Lebv4830 08 Final CD Ver

Marine
Analyst
Service
Handbook
Caterpillar
Service Training
November 2009 – 8th Edition

November 2009
LEBV4830-08
This book contains a list of formulas and terms for use by a qualified
Caterpillar Marine Analyst. Many of the formulas are “Rules of Thumb”
but they do provide guidance in their respective areas. These formu-
las are generally accepted in the marine field. This book is intended
as an aid to the Caterpillar Marine Analyst and NOT a replacement for
professional ship design personnel.
1
2
Table of Contents
Engine Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
Boat Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-13
Dredge Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-72
Ventilation Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
Exhaust Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13
Lubrication Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
Fuel Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-17
Cooling Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
Driveline Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
Mounting and Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-24
Auxiliary Mounting Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-71
Vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-100
Marine Engines Sea Trial Guide . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
Design & Construction Review Form –
Caterpillar Marine Propulsion Engines . . . . . . . . . . . . . . . . . . . . . 6-84
Control Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
Conversion Factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2
Miscellaneous . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2
Glossary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1
Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-87
3
4
ENGINE/BOAT
PERFORMANCE
Engine/Boat Performance
Table of Contents
Engine Performance
Application Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
Engine Rating Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
Engine Rating Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5
Performance Curves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-7
Engine Configuration Effects on Ratings . . . . . . . . . . . . . . . . . 1-11
Auxiliary Engine Ratings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-12
Boat Performance
Tolerances on Hull, Propeller and Engine . . . . . . . . . . . . . . . . 1-13
Propeller Sizing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-14
Ducted Propellers (Kort Nozzles) . . . . . . . . . . . . . . . . . . . . . . . 1-19
Hull Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-21
Rules of Thumb. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-25
Formula for Calculating Horsepower . . . . . . . . . . . . . . . . . . . . 1-26
Displacement Hull Calculation . . . . . . . . . . . . . . . . . . . . . . . . . 1-27
Horsepower Requirements for Displacement Hulls . . . . . . . . . 1-28
Horsepower Requirements for Semi-Displacement Hulls . . . . 1-30
Horsepower Requirements for Planing Hulls . . . . . . . . . . . . . . 1-33
Hull Speed vs Wave Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-36
Basic Propulsion Theory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-37
Propeller Pitch Correction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-45
Propeller Formulas and Related Tables . . . . . . . . . . . . . . . . . . 1-47
Rules of Thumb for Propeller Selection . . . . . . . . . . . . . . . . . . 1-61
Related Propeller Tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-62
Onset of Shallow Water Effect . . . . . . . . . . . . . . . . . . . . . . . . . 1-70
Dredge Engines
Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-72
Pump Engine Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . 1-78
Engine Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-79
1-1
Engine Performance
Application Guidelines
Knowledge of the engine’s operating requirements is essential to estab-
lish a proper match of engine rating to boat operating requirements.
To help determine the acceptability of a rating for a particular boat’s
application, the following parameters should be considered:
1. Time at full throttle
2. Annual operating hours
3. Propeller match
Time at Full Throttle

Time at full throttle is the amount of time the engine is operated at rated
rpm without load cycling during a normal duty cycle. This is normally
specified in terms of percent of total cycle time or in minutes per hour.
Annual Operating Hours

The annual operation hours are based on the accumulated service
meter units during a 12-month period. Clock hours are the same as
service meter units on all Caterpillar Engines using electric service
meters. Some Caterpillar engines (D399, D398, D379 and earlier
engines) used service meters which “counted” engine revolutions. One
service meter unit on those engines corresponds to a clock hour only
when the engine is operating at rated speed (rpm). The ratio between
clock hours and service meter units is proportional to engine speed.
Propeller Match
The propeller must be sized to allow the engine to operate slightly
above rated rpm under the boat’s most severe load conditions: full fuel
and water tanks, stores aboard for extended voyaging, and adverse
sea conditions.
1-2
Engine Rating Definitions
Ratings are statements of the engine’s power and speed capability
under specified load conditions. The Caterpillar rating system simply
matches engines to particular applications. It consists of the following
standard ratings. These ratings are located in the TMI under TM5747.
A Rating (Unrestricted Continuous)

Load factor: 80% to 100%. Up to 100% of the time at rated speed.
Typical hrs/yr: 5000 to 8000.
Typical applications: For vessels operating at rated load and rated

speed up to 100% of the time without interruption or load cycling (80%
to 100% load factor). Typical applications could include but are not lim-
ited to vessels such as freighters, tugboats, bottom drag trawlers, or
deep river tugboats. Typical operation ranges from 5000 to 8000 hours
per year.
B Rating (Heavy Duty)

Typical time at full load: 10 hrs out of 12.
Typical applications: For vessels operating at rated load and speed up

to 80% of the time with some load cycling (40% to 80% load factor).
Typical applications could include but are not limited to vessels such
as mid-water trawlers, purse seiner, crew and supply boats, ferries, or
towboats. Typical operation ranges from 3000 to 5000 hours per year.
C Rating (Maximum Continuous)


speed up to 50% of the time with cyclical load and speed (20% to 80%
load factor). Typical applications could include but are not limited to
vessels such as ferries, harbor tugs, fishing boats, offshore service
boats, displacement hull yachts, or short trip coastal freighters. Typical
operation ranges from 2000 to 4000 hours per year.
1-3
D Rating (Intermittent Duty)
Load factor: Up to 50%. Up to 16% of the time at rated speed.

speed up to 16% of the time (up to 50% load factor). Typical applications
could include but are not limited to vessels such as offshore patrol boats,
customs boats, police boats, some fishing boats, fireboats, or harbor
tugs. Typical operation ranges from 1000 to 3000 hours per year.
E Rating (High Performance)

Load factor: Up to 30%. Up to 8% of the time at rated speed.
Typical time at full load: 1/2 hr out of 6.

speed up to 8% of the time (up to 30% load factor). Typical applications
could include but are not limited to vessels such as pleasure craft, har-
bor patrol boats, harbor master boats, some fishing or patrol boats.
Typical operation ranges from 250 to 1000 hours per year.
TM5748 Marine Rating Definitions (3600 only)

Continuous Service (CS) Rating is suitable for continuous duty applica-
tions, including dredges, for operation without interruption or load cycling.
Maximum Continuous (MC) Rating is generally used for vessel appli-

cations involving varying loads. The engine power actually produced
is limited by application guidelines, leaving a power reserve for unusual
operating conditions. Operating time at loads above the Continuous
Service Rating for a given rpm is limited to one hour in 12, or 8.3% of
total operating hours.
Fast Commercial Vessel (fvcr) Rating – For high speed commercial

vessel application with approximate load profile: 85% of operating hours
at rated power, 15% of hours at less than 50% rated power.
1-4
Engine Rating Conditions
Ratings are based on SAE J1128/ISO 8665 standard ambient condi-
tions of 100 kPa (29.61 in. Hg) and 25° C (77° F). Ratings also apply
at AS1501, BS5514, DIN 6271 and ISO 3046/1 standard conditions of
100 kPa (29.61 in. Hg), 27° C (81° F) and 60% relative humidity.
Power is based on a 35° API [16° C (60° F)] fuel having a LHV of
42 780 kJ/kg (18,390 B/lb) used at 29° C (85° F) with a density of 838.9 g/L
(7.001 lb/U.S. gal).
Ratings are gross output ratings: i.e., total output capability of the engine
equipped with standard accessories: lube oil, fuel oil, and jacket water
pumps. Power to drive auxiliaries must be deducted from the gross
output to arrive at the net power available for the external (flywheel)
load. Typical auxiliaries include cooling fans, air compressors, charging
alternators, marine gears, and seawater pumps.
Marine Engine Ratings to DIN Standards

The DIN (Deutsche Industrie Norme) 6270 standard covers rated out-
put data for internal combustion engines in general applications. When
required, DIN 6270 main propulsion ratings can be quoted according
to the following stipulations.
Continuous Output A
This is the published Caterpillar “Continuous ‘A’ Rating” rating in kW
units. No additional reference is necessary.
A condition in the “Continuous Output A” definition is that the output-

limiting device must be set to provide a margin of extra capacity. This
overload capability can be demonstrated, if required, by increasing
the fuel setting from the factory-set continuous output value to the value
corresponding to our “B” rating level. With a few exceptions, this increased
fuel setting will correspond to an overload capability of approximately
10%. The propeller should be sized for the continuous rating with the
appropriate safety margins from the Technical Marketing Information
file (TMI). The fuel setting must be readjusted to the nameplate value
upon completion of the demonstration test.
1-5
Output B
Output B is defined as the maximum useful output that the engine can
deliver for a definite time limit corresponding to the engine application.
The fuel setting is pre-set such that output B cannot be exceeded, so
no overload capability need be demonstrated.
On the basis of this definition, we can offer two output B ratings with kW
values corresponding to the Caterpillar B Rating (Heavy Duty) or C
Rating (Maximum Continuous).
In each case, it is mandatory that reference be made to the applicable

rating definitions.
General Comments
DIN 6270 conditions are slightly different from the SAE conditions used
in the U.S. We believe that they are virtually equivalent for all practical
purposes. No correction to ratings should be made to account for the
slightly different reference conditions.
Useful output as described under DIN 6270 is defined as the output

available to drive the load after suitable deductions are made for engine
driven accessories. This is equivalent to the net rating. Caterpillar rat-
ings indicate gross output. At the kW requirement to drive such acces-
sories as charging alternator and seawater pump are low and well within
our rating tolerance, no deductions for main propulsion engine driven
accessory loads need to be made. The marine engine performance
definitions can be found in the TMI under TM0015. General diesel engine
definitions can be located in the TMI under DM9600 specification.
1-6
Performance Curves
Following are format samples of Caterpillar Performance Curves:
Marine Engine Performance

C18 DITA
533 kW (715 hp) @ 2100 rpm
C-RATING - DM7562-00
EPA MAR T1 CERTIFIED
Engine Power
533
360
kW
186
12
3164
Torque
2175
N•m
1187
198
338
g/kW-hr
292
BSFC
246
200
600 800 1000 1200 1400 1600 1800 2000 2200
Engine Speed - rpm
Maximum Power
Metric Prop Demand 533 kW
Performance Data
1-7
Performance Data
Engine Engine Engine Fuel

Speed Power Torque BSFC Rate
rpm kW N•m g/kW-hr L/hr
Maximum
Power 2100 533.1 2424 219.4 139.4
Data 2000 533.1 2545 216.6 137.6
1900 533.1 2679 214.5 136.3
1800 533.1 2828 213.1 135.4
1700 530.2 2978 211.7 133.8
1500 479.1 3050 206.4 117.9
1400 389.0 2653 204.4 94.8
1300 353.0 2593 203.7 85.7
1200 260.0 2069 203.0 62.9
800 106.0 1265 206.3 26.1
600 58.0 923 220.3 15.2
Prop
Demand 2100 533.0 2424 219.4 139.4
Data 2000 460.4 2198 209.6 115.1
1900 394.8 1984 203.3 95.7
1800 335.7 1781 200.6 80.3
1700 282.8 1588 200.2 67.5
1500 194.2 1237 202.9 47.0
1400 157.9 1077 205.4 38.7
1300 126.4 929 208.6 31.4
1200 99.5 791 212.6 25.2
800 29.5 352 263.8 9.3
600 12.4 198 338.4 5.0
Cubicpropdemandcurvewith3.0exponentfordisplacement
hullsonly.
1-8
Engine Power
715
482
hp
249
17
2334
Torque
lb ft 1604
875
146
.556
lb/hp-hr
.480
BSFC
.404
.328
600 800 1000 1200 1400 1600 1800 2000 2200
Engine Speed - rpm
Maximum Power
English Prop Demand 715 hp
Performance Data
Engine Engine Engine Fuel

Speed Power Torque BSFC Rate
rpm hp lbft lb/hp-hr gph
Maximum
Power 2100 714.9 1788 .361 36.8
Data 2000 714.9 1877 .356 36.4
1900 714.9 1976 .353 36.0
1800 714.9 2086 .350 35.8
1700 711.0 2196 .348 35.3
1500 642.5 2249 .339 31.1
1400 521.7 1957 .336 25.0
1300 473.4 1912 .335 22.6
1200 348.7 1526 .334 16.6
800 142.1 933 .339 6.9
600 77.8 681 .362 4.0
Prop
Demand 2100 714.8 1788 .361 36.8
Data 2000 617.4 1621 .345 30.4
1900 529.4 1463 .334 25.3
1800 450.2 1314 .330 21.2
1700 379.2 1171 .329 17.8
1500 260.4 912 .334 12.4
1400 211.7 794 .338 10.2
1300 169.5 685 .343 8.3
1200 133.4 583 .350 6.7
800 39.6 260 .434 2.5
600 16.6 146 .556 1.3
Powerproducedattheflywheelwillbewithinstandard
tolerancesupto50°C(122°F)combustionairtemperature
measuredattheaircleanerinlet,andfueltemperature
upto52°C(125°F)measuredatthefuelfilterbase.
PowerratedinaccordancewithNMMAprocedureas
crankshaftpower.Reducecrankshaftpowerby3%for
propellershaftpower.
1-9
Features of the Performance Curve
Vertical Axis [left side] – Graduated in units of Power [Brake kW or
Brake Horsepower]
Horizontal Axis – Graduated in units of Engine Speed [Revolutions

per Minute]
Propeller Demand Curve: describes the power demanded by a fixed

pitch propeller used in a displacement hull. Semi-displacement and
planing hulls will have higher load demand than shown in the “P” curve.
Each semi-displacement and planing hull has different demand, which
makes it impossible to show the load demand for each hull. Semi-dis-
placement and planing hulls will need to be sea trialed with fuel meas-
urements taken at different engine speeds to determine actual fuel and
load demand.
Maximum Power Curve: the maximum power capability of the engine

without regard to the rating development limits.
Each standard rating of the engines will have its performance docu-
mented as shown above. There can be a delay of the formal version of
the data in the case of new ratings or engine configurations.
Marine Performance Curves

All except 3600 limit definitions for use with A, B, and C rated engines:
Zone 1 – For continuous operation, including dredge engines, without
interruption or load cycling on or under curve 1.
Zone 1-2 – Operation limited to a 4-hour period at full power, followed

by a 1-hour period on, or under, curve 1.
Zone 2-3 – Operation limited to 1-hour period at full power, followed

by a 1-hour period on, or under, curve 1.
Max limit/Zone 4 – Operation limited to a 5-minute period at full power,

followed by a 2-hour period on, or under, curve 1.
Curve P – Power curve P represents the power demand of a typical

fixed pitch propeller, shaft power may be assumed to be 97 percent of
the brake engine power shown.
Max power data curve M – Maximum power the engine is capable of

producing.
Marine engine zone ratings are defined in the TMI under TM0015.
1-10
Engine Configuration Effects on Ratings
Engine configurations can be altered to allow efficient use of larger
amounts of fuel. This is done by increasing the amount of air that can
be utilized by the engine. Airflow through an engine is called aspiration.
Caterpillar engines have one of the following methods of aspiration.
Naturally Aspirated
In a naturally aspirated engine, the volume of air drawn into each cylin-
der is moderate, since only atmospheric pressure is forcing air through
the cylinder’s intake valve. There is no pressurization of the engine’s
intake manifold by an external device and engine intake manifold pres-
sure is always a partial vacuum.
Turbocharged
Greater amounts of air can be forced into an engine’s cylinders by install-
ing a turbocharger. Turbochargers are turbine-like devices that use
exhaust energy (which naturally aspirated engines waste) to compress
outside air and force it into the intake manifold. The increased amount
of air flowing through turbocharged engines does two good things:
• The greater airflow cools the valves, piston crowns, and cylinder walls,
making them better able to resist the firing forces.
• Fuel can be burned more efficiently, due to the increased amount of
air for combustion.
This makes the engine more powerful. Compression does increase the
temperature of the intake air, however. It is very useful to remove the
heat-of-compression from the intake air, upstream of the combustion
chambers. Cooling the air before it enters the combustion chambers
makes the air more dense and increases cooling of the combustion
chamber components.
1-11
Turbocharged/Aftercooled
An air-cooling heat exchanger (aftercooler) is installed between the tur-
bocharger and the combustion chamber on turbocharged/aftercooled
engines. The aftercooler cools the incoming air, carrying the heat away
with a flow of water. The water can come from two sources. If jacket
water (the same water that cools the cylinder head and block) is used
in the aftercooler, then the air can only be cooled to approximately 93° C
(200° F). Jacket water temperature is thermostatically controlled at
approximately 82° C (180° F). Even cooler air can be obtained by cooling
the aftercooler with water from a separate circuit, such as seawater or
some other circuit, with colder water than the engine jacket water. Lower
aftercooler water temperatures permit higher engine ratings because
cooler, denser air permits burning more fuel.
Extended Periods of Low Load

Prolonged low load operation should be followed by periodic opera-
tion at higher load to consume exhaust deposits. Low load operation
is defined as below approximately 20% load. The engine should be
operated above 40% load periodically to consume the exhaust
deposits. Caterpillar engines can be run well over 24 hours before
exhaust slobber becomes significant. The amount of additional time
depends upon the engine configuration, water temperature to the after-
cooler, inlet air temperature to the engine and type of fuel.
Auxiliary Engine Ratings

Marine engines used for auxiliary power are of the same general con-
figuration as propulsion engines. Their power output is limited by the
same design factors. Horsepower ratings are also determined by the
type of aspiration, the aftercooling system and by engine application.
Caterpillar prime power ratings are used for marine generator sets when
applied as ship-board power and as emergency power at both 60 Hz
and 50 Hz. The engine is set at the factory to provide 110% of rated out-
put as required by Marine Classification Societies (MCS).
Normally, other auxiliary power requirements, such as hydraulic pumps,

winches, fire and cargo pumps, and compressors, are applied at a rat-
ing based on their duty cycle and load factor.
1-12
Boat Performance
Tolerances on Hull, Propeller and Engine
The performance of the boat is the result of a complex interaction of all
three aspects of the installation; the engine, the hull, and the propeller.
Proper component sizing is very important to the life and performance

of the entire propulsion system. There are tolerances in several aspects
of the propulsion system. In worst-case conditions, the result can be
short life and/or unsatisfactory performance. For example: the effect
of these tolerances is shown below in Figure 1.1:
Tolerances on Power
Hull – Propeller – Engine
160
150 (+20%)
Propeller
140 ) Hull
Match
5%
130 Demand
Percent Engine Power
Line
(
120 (-20%)
110 Engine Power (3%)
100
90
80
70
60
50
40
30
20
10
0
0 20 40 60 80 100 120
Percent Design Hull Speed
FIGURE 1.1
Mechanically controlled marine engine power may be expected to vary

due to manufacturing tolerance by as much as 3% on either side of its
rated or 100% power. Electronically controlled engines can easily be
reset and all Caterpillar marine engines are reset at the factory for
advertised rated power at rated speed.
The propeller power absorption may be as much as 5% higher or lower

than originally expected. This could result from manufacturing toler-
ance in pitch, surface finish, and blade profile.
The hull resistance may vary as much as 20% from calculated values or
previous experience due to inevitable differences in weight and shape.
1-13
Propeller Sizing
The propeller is as important as the hull or the engine to the performance
of the boat.
The propeller directly influences top speed, fuel efficiency, and engine life.
General Information
While many operators will choose to operate at reduced throttle set-
tings while cruising, the engine must be able to reach its rated speed
(rpm) when the boat is ready for sea; fully loaded with fuel, water, and
stores. For the ultimate in engine life and economy, expected engine
operating speeds during sea trials should be approximately 1-3% over
full load rated engine speed (rpm). This is done to compensate for
anticipated boat loading and hull fouling.
Table of Engine rpm at Sea Trials

Rated Expected Engine
Speed Speed During Sea Trials
(rpm) (rpm)
2800 2830-2885
2500 2525-2575
2400 2425-2470
2300 2325-2370
2100 2120-2165
1925 1945-1980
1800 1820-1855
Eliminating Engine Overloading on Over-wheeled Vessels

When the engine speed (rpm) measured during the sea trial of a ves-
sel fails to attain the required sea trial speed, the reason generally is one
of the following:
Excessive hull fouling – Solvable by cleaning the hull and re-running

the sea trial.
Low engine power – Resolved by measuring and recording engine

performance parameters such as inlet air temperature, exhaust back-
pressure, boost and fuel rate.
Incorrect transmission or propeller – A detailed listing of four alter-

native resolutions for this condition follows; these resolutions are restricted
to fixed pitch propellers.
1-14
1) Engine fuel setting adjustment – Many vessel operators and
shipyards want to increase the engine fuel to the engine by chang-
ing the rack setting or, with electronic engines, change the FLS and
FTS when their engine does not reach rated speed during sea trials.
At first glance, this seems to be the easiest and least costly remedy.
However, in such a situation, this solution is incorrect, even if the
engine speed (rpm) does increase to the expected rated rpm. Increas-
ing the fuel (rack) setting will result in reduced engine life, increased
wear or, in worst case, early engine failure. The vessel operator’s
engine repair and maintenance costs will likely far exceed the cost
of replacing or modifying the existing transmission or propeller.
2) High idle adjustment – Another often-considered alternative is
increasing high idle engine speed on mechanical engines above the
specified free running speed. This will not provide the desired results
since the fuel stop is already at the maximum fuel position, and an
increase in high idle will not result in any appreciable speed change.
3) Properly sized propeller and/or reduction ratio – The correct,
but more costly, remedy is to re-pitch, or install a properly matched
propeller and/or transmission ratio to allow the engine to operate
within its rating guidelines.
4) Avoiding driveline component changes – There is another alter-
native that we will consider in cases where driveline component
changes cannot or will not be considered. This method consists of
a reduction of both the engine fuel setting and the high idle speed.
This can only be done with mechanically controlled engines. Of
course, the engine power and rated speed are reduced in the process;
however, we are taking advantage of the fact that the propeller’s
power demand drops off much faster than the engine power capa-
bility when engine and propeller speed is reduced (refer to Figure 1.2).
Marine Engine Performance Curve
3412 TA (388 kW (520 hp) at 1800 rpm)
500
400
Propeller hp
300 Demand
hp Capability
200
1300 1400 1500 1600 1700 1800 1900
Engine Speed (rpm)
FIGURE 1.2
1-15
The net result is that the engine will perform within its application limits
and the engine/propeller match is optimized. The following formula gen-
erally applies for a standard fixed pitch propeller:
[ ]
3
hp
___1 = N
__1
hp2 N2
or by rewriting the equation
[ ] N 3
hp2 = hp1 __2
N1
Where:
hp1 = Engine power produced at the full throttle speed recorded during
the sea trial. This power level is determined by referring to the appro-
priate marine engine performance curve corresponding to the original
engine rating sold by the dealer and reading the power on the curve
at the recorded speed.
hp2 = Calculated propeller power demand at the new reduced engine
speed (rpm) proposed for this application.
N1 = Engine speed (rpm) observed and recorded during the original
sea trial – prior to fuel setting and high idle modifications. (This speed
should always be measured with a precision tachometer.)
N2 = New, reduced engine speed (rpm) which must be determined in
order to provide an acceptable engine, transmission, and propeller match.
For example: Consider a 3408B DITA engine, sold at a continuous rating

of 365 hp at 1800 rpm. During the sea trial, the maximum attainable engine
speed was only 1620 rpm. This engine was operating in an unaccept-
able overload (or lug) condition. The Marine Engine Performance Curve
(for a continuous rating of 272 kw [365 hp] at 1800 rpm) indicates that
the engine was producing (and the propeller was demanding) 344 hp
at the limited speed of 1620 rpm. This power requirement exceeds the
approved continuous rating of 330 hp at 1620 rpm. The solution is to
further reduce the rpm until the approved engine rating, as shown on
the 3408B marine engine rating maximum limit curve, exceeds the pro-
peller demand.
For this example we will calculate the power required if the rated engine
rpm was reduced to 1550.
[ ]
3
hp2 = 334 1550
____ = 301 hp
1620
1-16
Reducing the engine speed by 70 rpm has resulted in a decrease in
propeller demand of 43 hp. The approved engine continuous rating at
1550 rpm is 314 hp and the propeller demand has been reduced to
301 hp.
At the initial trials, the recorded vessel speed was 10.2 knots for this
21 m long seiner. Resetting the engine from 344 hp @ 1620 rpm to 314 hp
@ 1550 rpm would decrease the vessel speed to 9.7 knots, a relatively
insignificant difference, especially considering the gain in engine life.
Propeller Pitch Correction

An over-pitched propeller must have its pitch reduced to allow the
engine to reach rated rpm. The pitch must be reduced by an amount
proportional to the engine rpm ratio. The following formula defines this
relationship:
Engine rpm while over loaded

P required = P present ____________________________
Desired Engine rpm
Where:
P required = pitch the propeller must have to allow the engine to run
at rated rpm
P present = pitch of the propeller which is preventing the engine from
reaching its rated rpm
Engine rpm while overloaded = engine rpm under normal working con-
ditions when equipped with the propeller whose pitch is too great
Desired Engine rpm = desired expected engine speed during sea
trial (See Table p. 1-14)
Propeller Errors and Propeller Measurement

Fast boats need more precise propellers than slow speed workboats.
Propeller pitch errors that would be insignificant on a 10-knot river tow
boat, will cost a high speed patrol boat or yacht 2 or 3 knots of its top
speed.
Propellers on fast boats must be precisely manufactured if design per-

formance is to be attained and they must remain within nearly new
specifications to prevent severe performance deterioration. This is par-
ticularly true of propellers’ leading and trailing edges. Tiny errors in
profile, almost too small to be detected by feel, can constitute sites for
initiation of cavitation. In severe cases, this can result in blade failure
or loss after as little as 24 hours of high speed running.
1-17
Most industry professionals can relate instances where new propellers
have been found to be several inches out of the specified pitch. When
propellers are repaired or re-pitched, it is even more difficult to restore
the necessary precision for highest performance vessels. The prob-
lem usually is the tooling. Most propeller pitch measurement machines
cannot resolve or detect the small errors that prevent a boat from attain-
ing first-class performance. All other things being equal, the skill of the
propeller-finishing machinist will make the difference between barely-
adequate and first-class boat performance.
Propeller Measurement Tools

There are several basic types of tools commonly used for propeller
pitch measurement.
Swing Arm Type

This machine generally consists of a stand which supports the pro-
peller in a horizontal position, a vertical column which passes through
the center of the propeller’s hub, a swing arm which rotates around the
vertical column, and a vertical measuring rod which can slide in and
out on the swing arm.
FIGURE 1.3
1-18
This machine reaches down from a horizontally mounted swing arm and
“touches” the blade at several radial locations, at some standard incre-
ments of angle. The difference in elevation, the radial position, and the
angular increment between readings allow pitch to be calculated between
any two locations. The accuracy of this device is related to the rigidity
of the swing arm and the degree of looseness in the required bearings.
The potential accuracy of the propellers measured will be directly pro-
portional to the number of measurements on each blade (places at
which it touches each blade). For commercial (workboat) propellers, it
is common to examine the blade at six to nine places per blade. On
high-performance civilian propellers, it is common to examine each
blade at twenty-five to fifty places while military propellers may be exam-
ined at several hundred places per blade. The skill of the machinist is
applied in smoothing or “fairing” the areas between the measurements.
Pitch Blocks
Pitch blocks are precisely shaped anvils, against which individual pro-
peller blades are hammered to repair or correct their shape. They can
be used to measure propellers by comparing the shape of an unknown
propeller to a set of incremental pitch blocks until a match is found.
Angle-Measuring Type
Angle-measuring devices relate the angle of a circumferential line on
the blade to a horizontal reference plane and calculate the pitch from
the angle and the radial position.
Ducted Propellers (Kort Nozzles)

The propeller duct, sometimes called a Kort nozzle is a ring, wrapped
around a generally square-tipped, propeller. The ring has an airfoil-
shaped cross section.
The ducted propeller is best used on vessels such as trawlers, tugs,

and towboats with towing speeds of 3-10 knots. Ducted propellers
should not be used on relatively fast vessels.
To aid in selection, perform the following calculation. If the result is less

than 30, the use of the ducted propeller should not be considered as
it may result in a net loss of vessel performance.
(公僓僓僒僓
shp )
Bp = (srpm) _______
(Va)2.5
1-19
Where:
Bp = Basic Propeller Design Variable
srpm = Propeller Shaft Speed (rpm)
shp = Shaft Horsepower (shp)
Va = Velocity of Advance of the Propeller (knots) generally equals
0.7 to 0.9 times boat speed
FIGURE 1.4
The nozzle configuration or profile most often used is a No. 19A noz-
zle although a No. 37 specifically designed for backing is obtainable.
Nozzles are made of mild steel with a stainless steel liner to stand up
to erosion. They may be mounted to steel, wood, or fiberglass hulls.
A comparison of bollard pull ahead and astern for the open water pro-
peller versus the No. 19A (taken as 100% in ahead) and the No. 37
nozzle follows.
Ahead Astern
Nozzle No. 19A 100% 59%
Nozzle No. 37 99% 82%
Open Propeller 55% 55%
(B4.70 Type)
These are actual figures for a 1491 kW (2000 hp) installation with 2007 mm
(79 inch) diameter propellers. A larger diameter open propeller would
show up somewhat better, though not as good as the nozzles.
1-20
More specific information on ducted propeller systems generally can
be obtained from propeller manufacturers, many of which also manu-
facture propeller ducts.
Hull Types
All hull types discussed here refer only to the portion of the hull below
the waterline. What is above the waterline concerns seaworthiness,
seakindliness, stability, comfort, and eye appeal, but has little impact
on the propulsion machinery.
There are two basic types of hulls: Displacement Hulls and Planing
Hulls. There are also some special types of hulls. These include the
Semi-Displacement Hull, Catamaran, Wave-Piercing Catamaran,
Hydrofoil, Surface Effects Ship (with both flexible skirts and rigid side-
walls), and the Small-Waterplane-Area-Twin-Hull (SWATH) Ship.
Displacement Hull
A displacement hull can be described in most basic terms as a block,
with tapered ends. To illustrate the basic shapes this allows, five blocks
in what are rearranged to form four simple, but fundamental forms cover
most all displacement hull forms.
1
2 3
4
5
4 4
3 5 5
1 1 3
2 2
4 5 4
3 5
1 3
2 1
2
FIGURE 1.5
1-21
Keep in mind that this discussion concerns only the portion of the hull
below the waterline and that the blocks represent only the submerged
part of the hull.
When any one of the hulls shown above moves through the water,
waves form. The bow pushes the water aside, forming a bow wave.
The momentum imparted to the water carries it beyond the boundaries
of the hull, leaving a hollow behind it. The wave surges back, into the
hollow. At slow speeds, this causes the return surge to bounce off the
hull, starting the familiar diverging pattern of troughs and crests origi-
nating with the bow wave.
Relation of Hull Length to Boat Speed

The length of a displacement hull determines its eventual top speed.
It is literally possible to measure the length of a displacement hull and
calculate its highest practical top speed based on this measurement.
This is due to the relationship of boat speed, boat length and wave-length.
Boat Length and Wave Length

Wave-length and wave speed are directly proportional: the faster a
wave, the longer its length. Since the movement of the hull causes the
bow wave, the faster the hull moves, the faster the speed of the bow
wave . . . and the longer its length.
As the boat increases its speed, the length of the bow wave will even-
tually approach the length of the hull. The speed at which the length of
the bow wave equals the hull length is called the hull speed limit.
Further increases in hull speed, beyond the hull speed limit, will cause
the stern of the hull to drop into the trough of the bow wave.
This has the following bad effects:

• air can enter the displacement hull’s propeller(s) (reducing propeller
thrust)
• the belly of the hull is exposed to the oncoming waves (increasing
hull resistance)
• the increased incline of the propeller shaft(s) reduces the amount of
shaft thrust for forward motion (part of the forward component of pro-
peller thrust is wasted in holding up the stern of the boat).
This greatly increases the hull’s resistance-to-further-speed-increase.

