 200 1,700 406 1,500 175

FUEL OIL SYSTEM
01
Fuel circulating pump HP3, stand-by circulating pump HP4 02
Two fuel circulating pumps in parallel are recommended, one in operation and one on stand-by. 03
The circulating pumps maintain the required fuel circulation through the engine‘s fuel injection system.
• Screw type pump with mechanical seal 04
• Vertical or horizontal installation is possible
• Delivery head 5 bar 05
Peng. · [kW] V= Volume [m³/h] 06

Capacity V [m³/h] = 0.7 · Peng.= Power engine [kW]
1,000 07
08
C
09
D
10
11
B
E
A
12
Fig. 5-17 Fuel circulating pump HP3, Stand-by circulating pump HP4
13
14
Voltage / 15
frequency
[kW] A B C D E [kg] [V/Hz] 16
3,300 775 132 314 60.3 180 70 400/50
4,400 - 4,950 805 132 314 60.3 180 72 400/50 17
6,600 820 132 314 60.3 180 80 400/50
8,800 - 9,900 980 160 345 88.9 210 124 400/50 18
19
Voltage /
frequency 20
3,300 - 4,400 775 132 314 60.3 180 70 440/60 21
4,950 - 6,600 805 132 314 60.3 180 72 440/60
8,800 - 9,900 820 132 314 60.3 190 80 440/60

FUEL OIL SYSTEM
01
02 Heavy fuel lnal preheater HH1, stand-by lnal preheater HH2
03 The capacity of the lnal preheater shall be determined based on the injection temperature at the nozzle,
to which 4 K must be added to compensate for heat losses in the piping.
04 The piping for both heaters shall be arranged for separate and series operation.
Parallel operation with half the mow must be avoided due to the risk of sludge deposits.
05 The arrangement of only one preheater may be approved where it is ensured that the operation with fuel
oil which does not need preheating can be temporarily maintained.
06 NOTE:
Safe return to port requirement, maneuverability must be ensured.
07 • Two mutually independent lnal preheaters have to be installed.
• The arrangement of only one preheater may be approved where it is ensured that the operation with
08 fuel oil which does not need preheating can be temporarily maintained.
Heating media:
09 • Electric current (max. surface power density 1.1 W/cm²)
• Steam
10 • Thermal oil
Temperature at engine inlet max. 150 °C
11
H
12 steam
13 safety valve
fuel
14
G
15
D
16
A
17 fuel
F
C
18
condensate
E
B
19
K
20 Fig. 5-18 Heavy fuel lnal preheater HH1, stand-by lnal preheater HH2 (steam heated)
21 Plant output Dimensions [mm] Weight

[kW] A B C D E F G H K [kg]
up to 3,300 1,220 120 210 705 DN 25 DN 25 DN 25 DN 32 Ø 275 125
up to 4,950 1,520 120 210 1,005 DN 25 DN 32 DN 32 DN 32 Ø 275 155
up to 8,800 2,065 120 215 1,540 DN 25 DN 40 DN 40 DN 32 Ø 275 272
up to 14,000 1,630 130 235 1,035 DN 40 DN 50 DN 50 DN 50 Ø 390 265
up to 21,000 2,170 130 235 1,555 DN 40 DN 65 DN 65 DN 50 Ø 390 339

FUEL OIL SYSTEM
01
Viscosimeter HR2 02
The viscosimeter is regulating in conjunction with the lnal preheater the required fuel injection viscosity. 03
This device automatically regulates the heating of the lnal preheater depending on the viscosity of the
bunkered fuel oil, so that the fuel will reach the nozzles with the viscosity required for injection. 04
05
Pressure absorber KD1 (optional)
06
During the injection phases of fuel from the supply line, compression and injection as well as the release
of unused fuel into the return line, cyclic pressure pulsations may result. The requirement of installing fuel 07
dampers in the external pipe system depends on the design of the external fuel pipe work and its ability
to absorb such pulsations suflciently. Just in case of enhanced damping requirements additional dampers 08
have to be installed.
09
Bypass overmow valve HV (optional) 10
If more than one engine is connected to the fuel booster and supply system a bypass overmow valve 11
between the feed line and the return line can be required.
It serves to secure and stabilize the pressure in the fuel feed line under all circumstances and operation 12
conditions.
The overmow valve must be differential pressure operated. The opening differential pressure should be 2
13
bar.
14
15
Duplex llter HF1 (ltted)
16
The fuel duplex llter is installed at the engine.
The two llter chamber construction allows continuous operation without any shut downs for cleaning the 17
llter elements.
The drain connection of the llter is provided with a valve and must be routed to the leak oil tank. 18
If the llter elements are removed for cleaning, the llter chamber must be emptied. This prevents the dirt
particles remaining in the llter casing from migrating to the clean oil side of the llter. 19
20
21

FUEL OIL SYSTEM
01
02 Fuel oil cooler DH3
03 To ensure a fuel oil temp. below 50 °C a cooling of diesel oil may be required.
The need for a fuel cooler is system specilc and depends on fuel circuit design and type of fuel oil.
04 In case of more than one engine are connected to the same fuel supply system, the MDO-cooler capacity
has to be increased accordingly.
05 The diesel oil coolers are always installed in the fuel return line (engine connection C78).
The heat transfer load into the diesel oil system is approx. 1.6 kW/cyl.
06 LT-water is normally used as cooling medium.
07 A
D
08 B
N1
09
N2
10
11
C
N4 N3
12
13 Fig. 5-19 Fuel oil cooler for MDO operation DH3
14
15
A B C D N1 + N2 N3 + N4 [kg]
16 6/8/9 M 32 E 910 106 153 750 1 ¼“ SAE 1 ½“ SAE 19
17
18
19
20
21

FUEL OIL SYSTEM
01
5.2.3 Fuel booster and supply module 02
A complete fuel conditioning module, designed for HFO up to 700 cSt / 50 °C, can be supplied. 03
Caterpillar Motoren standard modules consist of the following components:
04
• Three-way change over valve
• Booster pumps 05
• Automatic llter
• Pressure regulating valve 06
• Fuel mow meter
• Mixing tank 07
• Circulating pumps
• Fuel preheater (steam, thermal oil or electric) 08
• Viscosity control
• Diesel oil cooler 09
• Control cabinet
• Alarm panel 10
Built on one frame, they include all piping, wiring and trace heating. 11
Module controlled automatically with alarms and starters 12
• Pressure pump starters with stand-by automatic

13
• Circulating pump starters with stand-by automatic
• PI-controller for viscosity controlling
14
• Starter for the viscosimeter
15
• Analog output signal 4 - 20 mA for viscosity
16
Alarms
17
• Pressure pump stand-by start
• Low level in the mixing tank 18
• Circulating pump stand-by start
• Self-cleaning lne llter clogged 19
• Viscosity alarm high/low
• The alarms with potential free contacts 20
• Alarm cabinet with alarms to engine control room and connection interface for remote start/stop and
• Indicating lamp of fuel pressure and circulating pumps 21

FUEL OIL SYSTEM
01
02 Size, weight and dimensions
03 The whole module is tubed and cabled up to the terminal strips in the electric switch boxes which are
installed on the module. All necessary components like valves, pressure switches, thermometers, gauges
04 etc. are included. The fuel oil pipes are equipped with trace heating (steam, thermal oil or electrical) where
necessary.
05
NOTE:
06 The module will be tested hydrostatical and functional in the workshop without heating and not connected
to the engine.
07
08
Module size Module weight
09 [mm] [kg]
6 M 32 E 2,800 x 1,200 x 2,100 1,800
10 8 M 32 E 3,000 x 1,200 x 2,100 2,200
9 M 32 E 3,200 x 1,300 x 2,100 2,700
11
12
13
14
15
16
17
18
19
20
21

FUEL OIL SYSTEM
01
02
u
u
03
04
LI LI
HT1 LSL LSL DT1

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

FUEL OIL SYSTEM
01
02
03
04
05
HP1
06
07
08 HH2
HP2
09
HH1
HF4
10
11
12 DH3
13
14 HT2
15
16
17 HR9
HR2
18 HF2
HP4
HP3
19
20
Fig. 5-21 Fuel booster and supply module, 3D
21
DH3 Fuel oil cooler for MDO operation HP1 Fuel pressure pump
HF2 Primary llter (duplex llter) HP2 Fuel stand-by pressure pump
HF3 Coarse llter HP3 Fuel circulation pump
HF4 HFO automatic llter HP4 Stand-by circulation pump
HH1 Heavy fuel lnal preheater HR9 Fuel change over main valve
HH2 Stand-by lnal preheater HT2 Mixing tank

FUEL OIL SYSTEM
01
5.3 Switching over from HFO to diesel oil 02
Continuous operation with HFO is recommended for engines designed for running mainly on HFO. 03
Starting and stopping the engine on HFO (Pier to Pier) can be provided if a suflcient preheating of the fuel
oil system is ensured. 04
The circulating pumps have to be permanently in service, so that a continuous circulation of warm/hot fuel
oil through the engine is ensured. 05
A frequent change over from HFO to diesel oil is only recommended when necessary for mushing purposes, 06
emergencies, special sea area emission requirements, etc.
07
Changing the fuel oil too quickly and too often may cause high risk of plunger seizure (thermal shock), fuel
injection pump leakages, etc. in the fuel injection pump. 08
Only a slow switch over will attenuate that effect.
09
Typical switch over characteristics (HFO to diesel) 10

11
Rate diesel oil 12

13
14
Temperature
Fuel rate 15
Diesel oil cooler switching

16
Fuel oil temperature point
17
18
Rate heavy fuel oil 19
Time 20
Fig 5-22 Switch over characteristics
21

LUBE OIL SYSTEM
01
02 General
03 The lube oil performs several basic functions:
04 • It cleans the engine by carrying dirt and wear particles until the llters can extract and store them.
• It cools the engine by carrying heat away from the piston, cylinder walls, valves and cylinder heads
05 to be dissipated in the engine oil cooler.
• It cushions the engines bearings from the shocks of cylinder lring.
06 • It lubricates the wear surfaces, reducing friction.
• It neutralizes the corrosive combustion products.
07 • It seals the engines metal surfaces from rust.
• It lubricates the turbocharger bearings.
08 • It cools the injection nozzles.
09
6.1 Lube oil requirements
10
NOTE:
11 The viscosity class SAE 40 is required.
12 Wear and tear and thus the service life of the engine depend on the lube oil quality. Therefore high
requirements are made for lubricants:
13
• Constant uniform distribution of the additives at all operating conditions.
14 • Perfect cleaning (detergent effect) and dispersing power, prevention of deposits from the combustion
process in the engine.
15
• Suflcient alkalinity in order to neutralize acid combustion residues.
• The TBN (total base number) must be between 30 and 40 KOH/g at HFO operation.
16
The TBN is 12 - 20 KOH/g for MDO operation depending on Sulfur content.
17
18
19
20
21

LUBE OIL SYSTEM
01
02
Diesel oil / 03
Manufacturer I II HFO operation I II
MDO operation
AGIP DIESEL SIGMA S X CLADIUM 300 S X 04
CLADIUM 120 X CLADIUM 400 S X
BP ENERGOL HPDX 40 X ENERGOL IC-HFX 304 X 05
ENERGOL DS 3-154 X ENERGOL IC-HFX 404 X
ENERGOL IC-HFX 204 X 06
VANELLUS C3 X
CHEVRON, DELO 1000 MARINE X TARO 30 DP X
07
CALTEX, TARO 12 XD X TARO 40 XL X
TEXACO TARGO 16 XD X TARO 40 XLX X
08
TARGO 20 DP X
TARGO 20 DPX X 09
CASTROL MARINE MLC X TLX PLUS 304 X
MHP 154 X TLX PLUS 404 X 10
TLX PLUS 204 X
CESPA KORAL 1540 X
11
ESSO EXXMAR 12 TP X EXXMAR 30 TP X
EXXMAR CM+ X EXXMAR 30 TP PLUS X
12
ESSOLUBE X 301 X EXXMAR 40 TP X
EXXMAR 40 TP PLUS X
13
MOBIL MOBILGARD 412 X MOBILGARD M430 X
MOBILGARD ADL X MOBILGARD M440 X
14
MOBILGARD M430 X MOBILGARD M50 X
MOBILGARD 1-SHC 1) X
15
DELVAC 1640 X
SHELL GADINIA X ARGINA T X
16
GADINIA AL X ARGINA X X
ARGINA S X
17
ARGINA T X
TOTAL RUBIA FP X AURELIA TI 4030 X
18
LUBMARINE DISOLA M 4015 X AURELIA TI 4040 X
AURELIA TI 4030 X
19
CAPRANO M40 X
LUKOIL NAVIGO 12/40 X NAVIGO TPEO 40/40 X
20
NAVIGO 15/40 X NAVIGO TPEO 30/40 X
GULF SEA POWER 4015 X SEA POWER 4030 X
21
SEA POWER 4040 X
I Approved in operation / II Permitted for controlled use. When these lube oils are used, Caterpillar Motoren GmbH & Co. KG must be informed
because at the moment there is insuflcient experience available for engines. Otherwise the warranty is invalid. / 1) Synthetic oil with a high
viscosity index (SAE 40 W/40). Only permitted if the oil inlet temperatures can be decreased by 5 - 10 °C.