To go faster, the displacement hull must climb the crest of its own bow
wave. For example, the last 10% of a displacement hull’s top speed
costs 27% of its engine power (and fuel consumption).
1-22
Mathematical Representation of Hull Speed Ratio
This relationship can be described mathematically.
Boat Speed
Hull Speed Ratio (SLR) = ______________
Hull Length
When the bow wave length is equal to the hull length, the speed length
ratio formula can be expressed as follows:
__________________
4.5 公(Hull Length meters) = (Boat Speed km/hr)
or
________________
1.34 公(Hull Length feet) = (Boat Speed knots)
Planing Hull
The planing hull skims over the surface of the water with relatively little
disturbance of the water. The main resistance to planing hull speed is
the skin friction. Hulls of this type are very sensitive to the smoothness
of the hull, making good hull maintenance essential or top perform-
ance. Planing hulls are very sensitive to boat weight.
FIGURE 1.6
Semi-Displacement Hull
The semi-displacement hull looks very much like the planing hull and
is easily mistaken for the planing hull. Semi-displacement hulls can be
described as having characteristics of both planing and displacement
hulls but are not one or the other.
Displacement hulls have trouble with speed length ratios above 4.5
(1.34) due to their hull shape. The planing hulls have difficulties below
speed length ratios of approximately 8.4 (2.5) because of their straight
fore-and-aft lines.
1-23
FIGURE 1.7
Semi-displacement hulls are designed to operate well in this speed range.
Semi-displacement hulls are characterized by the angle of the quarter-

beam after-body buttock line. Visualize a pair of vertical, parallel planes
intersecting the hull – midway from the longitudinal center of the hull –
to the waterline at the side of the boat. The intersection of the planes –
with the bottom of the hull near the stern – form the quarter-beam after-
body buttock line (there are two, one on each side, but they have the
same shape). The angle of the quarter-beam buttock line is formed
between it and a line parallel to the at-rest waterline, Figure 1.8.
C
L
1/4 W.L. Beam
Measure This Angle

WL
1/2 W.L.
Beam 1/4 Beam Buttock
FIGURE 1.8
If the angle of the quarter-beam buttock line is very small (less than
2 degrees), the hull is capable of planing performance. At an angle of
4 degrees, the limiting speed length ratio will be around 2.0. An angle
of 7 degrees will limit the speed to length ratios of 1.5, or just above dis-
placement hull speeds. These angles should be measured relative to
the hull’s waterline at rest.
1-24
Rules of Thumb
Power to Reach Hull Speed

A useful rule of thumb for vessels below 100 tons displacement is:
Power to Reach Hull Speed horsepower = 5 [Displacement long tons]
Fuel Consumption
A useful rule of thumb for basic budgetary purposes is:
Fuel Consumption = 1 Liter per hour per 5 horsepower
1-25
Formula for Calculating Horsepower
2 πr TORQUE RPM
Horsepower = ______________________
33000
This formula was established by James Watt in the 1800’s and requires
some known values:
Average horse walks at 2–21 MPH
Average horse pulls with a force of 150 pounds
1 mile = 5,280 feet
r = distance from center line of shaft, usually 1 foot
With this background, we will be able to establish the Horsepower for-

mulas used today.
5,280 feet 2–21 MPH = 13,200 FEET per HOUR
13200 FT/HR
____________ = 220 FEET per MINUTE
60 Minutes
220 FT/MIN 150 POUNDS = 33,000 FT LBS per MINUTE
2πr = 6.2831853
33000
__________ = 5252
6.2831853
Thus we get the familiar formula used today in calculating Hp.
Torque RPM
Hp = _____________ or expressed another way as
5252
Hp 5252
Torque = __________
RPM
1-26
Displacement Hull Calculation
If a vessel’s displacement is not known, it can be determined from the
dimensions of the vessel, using the following formula.
L B D Cb
W = ________________
M
Where:
W = The vessel’s displacement expressed in long tons
L = The length of the vessel, in feet, measured at the actual or
designed load waterline (LWL)
B = The extreme width or beam of the vessel, in feet, at the designed
load waterline
D = The vessel’s molded draft, in feet, measured at its midship sec-
tion, exclusive of appendages or projections such as the keel
Cb = The block coefficient for the vessel
Light Cargo, Fishing Vessels
and Sailing yachts 0.40 – 0.55
Heavy Cargo, Fishing and Tugs 0.50 – 0.65
River Tow Boats 0.55 – 0.70
Self-propelled Barges 0.70 – 0.90
Barges 0.85 – 0.90
M = The volume of water (cubic feet) per long ton
35 for seawater
36 for fresh water
1-27
Horsepower Requirements
for Displacement Hulls
A displacement hull is define by having a taper at the bow, a taper at
the stern, and a –41 beam buttock angle of 8 degrees or greater.
The speed which corresponds to SLR = 1.34 is referred to as the dis-

placement hull limiting speed. Attempting to power a displacement hull
above this speed will cause the stern of the vessel to “drop” into its own
bow wave trough, exposing the oncoming water to the underside of
the vessel and entraining air in the propeller. This will effectively cause
the vessel to “climb uphill” and reduce the amount of power the pro-
peller is capable of absorbing. This occurs at an SLR = 1.34 for a pure
displacement vessel, and any attempt to power a displacement vessel
in excess of this speed would be considered a waste of fuel and money.
Now that the limiting speed of a displacement hull is defined, we can

predict the power requirements to propel displacement hulls at differ-
ent speeds.
The amount of power required to drive a displacement or a semi-dis-

placement hull of a given weight at a given speed can be approxi-
mated by the relationship of the weight to the horsepower (Lbs/Hp).
This is expressed as the formula:
10.665
SLR = ______
公
3 僓僓僓僓僓僓僓僒僒
Lbs
____
Hp
SLR = Speed – Length Ratio

Hp = Horsepower Delivered to the Propeller
Lbs = Vessel Displacement in Pounds
This formula can be rewritten as:
( 10.665
SLR )
______ 3
= Lbs/Hp
Due to the bow wave limitation discussed earlier, only the portion of
the SLR versus Lbs/Hp relationship below 1.34 applies to displacement
hulls. This implies that it would not be appropriate to power a displace-
ment hull with more than 1 horsepower delivered to the propeller for
each 504 pounds of vessel displacement.
1-28
An example of how to apply this relationship will help clear this up.
Consider a pure displacement hull with the following characteristics:
Waterline length = 200 feet
Vessel displacement = 440,000 pounds loaded
Desired speed = 18 knots
1
– beam buttock angle = 9 degrees
4
With a –41 beam buttock angle of 9 degrees (greater than 8°), it can be
assumed that this vessel will be subject to the speed limit of 1.34.
The next step is to see if the designed SLR is within the limits established
for a displacement hull, using the formula:
Speed
SLR = ______ 18
SLR = _____ SLR = 1.27
公僓僓僓僓
LWL 公僓僓僓
200
Since the 1.27 calculated SLR is below the limit of 1.34 the speed of
18 knots for this vessel is attainable.
The next step is to determine the Lbs/Hp relationship for this boat using
the design SLR of 1.27. This is done using the following formula:
( 10.665
SLR )
______ = Lbs/Hp
3
1.27 )
(10.665
______ 3
= 592 Lbs/Hp
The power required to drive this vessel at 18 knots would then be:
440000 Lbs
Hp = ___________
592 Lbs/Hp
Hp = 743
This horsepower requirement seems low, but it must be considered

that this is the required horsepower delivered to the propeller, and it
does not account for losses in the shafting, marine gear, and engine.
It also does not allow for reserve horsepower to allow for added resis-
tance due to wind and waves, towing, dragging nets, power takeoffs,
or other load increases, which may occur. In actuality, the installed
horsepower of this vessel may be higher than the 743 Hp requirement
just calculated.
1-29
Horsepower Requirements for
Semi-Displacement Hulls
Because of the way these hulls ride in the water, the calculations of
required horsepower uses a different formula. A semi-displacement
hull is defined as having a point at the bow and tapers to a full beam
at the mid-section and then partially tapers to a narrow section at its
stern. A semi-displacement hull can be described as a displacement
hull with a portion of its after body cut off, or a planing hull with a por-
tion of a tapered after body added on. Semi-displacement hulls can
be expected to have a –41 beam buttock angle of between 2° and 8°.
Semi-displacement vessels have displacement hull characteristics in that

they are somewhat limited in attainable speed by the bow wave phe-
nomenon. However, semi-displacement hulls also have some planing hull
characteristics, which allow them to partially “climb” or plane out of the
water at higher speeds. This partial planing characteristic causes the bow
wave limitation to occur at higher speed length ratios. In general, speed-
length ratios fall between roughly 1.4 and 2.9 for semi-displacement
vessels. Effectively, semi-displacement hulls operate at higher speeds
than displacement hulls because of their partial planing characteris-
tics, yet are not as sensitive to weight addition as a planing hull, due
to their partial displacement hull characteristics. These combined char-
acteristics allow for relatively large cargo or passenger carrying capac-
ity at speeds higher than displacement vessels of similar size.
To determine the power requirements for a semi-displacement hull, the

SLR versus Lbs/Hp relationship is utilized in the same manner as with
displacement hulls. The problem in applying this relationship to semi-
displacement hulls, however, lies in the fact that the limiting speed-
length ratios can vary between 1.4 and 2.9 for different hulls. Before
attempting a power requirement calculation for a semi-displacement
hull at a given speed, it is first necessary to determine the SLR ratio
limit for the vessel to ensure that no attempt is made to power the ves-
sel to speeds higher than this limit.
The limiting SLR ratio for a semi-displacement hull is determined by

evaluating a factor referred to as the Displacement Length Ratio (DL).
The DL ratio can be defined by using the following formula:
disp T
DL = _____________3
(0.01 LWL)
1-30
Where:
DL = Displacement-length ratio
disp T = displacement in long tons
(1 long ton = 2240 pounds)
LWL = Loaded waterline length in feet
Once the DL ratio has been calculated for a semi-displacement hull, the
SLR to DL relationship can be applied to determine the limiting SLR
ratio. This SLR ratio will then define the maximum attainable speed of
the semi-displacement hull. No attempt should be made to power a
vessel over this maximum attainable speed, as this is the point where
the bow wave limitation occurs on a semi-displacement hull.
The limiting SLR can be defined using the following formula:
8.26
SLR ratio = _____
DL.311
Where:
SLR ratio = Speed-length ratio
DL ratio = Displacement-length ratio
8.26 = constant used by Caterpillar
for this calculation
The following example will help explain how to apply the formulas for
calculating the horsepower required for a semi-displacement hull.
Let’s use the following for boat characteristics:

LWL = 62 feet
1
– beam buttock angle = 3°
4
Displacement tons = 44 Long tons

(98,560 pounds)
Designed speed = 11.5 knots
Beam width = 18 feet at mid-section, tapering to 15 feet at
the stern.
Based on this information (3° and slight taper) we can recognize a

semi-displacement hull. Since this is a semi-displacement vessel and
the DL ratio applies, the DL ratio must first be calculated in order to
determine the limiting SLR ratio for this vessel. The DL ratio is calcu-
lated in the following formula:
44
DL = ___________3
(0.01 62)
1-31
DL = 184.6 ≈ 185
8.26
SLR = _______
(185).311
SLR = 1.628 ≈ 1.63
Any speed used in predicting a power requirement for this vessel must
correspond to an SLR less than 1.63. 1.63 SLR ratio corresponds to
the maximum possible speed of this vessel due to bow wave limitation.
Since the maximum SLR ratio of 1.63 has been calculated, the next
step is to determine the power required to drive the vessel 11.5 knots.
As a check before proceeding, the SLR ratio corresponding to the
design speed of the boat should be calculated to ensure that it is less
than the maximum attainable SLR of 1.63.
11.5
SLR = _____
公僓僓僓
62
SLR = 1.46
Since 1.46 is less than 1.63, it is appropriate to try to power this ves-
sel for 11.5 knots. If the SLR had been greater than the 1.63 maximum
attainable SLR then the design speed of the vessel would have to be
reduced before attempting a power prediction.
Now that we have the design SLR (1.46), we can go to the formula used
in the displacement hull problem. That formula was:
3
( )
10.665
LB/Hp = ______
SLR
3
LB/Hp = (______)
10.665
1.46
LB/Hp = 389.8 ≈ 390
98560 Lbs for vessel

HP = ___________________
390 LB/Hp
Hp = 252.7 ≈ 253 Hp
So to power this vessel to the 11.5 knots design speed, it would need
253 Hp to the propeller. This is only for the movement of the vessel
through the water and does not take into account auxiliary driven equip-
ment, rough seas, or strong currents. Therefore the actual Hp of the
engine in the boat may be larger than this calculation, due to the reserve
Hp requirements.
1-32
Horsepower Requirements for Planing Hulls
A planing hull is a hull of a form which allows it to climb up on a full
plane at high speeds. When up on a full plane, the reduced draft of the
vessel causes the bow wave to become very small, and they do not
limit the speed of the boat as with displacement and semi-displace-
ment hulls. Because of the reduced draft and lack of a bow wave lim-
itation while up on plane, planing hulls can achieve very high speeds.
However, their performance is very sensitive to the addition of weight
to the boat.
A planing hull begins with a point at its bow, and tapers to full beam at
its midsection, then continues aft with no taper or at most a slight taper.
The planing hull also has a –41 beam buttock angle 2° or less.
Very few accurate methods exist for determining power requirements

and speed predictions on full planing hulls. Often times, planing hulls
are equipped with engines based on past experience and tested dur-
ing sea trials to determine their level of performance. One simple
method in existence for estimating planing hull speed potential is
referred to as Crouch’s Planing Speed Formula. The formula is:
C
Speed = _______
公僓僓僓僒僓僓
Lbs/Hp
Speed = Boat speed in knots

C = Coefficient Defining Hull Speed
Lbs = Vessel Weight in Pounds
Hp = Horsepower Delivered to the Propeller
This formula develops a power to speed relationship for planing hulls,

and experimentation has determined which coefficients should be uti-
lized to obtain acceptable results. The typical coefficients used at
Caterpillar are:
150 = average runabouts, cruisers, passenger vessels
190 = high speed runabouts, light high-speed cruisers
210 = race boats
1-33
The following example will help explain how all of this works.
Let’s use a boat with a displacement of 14,000 pounds. The boat has
a narrow beam, deep vee planing hull powered by two (2) 435 Hp
diesels. The boat is equipped with performance propellers and low drag
stern drives, so we can consider the boat a race type. It will therefore
have a “C” coefficient of 210.
First let’s take the Hp of the engines 435 2 = 870. Then we must take
into account the reduction gear efficiency, typically 3%. 870 Hp 0.97 =
Lbs
844 Hp available to the propellers. Then we determine the ____ by
Hp
dividing the boat displacement by the horsepower available.
14000 Lbs
In our case Lbs/Hp = _________ or Lbs/Hp = 16.59. Now that we have
844 Hp
our Lbs/Hp we can calculate the speed of the boat using Crouch’s
Planing Speed Formula.
210
Speed = _______ Speed = 51.56 Knots
公僓僓僓僒僓
16.59
Let’s say this customer wants 60 knots. We can calculate the needed Hp
by using the information from the previous formula and working out the
C = X. Then Lbs/Hp = X2
answer. The formula for this would be ______
Speed
Putting the data in from the previous formula we get the following:
210
____ = 3.502
60
Lbs/Hp = 12.25
Since the weight of the boat is 14,000 pounds, we can divide the weight
of the boat by the Lbs/Hp ratio of 12.25 to get the Hp needed to oper-
ate the vessel at the 60 knot speed.
14000 Pounds
_____________ = 1,143 Hp required.
12.25 Lbs/Hp
Demand Horsepower, for a hull of the propulsion system on an engine

is in a cubic relationship with the speed of the boat.
1-34
Example: A vessel is cruising at 20 knots. The demand horsepower
on the engine is 500 Hp. The captain now wants to go 25 knots. How
much horsepower will it take?
25 knts
_______ = 1.25 1.253 = 1.953125
20 knts
500 Hp 1.953125 = 976.5625 Hp
Boat Speed(1) = 20 Knts
Act. Hp = 500 Hp New Hp = 977 Hp
What is the new boat speed?
公(
Speed2 = 3 僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僒僒
New
_______
Act Hp
Hp
) Boat Speed(1)
公(
Speed2 = 3 僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僒僒
977 Hp
_______
500 Hp ) 3
20 Knts = 公僓僓僓僓僓
1.954 ⫻ 20
1.250 ⫻ 20 = 25 Knts
1-35
Hull Speed vs Wave Pattern
Miles per Hour 1.15 = Knots
Knots 101.3 = Feet per Minute
Miles per Hour 88 = Feet per Minute
V
SPEED LENGTH RATIO (SLR) = ______
公僓僓僒僓
LWL
Where:
V = Vessel Speed
LWL = Loaded waterline length
The generally accepted SLR limits are as follows:

Displacement type hulls = SLR 1.34
Semi-displacement type hulls = SLR 2.3 – 2.5
Planing hulls = No specific high limit, but not good
below an SLR of 2.0
The maximum vessel speed can be calculated using the following formula:
V = SLR 公僓僒僓
LWL
The maximum vessel speed can also be estimated by watching the

wave action along a displacement hull type of the vessel. When the
crest to crest distance of the bow wave is equal to the LWL of the ves-
sel, the hull is at its optimum speed. If the bow wave crest to crest dis-
tance is equal to –21 the LWL then the vessel is at approximately –21 the
optimum hull speed.
Economical speed for displacement type vessels is in the SLR range

of 1.0 to 1.2. The crest to crest distance for an SLR of 1.0 is (0.56)(LWL).
The crest to crest distance for an SLR of 1.2 is (0.8)(LWL).
1-36
Basic Propulsion Theory
The essence of marine propulsion is the conversion of engine power
into thrust through some type of propulsion device. Because of its sim-
plicity and efficiency, the screw propeller – basically an axial flow pump
– has become the most widely used propulsive device.
Propellers
The ability of a propeller to move a vessel forward, through the water,
depends upon several factors:
1. The rotational speed of the propeller, which corresponds to the pro-
peller shaft RPM;
2. The angle or pitch of the propeller blades;
3. The diameter and blade area.
These factors, in combination impose a thrust force on the propeller

shaft. This thrust is transmitted through the shaft to the thrust bearing,
the principle point where the forces generated by the rotating propeller
act upon the hull, and cause forward motion.
Pitch Angle
Boss
Tip Hub
Blade
Blade
Bore
Keyway
Diameter
Hub
Hub
Diameter
Right Hand
Left Hand
FIGURE 1.9
1-37
Figure 1.9 shows a typical 3-bladed propeller. To more intelligently under-
stand the operation of a screw propeller, it is necessary to define the
parts of a propeller:
• The blade does the work; it pulls water. Naturally, the wider the blade
face, the more water it can pull. The more water that can be pulled,
the stronger the thrust on the vessel and therefore, a greater amount
of work can be done.
• Propeller diameter is the diameter of the circle described by the tips of
the rotating propeller blades.
• Blade Angle is the angle the blade makes in relation to the center line
of the hub. It is normally expressed as the distance, in inches. Pitch
is the distance the blade would advance in one revolution, if it were
a screw working in a solid substance.
An important concept in understanding propellers is the pitch ratio.

The pitch ratio expresses the relation between the pitch and the diam-
eter of the propeller; often it is referred to as the pitch/diameter ratio. It
is obtained by dividing the pitch by the diameter. For example, if a pro-
peller is 60 inches in diameter and has 42 inches of pitch (written as
60" 42") then the pitch ratio is 42/60 = 0.70.
A general guide for the selection of approximate pitch ratio values is

shown, by vessel application, in Figure 1.10.
PITCH RATIO BY VESSEL APPLICATION
Deep water tug boat 0.50 – 0.55
River towboat 0.55 – 0.60
Heavy round bottom work boat 0.60 – 0.70
Medium wt. round bottom work boat 0.80 – 0.90
Planing hull 0.90 – 1.2
FIGURE 1.10
The propeller may be viewed as an axial pump that is delivering a

stream of water aft of the vessel. It is this stream of water, equivalent in
size to the diameter of the propeller, that is the power that provides
thrust to move the vessel through the water. However, to produce thrust,
the propeller must accelerate the mass of water it pulls against. In so
doing, a portion of the pitch advance is lost to the work of accelerat-
ing the water mass. This is known as propeller slip; Figure 1.11 illus-
trates this concept.
1-38
FIGURE 1.11
A propeller with a fixed pitch theoretically has a pitch velocity or linear

speed it would travel in the absence of slip. However, because of the
work needed to accelerate a mass of water, slip manifests itself as the
difference between the pitch velocity and the velocity of the propeller
through the vessel’s wake or speed of advance.
As a vessel moves through the water, hull resistance, wave formation

and converging water at the stern have a tendency to follow the hull.
This results in a movement of water under the stern in a forward direc-
tion known as wake. The added factor of wake reduces slip to what is
known as apparent slip. It also adds to the speed of advance to pro-
duce the actual vessel speed. It is obvious from this that propellers
function in a very complex manner. There are many factors to be con-
sidered when selecting a propeller. The point to realize is that there is
no formula that will automatically provide the ideal propeller size for a
given vessel and application. This can only be approximated to vari-
ous degrees of accuracy. The only true test is trial and error under actual
operating conditions. Remember, all propellers are a compromise. The
general practice is to use the largest diameter propeller turning at the
best speed for the vessel’s application within practical limits. These
limitations are:
1. The size of the aperture in which the propeller is to be installed.
2. The application or type of work the vessel will be doing – towboat,
crew boat, pleasure craft, and so forth.
3. Excessive shaft installation angles that may be required when using
large diameter propellers.
1-39
4. The size of shafting that can be accommodated by the structural
members of the hull where the shaft passes through.
5. Comparative weight of propellers, shafts and marine gears with
respect to the size of the vessel.
6. The size of marine gears which the hull can accommodate without
causing an inordinate degree of shaft angularity.
7. The vessel’s inherent ability to absorb the high torque that results
from the use of large slow turning propellers.
8. Comparing the cost of using large diameter propellers against any
increases in efficiency or performance.
Number of Propeller Blades

In theory, the propeller with the smallest number of blades (i.e. two) is
the most efficient. However, in most cases, diameter and technical lim-
itations necessitate the use of a greater number of blades.
Three-bladed propellers are more efficient over a wider range of appli-

cations than any other propeller. Four and sometimes five-bladed pro-
pellers are used in cases where objectionable vibrations develop when
using a three-bladed propeller.
Four-bladed propellers are often used to increase blade area on tow

boats operating with limited draft. They are also used on wooden ves-
sels where deadwood ahead of the propeller restricts water flow.
However, two blades passing deadwood at the same time can cause
objectionable hull vibration.
All other conditions being equal, the efficiency of a four-blade propeller

is approximately 96% that of a three-blade propeller having the same
pitch ratio and blades of the same proportion and shape. A “rule of
thumb” method for estimating four-blade propeller requirements is to
select a proper three-blade propeller from propeller selection charts,
then multiply pitch for the three-blade propeller by 0.914. Maximum
diameter of a four-blade propeller should not exceed 94% of the rec-
ommended three-blade propeller’s diameter. Therefore, we multiply
diameter by 0.94 to obtain the diameter of a four-blade propeller.
For example, if a three-blade recommendation is:

48 34
Multiply pitch (34") by 0.914 = 31"

Multiply diameter (48") by 0.94 = 45"
Four-blade recommendation 45" 31"
1-40
As a word of caution, remember that this is a general rule...for esti-
mating only. Due to the wide variation in blade area and contours from
different propeller manufacturers, consult your particular manufacturer
before final specifications are decided upon.
A “Rule of the Thumb” for all propeller selection is:

“Towboats – big wheel, small pitch”
“Speedboats – little wheel, big pitch”
All other applications can be shaded between these two statements of

extremes.
Propeller Tip Speed

Tip speed, as the name implies, is the speed at which the tips of a rotat-
ing propeller travel in miles per hour (MPH). The greater the tip speed,
the more power consumed in pure turning. As an example, a 30 inch pro-
peller with a tip speed of 60 MPH absorbs approximately 12 horse-
power in pure turning effort. This is a net horsepower loss because it
contributes nothing to the forward thrust generated by the propeller.
The following formula can be used to calculate tip speed:
D SHAFT RPM 60 π
T = _________________________
12 5280
Where:
T = Tip speed in MPH
D = Propeller diameter in inches
Cavitation
When propeller RPM is increased to a point where suction ahead of
the propeller reduces the water pressure below its vapor pressure,
vapor pockets form, interrupting the solid flow of water to the propeller.
This condition is known as cavitation.
1-41
One of the more common causes of cavitation is excessive tip speed,
a propeller turning too fast for water to follow the blade contour.
Cavitation can usually be expected to occur at propeller tip speeds
exceeding 130 MPH. Cavitation results in a loss of thrust and damag-
ing erosion of the propeller blades.
Reduction Gears
The reduction gear enables the propulsion engine and propeller to be
matched so they both operate at their most efficient speeds.
The proper selection of the reduction gear ratio is an important deci-

sion in preparing a marine propulsion system. There is a range of com-
mercially available reduction ratios that can help assure optimum vessel
performance under a given set of operating conditions.
It is difficult to discuss the selection of reduction gear ratios without

mentioning some of the other factors that can influence the selection.
The major influencing factors are:
• Expected vessel speed • Type of vessel
• Vessel duty cycle • Pitch Ratio
• Propeller tip speed • Engine horsepower
1-42
Propeller Overhang
The maximum distance from the stern bearing to the propeller should
be limited to no more than one shaft diameter. Propeller shafts are apt
to vibrate and produce a whip action if these limits are exceeded. This
condition is greatly accelerated when a propeller is out of balance due
to faulty machining or damage.
Propeller Rotation
Propeller rotation is determined from behind the vessel, facing forward.
The starboard side is on the right and the port side on the left. Rotation
of the propeller is determined by the direction of the wheel when the
vessel is in forward motion. Thus, a clockwise rotation would describe
a right-hand propeller and a counter-clockwise rotation would be a left-
hand propeller.
1-43
Right-hand propellers are most frequently used in single screw instal-
lations. Twin screw vessels in the U.S. are normally equipped with out-
board turning wheels. However, there are some installations where
inboard turning wheels will be found. A rotating propeller tends to drift
sideways in the direction of the rotation. In a single screw vessel this
can be partially offset by the design of the sternpost and the rudder. In
a twin screw vessel this can be completely eliminated by using counter-
rotating propellers. Although the question of inboard and outboard rotat-
ing propellers has been debated many times, authorities on the subject
agree that there are no adverse effects on maneuverability with either
rotation. In fact, there are those who feel that a gain in maneuverabil-
ity is obtained with outboard rotating propellers. One point in favor of
inboard rotation is a decreased tendency for the propellers to pick-up
debris off the bottom in shallow water.
Multiple Propellers
The most efficient method of propelling a vessel is by the use of a sin-
gle screw. However, there are other factors which, when taken into con-
sideration, make the use of a single propeller impossible. If a vessel
has to operate in shallow water, the diameter of the propeller is limited.
Therefore, it may be necessary to install two and sometimes three pro-
pellers to permit a proper pitch ratio for efficient propulsion.
Another condition requiring multiple propellers is encountered when

higher speed yachts need more horsepower than a single engine can
develop and still be accommodated in the engine space. As a general
rule to follow for calculations in this text, the total SHP of all engines is
used when making estimated speed calculations. For calculating pro-
peller size, SHP of each individual engine is used.
1-44
Propeller Pitch Correction
An overpitched propeller will overload the engine. To permit the engine
to reach its Full power and speed the load must be removed. The load
must be reduced by amount proportional to the engine RPM ratio. This
can be defined by the following formula:
RPM1
LF = ______
RPM2
Where:
LF = % of Load
RPM1 = The engine RPM while overloaded “What you have.”
RPM2 = The anticipated engine RPM “What you want to have.”
EXAMPLE FORMULA
The M/V Cat has an engine that produces Full power at 1800 engine
RPM. While being tested the engine would only turn to 1750 RPM.
Applying the above formula we get the following equation:
1750
LF = _____
1800
LF = 0.97 100
LF = 97%
This means to get the engine to turn the correct RPM we would have
to reduce the load by 3%. If the overload is due to an overpitched pro-
peller then the amount of pitch to be taken out of the current propeller
can be determined using the following formula:
RPM1
Pr = Pp ______
RPM2
Where:
Pr = Propeller pitch required
Pp = Present propeller pitch
RPM1 = The engine RPM while overloaded “What you have.”
RPM2 = The anticipated engine RPM “What you want to have.”
1-45
Ducted Propellers
Ducted propellers are best used on vessels such as trawlers, tugs, and
towboats with towing speeds of 3-10 knots. Ducted propellers should
not be used on vessels with relative high speeds.
To help assist in the selection of a ducted propeller, you can perform

the following calculation. If the resultant Bp is <(less than) 30, the use
of a ducted propeller should not be considered as it may result in a net
loss of vessel performance.
公僓僓僒僓
SHP
Bp = SRPM ______
(Va)2.5
Where:
Bp = Basic Propeller Design Variable
SRPM = Propeller Shaft Speed, RPM
SHP = Shaft Horsepower
Va = Velocity of Advance of the propeller (knots) generally equals
0.7 to 0.9 times boat speed.
1-46
Propeller Formulas and Related Tables
(5252 Hp) Hp = Horsepower
Torque = ____________
Rpm Rpm = Revolutions per minute
Propeller Horsepower Curve Formula

PHp = Csm Rpmn
Csm = sum matching constant

n = exponent from 2.2 to 3.0, with 2.7 being used for average boats
Rpm = Revolutions per minute
Displacement Speed Formula
10.665
SLR = ______
公
LB
____
SHP
Where:
SLR = Speed-Length Ratio
and
Knts
SLR = _____
公僓僓僓僓
LWL
Knts = Speed in knots = Boat speed or V

SHP = Shaft Horsepower at propeller
LB = Displacement in pounds
LWL = Waterline length in feet
Displacement – Length Ratio Formula
disp T
DL Ratio = ______________3
(00.01 LWL)
Where:
disp T = Displacement in long tons of 2,240 pounds, mt = 1.016 long
tons
LWL = Loaded waterline length in feet
1-47
Maximum Speed-Length Ratio
vs DL Ratio Formula
8.26
SLR = ______
3.215
公僓僓僓僓僓僓僓僓
DL Ratio
Where:
SLR = Speed-length ratio
DL = Displacement-length ratio
Crouch’s Planing Speed Formula
C
Knts = ________
公僓僓僓僓僓僓僓
Lb/SHP
Where:
Knts = Speed in knots = Boat Speed = V
C = Constant chosen for the type of vessel being considered
SHP = Horsepower at the propeller shaft
The speed predicted by this formula assumes a propeller has been

selected that gives between 50% and 60% efficiency, with 55% a
good average.
Analysis Pitch Formula
101.33V
P0 = ________a
N0
Where:
Va = Speed in knots through wake at zero thrust
N0 = Shaft Rpm at zero thrust
Pitch Ratio Formula

Pitch Ratio = P/D
Where:
P = Pitch
D = Diameter
1-48
Theoretical Thrust Formula
Thrust = Force = F
W
F = MA or F = __ (V0 – V1)
g
Where:
W = Weight in pounds the column of water accelerated astern by the
propeller
g = the acceleration of gravity, 32.2 ft/sec.
V0 = velocity of water before entering the propeller in feet per second
V1 = velocity of water after leaving propeller in feet per second
M = Mass in slugs
A = Acceleration in feet per second squared
Developed Area to Projected Area Formula
Ap
___ = 1.0125 – (0.1 PR) – (0.0625 PR2)
Ad
Where:
Ap Approximate ratio of projected

___ =
Ad area to developed area
PR = Pitch ratio of propeller
Mean-Width Ratio Formula

Mean-Width Ratio = MWR
Average Blade Width,

MWR = ____________________ or
D
Expanded Area of One Blade
MWR = ___________________________ ÷ D
Blade Height from Root to Tip
Where:
D = Diameter
1-49
Disc-Area Ratio
πD2
Disc Area = ____ or 0.7854D2
4
Disc-Area Ratio = DAR
Expanded Area of all Blades

DAR = __________________________
Disc Area
Where:
D = Diameter
π ≈ 3.1412
Disc-Area Ratio vs Mean-Width Ratio

DAR = Number of Blades 0.51 MWR
or
DAR
MWR = ________________________
Number of Blades 0.51
Where:
DAR = Disc-area ratio
MWR = Mean-width Ratio
Note:These ratios assume a hub that is 20% of overall diameter, which

is very close to average. Small propellers for pleasure craft may have
slightly smaller hubs, while heavy, workboat propellers, particu-
larly controllable-pitch propellers, may have slightly larger hubs.
Developed Area vs Disc-Area Ratio Formula

2
()
D
Ad = π __ DAR
2
Developed Area vs Mean-Width Ratio Formula

2
D
()
Ad = π __ MWR 0.51 Number of Blades
2
1-50
Where:
Ad = Developed Area
D = Diameter
DAR = Disc-area ratio
MWR = Mean-width ratio
π ≈ 3.1412
Developed Area for Any Hub Diameter and MWR Formula
D Number of Blades
Ad = MWR D (1 – Hub%) __
2
or
D2
Ad = MWR __ (1 – Hub%) Number of Blades
2
Where:
Ad = Developed Area
MWR = Mean-width ratio
D = Diameter
Hub% = Maximum hub diameter divided by overall diameter, D
Blade-Thickness Fraction Formula
t0
BTF = __
D
Where:
BTF = Blade-Thickness Fraction
D = Diameter
t0 = Maximum Blade Thickness as Extended to Shaft Centerline
Rake Ratio Formula

___
BO
___
Rake Ratio =
D
1-51
Where:
___
BO = Distance between tip of blade projected down to the shaft cen-
terline and face of blade extended down to shaft centerline
D = Diameter
Apparent Slip Formula
( )
P
__
12
RPM – (Knts 101.3)
Slip A = __________________________
( )
P
__
12
RPM
Which can be restated as:
Knts 1215.6
P = _________________
RPM (1 – Slip A)
Where:
Slip A = Apparent Slip
P = Propeller face pitch in inches
Knts = Boat speed through the water or V in Knots
RPM = Revolutions per minute of the propeller
Slip vs Boat Speed Formula
1.4
Slip = _______
Knts0.057
Where:
Knts = Boat speed in knots
DIA-HP-RPM Formula
632.7 SHP0.2
D = ______________
RPM0.6
Where:
SHP = Shaft Horsepower at the propeller
RPM = Shaft RPM at the propeller
1-52
Optimum Pitch Ratio Formulas
Average Pitch Ratio = 0.46 Knts0.26
Maximum Pitch Ratio = 0.52 Knts0.28
Minimum Pitch Ratio = 0.39 Knts0.23
These formulas have been found to check well with a wide variety
of vessels.
Minimum Diameter Formula

Dmin = 4.07 (BWL Hd)0.5
Dmin = Minimum acceptable propeller diameter in inches

BWL = Beam on the waterline in feet
Hd = Draft of hull from the waterline down (excluding keel,skeg or
deadwood) in feet
(Hull draft is the depth of the hull body to the fairbody line, rabbet,
or the hull’s intersection with the top of the keel. It thus excludes
keel and/or skeg.)
Dmin for twin screws = 0.8 Dmin
Dmin for triple screws = 0.65 Dmin
Allowable Blade Loading Formula

PSI = 1.9 Va0.5 Ft0.08
Where:
PSI = Pressure, in pounds per square inch, at which cavitation is likely
to begin
Va = The speed of the water at the propeller in knots
Ft = The depth of immersion of the propeller shaft centerline, during
operation, in feet
Actual Blade Loading Formula
326 SHP e
PSI = _______________
Va Ad
1-53
Where:
PSI = Blade loading in pounds per square inches
e = Propeller efficiency in open water
Va = Speed of water at the propeller, in knots
Ad = Developed area of propeller blades, in square inches
Thrust Formula
326 SHP e
TA = _______________
Va
Where:
T = Thrust
e = Propeller efficiency
Va = Speed of water at the propeller, in knots
Approximate Bollard Pull Formula
D
Ts = 62.72 (SHP __ )0.67
12
Ts = Static thrust or bollard pull, in pounds

This formula can also be expressed as:
Ts ton = 0.028 (SHP Dft)0.67
Ts ton = Thrust in long tons of 2240 pounds

Dft = Propeller diameter, in feet
1-54
Taylor Wake Fraction Formula
V – Va
Wt = ______
V
or
Va = V (1 – Wt)
Where:
Wt = Taylor wake fraction
V = Boat speed through the water
Va = Speed of the water at the propeller
Wake Factor Formula

Wf = 1 – Wt
Speed of Advance Formula

Va = V Wf
Where:
V = Boat Speed
Wf = Wake Factor
Wt = Taylor Wake Fraction
Wake Factor vs Block Coefficient Formulas for vessels

with an SLR of under 2.5
Single Screw Wf = 1.11 – (0.6 Cb)
Twin Screw Wf = 10.6 – (0.4 Cb)
Where:
Wf = Wake factor (percent of V “seen” by the propeller)
Cb = Block coefficient of the hull
1-55
Block Coefficient Formula
Displacement
Cb = ______________________________
LWL BWL Hd 64 Lb/cu.ft.
Where:
Displacement = Vessel displacement, in pounds
LWL = Loaded waterline length, in feet
BWL = Waterline beam, in feet
Hd = Hull draft, excluding keel, skeg or deadwood, in feet
Wake Factor vs Speed Formula

Wf = 0.83 Knts0.047
Where:
Wf = Wake Factor
Knts = Speed in knots
Power Factor Formula
(SHP)0.5 N
Bp = ____________
Va2.5
Where:
Bp = Power Factor
N = Number of shaft revolutions
Va = Speed of advance of the propeller through the wake
Advance Coefficient Formula
ND
␦ = _______ft
Va
or
ND
␦ = _______
12 Va
1-56
This may also be restated as:
␦ = Va 12
D = ___________
N
Where:
␦ = Advance coefficient
N = Shaft RPM
Dft = Propeller diameter in feet
Va = Speed of advance of the propeller through the wake
Displacement Speed with Efficiency Formula
公
10.665 3 僓僓僓僓僓僓僓僒僒
␩
SLR = ______ ____
公
3 僓僓僓僓僓僓僓僒僒 0.55
LB
____
SHP
Where:
SLR = Speed-length ratio
SHP = Shaft horsepower at the propeller
␩ = Propeller efficiency
If the speed in knots is already known, we can multiply the speed

directly by
公
␩
____
0.55
Planing Speed With Efficiency Formula
公
C 3 僓僓僓僓僓僓僓僒僒
␩
Knts = ______ ____
公僓僓僓僓僓僓僓僒僒
LB
____
SHP
0.55
1-57
Where:
Knts = Boat speed in knots
SHP = Shaft horsepower at the propeller
␩ = Propeller efficiency
If the speed in knots is already known, we can multiply the speed

directly by
公
␩
____
0.55
Shaft Diameter Formula Solid Tobin Bronze Propeller Shafts
Ds = 公僓僓僓僓僓僓僓僒僒僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓
3 321000 SHP SF
___________________
St RPM
Ds = Shaft Diameter, in inches

SF = Safety factor (3 for yachts and light commercial craft, 5 to 8 for
heavy commercial craft and racing boats)
St = Yield strength in torsional shear, in PSI
RPM = Revolutions per minute of propeller shaft
Shaft Diameter Formula for Monel 400 Propeller Shafts
Ds = 公僓僓僓僓僓僓僓僒僒僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓
3 321000 SHP SF
___________________
St RPM
0.80
Ds = Shaft Diameter, in inches

SF = Safety factor (3 for yachts and light commercial craft, 5 to 8 for
heavy commercial craft and racing boats)
St = Yield strength in torsional shear, in PSI
RPM = Revolutions per minute of propeller shaft
Shafts made of Monel 400 should be reduced by 20% the size shaft
required for a solid Tobin Bronze shaft.
1-58
Shaft-Bearing Spacing Formula
Ft = 公 __________
RPM 公
僓僓僓僓僓僓僓僒僒僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓僓
3.21 Ds 4 _____

僒僓僓僓僓僓僓僓僓僓僓僓僓
E
Dens
Where:
Ft = Shaft-bearing spacing, in feet
Ds = Propeller shaft diameter, in inches
RPM = Propeller shaft speed, in revolutions per minute
E = Modulus of elasticity of shaft material, in PSI
Dens = Density of shaft material, in pounds per cubic inch
Propeller Weight Formulas (with 0.33 mean width ratio and

a hub diameter of 20%)
Three-Bladed Propeller Weight

Wgt = 0.00241 D3.05
Four-Bladed Propeller Weight

Wgt = 0.00323 D3.05
Where:
Wgt = Weight of propeller in pounds
D = Diameter of propeller in inches
Brake Horsepower vs LOA Formula – Tugs
LOA4.15
BHP = 100 + _______
111000 ( )
Where:
BHP = Maximum brake horsepower of engine
LOA = Length overall of the tug at waterline, in feet
Towing Speed vs Brake Horsepower Formula

Knts = 1.43 BHP0.21
1-59
Where:
Knts = Average speed in knots during average tow
D.W.T. of Barges Towed vs BHP Formulas

Low D.W.T. = (1.32 BHP) – 255.25
Avg D.W.T. = (3.43 BHP) – 599.18
High D.W.T. = (5.57 BHP) – 943.10
Where:
DWT = Deadweight tons of barges towed
1-60
Rules of Thumb for Propeller Selection
1. One inch in diameter absorbs the torque of two to three inches
of pitch. This is a good rough guide. Both pitch and diameter absorb
the torque generated by the engine. Diameter is, by far, the most
important factor. Thus, the ratio of 2 to 3 inches of pitch equals 1 inch
of diameter is a fair guide. It is no more than that, however. You
could not select a suitable propeller based only on this rule.
2. The higher the pitch your engine can turn near top horsepower
and RPM, the faster your boat can go. This is accurate as far as
it goes. The greater the pitch, the greater the distance your boat will
advance each revolution. Since top engine RPM is constant,
increasing the pitch means more speed. Then, why aren’t all pro-
pellers as small in diameter as possible, with gigantic pitches?
The answer is simply that when the pitch gets too large, the angle
of attack of the propeller blades to the onrushing water becomes too
steep and they stall. This is exactly the same as an airplane wing’s
stalling in too steep a climb. If the pitches and pitch ratios selected
are optimum, then within these limits it is worthwhile, on high-speed
craft, to use the smallest diameter and greatest pitch possible.
3. Too little pitch can ruin an engine. This is quite true if the pitch and
diameter combined are so low that it allows the engine to run at
speeds far over its top rated RPM. Never should the engine be
allowed to operate at more than 103% to 105% of rated RPM, while
underway and in a “normal” operation. If your engine exceeds that
figure, a propeller with increased pitch or diameter is indicated.
4. Every two-inch increase in pitch will decrease engine speed by
450 RPM, and vice versa. This is a good rough guide for moderate-
to high-speed pleasure craft, passenger vessels, and crew boats.
Like all rule of thumbs, though, it is no more than a rough guide.
5. A “square” wheel (a propeller with exactly the same diameter
and pitch) is the most efficient. This is not true! There is nothing
wrong with a square wheel; on the other hand, there is nothing spe-
cial about it, either.
6. The same propeller can’t deliver both high speed and maximum
power. This is true! A propeller sized for high speed has a small
diameter and maximum pitch. A propeller sized for power or thrust
has a large diameter. For some boats you can compromise on an
in-between propeller, but for either real speed or real thrust there is
little common ground.
1-61
Related Propeller Tables
Suggested Shaft Speeds
Range of
Type of Vessel SLR Shaft RPM
Heavy Displacement hulls
(Tugs, Push boats,
Heavy Fishing Vessels) Under 1.2 250 – 500
Medium-to-Light
Displacement hulls
(Fishing vessels, trawlers,
workboats, trawler yachts) Under 1.45 300 – 1,000
Semi-displacement Hulls
(Crew boats, Patrol boats,
motor yachts) 1.45 – 3.0 800 – 1,800
Planing hulls (Yachts, fast
commuters and ferries,
high-speed patrol boats) over 3.0 1,200 – 3,000 +
Minimum Tip Clearance

Minimum
RPM SLR Tip Clearance
200 – 500 Under 1.2 8%
300 – 1,800 1.2 – 2.5 10%
1,000 and above over 2.5 15%
High-speed Planing Craft over 3.0 20%
Shaft Material Characteristics

Yield
Strength in
Torsional Modulus of Density
Shear Elasticity Lb/
Shaft Material PSI PSI Cu. In.
Aquamet 22 70,000 28,000,000 0.285
Aquamet 18 60,000 28,800,000 0.281
Aquamet 17 70,000 28,500,000 0.284
Monel 400 40,000 26,000,000 0.319
Monel K500 67,000 26,000,000 0.306
Tobin Bronze 20,000 16,000,000 0.304
Stainless Steel 304 20,000 28,000,000 0.286
1-62
Buttock Angle vs SLR
Buttock Angle Type Hull SLR
Less than 2° Planing 2.5 or Higher
2° – 8° Semi-displacement 1.4 – 2.9
Greater than 8° Displacement 1.34 Maximum
Crouch’s Formula Constants

C Type of Boat
150 Average runabouts, cruisers, passenger vessels
190 High-speed runabouts, very light high-speed cruisers
210 Race boat types
220 Three-point hydroplanes, stepped hydroplanes
230 Racing power catamarans and sea sleds
Typical Slip Values

Speed Percent
Type of Boat in Knots of Slip
Auxiliary sailboat, barges Under 9 45%
Heavy powerboats, workboats 9 - 15 26%
Lightweight powerboats, cruisers 15 - 30 24%
High-speed planing boats 30 - 45 20%
Planing race boats, vee-bottoms 45 - 90 10%
Stepped hydroplanes, catamarans over 90 7%
Typical Slip Values – Twin Screw

Speed Percent
Type of Boat in Knots of Slip
Auxiliary sailboat, barges Under 9 42%
Heavy powerboats, workboats 9 - 15 24%
Lightweight powerboats, cruisers 15 - 30 22%
1-63
Typical Properties of Various Engineering Materials
Carbon and Aluminum Copper Magnesium
Material Property Low Alloy Steel Base Alloys Base Alloys Base Alloys
Utl Tens Str, PSI 60-200,000+ 19-53,000 21-125,000 22-45,000
Tens Yield Str, PSI 30-170,000+ 8-43,000 11-100,000 11-30,000
Comp Str, PSI 60-200,000 XXXX XXXX XXXX
Comp Yield Str, PSI XXXX About 8-43,000 8-60,000 About 11-30,000
Shear Str, PSI XXXX 14-36,000 XXXX 14-21,000
Ductility (% Elong in 2 in.) 35-5 22-0 52-0 12-1
1-64
Red of Area, % 65-5 XXXX 40-4 XXXX
Brinell Hardness (Load) 130-750 (3000 kg) 40-140 (500 kg) 47-425 (500 kg) 45-84 (500 kg)
Stiffness (Mod of Elasticity, PSI) 30,000,000 10,300,000 9.1-20,000,000 9,000-13,000
Endurance Limit, PSI 0.4-0.5 ⫻ UTS 6,500-23,000 4,000-15,000 9,000-13,000
Impact Resistance (Charpy, ft-lb) 3 to 65 0 to 8 0.5 to 40 (IZOD) 0.5 to 10 (IZOD)
Density @ 68° F (lb/cu in.) 0.282-0.284 0.093-0.107 0.264-0.343 0.065-0.067
-6
Coeff of Therm Exp (10 in/in° F) 6.1-7.1 (32-212° F) 11.6-15.0 (68-572° F) 9.0-12.0 (68-1652° F) 14.5 (68-212° F)
Melting Range, °F 2600-2775 1000-1220 1675-1930 830-1190
Casting Range, °F 2850-3150 1175-1475 1750-2350 1200-1550
Typical Properties of Various Engineering Materials (continued)
Carbon and Aluminum Copper Magnesium
Material Property Low Alloy Steel Base Alloys Base Alloys Base Alloys
Machinability < Other Ferrous Alloys Good to Excellent Fair to Good Excellent
Depends on Hardness
Damping Capacity XXXX XXXX XXXX XXXX
1-65
Wear Resistance Good, Improved by Poor to Excellent Good to Excellent Poor to Excellent
(Lub. Sliding Friction) Heat Treatment
Suitability as a Bearing Material Inferior to Cast Iron Poor Except for Good to Excellent Poor
Special Bearing Alloy
Abrasive Wear Excellent Poor Poor to Good Poor
Fluidity Inferior to Cast Iron Excellent Fair to Good Good to Excellent
Ferritic Pearlitic
Material Property Gray Cast Iron Malleable Iron Malleable Iron Ductile Iron
Utl Tens Str, PSI 20-60,000 48-60,000 60-120,000 60-160,000+
Tens Yield Str, PSI Same as Ten Str 30-40,000 43-95,000 40-135,000
Comp Str, PSI 70-200,000 =UTS =UTS 1-1.2 ⫻ UTS
Comp Yield Str, PSI XXXX XXXX XXXX XXXX
Shear Str, PSI 1.0-1.6 ⫻ UTS 0.9 ⫻ UTS 0.9 ⫻ UTS 0.9 ⫻ UTS
Ductility (% Elong in 2 in.) <1 26-10 12-1 26-1
1-66
Red of Area, % 0 23-18 15-0 30-0
Brinell Hardness (Load) 135-350 + (3000 kg) 110-145 (3000 kg) 160-285 + (3000 kg) 140-330 + (3000 kg)
Stiffness (Mod of Elasticity, PSI) 12-18,000,000 25,000,000 28,000,000 23-26,000,000
Endurance Limit, PSI 0.4-0.6 ⫻ UTS 0.4-0.6 ⫻ UTS 0.4-0.6 ⫻ UTS 0.4-0.55 ⫻ UTS
Impact Resistance (Charpy, ft-lb) Up to 5 16.5 5-12 16.5
Density @ 68° F (lb/cu in.) 0.25-0.266 0.258-0.274 0.258-0.274 0.25-0.28
Coeff of Therm Exp (10-6 in/in° F) 5.8 (32-212° F) 6.6 (68-750° F) Somewhat Higher than 6.4 (68-212° F)
Ferritic Malleable 7.5 (68-1112° F)
Melting Range, °F 2000-2400 2000-2550 2000-2550 2000-2400
Ferritic Pearlitic
Material Property Gray Cast Iron Malleable Iron Malleable Iron Ductile Iron
Casting Range, °F 2200-2850 2550-2850 2550-2850 2200-2700
Machinability Good Good Good Good
Damping Capacity About 10 ⫻ Steel --------------------Between Gray Iron and Mild Steel--------------------
1-67
Wear Resistance Excellent Good Excellent Good to Excellent
(Lub. Sliding Friction)
Suitability as a Bearing Material Poor to Excellent Good Poor to Excellent Poor to Excellent
Abrasive Wear Poor Good Good Good
Fluidity Excellent Good Good Excellent
Nickel Titanium Zinc
Material Property Base Alloys Base Alloys Base Alloys
Utl Tens Str, PSI 50-145,000 25-52,100
Tens Yield Str, PSI 25-115,000 XXXX
Comp Str, PSI XXXX XXXX
Comp Yield Str, PSI 18-80,000 55-93,000
Shear Str, PSI XXXX 31-46,000
Ductility (% Elong in 2 in.) 45-1 10-0.5
1-68
Red of Area, % 35-1 XXXX
Brinell Hardness (Load) 100-375 75-100 (500 kg)
Stiffness (Mod of Elasticity, PSI) 21.5-24,000,000 14-16,000,000
Endurance Limit, PSI XXXX 6,875-8,500
Impact Resistance (Charpy, ft-lb) 4-70 (Keyhole) 1-48 (Unnotched)
Density @ 68° F (lb/cu in.) 0.301-0.312 0.238-0.242
-6
Coeff of Therm Exp (10 in/in° F) 6.8-7.4 (68-212° F) 15.1-15.4
Melting Range, °F 2400-2600 727-932
Casting Range, °F 2700-2900 740-800
Nickel Titanium Zinc
Material Property Base Alloys Base Alloys Base Alloys
Machinability Comparable to Steel Excellent
Damping Capacity XXXX XXXX
Wear Resistance Probably Comparable Poor
1-69
(Lub. Sliding Friction) to Steel
Suitability as a Bearing Material Not Normally Used Poor
as a Bearing
Abrasive Wear Poor to Good Poor
Fluidity Comparable to Steel Excellent
Onset of Shallow Water Effect
As all Marine Analyst know, the desired depth of water to perform a
P.A.R. test is 2–12 times the draft of the boat. This depth is a “Rule of
Thumb” that should keep you out of the shallow water effect. If, as is
the case on many river boats, the boat operates in water that is shal-
lower than the desired (2–12 ), then the test is performed under actual
working water depths. The following information will give you some
insight into how to determine if you are seeing the effects of shallow
water on the load of the engine.
The behavior of a boat in shallow water is amazing. There are two kinds
of increases in resistance due to running in shallow water.
1. There is a slight, but measurable, increase beginning when the boat

advances into water whose depth is one half to one quarter the
length of the boat. At high speeds, it begins when the boat
advances into water whose depth is equal to the length of the boat.
2. There is a phenomenal and sudden increase in resistance begin-
ning when the speed of the boat equals 2.3 times the square root
of the depth of water in feet, or V = (2.3) 公僓僓
H. In which, V = speed
in knots and H = depth of water in feet. When V = (2–21 ) 公僓僓
H, we have
almost reached the limit at which the boat can be driven in shallow
water. When V = (3.36) 公僓僓 H, we are at the utmost limit of speed for
the boat unless the boat starts to plane, in which case the boat
begins to out run the waves that normally would be produced in
deep water. As the boat travels faster than its wave train, few waves
can be produced; residual resistance decreases, and we have the
phenomenon of full planing such as the case of a sport fishing and
pleasure craft.
V = 2.3 公僓僓 H
Where:
V = Vessel speed in knots
H = Water depth in feet
“Critical” Speed at which shallow water effect drops off

V = 3.36 公僓僓
H
Where:
V = Vessel speed in knots
H = Water depth in feet
1-70
Let’s take an example of a 200 foot boat traveling at 15 knots in deep
water. As it is moving, it enters water about 20 feet deep. Since we
know the boats speed and the water depth we must solve for the
unknown = X. We would use the following formula: V = (X) 公僓僓 H or 15 =
(X) 公僓僓僓
20 or X = 3.35. This means that the boat would slow down appre-
ciably as the speed of the boat equals 3.35 times the square root of
the depth of water. For our example then this would be as follows: V =
(3.35) 公僓僓僓
20 or V = 14.98 knots. In other words, this boat is at the “criti-
cal” speed it can operate in the 20 foot water depth. At this point, unless
the water depth increases or the boat planes, it will suffer greatly from
the effects of shallow water.
The wake that is trailing the boat would be at approximately a 45° angle
to the center of the stern, in deep water, will now take a position of 90°
to the centerline of the boat as it moves into the shallow water. The
engines may begin to lug under the additional load and excessive
vibration will become apparent throughout the boat.
Boat owners can watch the angle of their wake from the stern to see
when they are getting loading from shallow water effect. The same is
true for the Marine Analyst, when conducting a P.A.R. test. If you notice
the wake is at a 90° angle from the stern of the boat, while conducting
a “Normal Operation” test, then you should operate the boat test in
deeper water.
Effects of shallow water on the wake of a boat
STERN GOOD WAKE – DEEP WATER

45° OR LESS ANGLE
BAD WAKE – SHALLOW WATER

STERN
90° OR MORE ANGLE
1-71
Dredge Engines
Basically, dredging is the removal of material from under water, and its
disposal elsewhere. It includes two distinct operations: first, excavat-
ing the material, and second, transporting it to a disposal area. There
are two ways of doing this – mechanically and hydraulically.
Definitions
Mechanical Dredges
Mechanical dredges were the first to be developed. Today three basic
types are used:
1. Grapple Dredge
2. Dipper Dredge
3. Bucket Dredge
The Grapple Dredge

The grapple dredge is essentially a derrick mounted on a barge and
equipped with a clamshell bucket for dredging. It is most suitable for
excavating soft and cohesive materials.
This type of dredge does not give the best results in very soft deposits
where the material is likely to be washed out of the bucket or in very
hard materials where the penetration is not sufficient to fill the bucket.
Grapple dredges have the advantage of being able to work in confined
areas near docks and breakwaters.
The Dipper Dredge

The dipper dredge is essentially a barge-mounted power shovel. Its
main advantage is in the strong crowding action of the bucket as the
dipper stick forces it into the material to be moved. Its best use today
is for excavating hard compact materials, rock and other solid forma-
tions after blasting. For its size, a dipper dredge can handle larger
pieces, thus reducing the amount of blasting. For most other work it
has been replaced by more efficient, faster working hydraulic dredges.
1-72
Boom
Spud
Bucket
FIGURE 1.12
The Bucket Dredge

The bucket dredge consists of an endless chain of buckets moving
from the work face to a point above the surface of the water. Each
bucket digs its own load, carries it to the surface and, as it rotates over
the top tumbler, dumps its load and goes back for another. Bucket
dredges are more efficient than dipper or grapple dredges because
the work cycle is continuous. Dredges of this type have found wide use
in commercial production of sand and gravel and in the recovery of
various ores and precious metals such as tin and gold.
All three types of mechanical dredges have their advantages; however,

each fulfills only one part of the two-phase dredging operation of exca-
vation and disposal. Mechanical dredges remove material, but to dis-
pose requires a fleet of barges and tugs to move the material to its
disposal point. Hydraulic dredges handle both phases of the dredging
process.
Hydraulic Dredges
Unlike the mechanical dredges, hydraulic dredges use the water on
which they float to make dredging more efficient. A hydraulic dredge
mixes the material to be removed with water and pumps it as a fluid.
Hydraulic dredges are usually more versatile, efficient and economi-
cal to operate than mechanical dredges because the digging and dis-
posing operation is performed by one self-contained unit.
1-73
The Plain Suction Dredge
The plain suction dredge consists of a dredge pump which draws in a
mixture of water and excavated material through the suction pipe lowered
to the working face of the deposit. The mixture is discharged through
a pipeline to the spoil area or into barges or hoppers. The use of units of
this type is limited to digging soft and free-flowing materials, such as
clay, sand, silt, or gravel.
Boom
Dipper Stick
Spud
Bucket
FIGURE 1.13
Spud Bucket Ladder
FIGURE 1.14
As a further development, dredges of this type are sometimes equipped

with a special suction head, using water jets or other devices to agitate
the material. One particular adaptation of this principle is the Dustpan
dredge, so named because of the shape of the suction head. Units of
this type are used extensively on large rivers where accumulated mate-
rials must be rapidly removed from the navigation channel.
1-74
The Self-Propelled Hopper Dredge
Resembling an oceangoing ship, the self-propelled hopper dredge
functions in a similar manner to the plain suction dredge. In operation,
as the suction pipe or pipes are dragged along the bottom while the
dredge is moving ahead at a slow speed, a mixture of water material
is picked up and conveyed to the pump or pumps installed on the
dredge. The discharge pipes are connected to the dredge pump or
pumps to carry the materials to the hoppers which are built into the
hull. When the hoppers are filled, the dredge proceeds at full speed to
the dumping grounds in deep water. Here, the hopper doors built in
the bottom of the hull are opened and the material dumped. The dredge
then returns to the site of work and repeats the cycle.
Dredges of this type are necessary for maintenance work and improve-
ment in exposed harbor entrances where traffic and operating condi-
tions will not permit use of stationary dredges. These dredges have
been built with hopper capacities ranging up to 8,000 yd3 (6116 m3).
Pump
Discharge Pipe
Suction Pipe
FIGURE 1.15
Hoppers
Pump
Propeller
Suction Pipe
FIGURE 1.16
1-75
The Cutterhead Pipeline Dredge
The cutterhead pipeline dredge is the most versatile and widely used
marine excavating unit. It is similar to the plain suction dredge, but is
equipped with a rotating cutter surrounding the intake end of the suc-
tion pipe. This cutter loosens the material which is then sucked in
through the dredging pump, delivered to the stern of the dredge and
conveyed to the disposal area by means of a pipeline. Hydraulic
pipeline dredges can efficiently dig and pump loose materials as well
as compacted deposits such as clay and hard pan. The larger and
more powerful machines are used to dredge rocklike formations, such
as coral and softer types of basalt and limestone, without blasting.
The cutterhead pipeline dredge, like several other types, is held in

working position by spuds and advances by walking itself on these
spuds. The advantages of the cutterhead pipeline dredge are its ver-
satility and nearly continuous operating cycle, resulting in maximum
economy and efficiency.
Winch Spud Frame

Pump
Discharge Pipe
Cutterhead Ladder
Spud
FIGURE 1.17
Spuds-Stowed Position
Spud Lifters Pump Clean-Out Opening
Winches Pump Suction Line

Spuds Cutter Head
FIGURE 1.18
1-76
Pump Engine/s Center Hull
Ladder
Discharge Pipe Dredge Pump
Pontoons
FIGURE 1.19
Dredge Nomenclature
Cutterhead – A rotating toothed auger for dislodging material. The cut-
terhead contains the pump suction inlet. The cutterhead is usually
driven by a separate diesel engine through hydraulic motors, electric
motors, or a shafting drive line. Winches and spud lifters may also be
driven by this engine.
Ladder – A horizontally hinged boom, rigidly constructed, which pro-

vides structural support for the cutterhead, the cutterhead driving mech-
anism, and the dredge pump suction line. It is hinged to the front of
the dredge and may be lifted or lowered to control digging depth.
Main or Center Hull – A rectangular-shaped hull which contains the

dredge pump and its associated reduction gearing, clutches, engine(s),
and controls. Mounted on the center hull is the control station, swing and
ladder winches, spuds, hydraulic drive engine, and the dredge’s serv-
ice power generation machinery.
Spuds – The dredge is equipped with two, long, tubular, sharp pointed
poles, vertically mounted on the rear of the dredge. These spuds are
raised and alternately lowered into the bottom material. The spuds pro-
vide pivot points around which the dredge may swing as the cutter-
head advances into the bottom materials.
Pontoons – The pontoons are longer than the center hull and are
mounted on either side. They provide flotation stability and fuel and
water storage capacity.
1-77
Pump Engine Considerations
Horsepower (Engine Load) Versus Discharge Line Length

A common misunderstanding is that more horsepower is required to
pump against a long distance line than a short one. The horsepower
requirement of a pump is proportional to the gallons per minute (gpm)
being pumped. The longer the discharge line, the greater the resis-
tance to flow, therefore, the fewer gpm and a lower horsepower require-
ment results. Conversely, as the line length is reduced, resistance to flow
is reduced, more gpm are being moved and a higher horsepower required.
If a dredge must be operated with a discharge line shorter than its
design length, the engine rpm must be reduced. This reduces the pump
rpm, causing a decrease of the horsepower requirement. Throttling
back will relieve the engine from an overload situation and may even
result in an increase in dredge production.
Horsepower Versus Specific Gravity (Percent Solids)

The heavier the material being pumped, the greater the horsepower
requirement. It takes less horsepower to pump pure water than it does
to move a mixture of solid material and pure water. The pump horse-
power requirement is directly proportional to the specific gravity of the
pumped fluid.
Example: If a pump engine is called on to produce 100 hp when pump-
ing clear water, the same pump engine must be capable of develop-
ing 150 hp while pumping the same flow rate (gpm) of a slurry (water
and solid mix) whose specific gravity is 1.5.
Horsepower Versus Pump Speed

The load on the dredge pump engine is proportional to the cube of the
pump speed. This means a small increase in pump rpm will result in a
much greater horsepower demand on the engine. For example: To dou-
ble the speed of the pump impeller would require eight times more
horsepower. Stated another way, a pump impeller which demands 100 hp
to turn at 150 rpm will require 800 hp at 300 rpm.
Engine Operation to Avoid Overload

If dredging conditions are such that the pump engine(s) are not able
to reach rated rpm while at full throttle, then throttle position must be
reduced to avoid engine overload. Reduce throttle position from full
throttle – while digging – until engine speed drops approximately
50 rpm. This will result in approximately the same horsepower output
delivered to the pump, but will allow the engine to deliver that horse-
power safely, without overfueling.
1-78
Engine Installation
Many marine engine installation practices apply equally to dredges.
When this is the case, the reader will be referred to the appropriate
marine engine section. Only those practices and recommendations that
are unique to the dredge application will be discussed in this section.
Mounting and Alignment Mounting Rails

All large bore Vee-type engines should be mounted with angle section,
ledge-type marine mounting rails. Engines can be successfully installed
using industrial channel section mounting rails, but mounting flexibility
is sacrificed. See Marine Mounting Recommendations section for fur-
ther details on shimming and bolt fit.
Tandem Engine Thermal Growth Considerations

The thermal expansion of engines must not be restrained. The flywheel
end of the engine mounting rails should be fixed by a ground body, fit-
ted bolt on either or both sides of the engine. The diameter of the mount-
ing bolts – fixing the engine’s rails to the dredge structure – forward of
the flywheel must be 0.06 in. (1.6 mm) less than the diameter of the
holes in the mounting rails. This clearance will allow the engine and
mounting rails to grow without confinement.
When installed properly, there is sufficient axial clearance within the

Caterpillar viscous damped engine-to-engine coupling to allow the
engine nearest the load to grow without restraint. The axial clearance
dimension can be checked on a new installation by measuring from
the outer face of the grease retaining plate (of the Caterpillar viscous
damped coupling) to the nearest surface of the coupling inner mem-
ber. This dimension should be 0.34 ± 0.03 in. (8.6 ± 0.76 mm).
Tandem Engine Timing Considerations

Timing Recommendations are contained on Tandem Engine Coupling
Arrangement drawings. These directions must be followed to avoid
possible torsional vibration problems.
1-79
ENGINE FLYWHEEL
AXIAL
CLEARANCE
DIMENSION
CATERPILLAR VISCOUS
DAMPED COUPLING
DRIVEN EQUIPMENT
SHAFT OR HUB
RUBBER ELEMENT
COUPLING INNER MEMBER
GREASE RETAINING PLATE
FIGURE 1.20
Tandem Engine Governor Settings (Low Idle rpm)

Some dredge pump drive applications require a special engine low
idle setting to avoid torsional resonance. Many Caterpillar engines used
in tandem service must have a low idle setting of not less than 600-
650 rpm. Always check the engine data plate to determine proper gov-
ernor settings. Many dredge engine settings are special and not listed
in standard Caterpillar Service literature.
1-80
Fuel Treatment and Plumbing
Since dredges are normally equipped with very large fuel tanks, con-
densation, fungus/bacteria growth, and contamination of the fuel may
be troublesome. Fuel system maintenance is especially important in
dredge applications.
The lowest point within the dredge’s fuel tanks should be drained or
pumped daily to eliminate condensed moisture and sediment.
Water and sediment traps should be used in fuel supply lines.
Terminate engine fuel supply plumbing at least 12 in. (300 mm) above
the lowest point in fuel tanks.
See fuel section for information on detection and prevention of fun-

gus/bacteria growth in fuel tanks.
Exhaust, Ventilation, and Crankcase Vent Systems

All diesel engines require large quantities of clean, cool air for long
trouble free life.
Combustion Air
Equip dredge engines with combustion air inlet ducts, located and
routed to prevent recirculation of exhaust gases and crankcase fumes.
Locate combustion air inlets so they do not ingest heated engine room
ventilation air rising through removable roof caps. Exhaust gases must
be discharged to atmosphere high enough above the combustion air
inlet openings to prevent rebreathing of exhaust gases. Equip exhaust
stacks with joints which allow addition of extra sections of exhaust pipe
if exhaust recirculation proves to be a problem on operating location.
An unrestricted elbow-type exhaust discharge fitting is preferred over
the counterbalanced flapper valve because there will be less chance
for downward deflection of exhaust gases.
See Ventilation and Exhaust sections for flow, pressure, and tempera-
ture information.
1-81
“H” Dimension Must
Be Large Enough
H To Prevent Exhaust
Gas Recirculation
Rain Caps
For Combustion Air
Inlet Ductwork
“Flapper” Type Rain

Caps Are Discouraged
Due To Possibilities
Of Exhaust Recirculation
Crankcase Vent
Discharge Opening
Through Side Of
Engine Compartment
As Far As Possible From
Combustion Air
Inlet Ducts
FIGURE 1.21
Ratings
Engines in dredge pump drive service should be applied at the con-
tinuous ratings.
Engines driving electric or hydraulic cutterheads and/or winches may

carry the intermittent or light duty commercial rating since neither cut-
terheads nor winches are continuous loads.
Engines driving generators which supply lighting and service pumping

power should be rated for prime power due to the continuous nature
of lighting and pumping loads.
For additional explanation of Caterpillar engine rating philosophy, see

Ratings section.
Cooling
The dredging application may place severe demands on the engine
cooling system.
1-82
Keel Cooling Considerations
The dredge is normally stationary on its digging location with little or no
water flowing past the hull. The efficiency of keel coolers is greatly
reduced under these conditions. Keel coolers operating in dead water
conditions require more than twice the surface area that would be
required if the cooling surface had a five knot water velocity over the
outside of the cooler. See Keel Cooler Area Requirement curves in the
Marine Cooling System section for added information.
Heat Exchanger Cooling

Using inboard (shell and tube-type) heat exchangers may be trouble-
some due to the highly abrasive particles suspended in the water com-
mon to dredging operations. Cooling water suction line strainers are a
necessity to minimize damage to pumps and heat exchangers tubes.
Use Caterpillar engine-mounted seawater pumps (particularly rubber
impeller pumps) with the knowledge that their service life, when pump-
ing water containing abrasive particles, will be significantly shortened.
Hydraulic Dredges will have, as one of their normal components, a

“service water” pump. This pump is usually designed for abrasive water
service. The service water pump provides clean seawater, at higher pres-
sure, for lubrication and flushing of the dredge pump and cutterhead
lineshaft bearings. Use of excess flow from the service water pump is
a superior alternative to Caterpillar engine mounted seawater pump.
Box Coolers
Box-type coolers offer many of the advantages of keel cooling and shell
and tube coolers, particularly in dredging applications.
Aftercooler Cores
Although many dredges operate in freshwater ponds, lakes, and rivers,
experience has proven that engine aftercooler cores suitable for sea or
salt water are a necessity. The moisture-laden air surrounding any float-
ing equipment will corrode the fins on the air side of nonmarine after-
cooler cores severely limiting the heat transfer and possibly even restricting
the combustion flow.
Controls
Single Engine Drive
Dredge engine controls are the same as conventional controls for engines
in other pumping or electric power generation applications, with the
exception of tandem or compound engines driving a single load.
1-83
Tandem/Compound Engine Drive
When multiple engines are tandemed (nose-to-nose configuration) or com-
pounded side-by-side configuration with flywheel outputs (combined
in gearing or with chains), the capability to share load equally at full
load becomes important.
Load Share
Engines must share load equally so one engine, the one taking most
of the load, will not wear out prematurely or fail. The precision of the
sharing of the load is only important at or near the engines full power
capability (large fractions of the engine rating).
Hydra-Mechanical Governors
A way to ensure load share at full load is to adjust the air actuators on
Caterpillar standard hydra-mechanical governors so both engines
reach the same high idle speed (rpm) with the same air actuator pres-
sure. The adjustment is normally done at the factory when pairs of
engines are specified to be used in tandem or compound.
Isochronous Governors
Load sharing is more easily attained if governors capable of isochro-
nous operation are avoided or adjusted to operate in a droop, or non-
isochronous mode. Generally 5-10% droop is satisfactory.
Safety System Considerations on Tandem/Compound Engines

Prelubrication System
Wire the oil pressure sensors included with prelubrication systems in
series to prevent either tandem/compound engine’s cranking motor
from engaging before both engines are prelubed.
Shut-down Devices
Sensors connected to automatic shut-down devices must be inter-
connected on tandem/compound engines to insure both engines shut-
down in the event of a malfunction in either engine.
1-84
VENTILATION
EXHAUST
Ventilation/Exhaust
Table of Contents
Ventilation Systems
General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
Ventilation Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
Combustion Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
Sizing of Combined Combustion and Ventilation Air Ducts . . . . 2-9
Crankcase Fumes Disposal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9
Special Ventilation Considerations . . . . . . . . . . . . . . . . . . . . . . 2-12
Exhaust Systems
General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13
Wet Exhaust System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13
Dry Exhaust System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-19
Formulae . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-26
Mufflers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-29
Exhaust Backpressure Limits . . . . . . . . . . . . . . . . . . . . . . . . . . 2-30
Warning Against Common Exhaust Systems . . . . . . . . . . . . . . 2-31
Slobber (Extended Periods of Insufficient Load) . . . . . . . . . . . 2-31
Ventilation System Formulas . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-32
Ventilation Air Duct Sizing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-33
Combustion Air Formulas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-34
Sizing Combustion Air Ducts . . . . . . . . . . . . . . . . . . . . . . . . . . 2-35
Exhaust System Formulas. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-36
2-1
Ventilation Systems
General Information
There are three aspects to ventilation:
Ventilation Air
This is the amount of air required to remove the radiated heat of the engine
and other engine room machinery.
Combustion Air
This is the amount of air required to burn the fuel in the engine (propulsion
and auxiliaries).
Crankcase Fumes Disposal

The crankcase fumes of the engine must be either ingested by the engine
(typical on pleasure craft engines) or piped out of the engine room (typical
on work boat engines).
Ventilation Air
Engine room ventilation has two basic purposes:
• To provide an environment which permits the machinery and equipment
to function dependably.
• To provide a comfortable environment for personnel.
Radiated heat from the engines and other machinery in the engine room
is absorbed by engine room surfaces. Some of the heat is transferred
to atmosphere or the sea through the hull. The remaining radiated heat
must be carried away by the ventilating system.
A system for discharging ventilation air from the engine room must
be included in the construction of the vessel. Do not expect the
engine(s) to carry all the heated ventilation air from the engine
room by way of the exhaust piping.
2-2
Example:
If the routing in Figure A (upper left) is used as a base to which the others
are compared:
• 1.4 times more air is required (duct cross-sectional area and fan capacity)
to adequately ventilate the machinery space illustrated in Figure B
(upper right).
• It takes twice as much air (duct cross-sectional area and fan capacity)
to adequately ventilate the machinery space illustrated in Figure D
(lower left).
• 3.3 times more air is required (duct cross-sectional area and fan
capacity) to adequately ventilate the machinery space illustrated in
Figure C (lower right).
Engine Room Temperature

A properly designed engine room ventilation system will maintain
engine room air temperatures within 8.5° C to 11° C (15° F to 20° F)
above the ambient air temperature (ambient air temperature refers to
the air temperature surrounding the vessel). Maximum engine room
temperature should not exceed 49° C (120° F). Duct outside air to
engine air cleaner if engine room temperature is above 49° C (120° F).
In general, changing the air in the engine room every one or two min-
utes will be adequate, if flow routing is proper.
Provisions should be made by the installer to provide incoming venti-

lation air of 0.1-0.2 m3/min (4-8 cfm) based upon 21° C (70° F) ambi-
ent temperature per installed horsepower (both propulsion and auxiliary
engines). This does not include combustion air for the engines. (See
remarks on engine combustion air, page 2-7.)
Engine exhaust ventilation air should be 110 to 120% of the incoming

ventilation air. The excess exhaust ventilation air accomplishes two
things:
• It compensates for the thermal expansion of incoming air.
• It creates an in draft to confine heat and odor to the engine room.
Operation in extreme cold weather may require reducing ventilation

airflow to avoid uncomfortably cold working conditions in the engine
room. This can be easily done by providing ventilation fans with two-
speed (100% and 50% or 67% speeds) motors.
Through-Hull Opening Design

There must be openings for air to enter the engine room and openings
for air to leave the engine room.
2-4
There should be an inlet for cool air to enter, and a discharge for hot
air to leave, on each side of the hull. If it is impractical to have two sep-
arate openings per side, then avoid having hot discharged air mix with
cool air entering the engine room.
Air Entering the Engine Room

The engine room must have openings for air to enter. The air may also
enter from the accommodation spaces (staterooms, galley, salon, com-
panionways, pilot house, etc.)* or directly through the hull or deck. Engine
room air inlets through accommodation spaces can be troublesome.
If air is to enter the engine room from the accommodation spaces, good
design practice will include sound deadening treatments for the openings
that conduct air from the accommodation spaces to the engine room.
*Heating and/or air conditioning of accommodation spaces will be made much more
complicated if the engines must rely on that heated/cooled air for combustion. Engine
room air inlets through accommodation spaces simplify the task of ensuring the
engine room inlet air is kept clean and free from rain or spray.
Deck
A Minimum
Inverted
Trough
on 3 sides
Lift
Size the openings (A)
300 mm Min.
A to keep the air velocity
(in the openings) below
610 m/min (2,000 ft/min)
Low Restriction
Decorative Grill
Wire Mesh
Features of Through-Hull Ventilation Openings
FIGURE 2.2
2-5
Air Leaving the Engine Room
The through-hull or through-deck openings for discharge of heated
ventilation air should be located aft of and higher than all intake open-
ings to minimize recirculation.
• The intake air opening should be located forward of and, if conven-
ient, at a lower elevation than the discharge.
• The ventilation air opening, discharging heated ventilation air, should
be located aft of and at a higher elevation than the intake air open-
ing to minimize recirculation. Cross- and following-winds may make
total elimination of ventilation air recirculation impossible.
Fans
In modern installations, natural draft ventilation is too bulky for practi-
cal consideration. Adequate quantities of fresh air are best supplied
by powered (fan-assisted) systems.
Location
Fans are most effective when they withdraw ventilation air from the
engine room (suction fans) and discharge the hot air to the atmosphere.
Figure 2.1 (A) on page 2-3 is the best design bringing the air in low in
the engine room and exhausting the air with a suction fan above the
engine.
Type
Ventilating air fans may be of the axial flow type (propeller fans) or the
centrifugal type (squirrel cage blowers). When mounting fans in venti-
lating air discharge ducts (most effective location), the fan motors
should be outside the direct flow of hot ventilating air for longest motor
life. The design of centrifugal fans (squirrel cage blowers) is ideal.
Sizing
The nameplate ratings of fans do not necessarily reflect their as-installed
conditions. Just because a fan’s name plate says it will move 1000 cfm
of air does not mean it will move 1000 cfm through an engine room
which has severely restricted inlet and/or outlet openings. Fans are
often rated under conditions that do not reflect as-installed flow restric-
tions. In general, the as-installed conditions will be more severe than
the fans nameplate rating conditions.
2-6
Combustion Air
A diesel engine requires approximately 0.1 m3 of air/min/brake kW
(2.5 ft3 of air/min/bhp) produced. Consult the Technical Marketing Infor-
mation for the actual airflow necessary for the engine and rating you are
using.
Combustion air ducts should be designed to have a minimum flow restric-

tion. Very large amounts of air flow through the combustion air ducts.
Air Cleaners
Engines must be protected from ingesting foreign material. The engine-
mounted air filter elements must never be remote-mounted, without fac-
tory approval. If large amounts of sea spray, dust, or insects are expected,
external, remote-mounted, pre-cleaners may be installed at the inlet to
a duct system to extend the life of the engine-mounted filter elements.
Air Cleaner Service Indicators