LUBE OIL SYSTEM
01
02 6.2 Internal lube oil system
03 Lube oil force pump LP1 (ltted)
04 The lube oil force pump is a gear pump, ltted on the engine and mechanically driven by the crankshaft.
The lube oil force pump provides the lube oil from the circulating tank LT1 to the engine.
05 It is designed to provide a suflcient amount of lube oil at the required pressure to the engine even when
running at the designed minimum engine speed. Capacity, see technical data.
06
07
Self-cleaning lube oil llter LF2 (ltted)
08
The back mushing llter protects the engine from dirt particles which may accumulate in the circulating tank
09 LT1.
Mesh size 30 ¦m (absolute). The llter is continuously mushing into the oil pan without mushing oil
10 treatment, without bypass llter. For single-engine plants a llter insert will be delivered as spare part.
11
12
13
14
15
16
17
18
19
Fig. 6-1 Self-cleaning lube oil llter LF2
20
21

LUBE OIL SYSTEM
01
Back mushing llter LF2 (separate), option 02
03
1 1a
04
P1 P2
05
S
2 3a 3
06
07
08
F
09
C
10
11
12
E
13
14
B
X 15
16
17
Y
ø 14
18
19
A
20
Fig. 6-2 Back mushing llter LF2 21

A B C E F S X Y [kg]
6/8/9 M 32 E 485 200 775 245 295 400 180 180 112
If the back mushing llter is separate, there will be a duplex llter on the engine.

LUBE OIL SYSTEM
01
02 6.3 External lube oil system
03 General
04
DN80
C91
05
06 h 1202 1112
1142 1203 1106 1105
LP5 PSL PS TSHH TI TT PI PSLL PT
PDSH PDI
TI LH1 TI
LP1
07 M
LR2
LF2
LR1
A B
C
08 LS2 ENGINE
LF4
09
10
C60
LSH 1312
C65 LT1
LI
C61
11 LSL 1311
12
DN50
TI
13 LS1
LH2
14
15
TI PI
LF4
DN50
16 Fig. 6-3 External lube oil system diagram LP9
17 LF2 Self-cleaning lube oil llter LI Level indicator

LF4 Suction strainer LSL Level switch low
18 LH1 Lube oil cooler LSH Level switch high
LH2 Lube oil preheater PDI Diff. pressure indicator
19 LP1 Lube oil force pump PDSH Diff. pressure switch high
LP5 Prelubrication pump PI Pressure indicator
20 LP9 Transfer pump (separator) PSL Pressure switch low
LR1 Lube oil temperature control valve PSLL Pressure switch low
21 LR2 Oil pressure regulating valve PT Pressure transmitter
LS1 Lube oil separator TI Temperature indicator
LT1 Sump tank TSHH Temperature switch high high
TT Temperature transmitter (PT100)

LUBE OIL SYSTEM
01
C60 Separator connection, suction side or drain h Please refer to the measuring point list 02
llling pipe regarding design of the monitoring devices.
C61 Separator connection, delivery side or o See “crankcase ventilation“ installation 03
from bypass llter instructions 4-A-9570
C65 Lube oil llling 04
C91 Crankcase ventilation to stack
05
Lube oil cooler LH1 06
A plate cooler with plates of stainless steel will be used to dissipate the heat to the LT fresh water system. 07
It is mounted at the baseframe
Option: separate 08
540 L
09
262
10
11
12
13
14
1,113
1,516
15
16
17
18
240
19
Fig. 6-4 Lube oil cooler LH1
20
L Weight
[mm] [kg] 21
6 M 32 E 545 638
8 M 32 E 765 692
9 M 32 E 765 711

LUBE OIL SYSTEM
01
02 Lube oil temperature control valve LR1 (ltted)
03 A wax operated control valve will be used to control the oil inlet temperature into the engine. It has an
emergency manual adjustment.
04 Option: separate
Control valve, option If the cooler is not mounted at
05 the baseframe, the control valve
is also separated.
06
H 30
07
08
09
F
A
10
11 C B
øD
12
13 G
14 Fig. 6-5 Lube oil temperature control valve LR1
15
16 DN D F G H [kg]
6 M 32 E 80 200 171 267 151 27
17 8/9 M 32 E 100 220 217 403 167 47
18 Centrifugal llter LS2 (separate)
19 A centrifugal llter can be used for cleaning of lube oil. This may extend the lube oil change intervals.
20 Prelubricating pump LP5
21 This pump is mounted at the baseframe.

This pump can only be used for prelubricating, not as stand-by for the force pump.
Capacity, see technical data.
Oil pressure regulating valve LR2 (ltted)
The pressure control valve controls the lube oil pressure at engine inlet by giving only the adequate oil
mow to the engine. Excessive oil mow will be led back into the engine oil pan.

LUBE OIL SYSTEM
01
Lube oil temperature control valve LR1 (electric driven valve), option 02
D 03
04
05
06
B
07
08
2 1
09
C
3
10
Fig. 6-6 Lube oil temperature A
control valve LR1 (electric driven valve)
11
12
13
DN A B C D [kg]
6 M 32 E 80 310 624 155 170 58 14
8/9 M 32 E 100 350 646 175 170 70
15
Lube oil separator LS1 (separate)
16
The most effective cleaning of lube oil is carried out by means of separation.
Separation is mandatory for HFO driven plants and highly recommended for MGO/MDO operation. 17
Layout for MGO/MDO operation 18
Automatic self-cleaning separator; Operating temperature 85 - 95 °C 19
V [l/h] = 0.18 · Peng [kW] Peng= Power engine [kW] 20
Layout for HFO operation 21
Automatic self-cleaning separator; Operating temperature 95 °C
V [l/h] = 0.29 · Peng [kW] Peng= Power engine [kW]
For the layout of separators, please follow the separator manufacturer‘s guidelines.

LUBE OIL SYSTEM
01
02 6.4 Circulating tanks
03 The circulating tank LT1 is mounted at the baseframe.
04
6.5 Crankcase ventilation system
05
06 6.5.1 Crankcase ventilation pipe dimensions
07 • The crankcase ventilation connecting point is DN 80.

• The engine main ventilation line must be at least DN 125.
08
09 6.5.2 Crankcase ventilation pipe layout
10 • The pipes should run upwards.

• Free ventilation under all trim conditions is required.
11 • To avoid backmow of condensate, a permanent drain of the ventilation pipe is required.
12
13 DN 125
DN 80
14
Compensator for resilient mounted engine
15
16
C91
17
Crankcase pressure max. 150 Pa (15 mm WC)
18
Fig. 6-7 Crankcase ventilation
19
C91 Crankcase ventilation to stack
20
21

COOLING WATER SYSTEM
01
7.1 General 02
MaK engines are cooled by two cooling circuits: 03
• A high temperature (HT) and
• A low temperature (LT) cooling circuit 04
The cooling water needs to be treated according to Caterpillar Motoren requirements for MaK engines.
05
7.1.1 Two circuit cooling system 06
In this system arrangement, the two cooling systems are designed as two separate water circuits. 07
Each circuit needs to be ltted with a header tank and a fresh water cooler.
08
7.1.2 Secondary circuit cooling system 09
In the "secondary circuit cooling system", HT and LT cooling circuits are combined in sequence to one 10
water circuit.
In order to use the different temperature levels, the HT suction side is connected to the LT delivery side. 11
The HT circuit uses an amount of warm LT water and further heats it up by cooling the engine. The amount
of LT water, that is used by the HT system, depends on the current temperature and engine power. The 12
overrun of the lxed mow of the fresh water pump (ltted on engine) HT (FP1) circulates via bypass line from
the temperature control valve HT (FR1) to the suction side as usual.
13
The advantage of the secondary circuit system is its simplicity. It uses just one water circuit and there is
only one header tank and one fresh water cooler instead of two.
14
In addition the amount of piping is reduced.
15
16
7.2 Water quality requirements
17
7.2.1 General 18
The engine cooling water must be carefully selected, treated and controlled. 19
The use of untreated cooling water will cause corrosion, erosion and cavitation on the surfaces of the
cooling system. Deposits can impair the heat transfer and may result in thermal overload on components 20
to be cooled.
Therefore the treatment with an anti-corrosion agent has to be effected before the very lrst 21
commissioning of the plant.

01
02 7.2.2 Requirements
03 The characteristic of the untreated cooling water must be within the following limits:
• Distillate or freshwater free from foreign matter (no seawater or waste water).
04 • A total hardness of max. 10° dH.
• pH-value 6.5 – 8.
05 • Chloride ion content of max. 50 m/l.
06
7.2.3 Supplementary information
07
Distillate:
08 If a distillate or fully desalinated water is available, this should preferably be used as engine cooling
water.
09 Hardness:
Water with more than 10° dGH (German total hardness) must be mixed with distillate or softened.
10
11 7.2.4 Treatment before operating the engine for the lrst time
12 Treatment with an anti-corrosion agent must be done before the engine is operated for the lrst time to
prevent irreparable initial damage.
13
14 7.3 Recommendation for cooling water system
15
7.3.1 Pipes and tanks
16
17 Galvanized material should not be used in tanks and pipes, it can cause zinc attack in the engine.
18
7.3.2 Drain tank with llling pump
19
It is recommended to collect the treated water in a separate drain tank when carrying out maintenance
20 work (to be installed by the yard).
21

01
7.3.3 Electric motor driven pumps 02
Pumps should be applicable for use in fresh water as well as sea water circuits, vertical design. 03
Rough calculation of power demand for the electric balance: 04
ȡ·H·V 05
p= [kW]
367 · Ș 06
P= Power [kW] 07
PM = Power of electr. motor [kW]
V= Flow rate [m³/h] 08
H= Delivery head [m]
ȡ= Density [kg/dm³] 09
Ș= Pump eflciency, 0.70 for centrifugal pumps
10
PM = 1.5 · P < 1.5 kW
PM = 1.25 · P 1.5 - 4 kW 11
PM = 1.2 · P 4 - 7.5 kW
PM = 1.15 · P 7.5 - 40 kW 12
PM = 1.1 · P > 40 kW
13
7.4 Cooling water system

14
15
7.4.1 General
16
The high temperature (HT) system provides the HT side of the charge air cooler and the engines‘ cylinder 17
heads and cylinder liner water rings with cooling water. In order to reduce the thermal tension in
water-cooled engine parts, it is important to keep the drop in temperature low and therefore the mow 18
high. Therefore the fresh water pump (ltted on engine) HT (FP1) delivers its full mow over the engine.
The HT outlet temperature of 90 °C is controlled by the temperature control valve HT (FR1). In case 19
the temperature decreases, the valve delivers more water to the bypass (connection B for mechanical,
connection 3 for electrical driven valves) back to the HT pumps‘ suction side. 20
In order to use the thermal energy of the HT circuit, a heat recovery can be installed as shown in the
cooling water diagrams (FH3). For heat recoveries, especially for fresh water generators a high mow over 21
the heat consumer (FH3) is recommended. This can be achieved by using a mow temperature control valve
HT (FR3). This valve raises the HT mow temperature and therefore reduces the amount of water that is
circulated over the bypass of FR1 and increases the mow through the heat recovery heat consumer (FH3)
and the fresh water cooler HT (FH1).

01
02 The low temperature (LT) cooling circuit provides cooling for the LT stage of the charge air cooler, the lube
oil and the diesel oil coolers and possible other consumers like e.g. gear box and generator coolers.
03 The LT mow temperature is controlled by FR2. The cooling system is laid out for 38 °C under tropical
conditions and full engine load. For better performance, the LT temperature is to be controlled to 32 °C.
04 Caterpillar Motoren can deliver mechanic P-controllers with a set point range of 20 to 30 °C or electric
driven valves with electronic controllers, which must be set to 32 °C.
05 Depending on the plant design the fresh cooling water pumps can be ltted on the engine. All cooling
water pumps also may be designed as separate with electrical drive
06
Cooling water system diagram
07
FT1 Anti corrosion treatment
08
FT2
09 LI
LSL
10 TI FH3 TI
CR1 3
1
M
11 C37 C15
2
C18 C32a C32b C25
12 B C
FR1 A C19
13
TI LH1 TI
2211 2212
TT TI TSHH
h
14 TI
TI
PI
15
CH1 CH2 XH1 FH2
ENGINE B C
2103 21012102 2201 FR2 A TI
PSLL PSL PT TT TI
2111 2112
16 PI PSL PT
C28
17
FH5
18 FP1 FP7 FP2 DH3

TI
SP1
PI PI
SP2
TI PI PI
19
20
SF1
C22
ST1
21
Fig. 7-1 Cooling water system diagram
In plants with skin or box coolers not required: seawater system (SP1, SP2, SF1, ST1).

01
CH1 Charge air cooler HT LI Level indicator 02
CH2 Charge air cooler LT LSL Level switch low
CR1 Charge air temperature control valve PI Pressure indicator 03
DH3 Fuel oil cooler for MDO operation PSL Pressure switch low
FH2 Fresh water cooler LT PSLL Pressure switch low 04
FH3 Heat consumer PT Pressure transmitter
FH5 Fresh water preheater TI Temperature indicator 05
FP1 Fresh water pump (ltted on engine) HT TSHH Temperature switch high
FP2 Fresh water pump (ltted on engine) LT TT Temperature transmitter 06
FP7 Preheating pump
FR1 Temperature control valve HT C15 Charge air cooler LT, outlet 07
FR2 Temperature control valve LT C18 Oil cooler, inlet
FT2 Compensation tank LT C19 Oil cooler outlet 08
LH1 Lube oil cooler C22 Freshwater pump LT, inlet
SF1 Seawater llter C28 Fresh water pump LT, outlet 09
SP1 Seawater pump C32a Heat recovery, outlet
SP2 Seawater stand-by pump C32b Heat recovery, inlet 10
ST1 Sea chest C37 Vent
XH1 Generator cooler 11
h Please refer to the measuring point list
regarding design of the monitoring 12
devices.
13
7.4.2 Components
14
15
Freshwater cooler LT FH2 (separate)
16
Plate type, size depending on the total heat to be dissipated.
Most ship cooling systems dump the engines‘ waste heat in seawater cooled fresh water coolers. 17
Caterpillar Motoren offers standardized titanium plate heat exchangers for this purpose. The size of
these coolers will always be individually calculated for the heat dissipation demand of the respective 18
systems.
Alternatively box coolers, radiators and other heat exchanger arrangements and any kind of combined 19
cooling systems can be laid out and delivered.
20
21

01
02 Compensation tank HT FT1 / LT FT2
03 • Arrangement: Min. 4 / max. 16 m above crankshaft center line (CL).

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

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

DN A B C D [kg]
17 — 80 310 624 155 170 58
6/8 M 32 E 100 350 646 175 170 70
18 9 M 32 E 125 400 717 200 170 110
B
19
20
2 1
21
C
A
Fig. 7-2 Charge air temperature control valve CR1

01
Fresh water pump (separate) HT FP3/FP5 and LT FP4/FP6 02
Capacity: acc. to heat balance. 03
04
F
E
05
06
07
08
D
09
10
DN
11
C
A 12
B B
Fig. 7-3 Fresh water pump
13
14
Flow Pressure Dimensions [mm] Weight
[m³/h] [bar] DN A B C D E F [kg] 15
70 3.0 80 400 200 140 1,132 180 250 189
80 3.2 100 520 250 175 1,255 140 250 247 16
90 3.0 100 520 250 175 1,255 140 250 247
100 3.2 125 520 315 200 1,285 110 265 359 17
18
19
20
21

01
02 Temperature control valve HT FR1 (ltted) / LT FR2 / HT mow FR3
03 P-controller with manual emergency adjustment (basis).

Option: PI-controller with electric drive. See charge air temperature control valve (CR1).
04
05 G H 30
A
06
07
08 F
09 C B
øD
10
11 Fig. 7-4 Temperature control valve HT FR1
12
13
DN D F G H [kg]
14 6/8/9 M 32 E HT 180 200 171 267 151 27
6/8 M 32 E LT 100* 220 217 403 167 47
15 9 M 32 E LT 125* 250 241 489 200 67
16 * Minimum depending on total cooling water mow
17
18
19
20
21

01
7.5 System diagrams heat balance 02
45.3 °C
03
90 °C 04
v = 70 cbm/h
FW Cooler HT
Q = 1,600 kW
05
48.6 °C
v = 80 cbm/h
90 °C 47.3 °C
06
Lube oil cooler
v = 60 cbm/h
Q = 484 kW
70.3 °C 36.7 °C
07
41.6 °C
ENGINE
6 M 32 E IMO II Charge air cooler 2 08
FW Cooler LT
Q = 864 kW
P = 3,300 kW Q = 250 kW
n = 720/750 1/min v = 60 cbm/h
Q = 462 kW 09
43.6 °C
10
84.3 °C 32 °C
Generator cooler
v = 20 cbm/h
Q = 130 kW
Charge air cooler 1

Q = 1,138 kW
v = 70 cbm/h
FW Pump LT
38 °C
SW Pump
v = 160 cbm/h
11
70.3 °C v = 80 cbm/h p = 2.5 bar
FW Pump HT
v = 70 cbm/h
p = 3.6/4.0 bar
12
Sea chest
p = 3.7/4.1 bar
13
38 °C
v = 80 cbm/h
Fig. 7-5 Heat balance, system diagram 6 M 32 E

14
15
16
17
18
19
20
21

01
02
03 46.1 °C
04 90 °C
v = 70 cbm/h
FW Cooler HT
Q = 2,129 kW
05 90 °C
50 °C
v = 90 cbm/h
49 °C
06
Lube oil cooler
v = 70 cbm/h
Q = 642 kW
63.8 °C 36.9 °C
07 42.1 °C
FW Cooler LT
ENGINE
Q = 1,146 kW
8 M 32 E IMO II
08
Charge air cooler 2
P = 4,400 kW Q = 334 kW
n = 720/750 1/min v = 70 cbm/h
Q = 611 kW
09 82.5 °C
45.3 °C 32 °C
Generator cooler
v = 20 cbm/h
Q = 170 kW
SW Pump
10
Charge air cooler 1
Q = 1,518 kW v = 200 cbm/h
38 °C p = 2.5 bar
v = 70 cbm/h
FW Pump LT
11 63.8 °C v = 90 cbm/h
Sea chest
p = 3.4/3.8 bar
FW Pump HT
v = 70 cbm/h
p = 3.7/4.1 bar
12 38 °C
v = 90 cbm/h
13 Fig. 7-6 Heat balance, system diagram 8 M 32 E
14 47.9 °C
15
90 °C
v = 80 cbm/h
FW Cooler HT
Q = 2,394 kW
16 90 °C
v = 100 cbm/h
50.6 °C
49.2 °C
Lube oil cooler
v = 75 cbm/h
17
Q = 722 kW
64.2 °C 37.6 °C
18 42.3 °C
FW Cooler LT
ENGINE
Q = 1,297 kW
9 M 32 E IMO II Charge air cooler 2
19
P = 4,950 kW Q = 375 kW
n = 720/750 1/min v = 75 cbm/h
Q = 687 kW
32 °C
20
44.9 °C
82.6 °C
Generator cooler
v = 25 cbm/h
Q = 200 kW
Charge air cooler 1 SW Pump
21
Q = 1,707 kW v = 200 cbm/h
38 °C
v = 80 cbm/h p = 2.5 bar
FW Pump LT
64.2 °C v = 100 cbm/h
p = 3.2/3.6 bar Sea chest
FW Pump HT
v = 80 cbm/h
p = 3.6/4.0 bar
38 °C
v = 100 cbm/h
Fig. 7-7 Heat balance, system diagram 9 M 32 E

01
7.6 Preheating (separate module) 02
03
7.6.1 Electrically heated
04
• The standard preheating system in plants delivered by Caterpillar Motoren is electrically heated.
• Consisting of baseframe mounted preheating pump FP7 (12 m³/h), electric heater FH5 (24 kW) and 05
separate switch cabinet.
Voltage 400 - 690, frequency 50/60 Hz. 06
ø 10.2
25
07
08
15
09
S10
H7
H1
Q0
400
10
11
12
500
13
14
15
16
17
18
19
20
21
Fig. 7-8 Freshwater preheater FH5, preheating pump FP7

01
02 7.6.2 Other preheating systems
03 On request preheating systems heated by thermal oil or steam can be laid out and delivered by Caterpillar
Motoren.
04
05 7.7 Box coolers system
06 On request box coolers can be laid out and delivered by Caterpillar Motoren.
07
7.8 Cooling circuit layout
08
The engine driven cooling water pumps are designed to provide the engine and its systems with cooling
09 water.
For a rough layout of these circuits, a pressure drop of 0.5 bar per component can be calculated:
10 Taking the total estimated pressure loss of the whole circuit in account, the mow delivered by the pump
can be read out from the pump performance curve.
11
12 Engine driven cooling water pumps (HT and LT)
Performance curve
13
14 4,50
15 4,00
750 rpm
16
720 rpm
3,50
17
Total head [bar]
18 3,00
19 2,50
20
2,00
21
1,50
0 20 40 60 80 100 120 140 160
Flow [m³/h]
Fig. 7-9 Pump curve

COMPRESSED AIR SYSTEM
01
Compressed air is used 02
• to start the engine.
• to provide actuating energy for safety devices. 03
The compressed air supply to the engine plant requires air receivers and air compressors of a capacity and 04
air delivery rating which will meet the requirements of the respective classilcation society.
To ensure the functionality of the components in the compressed air system, the compressed air has to be 05
free of solid particles and oil.
06
8.1 Internal compressed air system 07
The engine is started by means of compressed air with a nominal pressure of 30 bar. 08
The start is performed by direct injection of starting air into the cylinder through the starting air valves in
the cylinder heads. 09
01 10
6101
11
C86 PT
02
From starting air system
12
04
03
13
Stop cylinder injection pumps 14

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

17
Fig. 8-1 Internal compressed air system, system diagram 18
19
01 3/2 way valve 05 Air llter
02 Flame arrestor 06 Pressure reducer 20
03 Air distributer 07 Stop cylinder
04 Starting air values 21

01
02 8.2 External compressed air system
03 The design of the starting air system is partly determined by classilcation regulations.
Most classilcation societies require that the total capacity is divided into two equally sized starting air
04 receivers and starting air compressors.
The starting air pipes should always be slightly inclined and equipped with manual or automatic draining
05 at the lowest points.
Caterpillar Motoren requires automatic draining condensate traps at the starting air receivers.
06
Slow turn
device
07
Control air
To typhon (optional) 6 bar
Slow turn
solenoid
PI AR1 6101
08
AT1 C86 PT
AC1 AR5
Slow turn
valve PI
09
d
AC2 d
AR5 6105
To typhon PSL
AR4
10
a
d PI
AT2 j e ENGINE
11
j
12
13 Fig. 8-2 External compressed air system, system diagram
14
AC1 Compressor C86 Connection / starting air
15
AC2 Stand-by compressor
AR1 Starting valve a Control air
16
AR4 Pressure reducing valve d Water drain (to be mounted at the lowest
17 AR5 Oil and water separator point)
AT1 Starting air receiver (air bottle) e To engine no. 2
18 AT2 Starting air receiver (air bottle) j Automatic drain required
19 PI Pressure indicator
PSL Pressure switch low, only for main engine
20 PT Pressure transmitter
21

01
8.2.1 Compressor AC1, stand-by compressor AC2 02
According to the requirements of the Marine Classilcation Society there should be minimum 2 starting air 03
compressors with 50% total performance each.
The total performance has to be suflcient for rellling the starting air receivers to their normal pressure of 04
30 bar within one hour.
05
06
07
08
09
10
11
12
13
14
15
16
17
18
19
20
Fig. 8-3 Compressor AC1, stand-by compressor AC2 21

01
02 Dimensions:
03 Width: 1,250 mm
Length: 1,350 mm
04 Height: 1,550 mm
The dimensions of the compressor module do not depend on the type of compressor.
05 Weight of twin compressor assembly incl. electrical cabinet: approx. 600 kg
06 Rough calculation of compressor capacity:
07 ‫ گ‬V [m³] PE - PA
VC [m³/h]= ·
08 [h] PB
09 VC= Compressor capacity [m³/h]

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

Final
Charging Power Heat
13 Type pressure Stages Cylinder Speed Weight
capacity consumption dissipation
max. bar
14 [m³/h] [kW] [kJ/sec] [kg]
15 40 2 2 1,180 12.0 2.7 5 135
15 15 40 2 2 1,480 15.0 3.4 5 135
15 40 2 2 1,780 18.0 4.1 6 135
16 22 40 2 2 1,180 17.0 3.5 5 135
22 40 2 2 1,480 21.0 4.4 7 135
17 22 40 2 2 1,780 25.0 5.4 8 135
33 35 2 2 1,180 23.0 5.1 6 145
18 33 35 2 2 1,480 30.0 6.5 9 145
33 35 2 2 1,780 35.0 7.8 10 145
19
20 The dimensions and weights are given by approximation.
21

01
8.2.2 Air receiver AT1, AT2 02
The starting air receiver should be dimensioned for a nominal pressure of 30 bar. 03
The number and the capacity of the air receivers depend on the requirements of the Marine Classilcation
Society and the type of installation. 04
It is recommended to use a minimum air pressure of 15 bar, when calculating the required volume of the
receiver. 05
The starting air receiver must be equipped with automatic condensate traps, the receiver should be
installed in a slightly inclined position to ensure eflcient draining. 06
07
L
08
3 8 2
1 09
5 10
øD
11
4 6
12
Fig. 8-4 Air receiver AT1, AT2
13
1 Filling valve 6 Connection G 1/2 with plug

14
2 Pressure gauge G 1/4 7 Outlet of starting valve at engine
15
3* Relief valve DN 7 8 Typhon valve DN 16
4 Drain valve DN 8 Option: *
with pipe connection G 1/2
16
5 Drain position vertical
17
18
19
20
21

01
02 Normal requirements of classilcation societies:
03 No. of starts: 6
No. of receivers: min. 2
04
Calculation of air receiver volumes:
05 V2 · n · Patm
V=
06 Pmax - Pmin
07 V= Air receiver volume

V2 = Air consumption per start [Nm³]
08 n= Required number of starting procedures in sequence
Patm = Ambient pressure [bar]
09 Pmax = Maximum receiver pressure (30 bar)
Pmin = Minimum receiver pressure (15 bar)
10
11 Receiver capacity acc. to GL recommendation AT1/AT2
12 Single-engine plant 2 x 250 l