Air cleaner service indicators signal the need to change air filter elements
when a restriction of 7.47 kPa (30 in.) of water develops 6.225 kPa (25 in.)
(measured while the engine is producing full rated-power, for T and
T/A engines. For NA engines air filter restriction should be measured
at engine High Idle. This allows an acceptable operating period before
air filter service or replacement is required.
Duct Restriction
Total duct airflow restriction, including air cleaners, should not exceed
2.49 kPa (10 in.) of water measured while the engine is producing full
rated power, for t or T/A engines and high idle for NA engines. It is good
design practice to design combustion air ducts to give the lowest prac-
tical restriction to air flow, since this will result in longer times between
filter element service or replacement.
Velocity of Air in Combustion Air Ducts

Combustion air duct velocity should not exceed 2440 m/min (8,000 ft/min).
Higher velocities will cause unacceptable noise levels and excessive
flow restriction.
2-7
Water Traps
Traps should be included to eliminate any rain or spray from the com-
bustion air. Rain and spray can cause very rapid plugging of the paper
air filter elements used on some Caterpillar engines. This will reduce the
flow of air through the engine, raising the exhaust temperature, with
potentially damaging effects.
Temperature
A well-designed engine room ventilation system will provide engines
with air whose temperature is not higher than 8.5° C to 11° C (15° F to
20° F) above the ambient temperature. Derating of Caterpillar marine
engines is not required as long as combustion air temperatures remain
below 49° C (120° F).
Rain and Spray

The combustion air should be free of liquid water, though water vapor
– humidity – is acceptable.
Discharge crankcase fumes and exhaust gases

Forward higher than combustion air inlet.
3D
2D D
D 2 D/3
D/3
Equip combustion air inlet with a cap to

prevent drawing in rain or spray.
Avoid crankcase fumes, exhaust gases, rain,

or sea spray entering the engines combustion
air inlet. Air cleaner service life will be greatly
shortened. In severe cases, engine failure
may result.
FIGURE 2.3
2-8
Sizing of Combined Combustion
and Ventilation Air Ducts
Air must be allowed to enter the engine room freely. A useful rule of
thumb is:
Metric: Use 4-6 sq cm of duct cross-sectional area per engine kW and

no more than three right-angle bends. A larger area allows more airflow
into the engine room.
English: Use 0.5-0.75 sq in. of duct cross-sectional area per engine

horsepower and no more than three right-angle bends. A larger area
allows more airflow into the engine room.
If more right-angle bends are required, increase the pipe diameter by

one pipe size.
Crankcase Fumes Disposal

Normal combustion pressures of an internal combustion engine cause
a certain amount of blow-by past the piston rings into the crankcase.
To prevent pressure buildup within the crankcase, vent tubes are pro-
vided to allow the gas to escape. High performance Caterpillar marine
engines consume their crankcase fumes by drawing the fumes into the
engine’s air intake system through closed crankcase systems that remove
the oil carry-over in the fumes and return the oil to the sump. Larger
Caterpillar marine engines have open crankcase fumes systems. This
system has the crankcase fumes piped away and overboard to the
atmosphere, preventing the fumes from plugging their high-efficiency
paper air filter elements.
Pipe Sizing
Generally use pipe of the same size as the crankcase fumes vent on
the engine. If the pipe run is longer than approximately 3 m (10 ft) or if
there are more than three 90° elbows, increase the pipe inside diame-
ter by one pipe size.
Common Crankcase Vent Piping Systems

A separate vent line for each engine is required. Do not combine the
piping for multiple engines.
2-9
Engine Mounted Crankcase Vent to Atmosphere
Breather (Locate Higher Than Engine
40 mm/m (0.5 in/ft) Combustion or Ventilation
Downward Slope Air Inlet)
From Engine
Rubber Hose Flexible

Fitting 25 mm (1 in.) Maximum
Condensed Combustion Products

(May Be Initially Filled With Oil or Water)
FIGURE 2.4
Location of Crankcase Vent Termination

Crankcase fumes must not be discharged into air ventilating ducts or
exhaust pipes. They will become coated with oily deposits. The crank-
case vent pipe may be directed into the exhaust gas flow at the termi-
nation of the exhaust pipe.
Preferably, the crankcase vent pipe will vent directly to the atmosphere.
The vent pipe termination should be directed to prevent rain/spray
entering the engine.
Condensation/Rainwater in Crankcase Fumes Piping

Loops or low spots in a crankcase vent pipe can collect rainwater
and/or condensed combustion products. These liquids may be trapped
in a drip collector and drained to minimize the amount of oily discharge
through the vent pipe and prevent restriction of normal discharge of
fumes.
Required Slope of Crankcase Fumes Disposal Piping

Avoid horizontal runs in crankcase vent piping. Install the vent pipe
with a minimum slope of 40 mm/m (0.5 in./ft).
2-10
Maximum Pressure in the Engine Oil Sump
Under no circumstances should crankcase pressure vary more than
25.4 mm (1 in.) of water from ambient barometric pressure when the
engine is new*. Higher crankcase pressures will cause oil leaks. A pow-
ered crankcase fumes disposal system should create no more than
25.4 mm (1 in.) of water vacuum in the crankcase.
*As the engine approaches its overhaul interval, blow-by (one of the causes of
crankcase pressure) will tend to increase. Careful monitoring of crankcase pres-
sure will provide valuable guidance on the condition of an engine’s valve guides
and piston rings.
Crankcase Volumes
The volume of an engine’s crankcase is required for the sizing of crank-
case pressure relief valves. See the following table.
Crankcase Volumes
Model Crankcase Volume
3508 0.65 m3 (22.9 ft3)
3
3512 0.98 m (34.6 ft3)
3
3516 1.41 m (49.8 ft3)
3
3606 2.30 m (81.2 ft3)
3608 3.06 m3 (108.0 ft3)
3
3612 3.12 m (110.2 ft3)
3
3616 4.08 m (144.0 ft3)
Many marine classification societies (MCS) expect crankcase pressure

relief valves to be installed on engines with crankcase volumes more
than 0.61 m3 (21.5 ft3) or cylinder bores over 200 mm (7.89 in.) in diam-
eter. Caterpillar offers crankcase pressure relief valves on engines larger
than the 3408.
2-11
Special Ventilation Considerations
Refrigeration Equipment
NOTE: Prevent refrigerant leakage into the engine’s air intake sys-
tem. Freon or ammonia will cause severe engine damage if drawn
into the engine’s combustion chambers. The chemicals in refrig-
erants become highly corrosive acids in the engine’s combustion
chambers.
If refrigeration equipment is installed within the same compartment as

a diesel engine, the diesel engine must take its combustion air from a
shipyard-supplied ductwork system that carries air to the engine from
an area free of refrigerant fumes.
Exhaust Pipe Insulation Recommended

Long runs of hot, uninsulated exhaust piping will dissipate more heat
into the engine room than all the machinery surfaces combined.
Completely insulate all exhaust piping within the engine room area. All
hot surfaces within the engine room should be insulated if high air tem-
peratures are to be avoided.
Test With Doors and Hatches Closed

Ventilating systems must be designed to provide safe working tem-
peratures and adequate airflow when hatches and doors are secured
for bad weather conditions. Test the ventilation system with the vessel
fully secured for bad weather. This condition will reflect the most severe
test of the ventilation system. Maximum engine room vacuum at rated
power and speed with the hatches and doors closed is 50.8 mm
(2 inches) of water.
Air Velocity for Personnel Comfort

Maintain air velocity of at least 1.5 m/s (5 ft/s) in working areas adjacent
to sources of heat, or where air temperatures exceed 100° F (35° C).
This does not mean that all the air in the engine room should be agi-
tated so violently. High air velocity around engines and other heat
sources is not good ventilation practice. High velocity air aimed at
engines will hasten transfer of heat to the air, raising average engine
room air temperature.
2-12
Exhaust Systems
General Information
The exhaust system carries the engine’s exhaust gases out of the engine
room, through piping, to the atmosphere. A good exhaust system will
have minimum backpressure.
Exhaust backpressure is generally detrimental, as it tends to reduce

the air flow through the engine. Indirectly, exhaust backpressure tends
to raise exhaust temperature which will reduce exhaust valve and tur-
bocharger life. There are two general types of exhaust systems seen
on boats, wet exhaust systems and dry exhaust systems.
Wet Exhaust System

Wet exhaust systems are characterized by the following:
• Generally, the exhaust gases are mixed with the seawater which is
discharged from the seawater side of the engine’s jacket water heat
exchanger.
• Particulate and condensable/soluble gaseous emissions from the
exhaust system are effectively scrubbed from the exhaust gases,
reducing the possibility of atmospheric pollution. Exhaust piping is
made of uninsulated fiberglass reinforced plastic (FRP) or rubber.
• The moisture of exhaust gases and seawater is discharged from the
boat at or slightly below the vessel’s waterline.
• With the relatively small elevation difference between the engine’s
exhaust discharge elbow and the vessel’s waterline, it is difficult to design
a system which will always prevent water from entering the engine
through the exhaust system. While a number of proprietary exhaust
components are available to help avoid this problem, the most com-
mon generic methods are exhaust risers and water lift mufflers.
2-13
Exhaust Risers
One way to minimize the possibility of water entering the engine from
backflow in the wet exhaust system is to have a steep downward slope
on the exhaust piping, downstream of the engine. Exhaust risers are
pipes which elevate the exhaust gases, allowing a steeper slope in the
downstream piping.
The risers must be insulated or water-jacketed to protect persons in

the engine compartment from the high temperatures of the exhaust gas
in the riser. The seawater is not injected into the exhaust gases until
downstream of the top of the riser, so the upward-sloping portion of the
riser is dangerously hot if not insulated or water-jacketed.
The weight of locally fabricated risers (not provided by Caterpillar) must

be supported from the engine and marine transmission. Refer to the
Technical Data Sheet for max static bending moment on the exhaust
connection. Do not attempt to carry the weight of the risers from the
boat’s overhead or deck structure. The risers will vibrate and move with
the engine-transmission. The risers must be supported independently
from the hull to avoid transmitting those vibrations into the boat’s struc-
ture and passenger compartments. A flexible connection must be used
between the riser and the hull-mounted exhaust pipe to allow for the
engine transmission movement during operation.
Exhaust risers (for other than the smallest Caterpillar engines) are not
available from Caterpillar; the diversity of the various boat builders
engine compartments prevents designing a riser with wide usability.
See fabricators of custom exhaust components for exhaust risers.
FIGURE 2.5
2-14
11
4
10
5 3
2
6
1
9 8
WET EXHAUST SYSTEM USING DRY EXHAUST ELBOWS

AT ENGINE EXHAUST DISCHARGE
1. turbocharger heat shield 6. exhaust hose

2. flexible pipe connection 7. connecting exhaust pipe
3. elbow—C L bend radius ≥ diameter of pipe 8. surge pipe
4. insulation, must not restrict flexibility of 2 9. discharge pipe
5. elbow (min 150 ) with water discharge ring 10. raw water discharge connection
11. support from overhead structure
FIGURE 2.6
Water Lift Mufflers

Another way to minimize the possibility of water entering the engine
from backflow in the wet exhaust system is by using a water lift muffler.
Water lift mufflers are small, sealed tanks, mounted to the deck in the engine
compartment. The tanks have two connections, an inlet connection and
an outlet connection. An additional small drain connection in the bot-
tom is often provided. The inlet enters the tank through the top or side.
The tubing of the inlet connection does not extend past the tank walls.
The tubing of the outlet connection enters the tank walls, through the top,
and extends to the bottom of the tank, where it terminates on an angle.
As the mixture of seawater and exhaust gas enters the tank from the
inlet connection, the water level rises in the tank. As the water level
rises, the water surface gradually reduces the gas flow area entering
the discharge pipe. The reduced area for gas flow causes a great
increase in gas velocity. The high speed of the gases entering the out-
let pipe finely divides the water. The finely divided water is transported
to the highest elevation of the exhaust piping as a mist of water droplets.
2-15
If good design practice is not followed, the engine’s exhaust backpres-
sure limit is easily exceeded. The vertical (upward sloping) portion of
piping immediately downstream of a water lift muffler must be designed
as a pneumatic conveyer, using high exhaust gas velocities to lift finely
divided droplets of the seawater to a point from which the gas/water
mixture can be safely allowed to drain to the thru-hull fitting.
The designer should size the diameter of the upward sloping portion
of the exhaust piping – between the water lift muffler and the highest
system elevation – such that the velocity of the exhaust-gas-and-water
droplet mixture is not below 25.4 m/sec (5000 ft/min), with the engine
running at rated load and speed.
If this velocity is not maintained, the water droplets will not remain in sus-
pension. The water will be forced out of the reservoir of the water lift
muffler as a solid slug of water. This will cause the exhaust backpres-
sure to be the same as a column of water the height of the upward sloping
muffler discharge piping.
If the velocity in the upward sloping muffler discharge piping is kept

above 25.4 m/sec (5000 ft/min), then the exhaust backpressure will be
much lower.
FIGURE 2.7
2-16
Hose vs Rigid Exhaust Pipe
The weight and heat of the water and exhaust gases can cause non-rigid
exhaust piping to sag or deform, leaving low spots between pipe supports.
If the slope of the piping is too shallow, water will collect in the low spots
and choke off the flow of exhaust gas. This will lead to excessive exhaust
backpressure, smoke, high exhaust temperatures, and in severe cases,
premature engine failures.
Hose and other non-rigid piping must be evenly supported over its
entire length.
Preventing Wave Action From Forcing Water

Into Wet Exhaust Systems
Waves striking the hull’s exhaust opening can force water up into the
exhaust system. If the waves are severe, or if the exhaust system design
allows, the water can reach the engine. Early turbocharger failure or
piston seizure may result.
There are a number of ways the kinetic energy of waves entering the
engine’s exhaust system can be harmlessly dissipated.
The traditional method of preventing water from entering an idle engine

is to locate the engine far enough above the water line that breaking
waves do not reach the height of the exhaust elbow. While the relative
elevation of the engine to the water line is fixed and unchangeable, it
is possible to design an exhaust system which protects the engine from
ingesting water. Features of such an exhaust system will include the
following:
• Sufficient elevation difference between the water line and the high-
est point in the exhaust piping to prevent even small amounts of water
from reaching the engine.
• Some method of dissipating the kinetic energy of the waves as they
enter the exhaust piping. The more effective the method of wave
energy dissipation, the lower the elevation difference required.
In no case should the elevation difference between the water line and
the highest point in the exhaust piping be less than 560 mm (22 in.).
2-17
Surge Chamber
A surge chamber is a branch of the exhaust piping near the engine
that has one end closed off. When a wave of water enters the exhaust
pipe and moves toward the engine, the air trapped in front of the wave
will be compressed into the surge chamber. The cushion of compressed
air in the surge chamber will force almost all waves back out.
Exhaust discharging pipe must 2 1

have adequate slope to
avoid water entering engine 2
3
2 5
4
2
2
Slope
WET EXHAUST SYSTEM

(Engine Mounted Above Water Line)
1. water cooled exhaust elbow on engine – 3. backwater surge chamber – prevents seawater
seawater cools elbow, then discharges through surging into engine exhaust when vessel at
peripheral slot at discharge end of elbow into rest with stern exposed to oncoming waves
exhaust pipe 4. exhaust pipe – should have slight downward
2. rubber exhaust hose flexible connection – must gradient toward discharge end
be oil and heat resistant 5. end cover plate – removable for inspection and
cleanout purposes
FIGURE 2.8
Valve in Exhaust Discharge

A valve located where the exhaust piping exits the hull can keep waves
from entering the exhaust piping when the engine is not running. The
valve mechanism should not include any components which rely on
sliding contact to maintain flexibility. This type of action has proven
troublesome in an atmosphere of salt water and exhaust gas. A flexi-
ble strip of one of the chemically inert plastics can provide hinge action.
Valves in Exhaust Water Cooling Lines

The cooling water which is injected into the exhaust gas stream must
not be interrupted for any reason while the engine is running. Without
a dependable supply of cooling water, the high temperature of the
exhaust gases will cause severe and rapid deterioration of plastic or
rubber exhaust pipe, with potentially disastrous consequences.
Therefore, to protect against inadvertent loss of exhaust system cool-

ing, shut-offs or valves of any kind must never be used in the lines
supplying cooling water to water-cooled exhaust fittings.
2-18
Location of Exhaust Discharge Opening
All diesel engines will eventually discharge some smoke through their
exhaust systems if not when they are new, then certainly near the end
of their useful time before overhaul. Locating exhaust discharge open-
ings as far aft as possible and on the sides of the vessel if above the
water line will minimize the hull and deck area exposed to the eventual
discoloration. Because of the inherent “station wagon” effect of the
airflow around a boat, the best exhaust system to minimize smoke
and noise is to locate the exhaust exit under the water. These sys-
tems must also have a small above-the-water-line path for the
exhaust for when the boat is not moving. Care must be taken when
designing underwater exhaust systems to keep the backpressure
within limits.
Dry Exhaust System
Dry Exhaust System Warnings

Insulation
It is the responsibility of the engine installer to protect combustible parts
of the boat and provide personnel protection from the heat of dry
exhaust system piping. Exposed parts of dry exhaust piping can
exceed 650° C (1200° F).
Rain/Spray
It is the responsibility of the engine installer to provide appropriate drain
connections, rain caps or other means to protect the engine from rain-
water or sea spray entering the engine through the dry exhaust piping.
Long runs of exhaust piping require traps to drain moisture. Traps installed
at the lowest point of the line near the exhaust outlet prevent rainwater
from reaching the engine.
Slope exhaust lines from engine and silencer to the trap so condensa-
tion will drain. Traps may be built by inserting a vertical pipe, with a drain
petcock, down from a tee section in the line. Slope the last few feet of
the exhaust pipe discharge to prevent rainwater or spray from entering
the pipe. Alternatively, fit some form of rain cap to a vertical exhaust
pipe section.
2-19
RAIN/SPRAY
DRAIN SLOTS
punch engine - side slot

edges in
bend discharge - side
slot edges out
FIGURE 2.9
Saw cuts in the exhaust pipe to allow rain/spray to drain harmlessly.

Deform the edges of all slots. Use a punch on engine side slot edges.
Bend inward. Cut through no more than 60° of the pipe circumference.
Exhaust Gas Recirculation

Exhaust stacks must be designed so engine exhaust is discharged
high enough, and in a direction to keep it clear of the air turbulence
created by wind swirling around the vessel’s superstructure. Engine air
cleaners, turbochargers, and aftercoolers clogged with exhaust prod-
ucts will cause engine failures.
Ventilation
Mufflers and other large dry exhaust system components would be
best mounted outside the engine compartment. This is suggested to
minimize the additional and unnecessary load on the machinery com-
partment’s ventilation system.
Flexible Connections
The exhaust pipe must be isolated from the engine with flexible con-
nections. They should be installed as close to the engine’s exhaust out-
let as possible. A flexible exhaust connection has three primary
functions:
• To isolate the weight of the exhaust piping from the engine. No more
than 22.5 kg (50 lb) of exhaust piping weight should be supported
by the engine.
• To relieve exhaust components of excessive vibrational fatigue stresses.
2-20
• To allow for relative shifting between reference points on engine
exhaust components. This shifting has numerous causes. It may result
from expansion and contraction of components due to temperature
changes, or by slow but continual creep processes that take place
throughout the life of any structure.
Softness or flexibility is very important to prevent excessive vibratory

stresses. The flexible connector must have high fatigue life to enable
it to survive for indefinite periods. Softness prevents transmission of
vibration beyond the connection. Resistance to fatigue keeps it from
breaking under vibratory or recycling stresses.
To prevent the exhaust coupling from flexing during exhaust system

construction, it is recommended that straps be tack welded between
the two flanges to make the coupling rigid. Remove these straps before
starting the engines.
The growth and shrinkage of the exhaust pipe must be planned or it will
create excessive loads on exhaust piping and supporting structure.
Long runs of dry exhaust pipes can be subjected to very severe stresses
from expansion and contraction. From its cold state, a steel exhaust
pipe will expand about 0.11 mm/m for each 100° C rise of exhaust tem-
perature (0.0076 in./ft of pipe for each 100° F). This amounts to about
52 mm expansion per meter from 35° C to 510° C (0.65 in. expansion
for each 10 ft of pipe from 100° F to 950° F).
Divide long runs of exhaust pipe into sections having expansion joints
between sections. Each section should be fixed at one end and be
allowed to expand at the other. It is of utmost importance that the flex-
ible pipe connection, when insulated, be insulated in such a way that
the flexible pipe connection can expand and contract freely within the
insulation. This generally requires either a soft material or an insulated
sleeve to encase the flexible pipe connection.
Consult Current Price List for flexible connections

available through Caterpillar
2-21
Dimension Chart
Flange Nominal Flange Bolt # of Hole Overall
Type P/N ID OD Circle Bolts Diameter Length
mm mm mm mm mm
(in.) (in.) (in.) (in.) (in.)
Rect. 3N3015 127 163* 127** 4 16.7 457
(5) (6.42) (5) (0.657) (18)
Rect. 3N3017 152 203*** 152**** 4 16.7 609
(6) (8.00) (6) (0.657) (24)
Circ. 5L6297 203 274 250 8 15.875 304
(8) (11) (9.875) (0.625) (12)
Circ. 5N9505 304 400 375 12 13.8 304
(12) (15.75) (14.75) (0.500) (12)
****This dimension is the length of each side of a square flange.
****This dimension is from bolt center to bolt center along a side of the rectangular flange.
****This dimension is the length of each side of a square flange.
****This dimension is from bolt center to bolt center along a side of the rectangular flange.
Dry Exhaust System Pipe Supports

The exhaust piping supports/hangers are very important. If the piping is
supported with some flexibility between the piping and the structure of the
boat, the boat will be much quieter and more comfortable for the occupants.
Exhaust Ejector – Automatic Ventilation

A relatively simple system utilizing an engine’s exhaust for ventilating
an engine room can be utilized with most dry exhaust systems. Utilizing
the normally wasted kinetic energy of discharging exhaust gases, this
system may draw out a quantity of ventilating air approximately equal
to the flow of exhaust gas.
Air must be allowed to enter the engine room freely:

Rules of Thumb:
• Use 10 cm2 of duct cross section area per engine kilowatt and not
more than three right angle bends.
• Use 1.25 in.2 of duct cross section area per engine horsepower and
no more than three right angle bends.
If more right angle bends are required, increase the pipe diameter by
one pipe size.
For best results, the intake air openings should discharge cool air into the
engine room near the floor level. After the intake air has been heated
by contact with hot surfaces in the engine room, draw the ventilating air out
from a point directly over the engines, near the engine room overhead.
2-23
Place the ejector in the exhaust system just prior to the exhaust’s discharge
to atmosphere to avoid backpressure on the mixture of exhaust gas
and hot air through any length of stack. Any bends in the exhaust stack
following the mixture can seriously affect the system’s performance.
Furthermore, the exhaust stack will remain cooler and cleaner if the engine
exhaust is contained within the exhaust piping throughout its run through
the stack. The discharged ventilation air will tend to cool the exhaust
stack upstream of the point where it is mixed with the exhaust gases.
Exhaust ejectors are most effective on vessels with only one propul-
sion engine. On multiple engine installations, if one engine is operated
at reduced load, the ejector air flow for the engine with reduced load
may reverse, pulling exhaust gas from the more heavily loaded engine
into the engine room. The following diagrams illustrate methods of lay-
ing out the system:
4.5
L 2L
2
1.5 0.5
L L 3.75 L D = diameter
L = X diameter
5
Example: 3.75 L = 3.75 X diameter
6
3 1
D
2.75 L
or
more
FIGURE 2.12
2-24
4.5
L
D = diameter
5 1.5 L = X diameter
L
90
2
45
0*
0*
1
6 5
2.25 L
or more
FIGURE 2.13
2-25
D = diameter
L = X diameter
2L
2.25 L
FIGURE 2.14
Formulae
Formulae for System Diameter to Backpressure Limits

These formulae allow the exhaust system designer to calculate a pipe
diameter which, when fabricated into an exhaust system, will give
exhaust backpressure less than the appropriate limit.
Calculate the pipe diameter according to the formula, then choose the
next larger commercially available pipe size.
2-26
Exhaust Pipe Diameter to Meet Backpressure Limits
(Metric Units System)
P = Backpressure limit (kPa)

See Technical Data Sheet for exhaust backpressure limits for spe-
cific engine.
______________
D=5
公 LSQ2
3600000 _____
P
D = Inside diameter of pipe (mm)
Q = Exhaust gas flow (m3/min). See engine performance curve.
L = Length of pipe (m). Includes all of the straight pipe and the straight
pipe equivalents of all elbows.
352
S (kg/m3) = ____________________________
Exhaust Temperature + 273° C
S = Specific weight of gas (kg/m3)
Exhaust Pipe Diameter to Meet Backpressure Limits

(English Units System)
P = Backpressure limit (inches of water).

See Technical Data Sheet for exhaust backpressure limits for spe-
cific engine.
______
公
D = 5 ______
LSQ2
187P
D = Inside diameter of pipe (inches).
Q = Exhaust Gas Flow (ft3/min). See engine performance curve.
L = Length of pipe (feet). Includes all of the straight pipe and the
straight pipe equivalents of all elbows.
S = Specific weight of gas (lb/ft3).
39.6
S (lb/ft3) = ___________________________
Exhaust Temperature + 460° F
2-27
Formulae for Straight Pipe Equivalent Length
of Various Elbows
To obtain straight pipe equivalent length of elbows:
English Metric
Units Units
Standard Elbow (radius of elbow equals the pipe diameter)

D D
L = 33 ___ L = 33 ____
12 1000
Long Radius Elbow radius greater than 1.5 pipe diameters

D D
L = 20 ___ L = 20 ____
12 1000
45° Elbow
D D
L = 15 ___ L = 15 ____
12 1000
Where:
L = Straight Pipe Equivalent Length of Elbows
D = Pipe Diameter
Conversion Factors
psi = 0.0361 in. of water column
psi = 0.00142 mm of water column
psi = 0.491 in. of mercury column
kPa = 6.3246 mm of water column
kPa = 4.0 in. of water column
kPa = 0.30 in. of mercury column
kPa = 0.145 psi
2-28
Mufflers
Exhaust noise attenuation is best performed with a quality muffler.
However, the attenuation characteristics of a muffler are not the same
for all frequencies. The effect of a given muffler could be quite differ-
ent if the engine runs at two different speeds. The manufacturer must
be contacted for any specific muffling characteristics.
The location of the muffler within the exhaust piping, whether close to
the engine or nearer the exhaust outlet, and the number of engine cylin-
ders is important. It will affect the efficiency of the muffler. The follow-
ing sketch offers suggestions for the most efficient muffler location.
L*
1/3 L 2/3 L
Engine
For In-Line and Vee With Divided
Exhaust System
L*
2/3 L 1/3 L
Engine
For Vee Engine With Single Exhaust
L*
4/5 L 1/5 L
Engine
Alternate For All In-Line and Vee
*L Is Total Length of Exhaust Piping Excluding

The Muffler
MUFFLER LOCATION
FIGURE 2.15
2-29
Exhaust Backpressure Limits
As the exhaust gas moves through the exhaust system, it experiences
frictional resistance – causing backpressure on the engine’s turbo-
charger discharge. Exhaust system backpressure has a number of bad
effects on the engine. Excessive backpressure will shorten exhaust
valve and turbocharger life due to increased exhaust temperatures.
Excessive exhaust backpressure wastes fuel as well.
Backpressure limits are different depending on the engine model and

rating. Refer to Technical Data Sheet for the backpressure limit for
the engine and rating you are using. To ensure the above limits are
not exceeded during operation, it is recommended the design limit be
not more than one-half the specified backpressure limits.
Measuring Backpressure
To measure exhaust backpressure use a water manometer at the fitting
provided in the engine’s exhaust discharge location. Use a system sim-
ilar to that shown below.
IN.
48
36
24
12
Manometer in use
FIGURE 2.16
2-30
Warning Against Common Exhaust Systems
Although economically tempting, a common exhaust system for multiple
engine installations is rarely acceptable. Combined exhaust systems
allow operating engines to force exhaust gases into engines not oper-
ating. Every gallon of fuel burned provides about one gallon of water
in the exhaust. This water vapor condenses in cold engines and quickly
causes engine damage. Soot clogs turbochargers, aftercoolers, or air
cleaner elements. Duct valves separating engine exhausts are also
discouraged. High temperature warp valve seats or soot deposits cause
leakage.
Slobber (Extended Periods of Insufficient Load)

Extended engine operation at no load or lightly loaded conditions (less
than 15% load) may result in exhaust manifold slobber. Exhaust man-
ifold slobber is the black oily fluid that can leak from exhaust system
joints. The presence of exhaust manifold slobber does not necessar-
ily indicate an engine problem. Engines are designed to operate at
loaded conditions.
At no load or lightly loaded conditions, the sealing capability function

of some integral engine components may be adversely affected.
Exhaust manifold slobber is not usually harmful to the engine but the
results can be unsightly and objectionable in some cases.
Exhaust manifold slobber consists of fuel and/or oil mixed with soot
from the inside of the exhaust manifold. Common sources of oil slobber
are worn valve guides, worn piston rings, and worn turbocharger seals.
Fuel slobber usually occurs with combustion problems.
A normally operating engine should be expected to run for at least one

hour at light loads without significant slobber. Some engines may run
for as long as three, four, or more hours before slobbering. However, all
engines will eventually slobber if run at light loads. External signs of
slobber will be evident unless the exhaust system is completely sealed.
If extended idle or slightly loaded periods of engine operation are

mandatory, the objectionable effects of the engine slobber can be
avoided by loading the engine to at least 30% load for approximately
ten minutes every four hours. This will remove any fluids that have accu-
mulated in the exhaust manifold. To minimize exhaust manifold slobber,
it is important that the engine is correctly sized for each application.
2-31
Ventilation System Formulas
As a rule of thumb, the installer should provide ventilation air flow of
about 8 cfm (0.22656 m3/min) per installed horsepower (both propulsion
and auxiliary engines). If combustion air is to be drawn from the engine
room increase that figure to 9–41 cfm (0.26196 m3/min).
If you wish to compute more exact engine room air requirements it is

necessary to determine the following factors:
H = Heat radiated to the engine room

This data is available from the TMI system for Caterpillar engines.
Add in 4.7 Btu/min per generated kW for the normal maximum
auxiliary generator load. Miscellaneous heat loads from other
sources (pumps, motors, etc.) can be ignored if they are not
exceptional.
Ta = Maximum ambient air temperature the vessel is expected to oper-

ate in during its whole life. [Usually assume 105° F (41° C).]
Sa = Density of the air at the maximum ambient air temperature.
Density of Air at Various Temperatures

° F/° C lbs/cu. ft./kg/m3 ° F/° C lbs/cu. ft./kg/m3
0/–18 0.086/1.38 70/21 0.075/1.20
10/–12 0.084/1.35 80/27 0.074/1.18
20/–7 0.083/1.33 90/32 0.072/1.15
30/–1 0.081/1.30 100/38 0.071/1.14
40/4 0.079/1.27 110/43 0.070/1.12
50/10 0.078/1.25 120/49 0.068/1.09
60/16 0.076/1.22 130/54 0.067/1.07
dT = Maximum desired air temperature rise in the engine room. (Usually

assume 15° F (9° C) rise above ambient if using a 105° F (41° C)
ambient.) The maximum air temperature in an engine room is 120° F
(49° F). 120° F (49° C) – Maximum Ambient = dT.
When these factors have been determined, the ventilation air require-
ments in cubic feet per minute (cfm) can be calculated by the follow-
ing formula:
H
Qa = _______________ Frouting
Sa 0.24 dT
H
Qa = ________________ Frouting = Metric
Sa 0.017 dT
2-32
Qa = Volume of inlet air required in cfm (m3/min)
H = Radiated heat [btu/min (kW)]
Sa = Inlet air density [lbs/cu. ft. (kg/m3)]
0.24 = Specific heat of air (btu/lbs/° F)
0.017= Specific heat of air (kW•min/kg•° C)
dT = Temperature rise from ambient air to engine air [° F (°C)]
Ventilation Air Duct Sizing

Before the duct cross-sectional area can be calculated you must deter-
mine two elements.
Qcfm = Amount of Ventilation air and Combustion air (combine
system) in cfm.
Va = Desired inlet air velocity [Not to exceed 2,000 feet per
minute (609.6 m/min)]
Once these two elements have been determined then the following for-
mula can be used to determine the minimum cross-sectional for both
intake and exhaust ducts or openings.
144 Qa Qa
Av =_________ Av =____ = Metric
Va Va
Av = Duct cross sectional area in square inches (m2)

Qa = Quantity of air flow in cubic feet per minute (m3/min)
Va = Velocity of air in the duct in feet per minute (m/min)
2-33
Remember air should enter the engine room freely. It is far better
to have extra air than not enough. This installation parameter is
second only to sufficient liquid cooling capacity in importance. If
the rules of thumb are adhered to they will normally be sufficient,
however, they are not overly conservative … Don’t Cheat!
Sizing Combustion Air Ducts

Obtain the actual air requirement from the TMI system or use the rule
of thumb (2.5 Hp) to calculate the air required. The formula used to
calculate the ventilation cross-sectional area can then be applied by
using the appropriate combustion air volume and a velocity. (8000 fpm
maximum)
This will most likely yield a cross-sectional area smaller than that of the
factory connection to the air cleaner, however, be sure to keep the duct
size equal to, or greater than, that of the factory connection.
If the straight length of duct is long, (over 25 the diameter or diag-
onal of the factory connection) or includes more than two right angle
bends, it would be wise to calculate the pressure drop at full air flow.
This can be done using the following formula:
Le S Qe2
dP = ______________
187 d5
Le S Qe2
dP = 10.056826 106 _____________ = Metric
d5
dP = Pressure loss [inches (kPa) of water]

Qe = Air flow [cfm (m3/min)]
d = Duct diameter [inches (mm)]
Le = Equivalent duct length [ft (m)]
S = Density of combustion air [lbs/cu.ft. (kg/m3)]
Use the following method to determine Le:
Standard elbow = 2.75 d
Long Sweep elbow = 1.67 d
45° elbow = 1.25 d
d = value must be in inches
Standard elbow = 0.033 d = meter
Long Sweep elbow = 0.020 d = meter
45° elbow = 0.015 d = meter
d = value must be in mm
2-35
Exhaust System Formulas
Water Cooled Exhaust

There are two basic types of exhaust systems used in the marine area.
The two systems are “wet” (water cooled) and dry exhaust systems.
The main consideration is to design the system to remove the exhaust
gases from the engine room and limit the backpressure to a minimum.
The limits for a given engines’ exhaust backpressure can be located in

the TMI system. In general terms the backpressure limit is 27 inches of
water for all Caterpillar turbocharged/turbocharged aftercooled engines.
34 inches of water is the limit for naturally aspirated engines. The
3600 series of engines have a limit of 10 inches of water. Most of the
High Performance “E” rating have a limit of 40 inches of water. Consult
the TMI for the exhaust backpressure limit for your arrangement engine.
You need to determine the limit of your engine, rating and then size the
exhaust system to be below the limit. Remember that the closer you
get to the limit the more affect the exhaust backpressure will have on
the performance of the engine.
Many “wet” exhaust systems utilize an exhaust riser to help prevent sea-
water from entering the engine through the exhaust system when the
engine is not operating or when the boat is “backed down” quickly. As
a general rule of thumb the riser should be at least 22 inches above the
level of the seawater to the lowest portion of the riser.
The minimum water flow requirements to a wet exhaust system can be

calculated by using the following formula.
Vd Ne Vd Ne
Flow = ________ Flow = ________ = Metric
66000 285.785
Flow = Gallons per minute (L/min)

Vd = Engine displacement [cubic inches (liters)]
Ne = Rated speed (rpm)
66,000 = constant for gallons
285.785= constant for liters
2-36
A water lift muffler is also common in some of the smaller pleasure craft.
If a water lift muffler is to be used the following are some points to pay
close attention to.
1. Size the muffler outlet for a minimum exhaust velocity (gas only) of
5000 ft/min at rated engine power and speed. The following formula
will give the maximum pipe diameter, “De” that can be used to insure
the 5000 ft/min velocity.
De = 0.19 公僓僒 Qe De = 28.67 公僓僒 Qe = Metric
De= The maximum water lift exhaust outlet pipe diameter [inches (mm)]
Qe= Exhaust flow rate from the muffler [cfm (m3/min)]
2. The tank itself should be of sufficient size. A rule of thumb would be
at least 8 cubic inches per rated horsepower.
3. The inlet pipe to the tank should be truncated near the top of the tank.
4. The outlet pipe should extend to near the bottom of the tank (about
1 inch from the bottom) and should be angle cut (mitered) to increase
exit gas velocity at lower loads and flow rates.
5. A siphon break should be installed between the exhaust elbow and
the high point of the outlet pipe from the muffler.
Dry Exhaust
The dry exhaust system has some typical points that need to be con-
sidered as well.
1. A flexible connection at the engine exhaust outlet. No more than