Twin-engine plant 2 x 500 l
13
Receiver capacity L øD Weight
14 Valve head
[l] [mm] [mm] approx. [kg]
15 250 2,037 480 DN 38 280
500 3,501 480 DN 50 460
16 750 3,033 650 DN 50 625
1,000 3,853 650 DN 50 810
17
When CO2 lre extinguishing plants are arranged in the engine room, the blow-off connection of the safety
18 valve is to be piped to the outside.
19
20
21

01
8.3 Air quality requirements 02
The quality of the instrument air for safety and control devices must fullll the following requirements. 03
04
Instrument air specilcation:
05
Max. particle size: 15 ¦m
Max. particle density: 8 mg/m³ 06
Water pressure dew point: 3 °C
Water: 6.000 mg/m³ 07
Residual oil content: 5 mg/m³
08
The standard DIN ISO 8573-1 delnes the quality cases of compressed air as follows:
09
• Oil content
(Specilcation of aerosols and hydrocarbons which may be contained in the compressed air.) 10
• Particle size and density 11

(Specilcation of size and concentration of particles which still may be contained in the compressed air.)
12
• Pressure dew point
(Specilcation of the temperature on which the compressed air can cool down without the steam
13
contained in it condensing. The pressure dew point changes with the air pressure.)
14
15
16
17
18
19
20
21

01
02 8.4 Optional equipment
03 Compressor module
04 Caterpillar Motoren can design, offer and deliver integrated compressor modules:
Starting air receiver and compressors can be combined individually.
05 For further information see table Air receiver AT1, AT2 (see chapter 8.2.2)
06
07
08
09
10
11
12
13
14
15
16
17
18
Fig. 8-5 Compressor module
19
20
21

COMBUSTION AIR SYSTEM
01
9.1 Engine room ventilation 02
To obtain good working conditions in the engine room and to ensure a trouble free operation of all 03
equipment a properly designed engine room ventilation system with cooling air and combustion air is
required. 04
05
9.2 Combustion air system design
06
Combustion air describes the air the engine requires to burn fuel.
Combustion air demand see chapter 3, technical data. 07
08
9.2.1 Air intake from engine room (standard)
09
• 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. 10
• When operating under tropical conditions, the air mow must be conveyed directly to the turbocharger.
• The temperature at turbocharger llter should not fall below + 10 °C. 11
• In cold areas warming up of the air in the engine room must be ensured.
12
9.2.2 Air intake from outside

13
• The intake air duct is to be provided with a llter. Penetration of water, sand, dust and exhaust gas must
14
be avoided.
15
• Connection to the turbocharger is to be established via an expansion joint.
For this purpose the turbocharger will be equipped with a connection socket.
16
• At temperatures below + 10 °C Caterpillar Motoren / application engineering must be consulted.
17
9.3 Cooling air 18
Cooling air refers to the mow of air that removes radiant heat from the engine, generator, other driven 19
equipment and other engine room components.
To dissipate the radiated heat a slight and evenly distributed air mow is to be led along the engine exhaust 20
gas manifold starting from the turbocharger.
21
NOTE:
Radiated heat, see technical data.

EXHAUST GAS SYSTEM
01
02 The exhaust gas system discharges the exhaust gases, emitted from the engine, through a piping system
to the atmosphere. To provide maximum eflciency of the engine, the resistance to the gas mow should be
03 minimized. The back pressure (directly after the turbocharger, inmuenced by the design of the exhaust gas
piping) and all installed components like exhaust gas boilers, catalysts and scrubbers is limited to 30 mbar.
04 Higher values will increase the thermal load of the engine and may lead to higher fuel consumption.
05
10.1 Components
06
07 10.1.1 Exhaust gas nozzle
08 For an optimal integration of the engine in the engine room, regarding the discharge of the emitted
exhaust gases different positions of the exhaust gas nozzle are possible.
09 The basic orientation of the exhaust gas nozzle for all M 32 E engines, achieved by a transition piece from
the vertical line, are: 0 °, 30 °and 60 °. For the 8 and 9 M 32 E engines additional standard orientations of
10 45 ° and 90 ° from the vertical line are available.
11
0° 0°
12
13
14 45°
15
30°
16 30°
17
18
90°
19
20
60° 60°
21
Fig. 10-1 6 M 32 E nozzle orientation Fig. 10-2 8/9 M 32 E nozzle orientation

EXHAUST GAS SYSTEM
01
10.1.2 Exhaust gas compensator 02
The connection of the engine to the piping system of the ship has to be mexible to compensate possible 03
engine vibrations, movements of resilient mounted engines and to reduce the forces generated by the
thermal expansion of the exhaust gas piping acting to the turbocharger. For this connection, a special 04
type of approved exhaust gas compensator, which is mexible in all directions, is available. It is highly
recommended to install the exhaust gas compensator directly after the above mentioned exhaust gas 05
nozzle. If it is necessary to isolate the compensator area it must be possible that the compensator is able
to expand and contract freely. 06
0° 07
08
09
45 ° 10
11
12
13
14
15
16
17
18
Fig. 10-3 Exhaust gas compensator 19
Basic design values of the standard exhaust gas compensators. 20
Diameter Length Weight 21
[mm] [mm] [kg]
6 M 32 E 600 450 107
8/9 M 32 E 700 520 137

EXHAUST GAS SYSTEM
01
02 10.1.3 Exhaust gas piping system
03 To minimize the forces acting through the compensator to the turbocharger and to guarantee a long
lifetime of the compensator it is highly recommended to position a lxed point piping support directly after
04 the compensator.
05 Each engine requires a separate exhaust gas pipe. The exhaust gas piping system from two or more
engines is not allowed to be joined in one.
06
In order to minimize the pressure loss of the complete exhaust gas system it is recommended to use a
07 suitable pipe diameter for the entire exhaust gas line.
08 According to the dimensions of the compensators (see table chapter 10.1.2) there are standard diameters
proposed for the respective engine type in relation to the exhaust gas mass mow. In case multiple of bends
09 and other components integrated in the exhaust gas system it might be necessary to increase the pipe
diameter.
10
For guidance the exhaust gas mow velocity should be less than 40 m/s.
11
NOTE:
12 Max. pressure loss (incl. silencer and exhaust gas boiler): 30 mbar (lower values will reduce thermal load
of the engine).
13
14
15
16
17
18
19
20
21

EXHAUST GAS SYSTEM
01
Resistance in exhaust gas piping 02
03
ød
04
d (mm) R
0
100
0
40
50
05
0
60
06
50
R/d = 1
0
70
0
80
00
90
R/d = 1.5
00
1,0
07
00
1,1
1,2
20 R/d = 2.5
30
m
15
E 20
m 08
ipe
10 15
m
tp
en
09
10
m
°b
Δp (mmWS/m pipe)
f 90
5
)o
D
10
(m
th
ng
3.0
e le
m
2
11
pip
2.0
1.5 m
50 m
re
/s 1.5
pa
m
L‘s
1
C
12
1.0
m
40 m
/s
13
0.5
w (m/sec.)
B F 30 m
/s
0.2
25 m
/s 14
0.15
0.1
250
15
16
t (°C)
300
A
350
17
00
110,0 0
120,0 0
0
100,0 0
7,000
9,000
0
0
0
00
8,000
0
6,000
0
5,000
0
0
10,00
15,00
20,00
25,00
0
60,00
70,00
80,00
30,00
90,00
40,00
50,00
140,0
13 0 ,0
G (kg/h)
Fig. 10-4 Resistance in exhaust gas piping 18
Example (based on diagram data A to E): 19
T = 335 °C, G = 25,000 kg/h t = Exhaust gas temperature [°C]
L = 15 m straight pipe length, d = 700 mm G = Exhaust gas massmow [kg/h] 20
3 off 90 ° bend R/d = 1.5 Δp = Resistance/m pipe length [mm WC/m]
1 off 45 ° bend R/d = 1.5 d = Inner pipe diameter [mm] 21
ΔPg = ? w = Gas velocity [m/s]
I = Straight pipe length [m]
Δp = 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 = I + L‘ = 15 m + 38.5 m = 53.5 m ΔPg = Total resistance [mmWC]
ΔPg = Δp · L = 0.83 mm WC/m - 53.5 m = 44.4 mm WC

EXHAUST GAS SYSTEM
01
02 10.1.4 Silencer
03 General
Design according to the absorption principle with wide-band attenuation over a wide frequency range and
04 low pressure loss due to straight direction of mow. Sound absorbing llling consisting of resistant mineral
wool.
05
Dimension
06 Installation: vertical to horizontal
Flanges according to DIN 86044
07 Incl. countermanges, screws and gaskets
Without supports and insulation
08
09 Silencer
Sound level reduction 35 dB(A) (standard). Max. permissible mow velocity 40 m/s.
10
L
11
12
DN
DN
øD
13
14 Fig. 10-5 Silencer
15
Silencer with spark arrestor
16
Soot separation by means of a swirl device (particles are spun towards the outside and separated in the
17 collecting chamber). Sound level reduction 35 dB(A). Max. permissible mow velocity 40 m/s.
Silencers are to be insulated by the yard. Foundation brackets can be provided as an option.
18 L
19
20
DN
øD
DN
A
21
DN 200
Fig. 10-6 Spark arrestor and silencer
Dimensions [mm] Weight Weight with spark arrestor

DN A D L [kg] [kg]
6 M 32 E 600 675 1,100 4,800 1,300 1,350
8/9 M 32 E 700 775 1,300 5,200 1,650 1,800

EXHAUST GAS SYSTEM
01
02
DN 600
DN 500
DN 700 DN 800
DN 900
03
DN 400 DN 1000
DN 350 DN 1100 DN 1200
04
250
200
05
[mmWS] 150
06
[mmWC]
100
90
07
80
70
Pressure drop
60
50
40 08
09
30
20
15 10
11
Exhaust gas temp.
100
12
150
200 13
250
300
[° C] 350
400
1 2 3 4 5 6 7 8 9 10 15 20 25 30 40 50 60 70 80
14
Combustion air x 103 m3/h
15
Fig. 10-7 Silencer diagram Silencer Silencer with spark arrestor
16
10.1.5 Exhaust gas boiler 17
ATTENTION: 18
Each engine should have a separate exhaust gas boiler. Alternatively, a common boiler with separate gas
sections for each engine is acceptable. 19
Especially when exhaust gas boilers are installed attention must be paid not to exceed the maximum 20
recommended back pressure.
21
NOTE:
Exhaust gas boilers are available through Caterpillar Marine.

EXHAUST GAS SYSTEM
01
02 10.2 Turbocharger
03
10.2.1 Turbine cleaning system
04
Turbine cleaning is required for HFO operation. The cleaning is carried out with clean fresh water "wet
05 cleaning" during low load operation at regular intervals, depending on the fuel quality, 150 hours.
06 NOTE:
Duration of the cleaning period is approx. 10 minutes (2 intervals). Fresh water of 1.5 bar for 6 M 32 E and
07 2.5 bar for 8/9 M 32 E is required.
08 NOTE:
During cleaning the water drain should be checked. Therefore, the shipyard has to install a funnel after
09 connection point C36.
10
11
12
13
14 C42
15
C36
16
17
18
19
20
Dirt water tank
21
Fig. 10-8 Connection points fresh water and drain
C42 Fresh water supply, DN 12 Water mow Injection time

Connection with C42 with quick coupling device [l/min] [min]
C36 Drain, DN 30 6 M 32 E 12 10
8/9 M 32 E 18 10

EXHAUST GAS SYSTEM
01
10.2.2 Compressor cleaning system 02
The components for cleaning (dosing vessel, pipes, shut-off valve) are engine mounted. 03
NOTE:
Water is fed every 24 hours before compressor wheel via injection pipes during full load operation. 04
05
10.3 Cat SCR System / IMO III kit 06
While fulllling IMO Tier II exhaust gas emissions with engine internal solutions, IMO Tier III compliance 07
will be achieved with exhaust gas after treatment solutions. The Cat SCR System solution is designed by
Caterpillar especially for MaK medium-speed engines to meet IMO III emission requirements. 08
The Cat SCR System is based on selective catalytic reduction technology. Urea muid is injected into the hot
exhaust gas and transformed to NH3 and CO2. Inside the SCR module the NH3 reacts with the exhaust gas 09
NOX emission to form harmless nitrogen and water vapor, which are major components of ambient air.
10
Mixing
11
Bellows tube SCR Exhaust out
12
Injector 13
14
Turbochargers
15
Dosing cabinet
Engine
16
Control unit 17
18
Primary
air filter Primary Press 19
DEF filter reg.
20
Air supply Pump DEF supply

21
Fig. 10-9 SCR CEM system diagram
To avoid deposit building and ensure an optimal operation of the SCR module, the exhaust gas temperature
has to be adjusted to the operating conditions for each application. This is achieved through the exhaust
gas temperature control unit.

EXHAUST GAS SYSTEM
01
02 Cat SCR System standard scope of supply:
• Reactor housing with catalyst
03 • Mixing tube with urea injection lance
• NOX, temperature and pressure sensors
04 • Urea dosing cabinet with ECM and closed loop function
• On-engine exhaust gas temperature control
05 • Set of manges
• Scheme A certilcate IMO Tier III
06 • EPA Tier III certilcate on request
07 Cat SCR System optional scope of supply:

• Urea transfer pump skid for transfer of urea from urea tank to dosing cabinet, MCS certiled
08 • Wiring kit for ease of installation, for connecting dosing unit, mixing tube and reactor housing,
and plugs, cable and junction box
09
Not included in standard scope of supply:
10 • Urea storage tank
• Piping
11 • Insulation
12
10.3.1 Portfolio, size and dimensions
13
Installation of SCR System
14 The reactor design is for vertical installation. The mixing tube should be installed horizontally.
15
16
17 DN
18
H
19
20
21
Flow
L W
Fig. 10-10 Size and dimensions

EXHAUST GAS SYSTEM
01
SCR reactor housing Mixing tube Dosing cabinet 02
Flange Weight incl.
Dimensions Length Flange Weight Dimensions Weight
size catalyst 03
L x W x H [mm] [DN] [kg] [mm] [DN] [kg] L x W x H [mm] [kg]
6 M 32 E 4,289
940 x 500 x 585 95 04
8 M 32 E 2,160 x 2,363 x 4,455 900 3,657 700 263.4
4,528
9 M 32 E 1,010 x 553 x 634 140 05
Note: Length is inlet mange to outlet mange. Width is of main box and does not include brackets, hatches, blankets, etc. 06
Dimensions might be subject to change without further notice.
07
Typical brake specilc urea consumption
Load [g/kWh] 08
Urea solution concentration: 40 %
100 % 12 09
75 % 15
10
50 % 16
Tolerance 5%. The values of the urea consumption apply to the basic version of the M 32 E generator set.
11
Fuel consumption with Cat SCR after treatment: 12

The reactor housing and the substrate cassettes of the Cat IMO Tier III SCR aftertreatment systems are
optimized to be used in combination with the M 32 E engines and their emission behavior. However the
13
aftertreatment system generates a higher exhaust gas pressure which results in a slightly increased fuel
consumption of about 1 g/kWh, no matter if the engine is operating in IMO Tier II or IMO Tier III mode.
14
15
Nitrogen oxide emissions (NOX-values) with Cat SCR after treatment
NOX-limit values according to IMO III: 2.39 g/kWh (n=750 rpm)
16
NOX-limit values according to IMO III: 2.41 g/kWh (n=720 rpm)
17
Technical data with Cat SCR after treatment:
The engine technical data may differ in combination with Cat SCR after treatment. Please contact 18
Caterpillar Motoren for further information.
19
20
21

EXHAUST GAS SYSTEM
01
02 10.3.2 Installation requirements
03 Caterpillar‘s SCR is packaged in modules that contain the components necessary to support the specilc
engine conlguration for emissions compliance. The installation will require connections between SCR
04 module, engine, urea storage tank and pressurized air source. These connections will include engine
exhaust piping, electrical harness, air, and urea lines. Following requirements are necessary to operate the
05 Cat SCR System safely.
06 Dosing cabinet
Power requirement 240/120 volts AC, 10/20 amps, 50/60 Hz
07 Air supply
Air quality ISO 8573.1 Class 4
08 Air mow capacity 17 m³/hr
Air consumption continuous when system is dosing
09
Air pressure 4.85 to 10.7 bar gauge
10 Urea supply
Urea quality ISO 22241-1
11 Urea solution concentration 40 %
Air consumption continuous when system is dosing
12 Urea supply pressure to dosing cabinet 0.35 - 0.7 bar gauge
Engine operating muids
13 Fuel tolerance - Sulfur [ppm] IMO III - 1,000
Fuel tolerance - quality 1)
MGO/MDO
14 1) Heavy fuel operation - ask for availability, for further fuel requirements see chapter 5. MGO/MDO operation
15
10.3.3 Requirements for material selection of urea tank and piping
16
17 Material compatibilities must be considered for the urea solution storage and delivery due to caustic
corrosive nature of urea solution (AUS32, aqueous urea solution, 40 %)
18
Recommended materials:
19
• Austenitic stainless steel
20 • Some placstics like Polyethylene or Polypropylene
21 Materials to avoid:
• Unalloyed steel
• Aluminium
• Brass
• Galvanized steel
• Copper

CONTROL AND MONITORING SYSTEM
01
11.1 Local control panel (LCP) 02
03
04
05
06
07
08
09
10
11
1
12
13
6 14
2 7
8 15
3 9
16
10
4 17
5 11
18
Fig. 11-1 Local control panel LCP 19
20
1 DCU 7 Start
2 Reset 8 Stop 21
3 0 = Repair, 1 = Engine, 2 = Remote 9 Lower
4 Purge 10 Raise
5 Emergency stop 11 Emergency start
6 Lamp test

01
02 11.2 Data link overview
03
Remote panel (RP)
04 Legend: (optional) Alarm system
MODbus TCP
05 MODbus TCP to ship‘s system

MODbus RTU RS - 485 engine
MODbus RTU RS - 485 SDU
06 CANbus
Primary interface: MODbus TCP

07
MODbus
TCP
Engine control cabinet (EC)
08
For multiple engine plant
09 Next engine PLC EC #1 Ethernet switch EC
ECM engine cabinet #2 engine cabinet
10
MODbus
MODbus
11
TCP
TCP
Engine
Terminal box (TB)
12 Network ring
RS - 485
CAN #2
CAN #1
13 PLC TB #1 Ethernet switch TB

Engine TB #2 terminal box
14
Local control
15 panel (LCP)
16
MODbus TCP
CANbus 1 DCU
CANbus 2
17 #2 ECM 1 #1
TC #1
18
MODbus RTU
#3
MODbus RTU
19 RTD #1 TC #2
SDU
20 RTD #2 RTD #3 OMD Big end bearing
Oil mist detector temp. meas. system
21
Fig. 11-2 Data link overview - M 32 E

01
SDU 02
Protection system in local control panel
DCU 03
Display and alarm system in local control panel
PLC 04
PLC in engine cabinet (EC) MACS
PLC in engine terminal box on engine (TB) 05
RTD Modular Alarm Control System
PT100 module #1 e.g. charge air temperature 06
PT100 module #2 e.g. lube oil temperature
PT100 module #3 e.g. cooling water HT 07
TC
Exhaust temperature module #1 (thermocouples) 08
Exhaust temperature module #2 (thermocouples)
RP 09
Remote panel (optional)
ECM 10
Engine control module
OMD 11
The oil mist detector measures each cylinder.
Load sharing system 12
Load sharing system for isochronous load sharing (optional)
CTM
13
Big end bearing temperature monitoring (optional)
Each cylinder is measured by the CTM.
14
15
Regardless of RTU or TCP, the MODbus address registers are the same. Just the hardware protocol differs.
16
17
MODbus TCP 18
At MODbus TCP a connection between server and 19
client will be established. Therefore an IP address
will be assigned. 20
MODbus settings 21
Type: MODbus TCP
Interface: ethernet
IP: will be assigned
Baud rate: 10 mbit/s / 100 mbit/s
Connector: RJ45

01
02 11.3 Components
03 Modular Alarm and Control System (MACS)
04
05 Control
06
07
08
09 MACS
10 Protection Alarm
11
12 The M 32 E engines will be provided with a new Modular Alarm and Control System, called MACS. The
basic engine control and monitoring system will be installed in the local control panel. Where extension
13 modules are necessary, external PLC-based I/O extension modules will be installed.
14 The main functions of the control systems are:

• Alarm management
15
• Local start and stop, emergency start and stop from the engine control panel
• Remote start and stop from the power management system (PMS)
16
• Start and stop sequence control
17 • Critical parameter monitoring
• Purge control
18 • Flexible camshaft technology (FCT monitoring)
• Exhaust gas temperature monitoring
19 • Main and big end bearings temperature monitoring
20
21

01
Engine control module (ECM) 02
The engine control module controls the fuel system, air fuel ratio, engine speed and Flexible Camshaft 03
Technology (FCT). The module has its own set of sensors for all control relevant functions and can operate
independently from start/stop system, alarm system (DCU) or protection system (SDU). 04
For multiple engine operation the ECM provides also load sharing functions. An isochronous load
distribution by master/slave principle or droop operation is possible. 05
Oil mist detector 06
The oil mist detector measures the oil mist concentration for each cylinder compartment and generate 07
an alarm for high oil mist concentration. The data are available by MODbus RTU at the DCU. Hardwired
outputs are also provided. 08
Big end bearing temperature monitoring system (optional) 09
The big end bearing temperature monitoring system measures the temperature for each big end bearing 10
and generates an alarm for high temperature. The data are available by MODbus RTU at the DCU.
Hardwired outputs are also provided. 11
12
13
14
15
16
17
18
19
20
21

01
02 11.4 Genset control
03
Alarm System
04
05
Alarms
Engine
Temp.
Remote TC speed speed Emergency
controller
panel (optional) (optional) stop
(optional)
06 Power management system /
Main switch board
07 - Remote start / stop

MODbus TCP
24V DC - Emergency start

08 230V AC
- Main breaker on / off
- Frequency control
0-10 V DC / 4-20 mA
Manual emergency stop signal
Controls signals
- Synchronizing
09
Alarms
- etc.
MODbus TCP
Controls signals
Alarms
10
11 Control cabinet
12
Alarms
13
14
15
MODbus RTU
MODbus TCP
230V DC
Alarms
16
17 Engine terminal box Generator
Controls signals
Controls signals
Alternator voltage
18 (optional) regulator
(optional)
19 Local control panel (SDU/DCU) ECM
24V DC
20
21 Operating
panel
Barring device Cooling water
control cabinet preheating system
(optional)
not Caterpillar Motoren supply

Voltage supply Voltage supply
(3 phase) (3 phase)
Caterpillar Motoren supply
Fig. 11-3 Generator set control M 32 E

01
11.5 Control cabinet 02
Each engine is equipped with a separate control cabinet. The control cabinet acts as an interface between 03
engine and external devices. Information about the engine status are available via MODbus TCP.
External signals for the engine control, monitoring and alarm system (for example gearbox, CPP control 04
system,...) can be transferred as 4-20 mA, binary, or PT100 signal.
Safety relevant signals to the PLC are wire break and short circuit monitored. 05
The remote panel or the temperature controller can be optionally integrated in the control cabinet.
06
500
1,000
220 3030 220
400
07
Eyebolts
08
120 120 60
H1: Main supply without failure

1 H2: Back up supply without failure
2 S1: Lamp test 09
250
H1 H2
1/2: Identilcation labels 10
90
S1
Degree of protection: IP54

11
1,800
Switch cubicle weight: Approx. 210 kg

12
13
1,160
14
15
View swith cubicle from below

16
1,000
935
17
M12
For fastening only use
M12 female threads 18
335
400
Cable entry
19
Fig. 11-4 Control panel
20
The cabinet must be installed in a horizontal position.
The positioning and fastening has to effect corresponding to environmental conditions. For dynamic loads 21
the M12 threads must be used for installation and the cabinet must also be lxed on the top. Only for static
installations the 16 mm fastening holes can be used.
NOTE:
After the transport the fastening holes of the eyebolts M12 female thread can be used for switch cubicle
fastening.

01
02 11.6 Requirements on power management system
03 Standard interface to power management system / main switch board

External starting interlock Binary contact 24 V DC External starting interlock
04
External engine shutdown Binary contact 24 V DC External engine shutdown
05 Blackout (start release
Blackout Binary contact 24 V DC of starting interlock
06 prelubrication)
Indication shutdown Shutdown
24 V DC Binary contact
07 undelayed/delayed undelayed/delayed
Load signal from Max. load Load signal from
4-20 mA
08 kW transducer 250 ȍ kW transducer
Raise / lower (remote) Binary contact 24 V DC Raise / lower (remote)
09 On = isochronous
Isochronous / droop Binary contact 24 V DC
Off = droop
10 Circuit breaker closed
Status circuit breaker Binary contact 24 V DC
(on for closed)
11
Bus tie signal Binary contact 24 V DC
12 Manual activation slow turn Binary contact 24 V DC Slow turn mode change
13 Slow turn selected for

Automatic slow turn Binary contact 24 V DC
automatic
14 Start/stop remote Binary contact 24 V DC Start/stop in remote mode
Change genset 24 V DC Binary contact Engine fault - change genset

15
Normal stop indication 24 V DC Binary contact Normal stop indication
16
Start initiation indication 24 V DC Binary contact Start initiation indication
17 Starting interlock indication 24 V DC Binary contact Starting interlock indication
18 Remote control active 24 V DC Binary contact Remote control active
Ready to start, indication 24 V DC Binary contact Ready to start, indication

19
False start indication 24 V DC Binary contact False start indication
20 rpm contact 24 V DC Binary contact rpm contact
21 Ofmoad Binary contact 24 V DC Ofmoad
Isochronous selected 24 V DC Binary contact Isochronous selected

External emergency stop
Emergency stop from PMS Binary contact 24 V DC
(from PMS)

01
11.6.1 Uninterruptable power supply (UPS) 02
For the control and monitoring system an uninterruptable power supply (UPS) with a back-up power supply 03
is needed (class requirement). The standard power supply is 24 V DC but on demand another power supply
is possible (e.g. 230 V AC or 480 V AC three phase current). 04
The engine control cabinet has an integrated voltage distribution for the control and monitoring systems at
the engine (see lg. 11-3). Each cabinet has its DC/DC converter and its insolation monitoring device. 05
06
MSB
main supply
MSB
back-up supply
07
08
09
10
11
UPS
2,500 W
12
24 V DC 24 V DC 13
DC DC 14
DC DC
Engine 15
control cabinet
16
Fig. 11-5 Uninterruptable power supply - variants
17
18
19
20
21