60 pounds of exhaust piping weight should be supported on the
flexible connection.
2. Flexible connection(s) are installed on the horizontal portion and on
the vertical stack of the exhaust system.
3. Horizontal portions of the exhaust system are sloped away from
the engine.
4. A spray shield/rain trap is used on the exhaust outlet.
The exhaust gas flow rate for a given engine and rating can be obtained
from the TMI system. It can be closely estimated by using the follow-
ing formula.
(Te + 460) Hp (Te + 273) kW

Qe = ______________ Qe = ______________ = Metric
214 3126.52
2-37
Qe = Exhaust gas flow rate [cfm (m3/min)]
Te = Exhaust gas temperature [°F (°C)]
Hp = Engine rated horsepower (kW)
After you have determined the exhaust gas flow rate the exhaust sys-
tem backpressure can be calculated using the following formula.
Lte S Qe 2
dP = ______________
187 d 5
3.6 10 6 Lte S Qe 2
dP = __________________________ = Metric
d5
dP = Exhaust system backpressure [inches of water] or kPa

Lte = Total length of piping for diameter “d” [ft (m)]
d = Duct diameter [inches (mm)]
Lte is the sum of all the straight lengths of pipe for a given diameter
“d”, plus, the sum of equivalent lengths, “Le”, of elbows and bends of
diameter “d”. Straight flexible joints should be counted as their actual
length if their inner diameter is not less than “d”.
Le = equivalent length of elbows in feet of straight pipe

Standard elbow – Le (ft) = 2.75 d (inches)
Long elbow – Le (ft) = 1.67 d (inches)
45° elbow – Le (ft) = 1.25 d (inches)
Note: “Le” results are in feet but “d” must be in inches
Le = equivalent length of elbows in meters of straight pipe

Standard elbow – Le = 0.033 d = (metric)
Long elbow – Le = 0.020 d = (metric)
45° elbow – Le = 0.015 d = (metric)
Note: “Le” results are in meters but “d” must be in mm
Qe = Exhaust gas flow [cfm (m3/min)]

Se = Density of exhaust gas [lbs/cu. ft. (kg/m3)]
2-38
The specific weight of the exhaust gas is calculated using the follow-
ing formula.
39.6 352
Se = ____________ Se = ____________ = Metric
(Te + 460) °F (Te + 273) °C
Se = Density [lbs/cu. ft./kg/m3)]

Te = Exhaust gas temperature [° F (°C)]
d = pipe diameter [inches (mm)]
The values of Lte, Se, Qe, and d must be entered in the units spec-
ified above if the formula is to yield valid results for backpressure.
To get the total exhaust pressure you must add to the answer from the
above formula the pressure drop of the muffler. The pressure drop for
Caterpillar mufflers is available in the TMI system.
Exhaust gas velocity should also be checked. If the velocity is too high,
excessive noise or whistle may occur and inner pipe and wall surfaces
may erode at an unacceptable rate. As a rule of thumb, the velocity is
best kept to 18,000 ft/min or less. The velocity can be calculated using
the following formula:
183 Qe 1,659,640.1 Qe
Ve = _________ Ve = ________________ = Metric
d2 d2
Ve = Exhaust gas velocity [ft/min (m/min)]

Qe = Exhaust gas flow rate [cfm (m3/min)]
d = Pipe diameter [inches (mm)]
2-39
2-40
LUBRICATION
FUEL
Lubrication/Fuel
Table of Contents
Lubrication Systems
Recommended Oils for Various Caterpillar Products. . . . . . . . . 3-4
Contamination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
Changing Lubrication Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
Filter Change Technique. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10
Lubricating Oil Heaters. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10
Emergency Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10
Duplex Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11
Auxiliary Oil Sumps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12
Prelubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13
Special Marking of Engine Crankcase Dipstick . . . . . . . . . . . . 3-14
Synthetic Lubricants and Special Oil Formulations . . . . . . . . . 3-15
Oil Publications Available From Caterpillar . . . . . . . . . . . . . . . 3-16
Fuel Systems
Tank Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-21
Fuel Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-22
Fuel Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-23
Filters. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-31
Fuel Systems – Miscellaneous . . . . . . . . . . . . . . . . . . . . . . . . . 3-33
Appendix. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-39
API° Gravity Correction for Temperature . . . . . . . . . . . . . . . . . 3-42
Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-44
Lubrication System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-56
3-1
Lubrication Systems
General Information
Bearing failure, piston ring sticking, and excessive oil consumption are
classic symptoms of oil related engine failure. There are numerous ways
to avoid them. Three of the most important are Scheduled Oil Sampling
(S•O•SSM), regular maintenance of the lubrication system, and the use of
correct lubricants. Taking these measures can mean the difference between
experiencing repeated oil related engine failure and benefiting from a
productive and satisfactory engine life. The following information will
acquaint the reader with oil – what it is composed of and what its functions
are, how to identify its contamination and degradation, typical conse-
quences, and some preventive measures to help you protect your engine
against the devastating effects of oil related engine failure.
Function
Engine oil performs several basic functions:
• It cleans the engine by carrying dirt and wear particles until the filters
can extract and store them.
• It cools the engine by carrying heat away from the pistons, cylinder walls,
valves, and cylinder heads to be dissipated in the engine oil cooler.
• It cushions the engine’s bearings from the shocks of cylinder firing.
• It lubricates the wear surfaces, reducing friction.
• It neutralizes the corrosive combustion products.
• It seals the engine’s metal surfaces from rust.
Additives
Lubricating oil consists of a mixture of base oil fortified with certain
additives. Depending on the type of base, paraffinic, asphaltic, naph-
thenic, or intermediate (which has some of the properties of the for-
mer), different additive chemistries are used.
Additive Types
The most common additives are: detergents, oxidation inhibitors, dis-
persants, alkalinity agents, anti-wear agents, pour-point dispersants,
and viscosity improvers.
• Detergents help keep the engine clean by chemically reacting with oxida-
tion products to stop the formation and deposit of insoluble compounds.
• Oxidation inhibitors help prevent increases in viscosity, the develop-
ment of organic acids and the formation of carbonaceous matter.
3-2
• Dispersants help prevent sludge formation by dispersing contami-
nants and keeping them in suspension.
• Alkalinity agents help neutralize acids.
• Anti-wear agents reduce friction by forming a film on metal surfaces.
• Pour-point dispersants keep the oil fluid at low temperatures by pre-
venting the growth and agglomeration of wax crystals.
• Viscosity improvers help prevent the oil from becoming too thin at
high temperatures.
Total Base Number (TBN)

Understanding TBN requires some knowledge of fuel sulfur content.
Most diesel fuel contains some degree of sulfur. One of the functions
of lubricating oil is to neutralize sulfur by-products, retarding corrosive
damage to the engine. Additives in the oil contain alkaline compounds
that are formulated to neutralize these acids. The measure of this
reserve alkalinity in the oil is known as its TBN. Generally, the higher
the TBN value, the more reserve alkalinity or acid-neutralizing capac-
ity the oil contains.
Viscosity
Viscosity is the property of oil that defines its thickness or resistance to
flow. Viscosity is directly related to how well the oil will lubricate and
protect surfaces that contact one another. Oil must provide adequate
supply to all moving parts, regardless of the temperature. The more
viscous (thicker) the oil is, the stronger the oil film it will provide. The
thicker the oil film, the more resistant it will be to being wiped or rubbed
from lubricated surfaces. Conversely, oil that is too thick will have exces-
sive resistance to flow at low temperatures and so may not flow quickly
enough to those parts requiring lubrication. It is therefore vital that the
oil has the correct viscosity at both the highest and the lowest tem-
peratures at which the engine is expected to operate. Oil thins out as
temperature increases. The measurement of the rate at which it thins
out is called the oil’s viscosity index (or VI). New refining techniques
and the development of special additives that improve the oil’s viscosity
index help retard the thinning process.
The Society of Automotive Engineers (SAE) standard oil classification

system categorizes oils according to their quality.
3-3
Cleanliness
Normal engine operation generates a variety of contamination – ranging
from microscopic metal particles to corrosive chemicals. If the engine
oil is not kept clean through filtration, this contamination will be carried
through the engine via the oil.
Oil filters are designed to remove these harmful debris particles from
the lubrication system. Use of a filter beyond its intended life can result
in a plugged filter. A plugged filter will cause the bypass valve to open
releasing unfiltered oil. Any debris particles in the oil will flow directly
to the engine. When a bypass valve remains open, the particles that
were previously trapped by the filter may also be flushed from it and
then through the open bypass valve. Filter plugging can also cause
distortion of the element. This happens when there is an increase in
the pressure difference between the outside and inside of the filter ele-
ment. The distortion can progress to cracks or tears in the paper filter.
This again allows debris to flow into the engine where it can damage
components.
Recommended Oils for Various

Caterpillar Products
Refer to the Operation and Maintenance Manual or Fluid Recommen-
dations for the latest lubrication specifications.
Contamination
Contamination refers to the presence of unwanted material or con-
taminants in the oil. There are seven contaminants commonly found in
contaminated oil.
1. Wear Elements
Wear elements are regarded as those elements whose presence
indicates a part or component which is wearing. Wear elements
include: copper, iron, chromium, aluminum, lead-tin, molybdenum,
silicon, nickel, and magnesium.
2. Dirt and Soot
Dirt can get into the oil via air blowing down past the rings and by
sticking to the oil film and being scraped down from cylinder walls.
Soot is unburned fuel. Black smoke and a dirty air filter indicate its
presence. It causes oil to turn black.
3. Fuel
3-4
4. Water
Water is a by-product of combustion and usually exits through the
exhaust stack. It can condense in the crankcase if the engine oper-
ating temperature is insufficient.
5. Ethylene Glycol/Antifreeze
6. Sulfur Products/Acids
7. Oxidation Products
Oxidation products cause the oil to thicken; oxidation rate is accel-
erated by high temperature of the inlet air.
Diagnostic Tests
Caterpillar’s Scheduled Oil Sampling (S•O•SSM) program is a series of
diagnostic tests designed to identify and measure contamination and
degradation in a sample of oil. S•O•SSM analysis is composed of three
basic tests:
1. Wear Analysis
2. Chemical & Physical Tests
3. Oil Condition Analysis
A brief explanation of what each of these tests involves is in order.
Wear Analysis
Wear analysis is performed with an atomic absorption spectropho-
tometer. Essentially, the test monitors a given component’s wear rate by
identifying and measuring concentrations of wear elements in oil. Based
on known normal concentration data, maximum limits of wear elements
are established. After three oil samples are taken, trend lines for the
various wear elements can be established for the particular engine.
Impending failures can be identified when trend lines deviate from the
established norm.
Wear analysis is limited to detecting component wear and gradual dirt

contamination. Failures due to component fatigue, sudden loss of lubri-
cation or sudden ingestion of dirt occur too rapidly to be predicted by
this type of test.
3-5
Chemical & Physical Tests
Chemical and physical tests detect water, fuel, and antifreeze in the oil
and determine whether or not their concentrations exceed established
limits.
• The presence and approximate amount of water is detected by a
sputter test. A drop of oil is placed on a hot plate controlled at 110° C
(230° F). The appearance of bubbles is a positive indication (0.1%
to 0.5% is the acceptable range).
• The presence of fuel is determined with a Setaflash Tester. The tester
is calibrated to quantify the percentage of fuel dilution.
• The presence of antifreeze can also be determined by a chemical
test. (Any indication that is positive is unacceptable.)
Oil Condition Analysis

Oil condition analysis is performed via infrared analysis. This test deter-
mines and measures the amount of contaminants such as soot and
sulfur, oxidation and nitration products. Although it can also detect
water and antifreeze in oil, infrared analysis should always be accom-
panied by wear analysis and chemical and physical tests to assure
accurate diagnosis. Infrared analysis can also be used to customize
(reduce, maintain, or extend) oil change intervals for particular condi-
tions and applications.
Recognizing the Causes & Effects of Contamination

S•O•SSM analysis identifies and measures various contaminants in the
oil that cause engine failure. For example, a high concentration of cop-
per indicates thrust washer or bushing wear. A high concentration of
chromium indicates piston ring damage (with the exception of plasma
coated rings). S•O•SSM analysis gives you an opportunity to inspect
the condition of these parts and, if necessary, take action to prevent
further damage. Here are some examples of typical contaminants and
what effect they have on the condition of your engine.
Silicon
Above normal readings of silicon can indicate a major problem. Oil
loaded with silicon becomes, in effect, a grinding compound that can
remove metal from any number of parts during operation.
Sodium
A sudden increase in sodium readings indicates inhibitor leaking from
the cooling system. Inhibitor may indicate antifreeze in the system that
can cause oil to thicken and become like sludge, leading to piston ring
sticking and filter plugging.
3-6
Silicon, Chromium, Iron
A combination such as this signals dirt entry through the induction sys-
tem, possibly causing ring and liner wear.
Silicon, Iron, Lead, Aluminum

This combination indicates dirt in the lower portion of the engine, pos-
sibly leading to crankshaft and bearing wear.
Aluminum
This can be critical. Concentrations of aluminum suggest bearing wear.
Relatively small increases in the levels of this element should receive
immediate attention because once rapid wear begins the crankshaft
may produce large metal particles which will become trapped in the oil
filters.
Iron
Iron can come from any number of sources. It can also appear as rust,
after engine storage. Frequently, when accompanied by a loss of oil
control, increases in iron contamination indicate severe liner wear.
Soot
High soot content is not usually the direct cause of failure but as solid
particles which will not dissolve in the oil, it can plug oil filters and
deplete dispersant additives. Soot indicates a dirty air cleaner, engine
lug, excessive fuel delivery, or repeated acceleration in the improperly
set rack limiter (smoke limiter). It can also indicate a poor quality fuel.
Water
Water combined with oil will create an emulsion that will plug the filter.
Water and oil can also form a dangerous metal corroding acid. Most
instances of water contamination are the result of condensation within
the crankcase. More serious contamination occurs when a leak in the
cooling system allows water to enter from outside the engine oil system.
This can be caused by a leak in the aftercooler, oil cooler, water-cooled
manifold, or head gasket.
Fuel
Fuel contamination decreases the oil’s lubricating properties. The oil
no longer has the necessary film strength to prevent metal-to-metal
contact. This can lead to bearing failure and piston seizure. Normally
this is caused by a leak in the fuel injectors.
3-7
Sulfur
The presence of sulfur signals danger to all engine parts. The type of
corrosive wear attributed to high sulfur content can also cause accel-
erated oil consumption. Also, the more fuel consumed during an oil
change interval, the more sulfur oxides are available to form acids.
Therefore, an engine working under heavy loads should be checked
more often. Also, its TBN should be checked more frequently. Fuel sul-
fur damage can cause piston ring sticking and corrosive wear of the
metal surfaces of valve guides, piston rings, and liners.
Engine operating conditions can also play a major role in the type and
degree of oil contamination. A dry environment will, for instance, affect
silicon readings. Another example is engines that are not started for
long periods at a time. The liners in such engines will rust at an unusu-
ally rapid rate; oil samples will reveal high iron readings.
Changing Lubrication Oil

Changing lubrication oil can be simplified by using a system as described
below:
• Install a machine thread-to-pipe-thread adapter* in the oil pan drain.
• Connect a length of flexible, oil- and temperature-resistant hose to
the adapter. Engine vibration working against a rigid pipe can cause
drain boss failure in the oil pan in short time.
• Connect the other end of the hose to the inlet of a small, electric motor-
driven pump. Control the pump motor with a key-operated switch.
Use a key-operated switch to prevent unauthorized operation of the
pump.
• Connect the discharge of the motor-driven pump to a dirty oil tank for
storage of the used lube oil until proper disposal is practical.
• Keep the key on the captain’s key ring.
• Check oil level prior to every engine start.
*Refer to general dimension drawing for pipe thread size on your engine pan.
3-8
7
Turbo
Charger 6
9 5
8
3
1
Engine Lube Oil Flow Schematic

1. Sump – lube oil is drawn from the sump causing the oil to bypass the cooler until the
through a strainer into the inlet of the lube oil is warm enough to require full oil flow
oil pump. through the cooler.
2. Lube Oil Pump – the quantity of lube oil 6. Lube Oil Filter – Caterpillar lube oil filters are
delivered by the lube oil pump exceeds the the full-flow type with a bypass valve to pro-
engine’s needs when the engine is new. vide adequate lubrication should the filter
As the engine clearances increase through become plugged. The filter system may have
normal wear, the flow required to properly the replaceable element type or the spin-on
lubricate the engine will remain adequate. type. The oil filter bypass valve is a protection
3. Oil Pressure Regulating Valve – this valve against lube oil starvation if the oil filter clogs.
regulates oil pressure in the engine and 7. Engine Oil Passages – the main oil flow is
routes excess oil back to the sump. distributed through passages to internal
4. Lube Oil Cooler – the oil to the engine engine components. The oil flow carries away
is cooled by jacket water in the engine heat and wear particles and returns to the
oil cooler. sump by gravity.
5. Oil Cooler Bypass Valve – when the viscosity 8. Prelubrication Pump – used only during
of the oil causes a substantial pressure drop starting cycle on largest engines.
in the oil cooler, the bypass valve will open, 9. Check Valve.
FIGURE 3.1
3-9
Filter Change Technique
Spin-on oil filters are conveniently changed by gripping the loosened
used oil filter with a plastic garbage bag. As the used oil filter is then
removed, the oil that might have soiled the engine compartment can be
caught by the garbage bag.
Lubricating Oil Heaters

Caterpillar does not recommend the use of immersion-type lubrication
oil heaters due to their tendency to overheat the oil in contact with the
heating element. This overheating causes deterioration and sludging
of the lubricating oil and may lead to premature engine failure.
Emergency Systems
Some marine applications require the capability to connect an emer-
gency lubricating oil pump into the engine’s lube system. This is a spe-
cific requirement of some marine classification societies for seagoing
single propulsion engine applications. The purpose is to ensure lube
oil pressure and circulation if the engine lube pump fails.
Emergency pump inlet can be taken from the oil pan drain location.
The pump outlet should be plumbed back to the engine’s oil gallery.
Shutoff valves should be placed in both lines and need to be shut off
when the pump is not in use.
Requirements for emergency lube system operation:

1. Keep pressure drops to a minimum by using short, low restriction lines.
2. Use a line size at least as large as the engine connection point.
3. Install a low restriction strainer in front of the emergency oil pump.
4. Install a low restriction check valve between the emergency pump
discharge and the engine inlet connection.
5. Use a pressure-limiting valve in the emergency system set at 8.8 kg/cm2
(125 psi).
Transmissions
Some marine classification societies require emergency lube oil pumps
for marine transmissions to meet unrestricted service classification.
Refer to the transmission manufacturer’s manual for instructions, oil
flow, and pressure requirements.
3-10
Duplex Filters
The optional Caterpillar Duplex Oil Filter System meets the require-
ments of the standard filter system plus an auxiliary filter system with
the necessary valves and piping. The system provides the means for
changing either the main or auxiliary filter elements with the engine run-
ning at any load to speed. A filter change indicator is included that tells
when to change the main filter elements. A vent valve allows purging
of air trapped in either the main or auxiliary system when installing new
elements. Air must be purged from the changed section to eliminate
possible turbocharger and bearing damage. The auxiliary system is
capable of providing adequate oil filtration for at least 100 hours
under full load and speed operation.
FIGURE 3.2
3-11
Auxiliary Oil Sumps
If longer oil change periods are desired, consider the auxiliary oil sump.
Engine oil change period is directly proportional to total oil quantity, all
other factors remaining equal. To double oil change period, add an
auxiliary oil sump with a capacity equal to the engine-mounted oil sump.
This will double the amount of oil available to be contaminated/
diluted/neutralized and allow proportionately longer periods between
oil changes. Previously mentioned considerations regarding fuel sul-
fur, oil TBN, and oil analysis should be followed. After a basic change
period has been confirmed, an auxiliary oil sump may be used to
increase the basic period based on fuel quality, oil TBN, and oil analysis.
Auxiliary Oil Sump System Considerations

1. Connect the oil source line to the auxiliary tank as close to the engine
oil pump as possible. The auxiliary oil sump tank must be full
prior to starting the engine. The auxiliary tank must remain full of
oil at all times. As soon as the engine starts, the auxiliary oil sump
will overflow, returning the oil to the engine; exactly compensating
for the oil removed through the oil source line to the auxiliary tank.
2. Use a 1.5 to 1.8 mm (0.060 to 0.070 in.) orifice in this line to flow
approximately 3.8 L/m (1 gpm).
3. Put a check valve in the oil pump discharge line, set to open at 75%
of the measured pressure at the line connection point, when the
engine is up to temperature and at maximum operating speed.
3-12
Check Valve Vent to Elevation
Opening Pressure Set 1500 mm (5 ft) Above
for 75% of Full Load Oil Highest Point on
Pressure Measured at A. Engine
Fill Opening
1.5 to 1.8 mm (0.060 to 0.070 in)

Maximum Diameter
Orifice
Drain Opening
Return Line
Must Have
Continuous Downward
Slope to Engine 12 mm (1/2 in)
minimum inside diameter
Minimum Inside Diameter
A With No Valves
or
Shut-Off Provisions
of Any Kind
Oil Pump
AUXILIARY OIL SUMP CONNECTION SCHEMATIC
FIGURE 3.3
Prelubrication
A prelube system provides the capability to prelubricate all critical bear-
ing journals before energizing the starting motors.
The automatic system utilizes a small pump that fills the engine oil gal-
leries from the engine oil sump until the presence of oil is sensed at
the upper portion of the lubrication system. The starter motors are auto-
matically energized only after the engine has been prelubricated.
The manual system uses the engine’s manually operated sump pump
and allows the engine operator to fill all engine oil passages after oil
changes, filter changes, periods of idleness, and before activating the
starter motors.
Either prelube system will allow the engine operator to fill all engine oil
passages after oil changes, filter changes, and before activating the
starter motors. Either system will allow the engine user to minimize the
sometimes severe engine wear associated with starting an engine after
periods of idleness.
3-13
Special Marking of Engine Crankcase Dipstick
Sometimes marine engines are installed and operated in a tilted posi-
tion. If the tilt angle is significant (5° or more) the amount of oil needed
to fill the engine crankcase to the full mark on the dipstick (usually
marked for level operation) may be more or less than the correct amount
the oil pan was intended to accommodate without uncovering the suc-
tion bell or flooding the crankshaft seal.
The maximum safe tilt angle is dependent upon the design of the oil
sump as well as the dipstick location – both of which are not neces-
sarily uniform for all engine models. Therefore, where a tilted engine
installation is encountered it is wise to check and, if necessary, re-mark
the standard dipstick in order to make certain that the high and low
marks will really reflect the proper amount of oil for safe engine opera-
tion. Oil pressure may be lost due to an uncovered suction bell, a flooded
crankshaft seal may leak excessively, and engine vibration can be
caused by crankshaft counterweights dipping into the oil. These are all
problems that can be caused by an improper amount of oil in the sump.
Refer to Operation and Maintenance manuals for dipstick marking base

on installed tilt angles or us the following procedure.
Procedure
1. Drain engine crankcase and remove oil filter elements.
2. Install new oil filter elements.
3. Fill crankcase with a given volume of oil.
(Vf) which can be determined as follows.
(Vf) =Vr – Vm
Where:
Vr = Volume of oil required to refill to Full mark with filter change.
Vm = Volume of oil between add mark and Full mark for level operation.
NOTE: Both Vr and Vm values for a specific engine model are pub-
lished in the current Technical Marketing Information (TMIWEB)
on Marine Engine Systems data, or consult physical data for the
oil pan to get the Oil Capacity.
Add to this any additional oil volume required for special filters, oil lines,
or coolers which are additions to the standard engine or unique to the
installation.
3-14
4. Insert the dipstick to make certain that the oil shows on the dipstick.
Be certain that the correct dipstick is used and that it does not hit
the bottom of the sump or is otherwise improperly installed.
5. Start the engine and operate it at one half rated rpm until the oil has
reached normal operating temperature. Reduce engine speed to
low idle and mark the level indicated on the dipstick. This is the add
oil or low mark.
6. Add additional oil equivalent to Vm as shown in the Technical Marketing
Information (TMIWEB) and let the engine operate at least another
five minutes in order to bring all the oil up to temperature. Mark the
new oil level on the dipstick. This is the full oil mark.
Synthetic Lubricants and Special Oil Formulations

Some producers of synthetic lubricants imply their products have prop-
erties that allow extended oil life.
Caterpillar Inc. neither endorses nor recommends a brand or type of

extended oil drain interval crankcase oil for its engines. Caterpillar rec-
ommends Scheduled Oil Sampling (S•O•SSM) oil analysis to determine
if extended oil drain periods can be achieved with synthetics. Caterpillar
offers both petroleum and synthetic oils that are formulated for maxi-
mum wear conditions and long life because the additive package is
on the high side of the tolerance range of CH4/CG4/CF4 specifications.
Crankcase oil is changed because it becomes contaminated with soot

(unburned carbon), wear products, partially burned fuel, acids, dirt,
and products of combustion. The additive components included in the
oil become depleted as they perform their intended functions of dis-
persing soot, preventing oxidation, wear, foaming, etc. Caterpillar
requires petroleum and synthetic engine crankcase lubricants to meet
Engine Service Designation CH4/CG4/CF4.
Types of Synthetic Oil

Two widely used synthetic oil types use base stocks made of synthetic
hydrocarbons or di-basic acid testers. Both types of synthetic base
oils have high viscosity indexes which make them advantageous in
cold weather operations. Their use in any other application should be
treated with caution.
The cost of these synthetic base oils ranges from three to four times
the price of petroleum-based lubricants, and makes the economics of
their general use questionable.
3-15
Another type oil is called a partial synthetic engine oil. This is a petro-
leum-based oil with some synthetic base oil which is blended for good
cold weather performance.
Special Oil Formulations

Caterpillar does not recommend the use of additives to extend oil
change periods. Oil additives such as graphite, teflon, molybdenum
disulfide, etc., which have been properly blended into an oil that meets
API CH4/CG4/CF4 specification can be used in Caterpillar diesel
engines. These additives are not necessary to achieve normal life and
performance of the engine.
Normal engine life and performance can be achieved by properly

applying the engine, by servicing at recommended oil change period,
by selecting the correct oil viscosity, by using an API CH4/CG4/CF4
oil, and performing maintenance as outlined in the engine operation
and maintenance guide.
Caterpillar does not recommend the use of molybdenum dithiophos-

phate friction modifier additive in the engine oil. This additive causes
rapid corrosion of bronze components in Caterpillar diesel engines.
Oil Publications Available From Caterpillar

The following publications are available through your local Caterpillar
dealer. Some of the publications may have a nominal charge. Some
may be revised or discontinued in the future. These publications should
be ordered directly from your dealer. Your dealer can also assist you in
answering questions concerning available oils in your operating area.
• Oil and Your Engine – SEBD0640
• O&MM Caterpillar Commercial Diesel Engine Fluids Recommendations
– SEBU6251
3-16
Fuel Systems
General Information
Caterpillar engines have several different types of fuel systems:
The earliest has the high-pressure pumps (for all the cylinders) in a sin-
gle housing. The input shaft for that housing is driven by the engine’s
gear train. The high-pressure fuel pump housing provides the high
pressure fuel to the fuel valves at each cylinder, at the proper time, and
in precisely metered amounts. The fuel valves at each cylinder are sim-
ple and easily replaced.
A later design combines each cylinder’s high-pressure pump and the
fuel valve in a single unit; therefore, the term unit injector. The power
to generate the high pressures for injection is taken from the engine’s
camshafts by way of pushrods and rocker arms. These injector units
are called Mechanical Unit Injectors (MUI).
Electronic Unit Injectors (EUI) use engine camshaft and push rods to
generate injection pressure but use electronics to time the fuel delivery
and the amount.
The Hydraulically actuated Electronically controlled Unit Injector system
(HEUI) uses a hydraulic pump and engine oil to generate injection pres-
sure and electronics to time the fuel delivery and the amount.
The Common Rail injection system, the generation of the injection pressure
is separate from the injection itself. A high-pressure pump generates
in an accumulator – the rail – a pressure of approximately 1600 bar
(23,000 psi) (determined by the injection pressure setting in the engine
control unit), independently of the engine speed and the quantity of
fuel injected. The fuel is fed through rigid pipes to the injectors, which
inject the correct amount of fuel in a fine spray into the combustion
chambers. The Electronic Control Module (ECM) controls extremely
precisely all the injection parameters – such as the pressure in the rail
and the timing and duration of injection – as well as performing other
engine functions.
Cleanliness
Clean fuel meeting Caterpillar’s fuel recommendations provides out-
standing engine service life and performance; anything less is a com-
promise and the risk is the user’s responsibility. Dirty fuel and fuels not
meeting Caterpillar’s minimum specifications will almost certainly
adversely affect:
• The perceived performance of the combustion system and fuel filters.
• The service life of the fuel injection system, valves, pistons, rings, liners
and bearings.
3-17
Heat in Fuel
Caterpillar diesel engine fuel delivery systems are designed to deliver
more fuel to the engine than is required for combustion. The excess is
returned to the fuel tanks.
Excess fuel (returned to the fuel tanks) picks up engine heat and can
raise the temperature of the fuel in the tanks. For optimum perform-
ance and increased life of injectors, fuel temperature should be main-
tained as low as possible, typically at room temperatures 15-40° C
(59-104° F). Temperatures should never go above 66° C (150° F). Cat-
supplied engine mounted plate-type heat exchanger (PTHE) has a fuel
cooler built in it – use this cooler whenever possible. Heat will also
increase the specific volume of the fuel, resulting in a power loss of 1%
for each 6° C (10° F) above 29° C (85° F).
If the tank is so located and is of such size that the accumulated heat
will not be objectionable when temperature stabilizes, then nothing
more needs to be done. If the stabilized fuel tank temperature is high,
the returning fuel should be cooled.
Fuel Coolers
The excess fuel returned from engines equipped with unit injectors can
absorb considerable heat from the injectors and the surrounding jacket
water. Fuel coolers plumbed to the return fuel to the tanks may be nec-
essary for proper engine performance. The following factors affect the
need for fuel cooling equipment:
• Length of periods of continuous operation – If the operating periods
are short, the amount of heat returned to the fuel tanks will be relatively
small. Fuel coolers are not generally required for engines used in high
performance applications.
• Length of time between periods of operation – If the time between peri-
ods of operation is long, the heat will have an opportunity to dissipate.
• Volume of the fuel tank – If the volume of the fuel tank is large (larger
than 11 000 L [3,000 gal]), it will accept a great deal of heat before
the temperature of the fuel leaving the tank increases significantly.
• Ability of the fuel tanks to dissipate the heat of stored fuel – If the fuel
in the tank is in contact with shell plating*, the fuel heat will be easily
dissipated and stored fuel temperature will remain within a few
degrees of the ambient water temperature.
*The shell plating should be approximately 10% of the inside surface are of the fuel tank.
Air in Fuel
Gases entrained in the supplied fuel are discharged from the engine in
the returned fuel. The gases (generally, air introduced through leaks in
the fuel suction plumbing) must be vented to prevent engine power loss.
3-18
Standpipe Systems
The simplest method for eliminating the air problems is to install a stand-
pipe between the fuel tank and the engine. Fuel will flow from the tank
to the bottom of the standpipe by gravity. This is the point where the
engine picks up fuel. The fuel return line must enter the standpipe at a
point a few inches above the higher of either the supply or delivery
point. The top of the standpipe can be vented into the top of a fuel tank
or to atmosphere. This system works satisfactorily with any number of
fuel tanks. There must be no upward loops in piping between the fuel
tank and the standpipe, as entrapped air may block fuel flow.
12
1
11
10
2
6
9
8
4
7
5 3
13
FUEL SUPPLY SYSTEM-SINGLE TANK

OR DAY TANK
1. Fuel filler 9. Flexible fuel lines connecting to basic fuel

2. Fuel tank or day tank delivery system
3. Drain valve – install at lowest part of tank to 10. Return from engine to standpipe
enable draining of all water and sediment. 11. Vent from top of standpipe to top of
Outlet of valve should be plugged when not fuel tank
in use to prevent fuel dripping. 12. Vent from top of fuel tank atmosphere –
4. Fuel discharge valve must be high enough above deck to
5. Water and sediment trap – must be lowest prevent water washing over deck from
point of system entering pipe
6. Fuel return standpipe 13. Cleanout drain for water & sediment-valved
7. Primary fuel filter – to be cleanable without and kept below fuel discharge from tank, to
shutting down engine allow flushing water & sediment tank by
8. Fuel supply line to engine gravity feed from supply
FIGURE 3.4
3-19
Day Tanks (Auxiliary Fuel Tanks)
Auxiliary or day tanks are required if the main fuel tanks are located:
• More than 15.25 m (50 ft) from the engine,
• above the engine, or
• more than 3.65 m (12 ft) below the engine.
Auxiliary or day tanks also provide a settling reservoir so air, water, and
sediment can separate from the fuel.
The auxiliary or day tank should be located so that the level of the fuel
is no higher than the fuel injection valves on the engine. If the fuel level
is higher, the static pressure may allow fuel to leak into the combustion
chambers when the engine is not running. The presence of liquid fuel
in the combustion chamber at the instant of engine starting is very likely
to cause engine failure. The tank should be close enough to the engine
so the total suction lift is less than the 3.65 m (12 ft). The smaller this
figure, the easier the engine will start.
Vent Cap – Locate Away

From Flame or Sparks
Baffle Engine to Tank

(Return Line)
Baffle
Aux. Tank to Main

Tank Line
High Fuel (Overflow Line)
Level
Sight
Glass Pump Control
Float Switch
Cleaning Access
Auxiliary Fuel
Pump
Sediment and
Shut-Off Water Trap
Valve
Tank to Engine Drain Valve
(Delivery Line)
Main Tank to
Aux. Tank
(Fill Line)
AUXILIARY FUEL TANK
FIGURE 3.5
3-20
Fuel Return Line Pressure Limits
Engine fuel pressure measured in the fuel return line should be kept below
27 kPa (4 psi) for all electronic engines. The fuel return line must be at least
the same size as the supply line. A shutoff valve is not recommended.
Cleanliness
All connecting lines, valves, and tanks should be thoroughly cleaned
before making final connections to the engine. The entire fuel supply
system should be flushed prior to engine start-up.
Tank Design
Material
Fuel tanks are best made from low carbon rolled steel. Zinc, either in the
form of plating or as a major alloying component, should not be used
with diesel fuels. Zinc is unstable in the presence of sulfur, particularly
if moisture is present in the fuel. The sludge formed by chemical action
is extremely harmful to the engine’s internal components. Zinc should
be avoided where continuous contact with diesel fuel is involved.
Sizing
The capacity of a fuel tank or tank system can be estimated by multi-
plying the average horsepower demand by the hours of operation
between refueling, and divide the result by 16 for U.S. gallons and by
4 for liters.
This calculation does not allow for any reserve capacity that should be
added to this basic requirement.
Grounding/Bonding (Electrical Connections)

The filler attachment and tank should be connected with a ground cable
if they are not already connected electrically. The tanks should also be
connected to the vessel’s bonding system.
This is necessary to reduce the fire hazard of sparks discharged from

static electricity buildup during refueling operations.
3-21
Drains
All fuel tanks should have easily accessible drain connections. Water
and sediment that collects in the bottom of the tank must be eliminated
regularly. Provide clean-out openings for periodical removal of sedi-
ment and trash that settles out of fuel tanks. Well-designed tanks have
large enough clean-out openings so the lowest part of the fuel tank can
be accessed with cleaning equipment.
Fuel Lines
Material
Black iron pipe is best suited for diesel fuel lines. Copper pipe or tubing
may be substituted in sizes of 13.0 mm (0.5 in.) nominal pipe size or
less. Valves and fittings may be cast iron or bronze (not brass). Zinc,
either in the form of plating or as a major alloying component, should
not be used with diesel fuels. Zinc is unstable in the presence of sulfur,
particularly if moisture is present in the fuel. The sludge formed by chem-
ical action is extremely harmful to the engine’s internal components.
Routing
Whenever possible, route fuel lines under any machinery, so any leakage
will be confined to the bilges. Leaks from overhead fuel system compo-
nents may fall onto hot machinery, increasing the likelihood of fire danger.
Sizing
Determine the fuel line sizing by the supply and return line restriction.
The maximum allowable restriction is published in the Technical Data
Sheets, TMI Web and TMI. Supply and return lines should be no smaller
than the fittings on the engine.
3-22
Fuel Specifications
Caterpillar diesel engines have the capacity to burn a wide variety of
fuels. See your Caterpillar dealer for current information on fuel rec-
ommendations or consult the Fuel Recommendations section of your
Operations & Maintenance Manual. In general, the engine can use the
lowest priced distillate fuel that meets the following requirements:
Cetane Number or Index