01
02 11.7 Alarm indication
03 In general, the engine is equipped with the relevant alarm and safety sensor according to classilcation
society rules.
04 MACS provides an engine alarm system which is located in the local control panel. The engine alarm
system and the local display are consolidated in the DCU. The complete alarm management is handled by
05 the DCU. All information is visualized via the screen in the LCP and additional several remote panels can
be added.
06
The DCU receives measurement values and data from all I/O modules, PLC‘s and the engine control
07 system (ECM). Furthermore it provides all measurement values, status values and alarms via MODbus
TCP (MODbus RTU, optional) for the vessels system and the remote monitoring system. The engines alarm
08 system determines critical engine conditions and activates alarms. The DCU has the ability of actuating
the secondary safety stop valve. That means the DCU also works as well as a shut down unit and is able to
09 stop the engine as reliable as the shut down unit (SDU). All alarms are stored in an alarm history and are
shown in a manner requested by MACS.
10
11
12
13
14 Fig. 11-6 Remote panel Fig. 11-7 DCU (display and alarm system)
15
For the interface to ships alarm system (IAMCS) the following functions are applicable:
16
• Transmitting measurement data to IAMCS
17 • Transmitting engine status to IAMCS
• Transmitting alarm to IAMCS
18 • Receiving ship‘s time stamp from IAMCS
19 All data is available via MODbus TCP. Upon request MODbus RTU is also possible. Device fault from the
different MACS devices and some special alarms are provided as hardwired alarms.
20
21

01
The table below shows an example of an overview of the different engine systems/modules with their 02
safety functions.
03
A project related list of measuring points with all necessary MODbus information will be created for each
order. 04
05
IND/FUNC STBL Alarm CHG SHD
06
Lube oil X X X X X
07
Oil mist detector X X X X
Fresh water HT X X X 08
Fresh water LT X X
Air supply X X X 09
Charge air X X
FCT X X X 10
Electrical status X X X
Engine status X X X X 11
Exhaust gas X X X
Big end bearing (optional) X X X
12
Main bearing (optional) X X X
13
Load share unit (optional) X X
ECM X X 14
Furthermore an evaluation of sensor faults is integrated. Depending on the importance of the failure it
15
causes a STBL, E-STBL and CHG.
16
NOTE:
An engine shutdown will activate a starting interlock (STBL). 17
FUNC Used in software function 18
IND Only for indication
A Alarm 19
STBL Starting interlock (overrideable by E-start or blackout start)
E-STBL Emergency starting interlock (not overrideable by E-start or blackout start) 20
CHG Change generator set
SHD Shutdown 21

01
02 11.8 Local and remote indicators
03 Local indicators Remote indicators

96 x 96 mm
04 Indicated at the engine
(optional)
Fuel oil temperature at engine inlet X 2)
05 Fuel oil differential pressure at llter
Fuel rack position (mean injection pump rack)
06
Lube oil temperature at engine inlet X 2)
07 Lube oil differential pressure at llter
Fresh water temp. at engine inlet (HT circuit)
08 Fresh water temp. at engine outlet (HT circuit) X 2)
Fresh water temperature (LT circuit) X 2)
09 Fresh water temperature cooler inlet
Fresh water temperature cooler outlet
10 Charge air temperature cooler inlet
Charge air temperature engine inlet X 2)
11 Fuel oil pressure X 2)
Lube oil pressure X 2)
12
Fresh water pressure (HT circuit) X 2)
13 Fresh water pressure (LT circuit) X 2)
Start air pressure X 2)
14 Charge air pressure cooler outlet X 2)
Stop air pressure
15 Engine speed X 1)
Turbocharger speed X
16 Charge air temp. cooler inlet (digital value)
Exhaust gas temp. after cylinder (digital value)
17
Exhaust gas temp. before / after turbocharger
(digital value)
18
19 1) 144 x 144 mm possible / 2) Signal is supplied by the alarm system
20
21

01
02
03
Remote indicators Engine
TC speed
(optional) (optional)
speed 04
(optional)
05
06
07
4-20 mA
4-20 mA
08
*)
Alarmsystem / exhaust 09
gas temp. monitoring
system 10
0-10 V DC
4-20 mA
11
12
MODbus
13
Analogue sensors
Diesel engine 14
15
*) optionally in Cat scope of supply
16
Fig. 11-8 Remote indication interfacing
17
18
19
20
21

01
02 11.9 Cat Connect for Marine provided by Caterpillar Marine Asset Intelligence (MAI)
03 MAI provides technology enabled solutions and services, that

• Provide remote monitoring and automated analytics via the internet.
04 • Combines equipment and application information.
• Applies predictive analytics.
05 • Utilizes interpretive expertise.
06 11.9.1 MAI – MaK engine solution only
07
08 On-board ship Off-board ship
09 Onboard Marine Asset Intelligence industrial PC with Offline data such as fluid
automated analytics, real-time dashboards, automated analysis provided via
MaK equipment advisory recommendations, optional historian web-service
10 Network
switch /
11 firewall
12
Manual inspections &
13
measurements
14
Existing ship‘s
15 network / LAN
Real-time
16 dashboards, reports,
automated analytics,
advisory recommen-
17 dations, raw data
Cat fleet advisors
18
19
Master Chief Master Chief
20 engineer engineer
21
Email advisories
Fig. 11-9 MAI – MaK engine solution only

01
11.9.2 MAI – Extended solution 02
03
On-board ship Off-board ship 04

Onboard Marine Asset Intelligence industrial PC with Offline data such as fluid 05
automated analytics, real-time dashboards, automated analysis provided via
MaK equipment advisory recommendations, optional historian
06
web-service
Network
switch /
firewall 07
Optional equipment
Cat engines 08
Manual inspections &
IAMCS
measurements
09
Read only via
10
OPC or Modbus
Auxiliaries TCP/IP
Other OEMs Existing ship‘s
network / LAN
11
12
Real-time
dashboards, reports,
automated analytics,
advisory recommen-
Fuel flow
Integration device(s)
Integration with systems or dations, raw data
Cat fleet advisors
13
meters individual sensors via OPC or
14
Modbus TCP/IP or NMEA 0173
Navigation systems
& GPS
15
16
Master Chief Master Chief
engineer engineer
Other valuable
equipment 17
Email advisories
18
Fig. 11-10 MAI – Extended solution
19
11.9.3 General information 20
Capabilities 21
• Consolidates data and analyzes across all lve condition monitoring elements.
• Analyzes data using multiple engines to identify and highlight exceptions.
• Creates a complete view of the equipment and performance.
• Allows more knowledgeable planned maintenance and scheduled repairs.
• Enables optimized tuning of equipment to maximize fuel eflciency.

01
02 Comprehensive scope possible
• Monitors and analyzes variety of systems across the total vessel, based on what is important for each vessel.
03 • Can monitor Caterpillar/MaK equipment as well as non-Caterpillar/MaK equipment.
• Can monitor diesel engines and non-diesel engines.
04 • Primary services available:
• Protect: Identify potential problems with equipment before there is a failure, assist onboard crew
05 with remote expert troubleshooting.
• Improve: Optimize fuel consumption for individual equipment through better maintenance and for
06 entire vessel through operations and maintenance optimization.
• Optimize: Move to condition based maintenance.
07 • Supporting services available:
• Account: Ensure fuel accountability, measure and track fuel bunkering and consumption.
08 • Save: Create visibility for unsafe operations or equipment condition.
• Comply: Ensure equipment is operated and performs in compliance with regulations.
09 • Manage: Customized dashboards for different levels of management without custom software
development.
10 • Integrate: Integrate with other enterprise systems, such as Computerized Maintenance
Management System (CMMS).
11
System Benelts
12 • Support most cost eflcient operation.
• Provides optimized planning of service activities.
13 • Helps to avoid unexpected downtime.
• Helps reduce fuel cost for both the individual equipment and the entire vessel (depending on scope
14 included).
15
Scope of delivery
• Electrical engine equipment MACS and Modbus interface for data streaming.
16
• Industrial PC with interfaces for connection to ship‘s network, automation system and other onboard
17 systems.
• Software for real-time dashboard with online data view via ships network (from any computer
18 connected to ships network).
• Network router with lrewall for data replication via internet.
19 • Conlguration of shore interface for shore customer users.
• Analytics with mexible reports and dashboards that can be conlgured and modiled by the customer.
20 • Option: connection with additional systems beyond MaK/Caterpillar engines, to include other engines/
generators, auxiliary systems, other systems, individual sensors such as fuel mow sensors, torque
21 meters, anemometers, GPS/ECDIS, etc via OPC, Modbus or NMEA data protocols.
Customer assumption
• Network infrastructure and data transfer via satellite communication to be provided by customer.

INSTALLATION AND ARRANGEMENT
01
12.1 Resilient mounting of baseframe 02
Engine and generator set are rigidly connected with the baseframe. The baseframe is connected with the 03
ships foundation via rubber elements.
The ships foundation does not require machining. Unevenness is to be compensated by design and 04
thickness of the welded-on sheets in order to achieve a roughly even pressure on the rubber elements.
05
The rubber elements (height = 100 mm) are fastened to the ships foundation via welded-on sheets
(thickness about 30 mm) and shims for compensation of differences in height. 06
Further notes (inter alia regarding alignment) are given in the binding installation drawing. Transverse and 07
longitudinal stoppers and welding sheets are to be provided by the shipyard.
08
09
10
11
12
Z 1,850 X
2,210
13
2,290
14
Z 15
16
17
18
19
X
20
21
Fig. 12-1 Baseframe foundation

INSTALLATION AND ARRANGEMENT
01
02 12.2 Earthing of engine
03 Information about the execution of the earthing
04 The earthing has to be carried out by the shipyard during the assembly on board.
The engine is already equipped with M 16, 25 mm deep threaded holes with the earthing symbol in the
05 engine foot.
If the engine is resiliently mounted it is important to use mexible conductors.
06
In case of using welding equipment it is important to earth the welding equipment close to the welding
07 area (the distance should not exceed 10 m).
08
09
10
11
12
13
14
15
16
17
18
19 Fig. 12-2 Earthing connection on the engine
20
21

VIBRATION AND NOISE
01
13.1 Data for torsional vibration calculation 02
To determine the location and resonance points of each engine and equipment Caterpillar Motoren 03
calculates the torsional vibration behaviour of the engine, including all components, such as coupling,
gearboxes, shaft lines and propellers, pumps, and generators. 04
The normal as well as the emergency operating mode is covered.
The classilcation societies require a complete torsional vibration calculation. 05
To be able to provide a correct torsional vibration calculation, we would like to ask you to lll in the 06
documents on the following pages according to your scope of supply.
07
Please send the completed data to your local dealer 6 months prior to the engine delivery at the latest.
For further information please compare the data sheet for torsional vibration calculation. 08
(following 3 pages).
09
10
11
12
13
14
15
16
17
18
19
20
21

VIBRATION AND NOISE
01
02
03
Main drive Shipyard:
04 Additional engine
Aux. Engine Shipowner:
DE drive Type of vessel:
plant data part “B”
05 Ktr.-No.: Newbuilding No.:
Remark:
06 Please note that the application and installation drawings will be delivered not later than 6 weeks
after receiving the completed “Additional engine plant data sheet” part “B”. The “Additional engine
plant data sheet” part “A” to be delivered together with the order.
07
General information, required for all applications:
08 Flag state (needed for EIAPP cert):
Please note that Caterpillar Motoren will issue an "EAPP Document of Compliance" or an "EIAPP
09 Certificate" as per flag state authorization only in case the flag state information is provided at least eight (8)
weeks prior to the engine delivery date as per the Sales Contract (Appendix 1). In case such information
has not been provided to Caterpillar Motoren until such date, Caterpillar Motoren will provide an "EAPP
10 Statement of Compliance" which has to be converted into "EAPP Documents of Compliance" or an "EIAPP
Certificate" as per flag state authorization. In this case the application and costs for the before mentioned
conversion has to be borne by the Buyer.
11
Alarm system
12 yard maker: type: yard contact manager:
Make of automation/bus system

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

14
Add. heat exchanger integrated in LT system, Yes No, if “ Yes” please provide the following data:
15
number of aux. engine
heat dissipation kW required water flow m³/h pressure drop bar
oil cooler gear box number of cooler
16 heat dissipation kW required water flow m³/h pressure drop bar
air cond. unit number of air cond. unit
17 heat dissipation kW required water flow m³/h pressure drop bar

others Please specify:
18
heat dissipation kW required water flow m³/h pressure drop bar
Comments/Remarks:
19
20
21 Caterpillar Confidential: Green
Fig. 13-1 Additional engine plant data, part "B" (1/3)

VIBRATION AND NOISE
01
02
03
Additional engine plant data, part “B”
04
TVC data - Information for main engine(s) only:
Flex. coupling main engine: 05
Supplied by Caterpillar Yes No, if “ No” please provide the following data:
Vulkan
Type:
Stromag
Size:
Centa
TVC scheme attached 06
Drawing attached Drawing attached
Other maker
Type: Size: TVC scheme attached
07
Drawing attached
Norminal torque [kNm]:
Perm. power loss [kW]:
Perm. vibratory torque [kNm]:
Perm. rotational speed [1/min]:
08
Dyn. torsinal stiffness[kNm/rad]: Relative damping:
Flex. coupling engine PTO shaft (on engine free-end) 09