The cetane index is a measure of the ignition quality of fuel that affects
engine starting and acceleration. The fuel supplier should know the
cetane number or index of each fuel shipment.
Precombustion chamber fuel systems require a minimum cetane num-

ber of 35. Direct injection engines require a minimum cetane number
of 40 for good starting characteristics.
Engine Effects
Fuel with a low cetane number usually causes an ignition delay in the
engine. This delay causes starting difficulties and engine knock. Ignition
delay also causes poor fuel economy, a loss of power and sometimes
engine damage. A low cetane number fuel can also cause white smoke
and odor at start-up on colder days. Engines running on fuels with low
cetane numbers may need to be started and stopped using a good
distillate fuel.
Blended fuels or additives can change the cetane number. The cetane
number is difficult and expensive to establish for blended fuels due to
the complexity of the required test.
White exhaust smoke is made up of fuel vapors and aldehydes created

by incomplete engine combustion. Ignition delay during cold weather
is often the cause. There is not enough heat in the combustion chamber
to ignite the fuel. Therefore, the fuel does not burn completely.
Using a cetane improver additive can often reduce white smoke during
engine start-up in cold weather. It increases the cetane number of diesel
fuel that improves ignition quality and makes it easier for fuel to ignite
and burn. Contact your local fuel supplier for information on where to
obtain cetane improvers. The cetane number sensitivity can also be
reduced in an engine by raising the inlet air temperature, if practical.
Cetane number is usually calculated or approximated using a cetane

index due to the cost of more accurate testing. Be cautious when
obtaining cetane numbers from fuel suppliers.
3-23
Flash Point
The flash point is the temperature at which fuel vapors can be ignited
when exposed to a flame. This is determined by the type of fuel and the
air-fuel ratio. It is important for safety reasons, not for engine operating
characteristics.
The minimum flash point for most diesel fuels is about 38° C (100° F).
WARNING: For safety, maintain storage, settling and service fuel

tanks at least 10° C (18° F) below the flash point of the fuel. Know
the flash point of the fuel for safe storage and handling, especially
if you are working with heavy fuels that need heating to a higher
temperature to flow readily.
Cloud Point
The cloud point of a fuel is that temperature at which a cloud or haze
appears in the fuel. This appearance is caused by the temperature
falling below the melting point of waxes or paraffins that occur natu-
rally in petroleum products.
Engine Effects
The cloud point of the fuel must be at least 6° C (10° F) below the low-
est outside (ambient) temperature to prevent filters from plugging.
The fuel’s cloud and pour points are determined by the refiner. Generally,
the cloud point is most important to you since it is at this temperature
that fuel filter plugging begins to occur and stops fuel flow to the engine.
Steps to Overcome a High Cloud Point Temperature

Three steps can be taken to cope with high cloud point fuels.
1. Use a fuel heater when the outside temperature is below the cloud
point of the fuel. Since the cloud point is also the wax melting point,
when your fuel temperature is maintained above the cloud point,
the wax will remain melted in the fuel. The heater should warm the
fuel before it flows through the filter(s). Fuel heaters often use the
engine coolant to heat the fuel and prevent wax particles from form-
ing. Make sure the heater is capable of handling the maximum fuel
flow of the engine. When the ambient temperature is low enough to
require the use of a fuel heater, start and run the engine at low idle
until the fuel temperature is high enough to prevent wax formation
in the engine fuel filter circuit. Otherwise, high fuel rates with cold
fuel will increase the risk of plugging.
3-24
NOTE: Do not allow the fuel to get too warm because fuel above
38° C (100° F) will affect the power output of the engine. Never
exceed 66° C (150° F) with straight distillate fuel. The high fuel tem-
peratures also affect the fuel viscosity. When the fuel viscosity falls
below 1.4 cSt, pump damage may occur.
2. You can also dilute high cloud point fuels with a low cloud point fuel
like kerosene.
3. The fuel manufacturer can also add flow improvers (wax crystal
modifiers) to the fuel. These do not change the cloud point of the
fuel, but they do keep the wax crystals small enough to pass through
the fuel filter.
Caterpillar does not recommend the use of aftermarket fuel flow improvers
because of occasional compatibility problems.
Pour Point
The pour point of a fuel is that temperature which is 6° C (10° F) the min-
imum below ambient temperature at which the fuel just fails to flow or
turns solid. Usually the pour point is also determined by the wax or
paraffin content of the fuel.
Steps to Overcome a High Pour Point Temperature

The pour point can be improved with flow improvers or the addition of
kerosene. Fuel heaters cannot normally solve problems related to a
high pour point temperature.
Viscosity
Viscosity is a measure of a liquid’s resistance to flow. High viscosity
means the fuel is thick and does not flow as easily. Fuel with the wrong
viscosity (either too high or too low) can cause engine damage.
When comparing viscosity measurements, be sure they are taken at

the same fuel temperature. Caterpillar recommends a viscosity between
1.4 cSt and 20 cSt delivered to the fuel injection pump. Engines with
unit injectors can expect a 20° C (68° F) temperature rise between the
transfer pump and the injector.
Engine Effects
High viscosity fuel will increase gear-train, cam, and follower wear on
the fuel pump assembly because of the higher injection pressure. Fuel
atomizes less efficiently and the engine will be more difficult to start.
Low viscosity fuel may not provide adequate lubrication to plungers,

barrels, and injectors; its use should be evaluated carefully.
3-25
Steps to Correct Viscosity Problems
The viscosity of fuel will vary with the fuel temperature. Heating or cool-
ing can be used to adjust viscosity somewhat, and blending fuels is
another way to adjust viscosity.
Specific Gravity
The specific gravity of diesel fuel is the weight of a fixed volume of fuel
compared to the weight of the same volume of water (at the same tem-
perature). The higher the specific gravity, the heavier the fuel. Heavier
fuels have more energy or power (per volume) for the engine to use.
Effects on Engine
Light Fuels
When comparing fuel consumption or engine performance, always know
the temperature of the fuel measurement for correct gravity and density.
• Lighter fuels like kerosene will not produce rated power.
• Do not adjust engine fuel settings to compensate for a power loss
with lighter fuels (with a density number higher than 35 API). There is a
likelihood of inaccuracy in the compensation process (if not done by
authorized personnel) and the service life of a compensated engine
might be seriously reduced if occasionally subjected to denser fuel.
• Fuel system component life can be decreased with very light fuels
because lubrication will be less effective (due to low viscosity). Lighter
fuels may also be a blend of ethanol or methanol with diesel fuel.
Blending of alcohol (ethanol or methanol) or gasoline into a diesel
fuel will create an explosive atmosphere in the fuel tank. In addition,
water condensation in the tank can cause the alcohol to separate and
stratify in the tank. Caterpillar recommends against such blends.
Heavy Fuels
A heavy fuel tends to create more combustion chamber deposit for-
mations which can cause abnormal cylinder liner and ring wear.
Correct Specific Gravity

Blending is the only way to correct fuel density problems.
Contaminants
Sulfur
Sulfur, in diesel fuel, is converted to sulfur trioxide during combustion.
Sulfur trioxide will exhaust from the engine (without causing serious
problems for the engine), as long as it does not come in contact with
liquid water. If the sulfur trioxide gas does contact liquid water, the result
is H2SO4 or sulfuric acid; a highly corrosive compound which will cause
severe engine damage.
3-26
Engines should maintain jacket water temperatures above 74° C
(165° F) at all times to minimize internal condensation of water vapor
(from combustion).
Fuels containing higher sulfur levels can be utilized in Caterpillar marine

engines. This does require proper lubrication oil selection. Consult the
appropriate lubrication and maintenance manual, published by the
Caterpillar service department, for specific recommendations.
Maintain the crankcase breather system to prevent condensation in the

crankcase oil which will cause rapid TBN depletion.
Maintain a regular Scheduled Oil Sampling (S•O•SSM) oil analysis pro-

gram. Infrared (IR) analysis is valuable as well.
Follow standard oil change intervals unless S•O•SSM analysis or known

sulfur content indicates differently.
Caterpillar recommends checking each bulk fuel delivery, especially if

fuel quality is questionable.
Vanadium
Vanadium is a metal present in some heavy fuels. It is impractical to
remove or reduce this element at the refinery.
• Vanadium compounds accelerate deposit formation.
• Vanadium is not present in distillate fuels.
Engine Effects
Vanadium in the fuel quickly corrodes hot components. It will often first
appear in the form of molten slag on exhaust valve seats.
Vanadium forms highly corrosive compounds during combustion. These

compounds attach to hot metal surfaces, like exhaust valve faces, injec-
tor tips, and turbocharger blades. Vanadium compounds melt and
remove the oxide coating. When component temperatures rise, vana-
dium corrodes even faster. For example, exhaust valves can wear out
in a few hundred hours when vanadium content in a fuel is high.
Steps to Help Prevent Vanadium Corrosion Damage

Vanadium compounds must reach their melting point to become active.
The best corrosion control is to limit exhaust system component tem-
peratures by controlling the temperature of the exhaust gas. Cooler
exhaust gas temperatures can allow an engine to tolerate more vana-
dium in the fuel.
3-27
Some of the measures utilized to deal with high vanadium fuels include:
• Using special heat resistance materials.
• Rotating exhaust valves (standard on Caterpillar engines).
• Engine derating to lower exhaust temperatures.
• Special cooling of high temperature parts.
• Blending the fuel with low vanadium fuel will reduce effects.
Water
Water can be introduced into the fuel during shipment or as a result of
condensation during storage.
Engine Effects
Water (both fresh and salt) can cause:
• Excessive separator sludge after the fuel has been centrifuged.
• Piston ring groove deposits.
• Wear in fuel system plunger and barrel assemblies.
• Power loss from fuel starvation; the water causes fuel filter media to
swell, cutting off the engine’s fuel supply.
Steps to Overcome Effects of Water

• The effects of water in fuel can be minimized by draining water from
the fuel tank daily.
• Obtaining fuel from reliable sources.
• Removal of salt water may require centrifuges.
Water Separators
There are two types of water separators.
Sediment-Type Water Separator

The sediment type is installed ahead of the engine’s fuel transfer pump.
For water and sediment to separate properly, the sediment-type water
separator should not be subject to violent motion.
A sediment water separator does not have a filtering media in the element.
It does not normally need scheduled element replacement.
The water and sediment trap should be large enough to reduce the
fuel flow rate to a velocity less than 0.61 m/s (2 ft/s). The larger particles
of sediment and water will settle out at this flow rate.
Locate the water and sediment trap as close to the fuel tank as possible.
This is to minimize the length of ship’s fuel lines that are subject to water
and sediment contamination. It will minimize any problem with water
freezing in fuel lines.
3-28
8
3
4 1
2 2
SUGGESTED ARRANGEMENT FOR WATER AND SEDIMENT TRAP

1. Fuel inlet
2. Inlet baffle
3. Hand hole and cover
4. Fuel Outlet
5. Baffles
6. Openings at bottom of baffles for drainage
7. Drain Opening
8. Air bleed plug
Sediment Fuel Cons. Tank Cap.

= +
Trap Capacity 25 5000
Note: Suggested minimum size of trap
FIGURE 3.6
Coalescing Water Separator

The coalescing type of separator must be used if the water in the fuel
is broken into such small particles that they make the fuel cloudy.
A coalescing-type separator will separate all water from fuel. It can be

put anywhere in the fuel line, such as next to the components that need
the most protection from water. The elements are composed of two-
stage paper media that are replaceable. A lack of fuel pressure will
indicate that the element is plugged.
Catalytic Fines
Catalytic fines are small, hard particles which originate at the refinery.
They are usually composed of aluminum and silicon particles and can
cause very rapid abrasive wear.
Engine Effects
Catalytic fines will severely damage injection pumps, injectors, piston
rings and cylinder liners. Proper fuel treatment methods (centrifuging
and filtration) will remove these particles.
Volatile Fuel Components

Certain liquids are present in fuels in a vapor or gaseous state. This can
cause an interruption of fuel supply to the fuel pump. Lighter fuels and
crude oils will have greater tendency to this problem than heavier fuels.
3-29
An air eliminator, or vapor trap, can be used to minimize the effect of
interrupted fuel supply due to vapor lock. The vapors and gases, thus
separated, are combustible and must be disposed of according to safe
venting practice. Simple venting to atmosphere is not adequate, since
some of the vapors and gases may be heavier than air and tend to col-
lect or pool in low spots, forming a severe safety hazard.
Asphaltenes
Asphaltenes are components of asphalt that are insoluble in petroleum
naphtha and hot heptanes but are soluble in carbon disulphide and
benzene. They are hard and brittle and are made up of long molecules
with high molecular weight. In high concentrations, asphaltenes can
cause filter plugging. They often contain heavy metals such as nickel,
iron and vanadium. Asphaltenes are not present in distillate fuels.
Microorganisms in Fuel
All water and fuel offer a medium for microorganism growth. These sim-
ple life forms live in the water and feed on fuel.
Engine Effects
Microorganisms in fuel cause corrosion and filter plugging. They may
be any color but are usually black, green, or brown. They grow in long
strings and have a slimy appearance. A biocide added to the fuel will
kill the microorganisms but will not remove the remains of their bodies.
Extensive filtering of the fuel after using the biocide is required to elim-
inate engine-mounted filter plugging.
Steps to minimize problems with bacterial growth:

• Avoid long fuel storage periods.
• Drain water from fuel tanks daily.
• Purchase fuel from reliable sources.
• Dose all fuel inventory with biocide at the first sign of microorganism
contamination.
Air
Air can be dissolved in fuel, and it can also be pulled into the fuel lines
by a leak on the suction side of the fuel transfer pump.
Engine Effects
Air in the fuel will cause starting problems, missing, low power, and smoke
problems. Air can also cause excessive white smoke in some engines.
Reducing the effects of air in the fuel system.

Remove air by bleeding the fuel system. Check for dissolved air in fuel
with a 2P8278 Fuel Flow Tube. Check for suction piping leaks.
3-30
Filters
Primary Fuel Filter Element Specification

The primary fuel filters elements should have the following properties:
Mesh Size – 32 28 strands per cm (70 80 strands per in.)
Element – Monel wire cloth material or equivalent
Element Area – 645 cm2 (100 in.2) or greater
Opening Size – 0.1778 mm 0.2235 mm (0.007 in. 0.0088 in.)
Duplex Fuel Filters

Many Caterpillar engines can be equipped with duplex fuel filters.
These filters may be serviced (change elements), without shutting off
the engine. There are two types: the symmetrical type, which has two
identical filter sets and the main-auxiliary type, which has a main filter
set and a smaller capacity auxiliary filter set. A special valve connects
the two sets of filters in each type. The valve routes the fuel to be filtered
through either or both sets of filters.
Both filter sets can be used simultaneously to extend running time in

an emergency.
Filter Micron Ratings

Caterpillar specifies actual filter capability, rupture strength, the capac-
ity for holding dirt, flow resistance, filter area, etc. Caterpillar does not
specify filter or filter paper by micron rating.
Micron ratings are easily confused for the following reasons:

• The test for micron ratings is not repeatable at different labs. One
manufacturer may give a rating of 10 microns (0.00039 in.), another
at 2 microns (0.000079 in.), and a third may rate a particular filter
media (paper) at 15 microns (0.00059 in.).
• There is no consistent relationship between micron rating and actual
filtration efficiency. The entire filter needs to be tested, not just the
media (paper).
• The micron rating does not show what happens to a filter over time.
The test provides no information about how a filter will stand up under
continual use.
3-31
Micron ratings are overemphasized; a 10 micron filter will not always
stop a 10 micron particle. Many reputable filter manufacturing firms are
drifting away from micron ratings to more conclusive tests.
Smaller micron ratings are not necessarily better. If all other factors
(area) were equal, a smaller micron number media (paper) has a severe
drawback: less capacity before plugging, needs to be replaced more
often. The size of the pores in the paper needs to be balanced against
the costs of the filter replacement.
Common questions are:

• What is the maximum particle size which can pass through Caterpillar
filters?
• What is the difference between nominal size and absolute size filters?
For example: A nominal 10 micron filter media (paper) will pass some
particles up to about 50 microns in size. Theoretically, an absolute rat-
ing of 10 microns will stop all particles larger than 10 microns. In fact,
filters with absolute micron ratings of 10 will pass some particles larger
than 10 microns due to the irregularity of the paper weave. New filters
may pass larger particles than they will after only a few hours of use.
As a general rule, Caterpillar fuel filter media (paper) is about 3 microns

nominal, 20 microns absolute. Oil filter media (paper) is about 10 microns
nominal, 50 microns absolute. These are approximate values only.
Filters are not effectively compared on the basis of micron rating alone.
Evaluate filters on the basis of their ability to collect foreign material as
a whole.
3-32
Fuel System – Miscellaneous
Caterpillar does not endorse burning used oil in the diesel fuel.
Engines are tested with straight #2 diesel meeting Caterpillar spec-
ifications to meet all environmental requirements. Engines are NOT
certified to meet these requirements on used oil and #2 diesel. If
you desire to follow this practice, you may be in violation of envi-
ronmental requirements!
Disposal of Used Lube Oil

It is necessary to collect, store, and dispose of used crankcase oil from
engines correctly. It is not acceptable to dump used crankcase oil into
the oceans, rivers, and harbors from vessels or offshore drilling and
production platform installations. It may be necessary for engine oper-
ators to consider burning crankcase oil in their Cat engines. This can
be done, providing the precautions below are carefully followed:
• Only diesel engine crankcase oils can be mixed with the diesel engine
fuel supply. The ratio of used oil to fuel must not exceed 5%. Premature
filter plugging will occur at higher ratios. Under no circumstances should
gasoline engine crankcase oil, transmission oils, hydraulic oils, grease,
cleaning solvents, etc., be mixed with the diesel fuel. Also, do not use
crankcase oils containing water or antifreeze.
• Adequate mixing is essential. Lube oil and fuel oil, once mixed, will
combine and not separate. Mix used filtered crankcase oil with an
equal amount of fuel, then add the 50-50 blend to the supply tank
before new fuel is added (maintaining the 5% used oil-to-fuel ratio).
This procedure should normally provide sufficient mixing. Failure to
achieve adequate mixing will result in premature filter plugging by
slugs of undiluted oil.
• Filter or centrifuge used oil before putting it in the fuel tanks to pre-
vent premature fuel filter plugging, accelerated wear, or plugging of
fuel system parts. Soot, dirt, metal, and residue particles larger than
5 microns (0.000197 in.) should be removed by this process. If filtering
or centrifuging is not used before adding the oil to the fuel, primary
filters with 5 microns (0.000197 in.) capability must be located between
the fuel supply and engine. These will require frequent servicing.
• Clean handling techniques of the used crankcase oils are essential
to prevent introducing contaminants from outside sources into the
diesel fuel supply. Care must be taken in collecting, storing and trans-
porting the used crankcase oil to the diesel fuel tanks. Diesel fuel day
tank sight glasses may become blackened in time due to the carbon
content in the crankcase oil. Ash content of the lube oil added to the
fuel may also cause accumulation of turbocharger and valve deposits
more rapidly than normal.
3-33
Corrosion
Copper Strip Corrosion
Corrosion is commonly tested by examining the discoloration formed
on a polished copper strip when immersed in fuel for three hours at
100° C (212° F). Any fuel showing more than slight discoloration should
be rejected.
Many types of engine parts are of copper or copper alloys. It is essen-

tial that any fuel in contact with these parts be non-corrosive to copper.
There are certain sulfur derivatives in the fuel that are likely sources of
corrosion.
Sodium or Sodium Chloride (Salt)

Sodium is an alkaline, metallic element which is very active chemically.
Sodium’s most common form is table salt.
Sodium is frequently introduced during storage or because of incor-

rect handling procedures. Sodium can come directly from seawater or
salt air condensation in fuel tanks. It can also be present in crude oil in
its natural state.
Engine Effects
Sodium acts as a catalyst for vanadium corrosion. When sodium and
vanadium combine, they react to form compounds that melt within nor-
mal engine operating temperatures. The sodium/vanadium combina-
tion causes high temperature corrosion of exhaust valves and can also
cause turbocharger turbine and nozzle deposits.
Steps to Reduce the Effects of Sodium

Fuel can be blended to reduce the concentration of sodium. Fuel con-
taminated with sodium can be washed by blending fresh water with the
contaminated fuel in one centrifuge, then separating the two (with the
sodium now dissolved in the added fresh water) in a second centrifuge.
Handle and store fuel in a manner that minimizes the exposure to salt-
water and saltwater laden air.
Crude Oils
Description
Crude oil is used to describe unrefined oils/fuels. Crude oil is basically
the same as it was when pumped from the ground. Certain types of
crude oils can be burned in Caterpillar Engines. See the Crude Oil Chart
(Limits of Acceptability for Use in Caterpillar Engines) in the Appendix,
page 3-40.
3-34
Heavy/Blended/Residual Fuels
Description
Heavy/blended/residual fuel is composed of the remaining elements
from crude oil after the oil has been refined into diesel fuel, gasoline,
lubricating oils, etc. After the more desirable products have been
refined, the remaining elements (which resemble tar and contain abra-
sive and corrosive substances) can be combined or diluted with a
lighter fuel (cutter stock) so they can flow. These are called blended,
heavy, or residual fuels.
There are many considerations to keep in mind when making the deci-
sion to switch to heavy fuel. Because heavy fuel is the heavy residue
which is left over from the refining process, it has concentrated con-
taminants. In the best situation, using heavy fuel will increase the work-
load of the operating personnel. In the worst situation, heavy fuel could
cause extremely short engine and component life. For your engine to
operate successfully on heavy fuels, you must have a thorough main-
tenance program and high quality fuel treatment equipment.
It is recommended that you always consult with your local Caterpillar

dealer when considering fuel changes.
The Economics of Using Heavy Fuel

Lower fuel costs make heavy fuel appear to be more economical.
Blended fuels can lower costs for some customers, but there are often
significant tradeoffs. Fuel price must be compared to fuel contami-
nants, effects of reduced engine component life, higher maintenance
and personnel costs. Conduct a thorough analysis of all the costs
involved before you decide to use heavy fuel. Your Caterpillar dealer
will aid you in this evaluation.
Also, investigate other fuel-saving methods. Here are some fuel-saving

alternatives:
• More modern, fuel-efficient engines
• Lower speed (engines can operate at 1200 rpm instead of 1800 rpm,
1000 rpm instead of 1500 rpm, etc.)
• More efficient propeller (larger diameter with reduced pitch) or more
efficient generator or other driven unit
• Waste heat recovery
• Lighter blends
• Crude oil instead of diesel fuel
3-35
Installation Costs Associated With Using Heavy Fuel
Installation costs for an engine using heavy fuel may range from 25-
85% more than an engine using No. 2 diesel fuel or marine diesel fuel.
Other costs result from the need for fuel treatment equipment.
Downtime is also typically increased. Operators must spend more time

taking care of engine and fuel handling equipment. They must under-
stand the system and have training on the engine as well as on the
actual fuel preparation equipment.
How Your Caterpillar Warranty Applies to Using Heavy Fuel

When you decide to use heavy fuel, you are making an economic trade-
off. Though your fuel costs may be 5-40% lower when using blended
fuels, this savings does not come free. Because of contaminants, fuel
injector and valve and piston ring life could be significantly shorter.
These worn components may have to be replaced during the warranty
period, but are not covered by Caterpillar.
Caterpillar does not offer a warranty on replacement of parts that have

a shortened service life because of the use of heavy fuel. The Caterpillar
warranty that applies to your engine is available from your dealer.
Fuel Blending
Many fuel characteristics can be tailored by blending different fuels. A
blended fuel can help improve engine starting and warm-up, reduce
deposits and wear, improve emissions and sometimes have an effect
on power and economy. In general, lighter fuels are cleaner and help
engine starting. Heavier fuels have higher heating values (per volume),
better cetane quality, etc.
Blended Fuel Should Be Analyzed

Chemical labs can evaluate fuel properties. Some oil companies and
regulating agencies also provide fuel analysis services.
3-36
Fuel System Maintenance
Filter Maintenance
First clean around the filter housing, then unscrew or otherwise remove
the old filter(s) without introducing dirt into the housing.
• Lubricate and clean the new filter gasket with clean diesel fuel.
• Install the new filters dry.
• Prime the fuel system.
• Never pour fuel into the new filter element before you install it. Contam-
inated fuel will cause fuel system damage.
• Always bleed the fuel system to remove air bubbles after changing
the fuel filters and before starting the engine.
• Check the fuel pressure differential that can indicate a restricted or
plugged fuel filter. Inspect all new filters (especially check the threads
on spin-on filters) for debris or metal filings. Any filings already in the
filter will go directly to the fuel pumps and injectors.
• Use Caterpillar fuel filters to ensure quality, consistency, and cleanli-
ness. There are great differences in fuel filters. Even if the filter fits
your engine, it might not be the correct filter. There are a lot of impor-
tant differences between Caterpillar filters and non-genuine filters.
For more information on fuel filter differences and considerations, see
your Caterpillar dealer.
• Properly store new filters to prevent dust from direct entry into the fil-
ter before use.
• Cut apart used filters after every filter change. A way to thoroughly
inspect filters is to use the 175-7546 filter cutting tool to cut them apart
after they have been used (every filter change period). This will allow
you to inspect internal filter components, see contaminants, and to
also compare brands of filters for quality and filtering effectiveness.
Storage Tank Maintenance

• Fill the fuel tank after each day of operation to minimize condensation
of water. A full fuel tank helps prevent condensation by driving out
moisture laden air. However, don’t fill the tank too full; if the tempera-
ture increases, the fuel will expand and may overflow.
• Drain water and sediment from the fuel tank at the start of every shift
or after the tank has been filled and allowed to stand for 5-10 min-
utes. Be sure to drain a cupful at the start of every shift for inspection.
Drain storage tanks every week.
• Install and maintain a water separator before the primary fuel filter.
3-37
As Needed Periodic Activities
• Test fuel as it is delivered. Identify contaminant levels immediately
and notify appropriate operations personnel.
• Before storage, test for compatibility between fuel in the tanks and
the fuel being purchased. Keep the fuel in separate tanks, if possible.
• Use regular S•O•SSM oil analysis to determine if there are wear parti-
cles in the oil and maintain the proper Total Base Number (TBN) level.
• Request infrared analysis on used oil to determine the effects of burn-
ing heavy fuel on the crankcase oil.
Daily Activities
• Maintain and monitor fuel treatment equipment.
• Record engine temperatures to assure adequate jacket water tem-
perature, aftercooler temperature and air intake temperature.
• Check exhaust thermocouples and record exhaust temperatures. Be
alert for worn exhaust valves.
NOTE: Measure valve stem projection when new; use a stationary
point such as the valve cover gasket surface for a reference point.
Record the measurements for each valve for later follow-up measure-
ments. If valve stem projection moves more than 1.25 mm (0.050 in.),
consider disassembly to find the reason. Another way to observe
valve face wear is to measure and record changes on valve lash
over a period of time.
Fuel Recommendations Publication Available From Caterpillar

A model-specific Operations & Maintenance Manual is available
through your local Caterpillar dealer. This publication may have a nom-
inal charge, and may be revised or discontinued in the future. This pub-
lication should be ordered directly from your dealer. Your dealer can
also assist you in answering questions concerning available fuels in
your operating area. Consult the Fluid Recommendations section of
the Operations & Maintenance Manual for the latest fuel specifications.
3-38
Appendix
FUEL SYSTEM BEST PRACTICES

1. Keep the filters clean; secondary filter is most important. The pres-
sure differential across the secondary filter should not exceed 15 psi.
2. Don’t forget to put on the tank vent filters (2 micron)
3. Keep the fuel pressure high in the system to protect against cavitation.
4. Use proper torque on injector hold down clamp bolt; loose injec-
tors will cause O-ring damage and fuel in oil.
5. Always clean surfaces and change O-rings when taking out injectors.
6. Do not pass air through the fuel system; prime properly.
Table of Specific Gravity Versus Density

Gravity Density
Degrees API Specific Gravity
@ 15° C (60° F) @ 15° C (60° F) kg/L lb/gal
25 0.9042 0.902 7.592
26 0.8984 0.897 7.481
27 0.8927 0.891 7.434
28 0.8871 0.886 7.387
29 0.8816 0.880 7.341
30 0.8762 0.874 7.296
31 0.8708 0.869 7.251
32 0.8654 0.864 7.206
33 0.8602 0.858 7.163
34 0.8550 0.853 7.119
35 0.8498 0.848 7.076
36 0.8448 0.843 7.034
37 0.8398 0.838 6.993
38 0.8348 0.833 6.951
39 0.8299 0.828 6.910
40 0.8251 0.823 6.870
41 0.8203 0.819 6.830
42 0.8155 0.814 6.790
43 0.8109 0.809 6.752
44 0.8063 0.804 6.713
45 0.8017 0.800 6.675
46 0.7972 0.795 6.637
47 0.7927 0.791 6.600
48 0.7883 0.787 6.563
49 0.7839 0.782 6.526
3-39
Crude Oil Chart
Fuel Properties Permissible Fuels as
and Characteristics Delivered to the Fuel System
Cetane number or cetane index Minimum 35
(ASTM D613 or calculated index)
(PC Engines)
(DI Engines) Minimum 40
Water and sediment % volume Maximum 0.5%
(ASTM D1796)
Pour Point (ASTM D97) Minimum 6° C (10° F) below
ambient temperature
Cloud point (ASTM D97) Not higher than
ambient temperature
Sulfur (ASTM D2788 or Maximum 0.5% – See page 3-27
D3605 or D1552) to adjust oil TBN for
higher sulfur content
Viscosity at 38° C (100° F) Minimum 1.4 cSt
(ASTM D445) Maximum 20 cSt
API gravity (ASTM D287) Maximum 45
Minimum 30
Specific gravity (ASTM D287) Minimum 0.8017
Maximum 0.875
Gasoline and naphtha fraction Maximum 35%
(fractions boiled off below 200° C)
Kerosene and distillate fraction Minimum 30%
(fractions boiled off between
200° C and cracking point)
Carbon residue (ramsbottom) Maximum 3.5%
(ASTM D524)
Distillation – 10% Maximum 282° C (540° F)
– 90% Maximum 380° C (716° F)
– cracking % Minimum 60%
– residue (ASTM D86, Maximum 10%
D158 or D285)
Reid vapor pressure (ASTM D323) Maximum 20 psi (kPa)
Salt (ASTM D3230) Maximum 100 lb/1,000 barrels
Gums and Resins (ASTM D381) Maximum 10 mg/100 mL
Copper strip corrosion 3 hrs @ Maximum No. 3
100° C (ASTM D130)
Flashpoint °C °F (ASTM D93) Maximum Must be legal limit
Ash % weight (ASTM D482) Maximum 0.1%
Aromatics % (ASTM D1319) Maximum 35%
Vanadium PPM (ASTM D2788 Maximum 4 PPM
or D3605)
Sodium PPM (ASTM D2788 or D3605) Maximum 10 PPM
Nickel PPM (ASTM D2788 or D3605) Maximum 1 PPM
Aluminum PPM (ASTM D2788 Maximum 1 PPM
or D3605)
Silicon (ASTM D2788 or D3605) Maximum 1 PPM
PPM = parts per million
3-40
Heavy/Blended/Residual Fuel Chart
Fuel Properties and Permissible Fuels as
Characteristics Delivered to the Fuel System
Water and sediment percent volume Maximum 3500 3600
(ASTM D1796) 0.5 0.5
Sulfur (ASTM D2788 or D3605 or D1552) Maximum 4% 5%
Viscosity Minimum 1.4 cSt 1.4 cSt
(To the Unit Injector) (ASTM D445) Maximum 180 cSt 380 cSt
@ 50° C @ 50° C
Carbon Residue (Conradson Maximum 15 18
Carbon Residue) (ASTM D189)
Vanadium Maximum 250 300
(PPM)
Aluminum (ASTM D2788 or D3605) Maximum 1 2
(PPM)
Silicon (ASTM D2788 or D3605) Maximum 1 2
(PPM)
PPM = parts per million
Heavy/Blended/Residual Fuel Viscosity Chart

Viscosity Viscosity
(cSt @ 50° C) (Redwood Seconds @ 100° F)
30 200
40 278
60 439
80 610
100 780
120 950
150 1250
180 1500
240 2400
280 2500
3-41
API° Gravity Correction for Temperature
API = AMERICAN PETROLEUM INSTITUTE
SG = SPECIFIC GRAVITY
141.5
IF API° = _____ – 131.5
SG
THEN
141.5
SG = ____________
(API + 131.5)
THEN
141.5 = SG(API + 131.5)
The mean coefficients of expansion for different gravity materials up to

about 400° F are in a range of 0.00035 – 0.00090. For fuels in the range
of 15° API to 34.9° API the mean coefficient of expansion is 0.00040.
Fuels in the range of 35° API to 50.9° API have a mean coefficient of
expansion equal to 0.00050. Since most of the fuels we deal with at
Caterpillar are in these two ranges, the average of the two will be used
to perform the calculation. (0.00045 mean coefficient of expansion)*
Let’s set up an example problem.
You measure the API gravity of a diesel fuel and find it to be 38° API @
100° F. You would like to correct this to the standard and determine the
weight of the fuel.
*From the Physical Properties of Petroleum Oil
To solve for this we will use the formula:

141.5
SG = ____________
(API + 131.5)
141.5
Where SG = ____________
(38 + 131.5)
SG = 0.8348
0.8348 is the Specific Gravity of the fuel at 100° F. We want it at stan-

dard of 60° F. To correct the Specific Gravity we must do the following:
We know that for every 1° F we will have 0.00045 mean coefficient of
expansion.
3-42
Since we are 40° F above the 60° F standard we will work it out as follows:
(40° F)(0.00045) = 0.018
1.00** – 0.018 = 0.982 Correction Factor
Specific Gravity can now be corrected by the following:

0.8348 SG Measured
CSG = ____________________
0.982 Correction Factor
CSG = 0.8501
Now that we have the Corrected Specific Gravity (CSG) you can answer
the original question by using the following formula:
141.5
API° = _____ – 131.5
SG
**1.00 IS THE SPECIFIC GRAVITY OF FRESH WATER
As follows:
141.5
Corrected API° @ 60° F = ______ – 131.5
0.8501
Corrected API° @ 60° F = 34.95 ~ 35
We can also now calculate the weight per gallon of the diesel fuel. First
we must realize that the weight of fresh water is 8.328 lbs per gallon.
We have said that our Specific Gravity Corrected is 0.8501 that of water.
Therefore the weight of our diesel fuel can be calculated by:
(0.8501)(8.328) = 7.076 lbs/gallon.
3-43
Fuel System
Fuel Properties
Caterpillar Specifications for Distillate Fuel
Specification
(ASTM Test Procedure) Requirement
Aromatics (D1319) 35 percent maximum
Ash (D482) 0.02 percent maximum
Carbon residue on 1.05 percent weight maximum
10 percent bottoms (D524)
Cetane number (D613) 35 minimum (PC Engines)
40 minimum (DI Engines)
Cloud Point Maximum not above lowest expected
ambient temperature
Copper strip corrosion (D130) Number 3 maximum
Distillation (D86) 10 percent at 540° F
(282° C) Maximum
90 percent at 680° F
(360° C) Maximum
Flash point (D93) Legal limit
API gravity (D287) 30 minimum, 45 maximum
Pour point (D97) 10° F (6° C) minimum below ambient
temperature
Sulfur (D3605 or D1552)1 3 percent maximum1
1
Caterpillar fuel systems and engine components can operate on high sulfur fuel.
However, fuel sulfur levels effect exhaust particulate emissions. High sulfur fuels
increase the potential for internal component corrosion. Fuel sulfur levels above
1.0 percent may SIGNIFICANTLY shorten the oil change interval. Refer to the TBN
and fuel sulfur topic in the lubricants section for additional information.
3-44
Caterpillar Specifications for Distillate Fuel (Continued)
Specification
(ASTM Test Procedure) Requirement
Kinematic viscosity at 104° F 1.4 cSt minimum, 20.0 cSt maximum
(40° C) (D445)2
Water and sediment (D1796) 0.1 percent maximum
Water 0.1 percent maximum
Sediment (D473) 0.05 percent maximum
Gums and resins (D381) 10 mg per 100 ml maximum 5.8 grains per
1 US gal maximum
Lubricity by Scuffing Load 3100 g minimum
West Test (SBOCLE) 0.018 in (0.45 mm) maximum at 140° F (60° C)
or or
High Frequency Reciprocating 0.015 in (0.38 mm) maximum at 77° F (25° C)
Rig (HFRR) 3
2
The viscosity limits are for the fuel as delivered to the fuel injection pump. If low vis-
cosity fuels such as JP-8, JP-5, Jet-A-1, or no. 1D diesel are used, fuel cooling may
be required to maintain a 1.4 cSt at the fuel injection pump. When using high vis-
cosity fuels or when operating in low temperature conditions, fuel heaters may be
required to reduce viscosity to 20 cSt. Refer to SEBD0717, “Diesel Fuel And Your
Engine”, for additional information.
3
Lubricity of a fuel is a concern with low sulfur fuel. If the lubricity of a fuel does not meet
the minimum requirements, consult your fuel supplier. Do NOT treat the fuel with-
out consulting the fuel supplier. Some additives are not compatible and can cause
problems in the fuel system.
Note: There are many after market additives available to treat fuel. Not
all additives perform well in all fuel or in all fuel systems. Some lubricity
additives may form deposits in the fuel injection system. If lubricity is an
issue, consult your fuel supplier for proper recommendations regarding
fuel lubricity additives.
Note: Caterpillar has adopted the EMA FQP1 lubricity limit as part of the
Caterpillar preferred distillate fuels recommendation. See the above chart.
Blended (Heavy) fuels are usually described by their viscosity, expressed

either in “centistokes” (cSt) or “Seconds Redwood”. The Redwood scale
at 100° F is being phased out and replaced by the centistokes scale at
50° C. The centistoke viscosity may be preceded by the letters IF for
“intermediate fuel” or IBF for “intermediate bunker fuel”. For example,
IF 180 fuel has a viscosity of 180 cSt at 50° C. The following table gives
the approximate relationship between the two scales.
3-45
cSt at 50° C Seconds Redwood at 100° F
30 200
40 278
60 439
80 610
100 780
120 950
150 1250
180 1500
240 2400
280 2500
380 3500
3-46
Fuel API Correction Chart
API Gravity Corrected to 60° F
(Measured Fuel Temperature °F)
Measured
° API 0° 10° 20° 30° 40° 50° 60° 70° 80° 90° 100° 110° 120° 130° 140° 150°
Gravity
° API Gravity At 60° F
29° 33 32.5 32 31 30 30 29 28 28 27 26.5 26 25 24.5 24 23.5
30° 34 33.5 33 32 31.5 31 30 29 29 28 27.5 27 26 25.5 25 24.5
31° 35 34.5 34 33 32.5 32 31 30 30 29 28.5 28 27 26.5 26 25
32° 36 35.5 35 34 33.5 33 32 31 30.5 30 29 29 28 27.5 27 26
33° 37 36.5 36 35 34.5 34 33 32 31.5 31 30 29.5 29 28.5 28 27
34° 38.5 38 37 36 35.5 35 34 33 32.5 32 31 30.5 30 29 29 28
35° 39.5 39 38 37 36.5 36 35 34 33.5 33 32 31.5 31 30 29.5 29
36° 41 40 39 38 37.5 37 36 35 34.5 34 33 32.5 32 31 30.5 30
3-47
37° 42 41 40 39 38.5 38 37 36 35.5 35 34 33.5 33 32 31.5 31
38° 43 42 41 40.5 39.5 39 38 37 36.5 36 35 34.5 34 33 32 32
39° 44 43 42 41.5 40.5 40 39 38 37.5 37 36 35 34.5 34 33 32.5
40° 45 44 43 42.5 41.5 41 40 39 38.5 38 37 36 35.5 35 34 33.5
41° 46 45 44.5 43.5 42.5 42 41 40 39.5 39 38 37 36.5 36 35 34.5
42° 47 46 45.5 44.5 44 43 42 41 40.5 39.5 39 38 37.5 37 36 35
43° 48.5 47.5 46.5 45.5 45 44 43 42 41.5 40.5 40 39 38 37.5 37 36
44° 49.5 48.5 47.5 46.5 46 45 44 43 42 41.5 41 40 39 38.5 38 37
45° 50.5 49.5 49 48 47 46 45 44 43 42.5 42 41 40 39.5 38.5 38
46° 52 51 50 49 48 47 46 45 44 43.5 42.5 42 41 40 39.5 39
47° 53 52 51 50 49 48 47 46 45 44.5 43.5 43 42 41 40.5 40
48° 54 53 52 51 50 49 48 47 46 45 44.5 44 43 42 41 40.5
49° 55 54 53 52 51 50 49 48 47 46 45.5 45 44 43 42 41.5
50° 56 55 54 53 52 51 50 49 48 47 46.5 45.5 45 44 43 42
51° 57.5 56 55 54 53 52 51 50 49 48 47 46.5 45.5 45 44 43
52° 58.5 57.5 56 55 54 53 52 51 50 49 48 47 46.5 45.5 45 44
53° 60 58.5 57 56 55 54 53 52 51 50 49 48 47.5 46.5 46 45
Tooling: Fuel Thermo-hydrometer 1P7408 Test Breaker 1P7438
Distillate Fuel Temperature

Maximum Fuel Supply Temperature @ 29°C (85°F):
— To avoid decreased injector life, fuel temperature to the engine
must not exceed 66°C (150°F). Heat will also increase the spe-
cific volume of the fuel, resulting in a power loss of 1% for each
6°C (10°F) above 29°C (85°F).
Performance Analysis Rules of Thumb

Correction Factors
Fuel Temperature
Correction Factors
Fuel Temp °F Correction Factor
–10 0.905
–5 0.910
0 0.915
5 0.920
10 0.925
15 0.930
20 0.935
25 0.940
30 0.945
35 0.950
40 0.955
45 0.960
50 0.965
55 0.970
60 0.975
65 0.980
70 0.985
75 0.990
80 0.995
85 1 1.000
90 1.005
95 1.010
100 1.015
105 1.020
110 1.025
115 1.030
120 1.035
125 1.040
130 1.045
135 1.050
140 1.055
145 1.060
150 1.065
155 1.070
160 1.075
1
Standard value.
3-48
Fuel Density (API)
Correction Factors
Fuel API at 60° F Correction Factor
31.5 0.985
32.0 0.987
32.5 0.989
33.0 0.991
33.5 0.994
34.0 0.996
34.5 0.998
35.0 * 1.000
35.5 1.002
36.0 1.004
36.5 1.006
37.0 1.009
37.5 1.011
38.0 1.013
38.5 1.015
39.0 1.017
39.5 1.020
40.0 1.022
40.5 1.024
41.0 1.026
41.5 1.028
42.0 1.031
42.5 1.033
43.0 1.035
43.5 1.037
44.0 1.040
44.5 1.042
45.0 1.044
45.5 1.046
46.0 1.049
46.5 1.051
47.0 1.053
47.5 1.055
48.0 1.058
*Standard Value. The measured fuel API and corresponding fuel temperature must
be corrected to 60° F before selecting an API correction factor.
3-49
Inlet Air Temperature Correction
Factors for Turbocharged and JWAC Engines
Air Temperature °F Correction Factor
–10 0.969
–5 0.971
0 0.972
5 0.974
10 0.976
15 0.978
20 0.980
25 0.982
30 0.984
35 0.985
40 0.987
45 0.989
50 0.991
55 0.992
60 0.994
65 0.996
70 0.998
75 0.999
77 * 1.000
80 1.001
85 1.003
90 1.004
95 1.006
100 1.008
105 1.009
110 1.011
115 1.012
120 1.014
*Standard Value. Measure between air cleaner and turbo inlet.
3-50
Inlet Air Pressure
Correction Factors
for Turbocharged, JWAC and ATAAC Engines
Air Pressure In. Hg Correction Factor
31.5 0.994
31.0 0.997
30.5 * 1.000
30.0 1.003
29.5 1.006
29.0 1.010
28.5 1.013
28.0 1.016
27.5 1.020
27.0 1.023
26.5 1.027
26.0 1.030
25.5 1.034
25.0 1.038
24.5 1.042
24.0 1.046
23.5 1.050
23.0 1.055
22.5 1.059
22.0 1.064
21.5 1.068
21.0 1.073
20.5 1.079
20.0 1.083
*30.5 In. Hg is used as the Standard Value to account for air cleaner restriction, vapor
pressure (humidity) and exhaust backpressure.
3-51
Power Calculation:
HP = Fuel Rate (GPH) Fuel Density

LB
_____
GAL
_____________________________________ ( )
LB
BSFC _______
HP•HR( )
kW = Fuel Rate (L/HR) Fuel Density
GRAM
______
LITER
______________________________________ ( )
GRAM
BSFC _______
kW•HR ( )
BSFC
CSFC (GRAMS/kW HR) = LBS/kW HR

_____________________
454
LBS/kW HR
_____________________ = BSFC (LBS/HP HR)
1.34
Performance Definitions DM9600

Application:
Engine performance tolerance values below are representative of a
typical production engine tested in a calibrated dynamometer test cell
at SAE J1995 standard reference conditions. Caterpillar maintains
ISO 9001:2000 certified quality management systems for engine test
facilities to assure accurate calibration of test equipment. Engine test
data is corrected in accordance with SAE J1995. Additional reference
material SAE J1228, J1349, ISO 8665, 3046-1:2002E, 3046-3:1989,
1585, 2534, 2288, and 9249 may apply in part or are similar to SAE J1995.
Special engine rating request (SERR) test data shall be noted.
Performance Parameter Tolerance Factors:

Power ± 3%
Torque* ± 3%
Exhaust stack temperature ± 8%
Inlet airflow ± 5%
Intake manifold pressure-gauge ± 10%
Exhaust flow ± 6%
Specific fuel consumption ± 3%
Fuel rate ± 5%
Heat rejection ± 5%
Heat rejection exhaust only ± 10%
*Torque is included for truck and industrial applications, do not use for Gen Set or
steady state applications.
3-52
Test Cell Transducer Tolerance Factors:
Torque ± 0.5%
Speed ± 0.2%
Fuel flow ± 1.0%
Temperature ± 2.0° C
Intake manifold pressure ± 0.1 kPa
Observed engine performance is corrected to SAE J1995 refer-

ence air and fuel conditions.
Reference Atmospheric Inlet Air

For 3500 Engines and Smaller
SAE J1228 reference atmospheric pressure is 100 kPa (29.61 in Hg)
and standard temperature is 25° C (77° F) at 60% relative humidity.
For 3600 Engines

Engine rating obtained and presented in accordance with ISO 3046/1
and SAE J1995 JAN90 standard reference conditions of 25° C (77° F),
100 kPa 30% relative humidity and 150 m altitude at the stated after-
cooler water temperature.
Measurement Location for Inlet Air Temperature

Location for air temperature measurement air cleaner inlet at stabilized
operating conditions.
Reference Fuel
Diesel
Reference fuel is #2 distillate diesel with a 35° API gravity; A lower heat-
ing value is 42,780 kJ/kg (18,390 BTU/lb) when used at 29° C (84.2° F),
where the density is 838.9 G/Liter (7.002 lb/gal).
Gas
Reference natural gas fuel has a lower heating value of 33.74 kJ/L (905 BTU/
cu ft). Low BTU ratings are based on 18.64 kJ/L (500 BTU/cu ft) lower
heating value gas. Propane ratings are based on 87.56 kJ/L (2350 BTU/
cu ft) lower heating value gas.
3-53
Engine Power (Net) Is the Corrected Flywheel Power
(Gross) Less External Auxiliary Load
Engine corrected gross output includes the power required to drive
standard equipment; lube oil, scavenge lube oil, fuel transfer, common
rail fuel, separate circuit aftercooler and jacket water pumps. Engine net
power available for the external (flywheel) load is calculated by sub-
tracting the sum of auxiliary load from the corrected gross flywheel out-
put power. Typical auxiliary loads are radiator cooling fans, hydraulic
pumps, air compressors and battery charging alternators.
Altitude Capability
Altitude capability is the maximum altitude above sea level at standard
pressure and standard temperature, Ref. TM2001 that the engine can
develop full rated output power defined on the performance sheet
DM_______. Engines with ADEM MEUI and HEUI fuel systems operat-
ing at conditions above the defined altitude capability derate for atmos-
pheric pressure and temperature conditions outside the values defined,
see TM2001. Mechanical governor controlled unit injector engines
require a setting change for operation at conditions above the altitude
defined on the engine performance sheet. See your Caterpillar technical
representative for non standard ratings.
Regulations and Product Compliance

TMI Emissions information is presented at ‘nominal’ and ‘not to exceed’
values for standard ratings. No tolerances are applied to the emissions
data. These values are subject to change at any time. The controlling
federal and local emission requirements need to be verified by your
Caterpillar technical representative. Log on to the Technology and Solu-
tions Divisions (T&SD) web page (http://tsd.cat.com/etsd/index.cfm?
tech_id=2635ICAL) for information including federal regulation appli-
cability and time lines for implementation. Information for labeling and
tagging requirements is also provided.
NOTE: Regulation watch covers regulations in effect and future regu-

lation changes for world, federal, state and local. This page includes
items on the watch list where a regulation change or product change
might be pending and may need attention of the engine product group.
For additional emissions information log on to the TMI web page.
Additional product information for specific market application is avail-

able. Customer's may have special emission site requirements that
need to be verified by the Caterpillar Product Group engineer.
3-54
Additional Formulas Used
to Develop Marine Par Curves
For Torque Check GPH proceed as follows:
Torque Check GPH = TQ COR. Fuel Rate (G/MIN) ÷ 454 60 = LBS/HR
LBS/HR ÷ 7.076 = GPH
For BSFC proceed as follows:
BSFC = Adjusted CSFC (G/kW HR) ÷ 454 = LBS/kW HR
LBS/kW HR ÷ 1.34 = BSFC (LBS/HP HR)
3-55
Additives strengthen or modify certain characteristics of the base oil.
Ultimately, they enable the oil to meet requirements quite beyond the
abilities of the base oil.
The most common additives are: detergents, oxidation inhibitors, dis-

persants, alkalinity agents, anti-wear agents, pour-point depressants
and viscosity improvers.
Here is a brief description of what each additive does and how.
Detergents help keep the engine clean by chemically reacting with oxi-
dation products to stop the formation and deposit of insoluble com-
pounds.
Oxidation inhibitors help prevent increases in viscosity, the develop-

ment of organic acids and the formation of carbonaceous matter.
Dispersants help prevent sludge formation by dispersing contaminants

and keeping them in suspension.
Alkalinity agents help neutralize acids.
Anti-wear agents reduce friction by forming a film on metal surfaces.
A pour-point depressant keeps the oil fluid at low temperatures by pre-

venting the growth and agglomeration (the gathering together into a
mass) of wax crystals.
Viscosity improvers help prevent the oil from becoming too thin at high
temperatures.
Anti-Wear Additive
This is an additive in a lubricant that reduces friction and excessive wear.
API
This is a trade association of petroleum producers, refiners, marketers,
and transporters, organized for the advancement of the petroleum
industry by conducting research, gathering and disseminating infor-
mation, and maintaining cooperation between government and the
industry on all matters of mutual interest. One API technical activity has
been the establishment of API Engine Service Categories for lubricat-
ing oils.
3-57
API Engine Service Categories
Gasoline and diesel engine oil performance levels are established
jointly by API, SAE, and ASTM called API Engine Service Classifications.
API Service Categories are as follows:
Diesel Engines
Category Status Service
CJ-4 Current Introduced in 2006. For high-speed, four-stroke diesel
engines designed to meet the EPA’s On-Highway 2007
Exhaust Emissions Standards that require major
reductions in nitrogen oxide (NOx) and particulate
matter (PM) for 2007 model year trucks.
CI-4 Current Introduced September 5, 2002. For high-speed, four-
stroke engines designed to meet 2004 exhaust emission
standards implemented in 2002. CI-4 oils are formulated
to sustain engine durability where exhaust gas
recirculation (EGR) is used and are intended for use
with diesel fuels ranging in sulfur content up to 0.5%
weight. Can be used in place of CD, CE, CF-4, CG-4,
and CH-4 oils.
CH-4 Current Introduced in 1998. For high-speed, four-stroke engines
designed to meet 1998 exhaust emission standards.
CH-4 oils are specifically compounded for use with
diesel fuels ranging in sulfur content up to 0.5% weight.
Can be used in place of CD, CE, CF-4, and CG-4 oils.
CG-4 Current Introduced in 1995. For severe duty, high-speed, four-
stroke engines using fuel with less than 0.5% weight
sulfur. CG-4 oils are required for engines meeting 1994
emission standards. Can be used in place of CD, CE,
and CF-4 oils.
CF-4 Current Introduced in 1990. For high-speed, four-stroke, naturally
aspirated and turbocharged engines. Can be used in
place of CD and CE oils.
CF-2 Current Introduced in 1994. For severe duty, two-stroke cycle
engines. Can be used in place of CD-II oils.
CF Current Introduced in 1994. For off-road, indirect injected and
other diesel engines including those using fuel with over
0.5% weight sulfur. Can be used in place of CD oils.
CE Obsolete Introduced in 1987. For high-speed, four-stroke, naturally
aspirated and turbocharged engines. Can be used in
place of CC and CD oils.
CD-II Obsolete Introduced in 1987. For two-stroke-cycle engines.
CD Obsolete Introduced in 1955. For certain naturally aspirated and
turbocharged engines.
CC Obsolete For engines introduced in 1961.
CB Obsolete For moderate duty engines from 1949 to 1960.
CA Obsolete For light duty engines (1940’s and 1950’s).
3-58
Gasoline Engines
Category Status Service
SM Current For all automotive engines currently in use. Introduced
November 30, 2004, SM oils are designed to provide
improved oxidation resistance, improved deposit
protection, better wear protection, and better low-
temperature performance over the life of the oil.
Some SM oils may also meet the latest ILSAC
specification and/or qualify as Energy Conserving.
SL Current For all automotive engines presently in use. Introduced
July 1, 2001. SL oils are designed to provide better high-
temperature deposit control and lower oil consumption.
Some of these oils may also meet the latest ILSAC
specification and/or qualify as Energy Conserving.
SJ Current For 2001 and older automotive engines.
SH Obsolete For 1996 and older engines. Valid when preceded by
current C categories.
SG Obsolete For 1993 and older engines.
SF Obsolete For 1988 and older engines.
SE Obsolete For 1979 and older engines.
SD Obsolete For 1971 and older engines.
SC Obsolete For 1967 and older engines.
SB Obsolete For older engines. Use only when specifically
recommended by the manufacturer.
SA Obsolete For older engines; no performance requirement.
Use only when specifically recommended by the
manufacturer. Gasoline Engines
Note: API intentionally omitted SI and SK from the sequence of categories.
For more information about API’s Engine Oil Program, call the American
Petroleum Institute at 202-682-8516 or visit our website at www.api.org/eolcs.
This guide is provided as a service to the motoring public courtesy of the
American Petroleum Institute.
Ash Content
This is the noncombustible residue of a lubricating oil or fuel. Lubricating
oil detergent additives contain metallic derivatives, such as barium,
calcium, and magnesium sulfonates, that are common sources of ash.
Ash deposits can impair engine efficiency and power. See detergent.
ASTM (American Society

for Testing and Materials)
This organization is devoted to “the promotion of knowledge of the
materials of engineering and the standardization of specifications and
methods of testing.” A preponderance of the data used to describe,
identify, or specify petroleum products is determined in accordance
with ASTM test methods.
3-59
Base Stock
Base stock is a primary refined petroleum fraction, usually a lube oil,
into which additives and other oils are blended to produce finished
products.
Bid Oil
This is oil produced by an oil company which just meets the minimum
of the diesel engine oil performance specifications. These oils are usu-
ally the least expensive because they have only the minimum amount
of additives to just get by. These oils might be acceptable for lightly
loaded applications but could cause problems in more severe machine
application.
Blow-By
This comes from an internal combustion engine where seepage of fuel
and gases past the piston rings and cylinder wall into the crankcase,
results in crankcase oil dilution and sludge formation.
BMEP
Brake mean effective pressure is the theoretical average pressure that
would have to be imposed on the pistons of a frictionless engine (of
the same dimensions and speed) to produce the same power output
as the engine under consideration; a measure of how effectively an
engine utilizes its piston displacement to do work.
Borderline Pumping Temperature °C

(ASTDM D3829)
This is the temperature at which the oil becomes too viscous (thick)
and cannot be moved when force is applied. The oil, however, is not yet
a solid (pour point).
Bulk Delivery
This is a large quantity of unpackaged petroleum product delivered directly
from a tank truck, tank car, or barge into a consumer’s storage tank.
3-60
Colloid
A colloid is a suspension of finely divided particles 5 to 5000 angstroms
in size in a gas or liquid, that do not settle and are not easily filtered.
An Angstrom is a unit of wave length of light equal to one ten billionth
of a meter which carries a positive or negative charge.
Colloids are usually ionically stabilized by some form of surface charge

on the particles to reduce the tendency to agglomerate (gather into a
ball or mass). A lubricating grease is a colloidal system, in which metal-
lic soaps or other thickening agents are dispersed in, and give struc-
ture to, the liquid lubricant.
Color Scale
These scales serve primarily as indicators of product uniformity and
freedom from contamination. The scale is a standardized range of col-
ors against which the colors of petroleum products may be compared.
There are a number of widely used systems of color scales, including:
ASTM scale (test method ASTM D 1500), the most common scale, used
extensively for industrial and process oils.
Crude Oil
Crude oil is a complex, naturally occurring fluid mixture of petroleum
hydrocarbons, yellow to black in color, and also containing small
amounts of oxygen, nitrogen, and sulfur derivatives and other impuri-
ties. Crude oil was formed by the action of bacteria, heat, and pres-
sure on ancient plant and animal remains, and is usually found in layers
of porous rock such as limestone or sandstone, capped by an imper-
vious layer of shale or clay that traps the oil. Crude oil varies in appear-
ance and hydrocarbon composition depending on the locality where it
occurs. Crude is refined to yield petroleum products.
Demerit Rating
This is an arbitrary graduated numerical rating sometimes used in eval-
uating engine deposit levels following testing of an engine oil’s deter-
gent-dispersant characteristics. On a scale of 0-10, the higher the
number, the heavier the deposits. A more commonly used method of
evaluating engine cleanliness is merit rating. See Engine Deposits.
3-61
Detergent
This is an important component of engine oils that helps control var-
nish, ring zone deposits, and rust by keeping insoluble particles in sus-
pension and in some cases, by neutralizing acids. A detergent is usually
a metallic compound. Because of its metallic composition, a detergent
leaves a slight ash when the oil is burned. A detergent is normally used
in conjunction with a dispersant.
Dispersant
A dispersant is an engine oil additive that helps prevent sludge, varnish,
and other engine deposits by keeping soot particles suspended in a
colloidal state (prevents these particles from gathering into a ball or mass).
Engine Deposits
These are hard or persistent accumulations of sludge, varnish, and car-
bonaceous residues due to blow-by of unburned and partially burned
(partially oxidized) fuel, or from partial breakdown of the crankcase
lubricant. Water from condensation of combustion products, carbon,
residues from fuel or lubricating oil additives, dust, and metal particles
also contribute. Engine deposits can impair engine performance and
damage engine components by causing valve and ring sticking, clog-
ging of the oil screen and oil passages, and excessive wear of pistons
and cylinders. Hot, glowing deposits in the combustion chamber can
also cause pre-ignition of the air-fuel mix. Engine deposits are increased
by short trips in cold weather, high temperature operation, heavy loads
(such as pulling a trailer), and over-extended oil drain intervals.
EPA (Environmental Protection Agency)

The EPA is an agency of the federal executive branch, established in
1970 to abate and control pollution through monitoring, regulation, and
enforcement, and to coordinate and support environmental research.
Fighting Grade Oil

See Bid Oil.
Flashpoint
This is the lowest temperature at which the vapor of a combustible liq-
uid can be made to ignite momentarily in air. Flash point is an impor-
tant indicator of the fire and explosion hazards associated with a
petroleum product.
3-62
Lubrication
Lubrication is the control of friction and wear by the introduction of a fric-
tion-reducing film between moving surfaces in contact. The lubricant
used may be a fluid, solid, or plastic substance.
Merit Rating
This is an arbitrary graduated numerical rating commonly used in eval-
uating engine deposit levels when testing the detergent-dispersant
characteristics of an engine oil. On a scale of 10-0, the lower the num-
ber, the heavier the deposits. A less common method of evaluating
engine cleanliness is demerit rating. See Engine Deposits.
Mineral Oil
This is any petroleum oil, as contrasted to animal or vegetable oils.
Also, a highly refined petroleum distillate, or white oil, used medicinally
as a laxative.
OSHA (Occupational Safety and Health Administration)

Oxidation
Oxidation is the chemical combination of a substance with oxygen. All
petroleum products are subject to oxidation. This degrades their com-
position and lowers their performance. The oxidation process is acceler-
ated by heat, light, metal catalysts (agents which bring about a chemical
reaction) and the presence of water, acids or solid contaminants.
These substances react with each other to form sludges, vanishes and
gums that can impair equipment operation.
To minimize oxidation and its effects, carefully select a good base stock
oil, insure an oxidation inhibitor is added to the base stock and maintain
equipment and change oil to prevent contamination and excessive heat.
Oxidation Inhibitor
This is any substance added in small quantities to a petroleum product
to increase its oxidation resistance, thereby lengthening its service or
storage life; also called anti-oxidant. An oxidation inhibitor may work
in one of three ways (1) by combining with and modifying peroxides
(compounds high in oxygen) to render them harmless, (2) by decom-
posing the perioxides, or (3) by rendering an oxidation catalyst (metal
or metalions) inert; that is, lacking in a chemical reaction. See Oxidation.
3-63
Oxidation Stability
This is the resistance of a petroleum product to oxidation; hence, a
measure of its potential service or storage life. There are a number of
ASTM tests to determine the oxidation stability of a lubricant or fuel, all
of which are intended to simulate service conditions on an accelerated
basis. In general, the test sample is exposed to oxygen or air at an ele-
vated temperature, and sometimes to water or catalysts (usually iron or
copper). Depending on the test, results are expressed in terms of the
time required to produce a specified effect (such as pressure drop),
the amount of sludge or gum produced, or the amount of oxygen con-
sumed during a specified period.
Pass-Oil
See Bid Oil.
Pour Point
Pour point is the lowest temperature at which an oil or distillate fuel is
observed to flow, when cooled under conditions prescribed by test
method ASTM D97. The pour point is 5° F (3° C) above the tempera-
ture at which the oil in a test vessel shows no movement when the con-
tainer is held horizontally for five seconds. Pour point is lower than wax
appearance point or cloud point. It is an indicator of the ability of an oil
or distillate fuel to flow at cold operating temperatures.
Ring Land
This is the area on the surface of the piston that is between either the
top of the piston and first ring groove or between two adjacent ring
grooves.
Ring Sticking
Ring sticking is freezing of a piston ring in its groove, in a piston engine
or reciprocating compressor, due to heavy deposits in the piston ring
zone. This prevents proper action of the ring and tends to increase
blow-by into the crankcase and to increase oil consumption by per-
mitting oil to flow past the ring zone into the combustion chamber. See
Engine Deposits.
SAE (Society of Automotive Engineers)

The Society of Automotive Engineers reviews the total automotive
engine and lubricant situation and defines the requirement for new oil
specifications.
3-64
SAE Oil Viscosity Classification
Because of the important effects of oil viscosity, the Society of
Automotive Engineers (SAE) has developed a system for classifying
lubricating oils in terms of viscosity only; no other physical or perfor-
mance characteristics are considered.
The viscosity numbers without the letter W are based upon 210° F vis-
cosities. Viscosity at that temperature correlates with oil consumption
and other oil performance characteristics influenced by viscosity at
normal engine operating temperatures. The viscosity numbers with the
letter W are based on 0° F viscosities.
The 0° F viscosities for W-numbered oils were selected because they

correlate with the cranking characteristics of motor oils in the average
automobile engine under low-temperature starting conditions.
Viscosity Grades for Engine Oils

Boderline(b)
SAE Viscosity (cP)(a) pumping Viscosity(c)
Viscosity at temp. (°C) temp. at 100° C (cSt)
grade max (°C) max min max
0W 3250 at –30 –35 3.8 —
5W 3500 at –25 –30 3.8 —
10W 3500 at –20 –25 4.1 —
15W 3500 at –15 –20 5.6 —
20W 4500 at –10 –15 5.6 —
25W 6000 at –50 –10 9.3 —
20W — — 5.6 < 9.3
30W — — 9.3 <12.5
40W — — 12.5 <16.3
50W — — 16.3 <21.9
60W — — 21.9 <26.1
Note: 1cP = 1mPa s, 1cSt = 1 mm2/s
(a)
ASTM D 2602 (cold cranking simulator)
(b)
ASTM D 4684 (MRV TP-1)
ASTM D 445 (capillary viscometer)
(c)
Single-Grade Oil
This is the engine oil that meets the requirements of a single SAE vis-
cosity grade classification. i.e., SAE 10W, 30 and 40.
3-65
Scote
Scote stands for single cylinder oil test engine. Cat developed, tested
and supports the single cylinder oil test engine for the CF-4 engine oil
service category. This test is known as the Cat 1K Scote.
Shear Stability
Shear stability is the ability of a multiviscosity oil to resist shear forces (sud-
den and abrupt changes in movement) on the oil that would cause it to
revert to the base oil and become too thin to provide adequate lubrication.
Sludge
In diesel engines, sludge is a soft, black, mayonnaise-like emulsion of
water, other combustion by-products, and oil formed during low-tem-
perature engine operation. Sludge plugs oil lines and screens, and
accelerates wear of engine parts. Sludge deposits can be controlled
with a dispersant additive that keeps the sludge constituents finely sus-
pended in the oil. See Engine Deposits.
Soot
This is unburned fuel. Black smoke and a dirty air filter indicate its pres-
ence. It causes oil to turn black.
Synthetic Lubricant
A synthetic lubricant is a lubricating fluid made by chemically reacting
materials of a specific chemical composition to produce a compound
with planned and predictable properties. The resulting base stock may
be supplemented with additives to improve specific properties. Many
synthetic lubricants – also called synlubes – are derived wholly or pri-
marily from petrochemicals; other synlube raw materials are derived
from coal and oil shale, or are lipochemicals (from animal and veg-
etable oils). Synthetic lubricants may be superior to petroleum oils in
specific performance areas. Many exhibit higher viscosity index (V.I.)
better thermal stability (heat resistance) and oxidation stability, and low
volatility (which reduces oil consumption). Because synthetic lubricants
are higher in cost than petroleum oils, they are used selectively where
performance or safety requirements may exceed the capabilities of a
conventional oil.
3-66
Total Base Number (TBN)
Understanding TBN requires some knowledge of fuel sulfur content.
Most diesel fuel contains some degree of sulfur. How much depends
on the amount of sulfur in the crude oil from which it was produced
and/or the refiner’s ability to remove it. One of the functions of lubri-
cating oil is to neutralize sulfur by-products, namely sulfurous and sul-
furic acids and thus retard corrosive damage to the engine. Additives
in the oil contain alkaline compounds which are formulated to neutral-
ize these acids. The measure of this reserve alkalinity in an oil is known
as its TBN. Generally, the higher the TBN value, the more reserve alka-
linity or acid-neutralizing capacity the oil contains. Caterpillar uses
ASTM test D2896 to determine TBN.
Toxicology
This is a science that deals with poisons and their affect and with the
problems involved (as clinical, industrial or legal).
Viscosity
Viscosity is one of the more critical properties of oil. It refers to an oil’s
thickness or its resistance to flow. Viscosity is directly related to how
well an oil will lubricate and protect surfaces that contact one another.
Regardless of the ambient temperature or engine temperature, an oil
must flow sufficiently to ensure an adequate supply to all moving parts.
The more viscous (or thicker) an oil is, the thicker the oil film it will pro-
vide. The thicker the oil film, the more resistant it will be to being wiped
or rubbed from lubricated surfaces. Conversely, oil that is too thick will
have excessive resistance to flow at low temperatures and so may not
flow quickly enough to those parts requiring lubrication. It is therefore
vital that the oil has the correct viscosity at both the highest and the
lowest temperatures at which the engine is expected to operate.
Viscosity Index (VI)

Oil thins out as temperature increases. The measurement of the rate at
which it thins out is called the oil’s viscosity “index” (or VI). New refin-
ing techniques and the development of special additives which improve
the oil’s viscosity index help retard the thinning process.
The Society of Automotive Engineers (SAE) standard oil classification

system categorizes oils according to their quality (via an alphabetical
designation, like CD) and viscosity (via a number).
3-67
Zinc
This is widely used as an anti-wear agent in motor oils to protect heav-
ily loaded parts, particularly the valve-train mechanisms (such as the
camshaft and cam followers) from excessive wear. It is also used as
an anti-wear agent in hydraulic fluids and certain other products.
3-68
COOLING
Cooling
Table of Contents
Cooling Systems
Engine Cooling Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
Water Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6
Chemical Water Treatment for Engine Corrosion Inhibiting . . . . 4-7
Water-makers, Domestic Water Heaters, Cabin Heaters . . . . . . 4-8
Aftercooler Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-12
Seawater Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-21
System Coolers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-26
Expansion Tanks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-43
Deaerators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-44
Auxiliary Expansion Tanks and Sizing . . . . . . . . . . . . . . . . . . . 4-45
Central Cooling Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-53
System Pressure Drop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-55
Corrosion. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-56
Tables Useful to Designers of Cooling Systems. . . . . . . . . . . . 4-58
Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-65
Corrosion Rates of Various Metals in Seawater . . . . . . . . . . . . 4-81
Electrolysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-82
4-1
Cooling Systems
General Information
A properly controlled cooling system is essential to satisfactory engine
life and performance. Defective cooling systems and careless main-
tenance are the direct cause of most engine failures. The factory-sup-
plied cooling system should not be modified since the various circuits
of the engine-mounted cooling system have been sized to provide the
proper flows to its components. Changes to these circuits can cause
flow balance to be disrupted to the point that various engine compo-
nents may fail.
Need for Cleanliness

All pipe and water passages external to the engine must be cleaned
before initial engine operation to ensure there will be flow and that for-
eign materials will not be lodged in the engine or cooler.
Flexible Connectors
Customer supplied coolant piping must be attached to the engine with
flexible connectors. The positions of flexible connections and shut-off
valves are important considerations. The shut-off valve should be located
so that a broken flexible connection can be isolated without having to
shut down the whole system.
Engine Cooling Circuits

Caterpillar marine engines generally use one or two cooling water circuits.
A closed treated water-cooling circuit is always used for cooling the
engine jacket. A second circuit is used on turbocharged aftercooled
engine arrangements when colder than jacket water aftercooling is
required. Cooling of the marine transmission oil is accomplished using
engine jacket water, aftercooler water, or a separate water cooling cir-
cuit, depending on the model of marine transmission and/or the engine
cooling arrangement.
4-2
Jacket Water System
Caterpillar marine engines are designed to operate with a jacket water
temperature differential of approximately 8° C (15° F) measured across
the engine under full load. Minimum jacket water temperature is con-
trolled by water temperature regulators (thermostats). These provide
efficient engine operation. Maximum jacket water temperature limits
are controlled by the size of the coolers and flow of coolant. The closed
jacket water system consists of engine water jacket (engine block and
cylinder heads), the circulating pump, water temperature regulator, oil
cooler, engine-mounted expansion tank and engine-mounted or remote-
mounted heat exchanger.
Water Temperature Regulators

The water temperature regulator (thermostat) and cooler bypass are
used to regulate operating temperature. The regulator directs all or part
of the water discharged from the engine jacket to the cooler. The remain-
der is bypassed to the expansion tank on heat exchanger/keel cooled
engines or to the water pump inlet on radiator cooled engines where it
mixes with cooled water before returning to the engine jacket.
Depending on the engine and configuration, the thermostats may be in a

controlled inlet or controlled outlet configuration. The operating tempera-
ture of the jacket water will be about the same for either system if the ther-
mostat settings are the same or similar. In either the outlet or inlet control
system, thermostat placement and sensing of jacket water tempera-
ture (and therefore bypass control) is always at the jacket water outlet.
B-A: Cold Bypass Flow

Engine C-A: Full External Flow
Expansion A Thermostat
Tank
C B
Return
Outlet
Heat Exchanger Engine Driven

or Keel Cooler Jacket Water Pump
Piping:
— EXPANSION TANK — Part of Engine

CONTROLLED INLET THERMOSTATS Supplied by Installer
FIGURE 4.1
4-3
The expansion tank and cooler perform the same function as the radi-
ator. A radiator fan provides airflow through the cooling fins of the radi-
ator to transfer coolant heat to the air. An external water supply is used
to accomplish heat transfer when using a heat exchanger or keel cooler.
The inlet temperature controlled system provides less cycle tempera-

ture variation because mixing of the bypass jacket water and the cooled
water takes place in the expansion tank before passing to the jacket
water pump. The volume of water already in the expansion tank dilutes
and smoothes the temperature change rate.
A-B: Cold Bypass Flow

Outlet A-C: Full External Flow
Engine Thermostat
C A
B
Radiator
Bypass All
Line Engine
Models
Return
Engine Driven
Jacket Water Pump
Piping:
— RADIATOR — Part of Engine

CONTROLLED OUTLET THERMOSTATS Supplied by Installer
FIGURE 4.2
With the simpler outlet control system, mixing occurs at the water pump
inlet and temperature change (or cycles) may be more sudden and
drastic. This can pose serious problems where the seawater is very
cold and may require some special trimming or modification of the ves-
sel’s cooling circuit.
Heat Exchanger Cooling for Jacket Water

Heat exchangers can be mounted either on the engine or remote from
the engine. Engine-mounted heat exchangers require the least amount
of pipe fitting because the jacket-water connections to the heat
exchanger are provided by the factory.
4-4
Remote-mounted heat exchangers require connecting the jacket water
inlet and outlet at the engine to the shell side of the exchanger. As
shown in Figure 4.3, an engine driven seawater pump is used to cir-
culate the cooling water through the tubes of the heat exchanger.
1
10
2
9 3 5
7 4
8
13
13
11 13
12
14
JACKET WATER AFTERCOOLED