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

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

19
Maker: Type: TVC scheme attached 20
Max. permissible PTO output [kW]: Drawing attached
PTO shaft generator/fire fighting pump or similar consumer, driven by engine PTO shaft/front step up gear 21
Maker: Type:
Output [kW]: rpm [1/min]: TVC scheme attached
Plain bearing, external lubrication Drawing attached
Caterpillar Confidential: Green

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

06
Maker: Type:
Output [kVA]: rpm [1/min]: TVC scheme attached
PTI operation PTI output [kW]:
07 Shaft arrangement between engine - gearbox
Supplied by Caterpillar Yes No, if “ No” please provide the following data:
08 Maker: TVC scheme attached detail drawing:
Propeller and propeller shafting data:
09 Supplied by Caterpillar Yes No, if “ No” please provide the following data:
CPP FPP Voith Rudder FPP/CPP Others
10 numbers of blades: Ø propeller [mm]:
Moments of inertia in water [kgm²]: Moments of inertia in air [kgm²]:
11 Maker: TVC scheme attached or detail drawing:
Propeller and propeller shafting information:

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

VIBRATION AND NOISE
01
13.2 Sound levels 02
03
13.2.1 Airborne noise
04
The airborne noise level requirement in the engine room speciled by IMO Resolution A.468 will be 05
satisled by M 32 E (even for multiple installations).
06
The airborne noise level is measured in a test cell according to EN ISO 9614-2.
07
13.3 Vibration 08
The vibration level of M 32 E engines complies with ISO 20283-4 and ISO 10816-6. From these ISO 09
standards, the following values are an applicable guideline:
10
Displacement S eff < 0.448 mm f> 2 Hz < 10 Hz
Vibration velocity V eff < 28.2 mm/s f> 10 Hz < 250 Hz 11
Vibration acceleration a eff < 44.2 m/s2 f> 250 Hz < 1,000 Hz
12
13
14
15
16
17
18
19
20
21

POWER TRANSMISSION
01
02 14.1 Flexible coupling
03
852 To centre of cyl. 1
04 L1 170
05 L2
06
07
08
09
10
ø 1,439
Generator Engine
d
11
12
13
14
15
16
17 Fig. 14-1 Flywheel and mexible coupling
18
Nominal torque of Weight
Power Speed
19 coupling d L1 4)
L2 3) 1) 2)
[kW] [rpm] [kNm] [mm] [mm] [mm] [kg] [kg]

20 6 M 32 E 3,300 720/750 50.0 995 495 285 381 465
8 M 32 E 4,400 720/750 80.0 995 495 285 381 465
21 9 M 32 E 4,950 720/750 80.0 1,070 530 285 464 556
1) Outer part/ 2) Inner part / 3) Length of hub / 4) Alignment control (recess depth 5 mm)

PIPING DESIGN
01
15.1 Pipe dimensions 02
The external piping systems are to be installed and connected to the engine by the shipyard. 03
Piping systems are to be designed so as to keep the pressure losses at a reasonable level. To
achieve this at justilable costs, it is recommended to keep mow rates as indicated below (see chapter 04
15.2).
Nevertheless, depending on specilc conditions of piping systems, it may be necessary to adopt even lower 05
mow rates.
06
ATTENTION:
Generally it is not recommended to adopt higher mow rates. 07
08
15.2 Flow velocities in pipes
09
Recommended mow rates [m/s]
Suction side Delivery side Kind of system 10
Fresh water (cooling water) 1.5 - 3.0 1.5 - 3.0 Closed
11
Lube oil 0.5 - 1.0 1.5 - 2.5 Open
Sea water 1.0 - 1.5 1.5 - 2.5 Open 12
Diesel fuel oil 0.5 - 1.0 1.5 - 2.5 Open
Heavy fuel oil 0.3 - 0.8 1.0 - 1.5

Open / closed 13
pressurized system
Exhaust gas 20 - 40 Open 14
15
15.3 Trace heating 16
Trace heating is highly recommended for all pipes carrying HFO or leak oil. For detailed explanation see 17
fuel oil diagrams, showing the trace heated pipes marked as
18
15.4 Insulation 19
All pipes with a surface temperature > 60 °C should be insulated to avoid risk of physical injury. This 20
applies especially to exhaust gas piping.
To avoid thermal loss, all trace heated pipes should be insulated. 21
Additionally, lube oil circulating pipes, the piping between engine and lube oil separator as well as the
cooling water pipes between engine and preheater set should be insulated.

PIPING DESIGN
01
02 15.5 Flexible pipe connections
03 Flexible pipe connections become necessary to connect resilient mounted engines with external piping
systems. These components have to compensate the dynamic movements of the engine in relation to the
04 external piping system.
05 The shipyard‘s pipe system must be exactly arranged so that the manges or screw connections lt
without lateral or angular offset. It is recommended to adjust the lnal position of the pipe connections
06 after engine alignment is completed.
07 It is important to support as close as possible to the mexible connection and stronger than normal. The
pipes outside the mexible connection must be well lxed and clamped to prevent from vibrations, which
08 could damage the mexible connections.
09 Installation of steel compensators
10 Steel compensators can compensate movements in line and transversal to their center line. They are not
suitable for compensating twisting movements. Compensators are very stiff against torsion.
11
It is very important that all steel compensators are not allowed to be installed on resilient mounted
12 engines in vertical direction.
13
14 Z
15 Mounting space Flat gasket Counter flange

Z
16
17
18
140 ± 5
19
20
21 Steel sheet washer
Fig. 15-1 Rubber expansion joint Fig. 15-2 Rubber expansion joint, detail Z

ENGINE ROOM LAYOUT
01
16.1 Genset center distances 02
03
04
05
06
07
08
09
10
11
12
13
14
15
A 16
Fig. 16-1 Center distance of twin-engine plants
17
18
Dimensions [mm]
A 19
6/8/9 M 32 E 3,000
20
21

ENGINE ROOM LAYOUT
01
02 16.2 Space requirements for maintenance
03
16.2.1 Removal of charge air cooler and turbocharger cartridge
04 1,108 *
05
06
07
08 500
09
10 kg
495
1,452
11
693
12 800
02
1,2
13
14 *) Removal of cartridge (333 kg) must be carried out
after removal of air llter silencer and compressor
15
outlet casing (227 kg).
16 1,566
Fig. 16-2 Space requirements for dismantling of
1,968
17 charge air cooler and turbocharger cartridge
18 Dimensions [mm]
Weight Weight
charge air cooler turbocharger cartridge
19 A B C D E F [kg] [kg]
6 M 32 E 1,413 1,980 676 520 1,160 850 400 360
20 8/9 M 32 E 1,625 2,015 870 720 1,180 1,640 948 815
21 Charge air cooler cleaning
Cleaning is carried out with charge air cooler dismantled. A container to receive the cooler and cleaning
liquid is to be supplied by the yard. Intensive cleaning is achieved by using ultra sonic vibrators.
Turbocharger dismantling
Removal of cartridge must be carried out with compressor delivery casing after removal of air llter silencer.

ENGINE ROOM LAYOUT
01
16.2.2 Removal of piston and cylinder liner 02
03
Normal height for removal
04
Recuced height for removal
05
06
07
3,515 *
3,400
3,040
2,860 **
2,750
08
09
Centerline of crankshaft Centerline of crankshaft

10
Centerline of crankshaft
11
Weight: 300 kg Weight: 200 kg
Weight: 300 kg
* Removal in longitudinal direction
of engine
12
** Removal in cross direction of engine
13
Fig. 16-3 Removal of piston and cylinder liner
14
15
16
17
18
19
20
21

PAINTING, PRESERVATION
01
02 17.1 Inside preservation
03
17.1.1 Factory standard N 576-3.3 – Inside preservation
04
Components
05
• Main running gear and internal mechanics
06
Application
07
• Max. 2 years
08
NOTE:
09 Inside preservation does not have to be removed when the engine is commissioned.
10
11 17.2 Outside preservation
12
17.2.1 Factory standard N 576-3.2 – Outside preservation VCI 368
13
Conditions
14
• Europe and overseas
15
• Sea and land transportation
• Storage in the open, protected from moisture max. 2 years with additional VCI packaging
16
17 Appearance of the engine
18 • Castings with red oxide antirust paint

• Pipes and machined surfaces left as bare metal
19 • Attached components with colours of the manufacturers
20 NOTE:
Outside preservation must be removed before commissioning of the engines.
21 Environmentally compatible disposal is to be ensured.
Durability and effect depend on proper packaging, transportation, and storage (i.e. protected from
moisture, stored at a dry place and suflciently ventilated). Inspections are to be carried out at regular
intervals.

01
17.2.2 Factory standard N 576-4.1 – Clear varnish 02
Conditions 03
• Europe 04
• Roofed land transportation
• Storage in a dry and tempered atmosphere, protected from moisture max. 1 year with additional VCI 05
packaging
06
NOTE:
Clear varnish is not permissible for sea transportation of engine and storage of engines in the open, even if 07
they are covered with tarpaulin.
08
Appearance of the engine 09
• Castings with red oxide antirust paint 10

• Pipes and machined surfaces left as bare metal
• Attached components with colours of the manufacturers 11
• Surfaces sealed with clear varnish
• Bare metal surfaces provided with VCI 368 preservation 12
NOTE:
13
VCI packaging as per factory standard N 576-5.2 is generally required!
Durability and effect depend on proper packaging, transportation, and storage (i.e. the engine is to be
14
protected from moisture, VCI llm not ripped or destroyed).
15
Inspections are to be carried out at regular intervals.
If the above requirements are not met, all warranty claims in connection with corrosion damage shall be
16
excluded.
17
18
19
20
21

01
02 17.2.3 Factory standard N 576-4.3 – Painting
03 Conditions
04 • Europe and overseas

• Sea and land transportation
05 • Short-term storage in the open, protected from moisture up to max. 4 weeks
• Longer than 4 weeks VCI packaging as per factory standard N 576-5.2 is required
06 • Max. 2 years with additional VCI packaging
07 Appearance of the engine
08 • Surfaces mostly painted with varnish

• Bare metal surfaces provided with VCI 368 preservation
09
NOTE:
10 Durability and effect depend on proper packaging, transportation, and storage (i.e. the engine is to be
protected from moisture, VCI llm not ripped or destroyed).
11 Inspections are to be carried out at regular intervals.
12
13 17.2.4 Factory standard N 576-5.2 – VCI packaging
14 Conditions
15
• Engines with outside preservation VCI 368 as per factory standard N 576-3.2
• Engines with clear varnish as per factory standard N 576-4.1
16
NOTE:
17 These engines are always to be delivered with VCI packaging!
Nevertheless, they are not suitable for storage in the open!
18 • Engine or engine generator sets with painting as per factory standard N 576-4.3
• Europe and overseas
19 • Storage in the open, protected from moisture
20 NOTE:
Durability and effect depend on proper packaging, transportation, and storage (i.e. the engine is to be
21 protected from moisture, VCI llm not ripped or destroyed).
Inspections are to be carried out at regular intervals.

01
Apperance of the engine 02
• Bare metal surfaces provided with VCI 368 or VCI oil 03
• VCI impregnated mexible PU foam mats attached to the engine using tie wraps.
Kind and scope depending on engine type. 04
The attached mats should not come into contact with the painted surface.
• Cover the engine completely with air cushion llm VCI 126 LP. Air cushions are to face inwards! The air 05
cushion llm is fastened to the transportation skid (wooden frame) by means of wooden laths. Overlaps
at the face ends and openings for the lifting gear are to be closed by means of PVC scotch tape. 06
In case of engines delivered without oil pan, the overhanging VCI llm between engine and transport
frame is to be folded back upwards before fastening the air cushion llm. 07
ATTENTION: 08
The corrosion protection is only effective if the engine is completely wrapped in VCI llm. The protective
space thus formed around the component can be openend for a short time by slitting the llm, but 09
afterwards it must be closed again with adhesive tape.
10
11
17.2.5 Factory standard N 576-5.2 Suppl. 1 – Information panel for VCI preservation and
inspection 12
An information panel for VCI preservation and inspection will be supplied.

13
Application
14
15
• Engines with VCI packaging as per factory standard N 576-5.2
16
Description
17
• This panel provides information on initial preservation and instructions for inspection.
• Arranged on the transport frame on each side so as to be easily visible. 18
19
20
21

01
02 17.3 Factory standard N 576-6-1 – Protection period, check, and represervation
03
17.3.1 Protection period
04
There will only be an effective corrosion protection of the engine if the delnitions and required work
05 according to factory standard N 576-6.1 are duly complied with.
Normally, the applied corrosion protection is effective for a period of max. 2 years, if the engine or engine
06 generator set is protected from moisture.
After 2 years represervation must be carried out.
07 However, depending on the execution of the preservation or local conditions shorter periods may be
recommended.
08
09 17.3.2 Protection check
10 Every 3 months specilc inspections of the engine or engine generator set are to be carried out at delned
inspection points.
11 Any corrosion and existing condensation water are to be removed immediately.
12
17.3.3 Represervation as per factory standard N 576-6.1
13
After 2 years represervation must be carried out.
14
15
16
17
18
19
20
21

TRANSPORT, DIMENSIONS AND WEIGHTS
01
18.1 Lifting of engines 02
For the purpose of transport the genset is equipped with a lifting device, which shall remain the property 03
of Caterpillar Motoren. It has to be returned in usable condition free of charge.
6 Cyl. Genset 04
05
06
4,400
07
6,200
08
09
ATTENTION! When lifting up genset minimize inclination by adjusting of the lifting device.
Weight: 6 Cyl. Generator Set max. 140 t, lifting device ca. 7 t 10
8 Cyl. Genset 11
12
13
4,375
14
6,175
15
16
Weight: 8 Cyl. Generator Set max. 140 t, lifting device ca. 7 t
17
9 Cyl. Genset
18
19
20
4,375
6,175
21
Weight: 9 Cyl. Generator Set max. 140 t, lifting device ca. 7 t
Fig. 18-1 Transport of engine

TRANSPORT, DIMENSIONS AND WEIGHTS
01
02 18.2 Dimensions of main components
03
ø 410
04
05
870
06
397
07
08
922
846
09 254
10
11
528
440
12
13 ø 42
Fig. 18-2 Cylinder head, weight 315 kg Fig. 18-3 Cylinder liner, weight 246 kg
14
15 153
ø 320
16
17
18
320
ø105
19
1,360.8
500
20
21
496 120
Fig. 18-4 Connecting rod, weight 224 kg Fig. 18-5 Piston, weight 150 kg

STANDARD ACCEPTANCE TEST RUN
01
19.1 Standard acceptance test run 02
The acceptance test run is carried out on the testing bed with customary equipment and auxiliaries using 03
exclusively MDO and under the respective ambient conditions of the testing bed. During this test run
the fuel rack will be blocked at the contractual output value. In case of deviations from the contractual 04
ambient conditions the fuel consumption will be converted to standard reference conditions.
The engine will be run at the following load stages according to the rules of the classilcation societies. 05
Load [%] Duration [min] 06

50 30
85 30 07
100 60
110 30
08
The load stages above can vary according to the requirements of the classilcation societies. 09
After reaching steady state conditions of pressures and temperatures these will be recorded and 10
registered according to the form sheet of the acceptance test certilcate:
11
Additional functional tests
12
In addition to the acceptance test run the following functional tests will be carried out:
• Governor test
13
• Overspeed test
• Emergency shut-down via minimum oil pressure
14
• Start/stop via central engine control
15
• Starting trials up to a minimum air pressure of 10 bar
• Measurement of crank web demection (cold/warm condition)
16
After the acceptance, main running gear, camshaft drive and timing gear train will be inspected through 17
the opened covers.
Individual inspection of special engine components such as piston or bearings is not intended, because 18
such inspections are carried out by the classilcation societies at intervals on series engines.
19
20
21

ENGINE PARTS
01
02 20.1 Required spare parts (Marine Classilcation Society MCS)
03 Classilcation societies GL RS KR CCS

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

ENGINE PARTS
01
20.2 Recommended spare parts 02
Classilcation societies ABS DNV LR BV ** RINA ** 03

Pt. 4, Pt. 4, Pt. 5, Pt. A, Pt. A,
Rules references Ch. 2 Ch. 1, Ch. 16, Ch. 1, Ch. 1, 04
Sec. 1 Sec. 5 Sec. 1 Sec. 1 Sec. 1
Status 2011 2011 2011 2011 2011 05
Parts
Main bearing 1 1 1 – – 06
Thrust washer 1 1 1 – –
Cylinder liner, complete 1 1 1 – –
07
Cylinder head, complete 1 1 1 – –
08
Cylinder head, only with valves (w/o injection valve) – – – – –
Set of gaskets for one cylinder head – – – – – 09
Set bolts and nuts for cylinder head 1/2 1/2 1/2 – –
Set of exhaust valves for one cylinder head 1 2 2 – – 10
Set of intake valves for one cylinder head 1 1 1 – –
Starting air valve, complete 1 1 1 – – 11
Relief valve, complete 1 1 1 – –
Injection valve, complete – – – – – 12
Set of injection valves, complete, for one engine 1 1 1 – –
Set of conrod top & bottom bearing for one cylinder 1 1 1 – –
13
Piston, complete 1 1 1 – –
14
Piston, without piston pin + piston rings – – – – –
Connecting rod 1 1 1 – – 15
Big end bearing – – – – –
Gudgeon pin with bushing for one cylinder 1 1 1 – – 16
Set of piston rings 1 1 1 – –
Fuel injection pump 1 1 1 – – 17
Fuel injection piping 1 1 1 – –
Set of gaskets and packing for one cylinder 1 1 1 – –
18
Exhaust compensators between cylinders 1 – 1 – –
19
Turbocharger rotor, complete – – – – –
Set of gear wheels 1 – – – – 20
Only for electronic speed setting
– – – – –
Pick up for electronic speed setting 21
Only if oil mist detector is provided
– – – – –
Sintered bronze llter (for crankcase monitor)
*
Recommendation only / ** Owner‘s responsibility

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

CATERPILLAR MARINE
01
21.1 Scope, systems design & engineering of D/E propulsion 02
03
04
Caterpillar Marine
05
06
Diesel generator set Electric motor Propeller, thruster

07
08
Transfor- Frequency. 09
Switch mer conv.
board
Thruster 10
controls
Power 11
Motor Dynamic
mgmt. Navigation system
system controls positioning
12
Communication system Ship automation, safety and monitoring system 13
Bridge consoles and control stations 14

15
Fig. 21-1 D/E application
16
17
18
19
20
21

CATERPILLAR MARINE
01
02 21.2 Levels of integration
03 The following levels of integration, including the listed components are available through Caterpillar
Marine:
04
1.) Exhaust gas system – please refer to chapter 10.
05 2.) Mechanical propulsion system, consisting of:
• Diesel engines – engines and related auxiliary systems
06 • Drive lines – gearboxes, propellers, thrusters
• Auxiliary diesel generator sets – engines, generators, baseframes, engine related auxiliary systems
07 3.) Electrical propulsion systems, consisting of:
• Main diesel generator sets – engines, generators, baseframes, engine related auxiliary systems
08 • Electric-mechanical propulsion – electric motors, shafts, gearboxes, propellers, thrusters
• Electric propulsion switchboard – drives (switchgears, inverter units, transformers)
09 • Electric board net switchboard – main and auxiliary switchboard low voltage consumer
(transformer)
10 • Power management system – dynamic control of electric propulsion and electric network
• Dynamic positioning system – DP operator station, DP control unit, thruster balancing and alloca
11 tion algorithm
• Navigation system – radar, compass, autopilot
12 • Control consols – bridge consols, wing consols, engine control room controls
13
14
15
16
17
18
19
20
21

CATERPILLAR MARINE
01
21.3 Caterpillar Propulsion 02
Performance You Can Rely On 03
Caterpillar Propulsion supplies complete, 04
world-leading propulsion systems.
05
Custom-designed and optimized for uptime
and cost-effective operations, our top-of-the-line 06
controllable pitch propellers, thrusters, gearboxes,
control systems, and hubs are all manufactured 07
at our state-of-the-art production facilities
in Sweden and Singapore. 08
Fig. 21-2 Main propeller
We are experts in innovative hydrodynamics 09
to ensure heavy-duty, reliable performance for our customers.
10
How we deliver uptime
11
Our guiding principle is to deliver maximum uptime for our customers’ peace-of-mind and proltability.
12
For us, this means using more material to ensure our propulsion systems are built to last even in the most
extreme conditions. And with extreme attention to detail, we study your vessel’s design, the waters it
13
travels, the job at hand – anything and everything that affects the hydrodynamics.
14
Using all our expertise, we’re not lnished until the system is as optimized and reliable as possible.
15
Please visit us at catpropulsion.com.
16
17
18
19
20
21
Fig. 21-3 Azimuth thrusters Fig. 21-4 Tunnel thrusters Fig. 21-5 Remote control system

The Power You Need.
The Cat® and MaK™ brands of Caterpillar Marine offer premier high- and medium-speed propulsion, auxiliary, and generator
set solutions, as well as optional dual fuel, diesel-electric, and hybrid system conlgurations. With the launch of Caterpillar
Propulsion our comprehensive and evolving product line gives customers one source for the most extensive engine power range
available, complete propulsion systems, controllable pitch propellers, transverse and azimuth thrusters, and controls. Cat and
MaK products and technologies are proven reliable and are built to last in all marine applications, demonstrating superior
productivity and the lowest lifecycle cost.
The Cat Global Dealer Network, more than 2,200 global service locations strong, ensures that you'll have local expertise, highly-
trained technicians, rapid parts delivery, and the proper equipment and services to keep you working – anytime, anywhere.
Construction, term, or repower lnancing through Cat Financial helps you make Cat and MaK power a reality. With our
knowledge of customer needs, local markets, and legal and regulatory requirements, we've been providing tailored lnancing
solutions and exceeding expectations since our start in 1986.
For more information and to lnd your local dealer, please visit our website: www.cat.com/marine
Visit Cat Financial at: CatPowerFinance.com
Caterpillar Marine
Europe, Africa, Middle East Americas Asia Pacilc
Caterpillar Marine MaK Americas Inc. Caterpillar Marine Trading Caterpillar Marine Asia
A Division of (Shanghai) Co., Ltd. Pacilc Pte Ltd.
Caterpillar Motoren GmbH & Co. KG No. 5 Tukang
Neumühlen 9 3450 Executive Way 25/F, Caterpillar Marine Center Innovation Grove
22763 Hamburg Miramar Park of Commerce 1319, Yan‘an West Road Singapore 618304
Germany Miramar, FL. 33025/USA 200050 Shanghai/P.R. China Republic of Singapore
Phone: +49 40 2380-3000 Phone: +1 954 885 3200 Phone: +86 21 6226 2200 Phone: +65 68287-600
Telefax. +49 40 2380-3535 Telefax: +1 954 885 3131 Telefax: +86 21 6226 4500 Telefax: +65 68287-625
For more information please visit our website: Subject to change without notice. © 2017 Caterpillar All Rights Reserved. Printed in Germany.
www.cat.com/marine Leamet No. 264 · 01.17 · e · L+S · VM3 CAT, CATERPILLAR, their respective logos, MaK, "Caterpillar Yellow" and the POWER EDGE trade
LEBM0031-01 dress, as well as corporate identity used herein, are trademarks of Caterpillar and may not be
used without permission.
Caterpillar Marine is committed to sustainability.

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M 32 E

PROJECT GUIDE / GENERATOR SET

Edition January 2017

Page I / M 32 E Generator Set / 01.2017

Page II / M 32 E Generator Set / 01.2017

Page III / M 32 E Generator Set / 01.2017

07 BS OHSAS 18001+ISO 14001: 08.10.2013

This is to certify that the management system of

and the sites as mentioned in the appendix accompanying this certificate

13 This certificate is valid for the following scope:

14 Für Caterpillar Motoren GmbH & Co. KG:

Page IV / M 32 E Generator Set / 01.2017

1.3 Prospective life times ..................................................................................................... 4 06

2.4 Emissions .......................................................................................................................... 6 11

Page V / M 32 E Generator Set / 01.2017

08 4.2 Emergency operation without turbocharger .............................................................. 18

4.3 Operation in inclined position ....................................................................................... 18

14 4.5.2 Scope of supply and function .................................................................................. 22

4.6 Air injection ...................................................................................................................... 23

Page VI / M 32 E Generator Set / 01.2017

5.2 HFO operation .................................................................................................................. 38 06

6.2 Internal lube oil system .................................................................................................. 62 13

Page VII / M 32 E Generator Set / 01.2017

07 7.2.2 Requirements ........................................................................................................... 70

08 7.2.3 Supplementary information ..................................................................................... 70

14 7.4.1 General .................................................................................................................... 71

7.4.2 Components ............................................................................................................. 73

20 7.8 Cooling circuit layout ...................................................................................................... 80

Page VIII / M 32 E Generator Set / 01.2017

8.3 Air quality requirements................................................................................................. 87 06

9.2.2 Air intake from outside ............................................................................................ 89 12

9.3 Cooling air......................................................................................................................... 89 13

Page IX / M 32 E Generator Set / 01.2017

07 10.1.5 Exhaust gas boiler ................................................................................................... 95

08 10.2 Turbocharger ................................................................................................................... 96

10.2.1 Turbine cleaning system .......................................................................................... 96

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11.5 Control cabinet ................................................................................................................ 107 06

11.9.1 MAI – MaK engine solution only ............................................................................ 114 12

11.9.2 MAI – Extended solution ......................................................................................... 115 13

13. VIBRATION AND NOISE 19

13.2.2 Vibration................................................................................................................... 123

Page XI / M 32 E Generator Set / 01.2017

07 15.3 Trace heating ................................................................................................................... 125

08 15.4 Insulation .......................................................................................................................... 125

15.5 Flexible pipe connections .............................................................................................. 126

14 16.2.2 Removal of piston and cylinder liner ....................................................................... 129

Page XII / M 32 E Generator Set / 01.2017

17.2.2 Factory standard N 576-4.1 – Clear varnish ............................................................ 131 06

17.3.2 Protection check ...................................................................................................... 134 12

17.3.3 Represervation as per factory standard N 576-6.1 ................................................. 134 13

19. STANDARD ACCEPTANCE TEST RUN 18

19.1 Standard acceptance test run ...................................................................................... 137 19

Page XIII / M 32 E Generator Set / 01.2017

07 21.2 Levels of integration ....................................................................................................... 142

08 21.3 Caterpillar Propulsion ..................................................................................................... 143