Heat Exchanger
1. Turbocharger 8. Seawater inlet connection

2. Aftercooler, jacket water cooled 9. Seawater outlet connection
3. Jacket water outlet connection 10. Pressure cap
4. Jacket water inlet connection 11. Duplex full-flow strainer
5. Expansion tank 12. Heat exchanger
6. Jacket water pump 13. Shut-off valve
7. Auxiliary pump, seawater 14. Seawater intake
FIGURE 4.3
Keel Cooling for Jacket Water

A keel or skin cooler is an outboard heat exchanger that is either
attached to the submerged part of a vessel’s hull or built as a part of
it. Jacket water is generally circulated through the cooler by the engine’s
water pump.
4-5
11
1
12
2 3
5
4
10 10
8 9
10 10
JACKET WATER AFTERCOOLED

Keel Cooler
1. Turbocharger 7. Keel cooler

2. Aftercooler, jacket water cooled 8. Bypass filter
3. Jacket water outlet connection 9. Duplex full-flow strainer
4. Jacket water inlet connection 10. Shut-off valve
5. Expansion tank 11. Auxiliary expansion tank
6. Jacket water pump 12. Flexible connection
FIGURE 4.4
Water Specifications
Caterpillar used two water classifications: fresh water and seawater.
Fresh Water
Fresh water refers to distilled or deionized water. Prior to chemical water
treatment for engine corrosion inhibiting, it must be in a pH range of
5.5 to 9.0, containing no more than 40 ppm chlorides. Total dissolved
solids must be less than 340 ppm. Total sulfates must be no more than
100 ppm. Total hardness must be less than 170 ppm. This is the cool-
ing water that is used within the engine’s jacket water system.
DO NOT use the following types of water in cooling systems: hard water,
softened water that has been conditioned with salt, and seawater.
4-6
Consult Fluid Recommendations section of the Operations &
Maintenance Manual for the latest coolant specifications.
Seawater
Seawater refers to salt water, river water, lake water, and all waters that
do not meet the fresh-water requirement. Heat exchanger components
in contact with this water should be copper-nickel construction or equiv-
alent, highly corrosion-resistant material. This is not the water retained
within the engine’s jacket water system.
Chemical Water Treatment for

Engine Corrosion Inhibiting
All jacket water must be treated with chemicals for satisfactory engine
life. Even distilled or deionized water is not suitable for use by itself,
except for short periods of time (during sea trials or during an emer-
gency). It is good practice to chemically protect or drain engine jacket
water before storage or extended transportation of the engine. This is
necessary to avoid corrosion and scale from forming in the system.
The resulting cooling solution (mixture of proper pH water and corro-
sion inhibitors) should have a pH in the range of 5.5 to 9. See the
Operation and Maintenance Manual for the latest recommendations on
coolant conditioner or long life extended life coolant available through
Caterpillar for your engine.
Consult Fluid Recommendations section of the Operations &

Maintenance Manual for the latest specifications.
Water Softener-Treated Water

Water that has been softened (chemically treated to lower the mineral
content) by the addition of chlorides cannot be used in the cooling sys-
tem. Water that is softened by the removal of calcium and magnesium
can be used.
Chromate Corrosion Inhibitors

Inhibitors containing chromate compounds should not be used in Caterpillar
engine cooling systems. The concentration of chromate solutions is dif-
ficult to control and these solutions are extremely toxic. Before dilution,
they can damage human skin. State and local regulations severely limit
discharge of chromate solutions into inland and coastal waters.
4-7
Soluble Oil
Soluble oil is not recommended for cooling system protection.
Antifreeze
The climate where the engine will be used will determine the need for
antifreeze. If antifreeze is needed, Caterpillar dealers can recommend
specific types. Corrosion inhibitors are required. Some antifreeze prod-
ucts do not contain corrosion inhibitors. If the antifreeze chosen does
not contain corrosion inhibitors, corrosion inhibitors must be added sepa-
rately. Some antifreeze solutions, because of their higher viscosity (thicker
than plain water), will reduce the cooling system’s heat transfer capacity.
Do not use higher than required concentrations of antifreeze, as this
practice can cause engine overheating. Antifreeze does not lose its
ability to give freeze protection, but the additives in the antifreeze wear
out with time and the antifreeze will not give certain other protection to
the cooling system. Replace antifreeze periodically or add maintenance
quantities of the additives, as directed by the antifreeze manufacturer.
Water-makers, Domestic Water Heaters,

Cabin Heaters
Water-makers, domestic water heaters, and cabin heaters can put nor-
mally wasted jacket water heat to work. This has the potential for recov-
ery of approximately 15% of the fuel input energy.
Certain aspects of the engine cooling system must be thoroughly under-

stood to avoid misapplication. For example, an engine will only pro-
duce significant amounts of waste heat if there is a significant load on
the engine. Many engines in marine service are lightly loaded for large
parts of their life and are poor choices for installation of water-makers,
domestic water heaters, and cabin heaters. When an engine is lightly
loaded, almost all of the engine’s jacket water flow goes through a
bypass line, from the thermostat housing to the jacket water pump inlet,
to maintain a constant high flow through the engine’s cooling passages.
Water-makers, domestic water heaters and cabin heaters can over-

cool an engine.
4-8
If the water-maker, domestic water heater, or cabin heater extracts too
much heat from the flow of jacket water, the engine’s water temperature
sensors/thermostats will sense the engines cooling jacket is operating
at a dangerously low temperature. It will attempt to correct the condi-
tion by reducing the external flow of cooling water. If there are automatic
controls on the water-maker, domestic water heater, or cabin heater, it
may shut off, having sensed insufficient flow for continued operation.
This leads to a troublesome condition of repetitive starting and stopping
of the water-maker, domestic water heater, or cabin heater. Automatic
control of these devices has proven troublesome and is not recom-
mended. Consider the use of auxiliary jacket water heaters so that dur-
ing periods of light engine load, adequate amounts of heat can be sent
to the water-maker, domestic water heater, or cabin heater.
Cooling water piping to and from the water-makers, domestic water

heaters, and cabin heaters must not allow entrained air/gases to col-
lect. Trapped air/gases will displace the water required to carry engine
heat to the water-makers, domestic water heaters, and cabin heaters
and interfere with proper operation. Trapped air/gases can be vented
by installing small, approximately 3 mm (0.125 in.) inside diameter, vent
lines. The vent lines should carry air/gases from the high points in the
domestic water heater and its associated piping to a higher point in
the engine jacket water cooling circuit – normally an installer-supplied
auxiliary expansion tank.
See the engine general dimension drawing for the connection loca-
tions of points on the engine where water for this purpose should be
extracted and returned.
Water-maker Controls
The water-maker controls may be either manually operated valves or
thermostatically controlled valves.
Any failure of the water maker control system (electrical, air, etc.) must
shut off jacket water flow to the water-maker and return the flow to the
engine heat exchanger. The thermostat valve, shown in the figure
describing automatic control water-maker circuit, would have a tem-
perature setting that will not interfere with the engine thermostats. This
valve should begin to divert water flow to the engine heat exchanger
at no more than 88° C (190° F) and be fully diverting at 96° C (205° F).
For safety, the bypass valve(s) in the engine heat exchanger circuit
should contain 6.35 mm (0.25 in.) orifices so there will be a slight water
flow in case all valves are inadvertently left closed. This orifice is then
required to assure water flow to actuate an alarm system. If the water-
maker cannot handle the full heat rejection of the engine and/or can-
not handle the full water flow of the engine, the automatic system must
be used.
4-9
Engine Jacketwater
Return Outlet
Flexible
Connectors
Water-
Maker
Bypass
Valve
6.35 mm (0.25 in.)
Orifice
Shutoff
Valves
Engine Cooler
MANUAL CONTROL WATERMAKER CIRCUIT
FIGURE 4.5
Engine Jacketwater
Return Outlet
Thermostatically
Bypass
Controlled Valve
Valve
A 6.35 mm (0.25 in.) Orifice
B C
Water-
Maker
Flexible Shutoff
Connectors Valves
Engine Cooler
B-A: Normal Flow
C-A: Bypass Flow
AUTOMATIC CONTROL WATERMAKER CIRCUIT
FIGURE 4.6
4-10
Auxiliary Circulating
Heater Pump
C A
Mixing To Watermaker Shutoff

Tank Valves
Figures 4.5 and 4.6
D B
Watermaker
A
250 to 300 mm (10 in. or 12 in.)
Schedule 40 Pipe
600 mm (24 in.) Long
1/2 Circle
Segment
FIGURE 4.7
Interconnecting Engines
Several problems arise from interconnection of several engines: unequal
water flow, one failure shuts down all engines, excessive external head
pressures, etc. For these reasons, separate connection of one engine
per water-maker is recommended. It is the customer’s responsibility to
provide a system that is compatible with the engine cooling system in
all modes of operation.
When the Water-maker is Far from the Engine

When the water-maker is a long distance from the engine or where the
water-maker requires a constant water flow, a mixing tank and circu-
lating pump is required. Do not use a circulating pump by itself, because
the circulating pump head pressure will damage the engine thermo-
stats in the event they are closed. Although the mixing tank is not
Caterpillar supplied, it can be used with either of the suggested cir-
cuits. An auxiliary electrical heater may be installed as shown.
4-11
Aftercooler Systems
Caterpillar uses two types of cooling circuits for the aftercooler. One type
provides engine jacket water for cooling the air in the aftercooler. The
other type provides a separate cooling circuit for the aftercooler. All
aftercooled Caterpillar engines applied in a marine environment should
be equipped with a seawater-type aftercooler core to assure satisfac-
tory core life.
Jacket Water Aftercooling

Jacket water aftercooling uses engine jacket water in the tube side of
the aftercooler and results in inlet manifold temperatures lower than
those obtained in nonaftercooled turbocharged engines. The lower inlet
manifold air temperature allows a jacket water aftercooled engine to
achieve a rating higher than either a naturally aspirated or turbocharged-
only engine. Jacket water aftercooled circuits are completely installed
at the factory.
Separate Circuit Aftercooling

As the name implies, the Separate Circuit Aftercooler (SCAC) provides
water to the aftercooler from a source other than engine jacket water.
It is used to provide colder water to further reduce inlet manifold air
temperatures.
The two arrangements of the separate circuit aftercooled engine con-

figuration provide either an open seawater circuit or a closed fresh
water circuit for the aftercooler water.
4-12
1
7 2 3 5
9
4
8
6
10 11
SEPARATE CIRCUIT AFTERCOOLED
1. Turbocharger 7. Auxiliary water pump

2. Aftercooler, auxiliary water cooled 8. Auxiliary water inlet connection
3. Jacket water outlet connection 9. Auxiliary water outlet connection
4. Jacket water inlet connection 10. Lines to aftercooler cooler
5. Expansion tank 11. Lines to jacket watercooler
6. Jacket water pump
FIGURE 4.8
Seawater Aftercooling
Engines equipped with seawater aftercoolers use untreated water in
the tube side of the aftercooler. Seawater refers not only to salt water
but also includes river water, lake water or any source of untreated
water. Use of seawater for aftercooling achieves inlet manifold air tem-
peratures lower than those resulting from jacket water or separate cir-
cuit fresh water aftercooling. This lower inlet manifold air temperature
permits ratings of seawater aftercooled engines to exceed those for
jacket water aftercooled engines.
4-13
1
10
7 2
3 5
4
9
8
13
13
15
11 13 12
14

Seawater Aftercooled
1. Turbocharger 9. Aftercooler outlet connection
2. Aftercooler, seawater cooled 10. Pressure cap
4. Jacket water inlet connection 12. Heat exchanger
5. Expansion tank 13. Shut-off valves
6. Jacket water pump 14. Seawater intake
7. Auxiliary seawater pump 15. Seawater discharge
8. Auxiliary seawater inlet connection
FIGURE 4.9
Separate Keel Cooler for Aftercooler

The use of keel or skin coolers in the aftercooler circuit allows a low
temperature fresh water closed circulating system to be used. All closed
fresh water aftercooler circuits require the installation of an expansion
tank. Refer to the section on auxiliary expansion tanks, page 4-43. The
use of an inlet manifold air temperature gauge, or alarm, can provide
guidance for required cleaning of the system in order to maintain the
desired engine performance. The use of an inlet manifold air temper-
ature-sensing device is strongly recommended.
4-14
16
15 17
1
18
2
7 3
9 5
4
8
11 11
11 11
10
10
11 12 11 12 11
11
13 14

Keel Coolers
1. Turbocharger 10. Bypass filter

2. Aftercooler, keel cooled 11. Shut-off valve
4. Jacket water inlet connection 13. Keel cooler for aftercooler
5. Expansion tank 14. Keel cooler for jacket water
6. Jacket water pump 15. Expansion tank for aftercooler circuit
7. Auxiliary fresh water pump 16. Vent line for aftercooler circuit
8. Auxiliary fresh water inlet connection 17. Auxiliary expansion tank
9. Aftercooler outlet connection 18. Flexible connection
FIGURE 4.10
Caution must be used when using the aftercooler keel cooler water cir-
cuit to cool an auxiliary piece of equipment (e.g. marine transmission).
The auxiliary equipment cooler should be connected to the water cir-
cuit after it leaves the engine aftercooler to avoid adding any heat to the
water before it enters the aftercooler. The additional resistance of the
auxiliary equipment cooling circuit must be held to a minimum to avoid
reducing the flow of water to the aftercooler.
4-15
Heat Exchanger for Aftercooler
A shell and tube type heat exchanger will also provide cooling for fresh
aftercooler water if the seawater temperatures are cold enough to pro-
vide adequate cooling. The use of an inboard shell and tube type heat
exchanger for the aftercooler circuit requires the use of a seawater pump
in addition to the fresh water pump used to circulate water through the
aftercooler. An expansion tank is also required for the aftercooler circuit.
Overcooling of Aftercooler Air

The SCAC cooling system must be designed with sufficient capacity for
the hottest water and the higher ambient air conditions for operation in
climates where both air and seawater temperatures run to extremes.
This results in a cooler with excess capacity in cold seawater and warm
air conditions. This will result in condensation in the engine’s intake sys-
tem, especially during prolonged light engine load. Extremely cold sea-
water in the aftercooler can also cause condensation when engine inlet
air temperatures are relatively warm with high moisture content. To min-
imize condensation during light engine load in SCAC systems, it is
desirable to maintain the inlet manifold temperature between 38° C and
52° C (100° F and 125° F). This may be achieved by recirculating the
aftercooler cooling water back to the auxiliary water pump inlet until
the desired temperature is reached. Cool water should then be mixed
with the recirculated water to maintain the temperature. The tempera-
ture of the water to the aftercooler can be controlled by using a ther-
mostatically controlled three-way valve.
4-16
19
18 1
10
7 2 3
4 5
9
8
11 11
11
15
13 17
12 14
11
16
SEPARATE CIRCUIT AFTERCOOLER
Heat Exchangers
1. Turbocharger 11. Shut-off valve

2. Aftercooler, heat exchanger cooler 12. Duplex full-flow strainer
3. Jacket water outlet connection 13. Heat exchanger for aftercooler
4. Jacket water inlet connection 14. Heat exchanger for jacket water
5. Expansion tank 15. Customer provided seawater pump
7. Auxiliary fresh water pump 17. Seawater discharge
8. Auxiliary fresh water inlet connection 18. Expansion tank for aftercooler circuit
9. Aftercooler outlet connection 19. Vent line for aftercooler circuit
10. Pressure cap
FIGURE 4.11
On closed circuit keel cooled or heat exchanger systems, the after-

cooler water is bypassed around the cooler until it reaches the desired
aftercooler inlet temperature. On seawater aftercooled engines, the
warmed water from the heat exchanger is recirculated to the aftercooler
until the desired aftercooler inlet water temperature is obtained. The
thermostat valve used must be capable of being used continuously in
seawater and be equipped with electronically compatible components.
4-17
16 18
15
1
19
7 2 3
9 5
4
8
6
17
11 11 11 11
10 10
12 11 11 12 11
11
13 14

Aftercooler Keel Cooler Bypass
1. Turbocharger 10. Bypass filter

2. Aftercooler, keel cooled 11. Shut-off valve
4. Jacket water inlet connection 13. Keel cooler for aftercooler
5. Expansion tank 14. Keel cooler for jacket water
6. Jacket water pump 15. Expansion tank for aftercooler circuit
7. Auxiliary fresh water pump 16. Vent line for aftercooler circuit
8. Auxiliary fresh water inlet connection 17. Bypass valve – thermostatically controlled
9. Aftercooler outlet connection 18. Auxiliary expansion tank
19. Flexible connection
FIGURE 4.12
The thermostatic valve used should not allow the temperature of the
water to the aftercooler to be less than 30° C (85° F). The keel cooler,
heat exchanger, and marine transmission oil cooler used must be sized
for this maximum temperature. A thermostatically controlled 3-way valve
that is equipped with a remote sensor to monitor the inlet manifold air
temperature can be used. Adjust the remote sensor to ensure that the
thermostatic valve does not permit recirculation when the inlet mani-
fold temperature reaches 49° C (120° F).
4-18
1
10
3
7 9
2
4 5
13
13
16
11 15 12
13
14

Aftercooler Seawater Recirculation
1. Turbocharger 9. Aftercooler outlet connection

2. Aftercooler, seawater cooled 10. Pressure cap
4. Jacket water inlet connection 12. Heat exchanger
5. Expansion tank 13. Shut-off valves
7. Auxiliary seawater pump 15. Seawater discharge
8. Auxiliary seawater inlet connection 16. Bypass valve – themostatically
controlled
FIGURE 4.13
It is important that water be recirculated rather than be throttled to

reduce flow. It is essential that unrestricted water flow through the after-
cooler be maintained regardless of temperature conditions. Size ther-
mostatic valve plumbing to have internal diameters as large or larger
than the inlet connection of the auxiliary pump. Use an air intake man-
ifold temperature alarm set for 52 to 57° C (125 to 135° F) maximum to
warn of system malfunction.
In situations where condensation can be a problem, a corrosion-resist-

ant water trap can be attached to the intake manifold(s) of the engine.
4-19
Intake
Manifold
Elbow
Nipple
Bushing
Manifold
Drain Valve
Valve Outlet
CONDENSATE VALVE GROUP

FIGURE 4.14
4-20
Seawater Systems
The installation, size, and material of the seawater suction lines is extremely
important.
Size
Flow restriction in the seawater suction piping will result in abnormally
high engine temperatures that can lead to unscheduled shutdowns
and, in severe cases, reduced engine life. To minimize flow restriction,
pipes and hoses should be at least as large as the seawater pump
suction opening.
If the distance to the thru-hull fitting or sea chest is large or if many

pipe elbows or bends in the hose are used, the pipe or hose size should
be one size larger than the seawater pump opening (suction connec-
tion). In no case should the seawater suction, measured at the sea-
water pump, be more than 24 kPa (3.5 psi) vacuum.
Suction Line Design Considerations

On the inlet side of the pump, as much as possible of the seawater
piping should be below the vessel water line without air traps.
Install a water pressure actuated check valve downstream of the

strainer and as close to it as possible. The function of the check valve
is to prevent water from draining out of the pump inlet while the pump
is not operating and during cleaning of the strainer. Install a vent valve
between the strainer and the check valve to allow venting of trapped
air after cleaning the strainer and opening the sea-cock. If the pump
is above the vessel water line, install a piping loop above the pump
inlet elbow to trap enough water to keep the pump and priming cham-
ber filled.
Seawater Inlet Design Considerations

The seawater inlet serves the following functions:
• Provides a low restriction connection for the seawater inlet plumbing.
• Provides a connection point for the sea-cock (seawater shutoff valve –
installed between the seawater inlet and the seawater inlet plumbing).
• Provides a way to separate air from the seawater required for cooling.
Sea chests must have vent connections to allow air, forced under the
hull during maneuvering, to be purged before it is able to reach the
centrifugal seawater pump.
4-21
Loop
Priming Chamber
Pump
Vent Valve
Check Valve
Sea Cock
Sea Chest
Strainer
CENTRIFUGAL SEAWATER PUMP INLET PLUMBING
FIGURE 4.15
Air Vent
(Used On Vessels
Over 25 m (75 ft) Only)
Main Deck
Sea
Water
Pump
Strainer
1/4 Turn
Sea
Cocks
Hull
FIGURE 4.16
Seawater Pumps
Caterpillar offers three types of seawater pumps:
• Rubber Impeller
• Water Ring
• Centrifugal
4-22
Rubber Impeller Seawater Pumps
Rubber impeller seawater pumps are characterized by excellent priming
characteristics, though they often suffer relatively short life in abrasive
waters.
Water Ring Seawater Pumps

Their priming characteristics are less than rubber impellers, but can lift
up to 1.5 m (5 ft). Caution: A goose neck is necessary with this pump
if installed above vessel waterline to keep water in the pump for prim-
ing. They are made entirely of corrosion resistant metals, with no ela-
stomeric components.
Centrifugal Seawater Pumps

Centrifugal seawater pumps must be installed with their inlet below the
boat’s light waterline. Or a loop trap (goose neck) must be added to
keep water in the pump for priming. If air is allowed to enter centrifu-
gal seawater pumps, the likely result in loss of prime and probable
engine damage due to loss of cooling. Do not start an engine equipped
with a centrifugal pump unless the pump and priming chamber are full
of water.
Material
An excellent material for piping carrying seawater is of the copper-
nickel alloys. The cost of such piping makes its use unusual for all but
the most critical systems.
The material of all the seawater piping should be the same, whenever
practical. If parts of the seawater piping, made of different metals, make
contact with each other, one of the metals will corrode, sometimes very
rapidly.
The materials will corrode according to their position in the electromo-

tive series. See electromotive series information on pages 4-63 and
4-64. Black iron pipe is often used in seawater service (replacement
should be planned every two or three years). If it is necessary to use
pipe or other cooling system components of more than one material,
avoid letting the dissimilar metals touch, even by mutual contact with
an electrically conductive third material.
Corrosion will be much more severe if a flow of electrons is able to pass

freely from one of the metals to the other.
Seawater Strainer
Purpose
Strainers protect the seawater pump, heat exchanger and other cooling
system components from foreign material in the seawater. The foreign
material can plug or coat heat transfer surfaces, causing overheating
of the engine. If abrasive, foreign material will erode pump impellers
and soft metal parts, reducing their effectiveness.
4-23
Location
Install strainers below the boat’s water line and as close to the seawater
intake or sea chest as possible (adjacent to the sea cock). The strainer
must be installed so it can be easily cleaned, even in the worst weather
conditions.
Type
While simplex strainers, which require shutoff of the seawater flow, are
adequate to protect the engine, greater safety will result from using duplex
strainers, which can be cleaned without interrupting seawater flow or
engine power.
Size
Well-sized strainers will impose no more than 9 kPa (3 ft of water) restric-
tion to flow at full seawater flow conditions. Suppliers can help in the
proper selection of strainer size by providing the flow restriction of each
size of strainer at varying water flow conditions.
Mesh Dimensions
Recommended strainer media (screens) should not pass solid objects
larger than 1.6 mm (0.0625 in.) in diameter. It is strongly recommended
to have a serviceable strainer. It is strongly recommended to use a
serviceable strainer to allow cleaning.
Strainer Differential Pressure Sensors

Schools of small fish, floating debris (plastic bags, plant material, etc.)
or ice chips can plug a clean strainer in a few seconds. When the dif-
ferential pressure across the connections of a strainer goes too high,
the strainer needs to be cleaned. A differential pressure switch will pro-
vide early warning of strainer plugging and resultant loss of engine
cooling. In time, high engine water temperature alarms will also warn
of a loss of seawater flow, but the differential pressure sensor will give
early warning and the precise location of the problem.
Zinc Plugs
General Information
Zinc plugs are installed in portions of the engine where dissimilar met-
als must be used in the presence of seawater. Their sacrificial action
protects critical cooling system components from corrosion.
Inspection Schedule
Inspect the zinc plugs within 24 hours of filling the piping with seawater.
If no significant corrosion is noted, inspect them again after 7 days of
seawater submersion. If no significant deterioration is noted, reinspect
in 60-90 days. Thereafter, inspect annually and replace if necessary. If
the vessel operation and mooring location is changed, this inspection
process should be restarted to determine the replacement schedule.
4-24
Thread Sealant on Zinc Plug Threads
Install zinc plugs with clean threads. Never install zinc plugs using teflon
tape or nonelectrically conductive pipe sealers. The insulating prop-
erties of such sealers will stop the protective action of the zinc plugs.
Marine Growth
Marine plants and animals will enter seawater piping and take up res-
idence there. Many forms of sea life are very comfortable within engine
cooling system piping and will grow to a size that will threaten ade-
quate flow. The lack of predators, darkness, and abundance of sus-
pended food particles combine to create prime growth conditions for
sponges, barnacles, and like creatures. Strainers are no protection against
creatures that are microscopic in size during their infant stages of life.
Periodic operation in fresh water will rid boats of salt-water life infesta-
tion and vice versa. In any case, it will be necessary to remove and clean
piping and heat exchanger passages of the corpses. Use of high water
temperature alarms, seawater pump pressure switches, and other instru-
mentation can warn of gradual loss of seawater flow and are recom-
mended. Periodic chemical treatment combats marine growth. Chemical
type and concentration must be controlled to prevent deterioration of
the seawater cooling system components. Contact a knowledgeable
chemical supplier. Continuous low-concentration chemical treatment
in either bulk chemical form or self-generating electrical processes are
offered by various manufacturers.
Seawater Pump Maintenance

Flexible impeller seawater pumps require periodic service. The impellers
must be replaced when worn to maintain adequate seawater flow and
avoid engine overheating. It is a good idea to put a little soft soap, like
that used by mechanics for hand cleaning, on the new impeller just prior
to installing it. The soap will lubricate the new impeller long enough for
it to fully achieve prime, protecting it from overheating. A spare impeller, for
flexible impeller seawater pumps, should be carried on board at all times.
Stern Tube Lubrication/Cooling

It is good practice to divert a small portion of the engine’s seawater, before
discharging it overboard, to lubricate/cool the stern tube and stuffing
box (sometimes called the packing gland). The engine’s seawater has
been strained and the flow of water from the stuffing box end of the
stern tube will tend to keep sand or other abrasive material out of the
stern tube. Avoid using excessive quantities of the engine’s flow of sea-
water, as this practice tends to increase the seawater system restric-
tion, making the engine more likely to overheat. Generally 4-12 L/min
(1-3 gal/min) are adequate.
4-25
Potential Problems
Non-reinforced Seawater Pump Suction Hose
The vacuum inside the seawater pump suction hose can become quite
high. If the hose is not internally reinforced, atmospheric pressure will
collapse it. That will severely impede the flow of seawater with poten-
tially dangerous results. Use hose that is sufficiently strong to resist col-
lapse due to high suction vacuum.
Internal Hose Deterioration

Some hose will shred internally, releasing bits of rubber that can plug
cooling passages. It is good practice to use good quality hoses. If users
are unsure of their hoses’ quality, it is good practice to examine hoses
internally at least once during their life. Replace them with good qual-
ity hose every three years.
Achieving and Maintaining Seawater Pump Prime

Pump speeds and suction pressures must fall within certain limits for sea-
water pumps to achieve prime (start pumping water). The priming char-
acteristics of Caterpillar seawater pumps are available from the factory.
Seawater Discharge through Exhaust System

Wet exhaust systems use seawater, after it has passed through the var-
ious heat exchangers and coolers, to cool the hot exhaust gases. After
seawater is injected into the hot exhaust gas (generally immediately
downstream of the engine’s turbocharger), the temperature of the gas
is reduced enough to allow use of sections of rubber hose, fiberglass-
reinforced plastic pipe or other similar materials to be used as exhaust
pipe. It is critical that nothing interfere with the flow of seawater
that cools the exhaust gas. Any time the engine is operating, the
flow of seawater must be present.
System Coolers
There are two types of heat exchanging systems recommended for use
with the Caterpillar diesel marine engines. These involve the use of either
inboard mounted heat exchangers or outboard mounted keel coolers.
Heat Exchanger Cooling

Caterpillar inboard heat exchangers are shell-and-tube type or plate
type. Heat is transferred from the hot, fresh water flowing through the
engine to the cold seawater.
Heat exchanger cooled systems require a seawater pump to circulate

seawater through the heat exchanger tubes or plates. It is good design
practice to “always put the seawater through the tubes.” The tubes can
be cleaned by pushing a metal rod through them. The shell side requires
chemical cleaning that is only available at shore-side facilities.
4-26
The fresh water is circulated through the heat exchanger shell, across
the tubes, by the engine-driven water pump.
Most shell-and-tube heat exchangers are of either the single-pass or

the two-pass type. This designation refers to the flow in the cold-water
circuit of the exchanger. In the two-pass type, the cold water flows twice
through the compartment where jacket water is circulated; in the sin-
gle-pass type only once. When using a single-pass exchanger, the cold
water should flow through the exchanger in a direction opposite to the
flow of jacket coolant to provide maximum differential temperature and
heat transfer. This results in improved heat exchanger performance. In
a two-pass exchanger, cooling will be equally effective using either of
the jacket water connection points for the input and the other for return.
FIGURE 4.17
Heat exchangers should always be located at a lower level (elevation)

than the coolant level in the expansion tank.
4-27
Heat Exchanger Sizing
Occasionally, special applications exist which require an inboard heat
exchanger size not available as a Caterpillar unit. When these condi-
tions exist, it is necessary to obtain a heat exchanger from a supplier
other than Caterpillar. In order to expedite the selection of a nonstan-
dard heat exchanger, a Heat Exchanger Selection Worksheet is included.
Heat exchanger suppliers will provide information and aid in selecting
the proper size and material for the application.
For a given jacket water flow rate, the performance of a heat exchanger
depends on both the cold-water flow rate and differential temperature.
To reduce tube erosion, the flow velocity of the cold water through the
tubes should not exceed 183 cm/s (6 fps).
At the same seawater flow rate, the flow resistance and the flow veloc-
ity will be greater through a two-pass heat exchanger than through a
single-pass heat exchanger. The heat exchanger should be selected
to accommodate the cold-water temperature and flow rate needed to
keep the temperature differential of the jacket water below about 8.3° C
(15° F) at maximum engine heat rejection. Thermostats must be retained
in the jacket system to assure that the temperature of the jacket water
coolant returned to the engine is approximately 79° C (175° F).
Size heat exchangers to accommodate a heat rejection rate approxi-

mately 10% greater than the tabulated engine heat rejection. The addi-
tional capacity is intended to compensate for possible variations from
published or calculated heat rejection rates, overloads, or engine mal-
functions that might increase the heat rejection rate momentarily. It is
not intended to replace all factors that affect heat transfer, such as foul-
ing factor, shell velocity, etc.
Pay particular attention to the shell side pressure drop to ensure that
the entire cooling system flow resistance does not exceed the limitations
on the engine fresh water pump.
Maximum Seawater Temperature

Size heat exchangers such that the seawater is not heated above
approximately 54° C (130° F). Higher seawater temperatures will result
in fouling of the heat transfer surfaces with chalk-like compounds.
Heat Exchanger Sizing Worksheet

Heat Exchanger Sizing Data
Required by heat exchanger supplier
4-28
Engine Jacket Water Circuit:
1. Jacket water heat rejection* _______________ kW (Btu/min)
2. Jacket water flow* _______________ L/sec (Gpm)
3. Anticipated seawater _______________ C° (F°)
maximum temperature
4. Seawater flow _______________ L/sec (Gpm)
5. Allowable jacket water _______________ m (ft) water
pressure drop
6. Allowable seawater _______________ m (ft) water
pressure drop
7. Auxiliary water source □ seawater
(seawater or fresh water) □ fresh water
8. Heat exchanger material □ adm. metal
(admiralty or copper-nickel) □ cu-ni
9. Shell connection size** _______________
10. Tube side fouling factor*** _______________
Aftercooler Water Circuit:

1. Aftercooler circuit water _______________ kW (Btu/min)
heat rejection*
2. Aftercooler circuit water flow* _______________ L/sec (Gpm)
maximum temperature
4. Seawater flow* _______________ L/sec (Gpm)
5. Allowable aftercooler circuit _______________ m (ft) water
water pressure drop*
6. Allowable seawater _______________ m (ft) water
pressure drop*
7. Auxiliary water source □ seawater
(seawater or fresh water)* □ fresh water
8. Heat exchanger material □ adm. metal
(admiralty or copper-nickel) □ cu-ni
9. Shell connection size** _______________
10. Tube side fouling factor*** _______________
***Refer to TMI (Technical Marketing Information)
***Refer to engine general dimension drawing
***Fouling factor, a descriptive quantity often found on heat exchanger specifications,
refers to the heat exchanger’s ability to resist fouling. As defined in Caterpillar litera-
ture, fouling factor is the percentage of the heat transfer surface which can be fouled
without losing the heat exchanger’s ability to dissipate the engine’s full heat load.
4-29
Keel Coolers
A keel cooler is an outboard heat exchanger that is either attached to,
or built as part of, the submerged part of a ship’s hull. The heated water
from the engine(s) circuit(s) is circulated through the cooler by the
engine driven water pump(s).
Fabricated Keel Coolers

Fabricated keel coolers may be made of pipe, tubing, channel, I-beams,
angle, or other available shapes. The choice of materials used is
dependent on the waters in which the vessel will operate. These mate-
rials must be compatible with materials used in the vessel’s hull in order
to prevent galvanic corrosion.
Sizing of Fabricated Keel Coolers

Engine water temperature maximum limits are controlled by size of the
keel cooler. Heat transfer rates through any cooler depend mainly on
cooling water temperature, cooling water flow, and heat transfer surface
area. A cooler may have to operate at its maximum capacity at zero
hull speed, as in the case of an auxiliary generating set, operating while
the vessel is in port. The minimum area calculated includes a fouling fac-
tor. Materials used in cooler construction, condition of waters in which
the vessel will operate, and service life expectancy will influence the
size selection of a new cooler.
Keel cooler area recommendations contained in the graphs below

apply only to keel coolers made of structural steel (channel, angle, half
pipe, etc.) welded to the ship’s shell plating. These recommendations
take into account the thermal resistance to heat transfer of the steel
plate, the internal and external water films, and the internal and external
surface corrosion factors. The coefficient of heat transfer of the fresh water
film flowing inside the cooler is based upon a flow velocity of 0.9 m/sec
(3 ft/sec). The coefficient of heat transfer for the raw water film varies
with the velocity of water flow past the cooler due to vessel speed. Surface
corrosion factors are based on treated fresh water and polluted river
water. Miscellaneous factors become so predominant in the resultant
heat transfer rate that the type of material used and thickness of metal
become minor considerations.
Normal deterioration of the cooler’s inner and outer surfaces in the form
of rust, scale, and pitting progressively reduce a keel cooler’s effec-
tiveness over a period of years. Protective coatings and marine growths
will also reduce the rate of heat transfer. It can take 4-5 years before
deterioration stabilizes in keel coolers. It must be designed consider-
ably oversize when new.
4-30
Because of the severe deterioration of heat transfer characteristics
associated with structural steel coolers adequate cooler size some-
times becomes impractical. This is particularly true in regions of high
seawater temperature (over 30° C [85° F]). In these regions, the use of
“packaged” keel coolers, or box coolers, made of corrosion-resistant
materials is suggested. These coolers can provide more heat exchange
surface area in a given volume on, or within the hull, than the coolers
made of structural steel.
Keel Cooler Sizing Worksheet

3. Vessel speed classification □ 8 knots
& above
□ 3 knots
□ 1 knot
□ still water
4. Anticipated seawater
maximum temperature _______________ C° (F°)
5. Minimum cooler area _______________ m2/kW
required (per unit) _______________ (ft2/Btu/min)
6. Minimum area required _______________ m2 (ft2)
(Line 1 times Line 5)

1. Aftercooler circuit heat rejection* _______________ kW (Btu/min)
& above
□ 3 knots
□ 1 knot
□ still water
maximum temperature
5. Minimum cooler area _______________ m2/kW
required (per unit) _______________ (ft2/Btu/min)
4-31
Marine Transmission Oil Cooling Circuit:
1. Marine trans. heat rejection** _______________ kW (Btu/min)
& above
□ 3 knots
□ 1 knot
□ still water
maximum temperature
4. Minimum cooler area required _______________ m2/kW
(per unit) _______________ (ft2/Btu/min)
**Refer to TMI (Technical Marketing Information)
**See section on Marine Transmission Heat Rejection, page 4-32.
Marine Transmission Heat Rejection

The Twin Disc marine transmissions offered by Caterpillar are 95% to
97% efficient, depending on the service factor. Consult other trans-
mission manufacturers for their recommendations for efficiency. Most
will be the same 95% to 97% efficient.
Marine
Service Marine Gear Gear Power
Factor Efficiency Loss Factor
I 97% 3%
II 97% 3%
III 96% 4%
IV 95% 5%
Service
Factor Factor Service Conditions
1.00 Light I Clear water with possible or occasional light ice.
Encounters with submerged objects are rare.
1.15 Medium II Medium ice conditions may exist. Propellers may
ocassionally encounter logs or soft bottom (silt, mud,
loose sand).
1.25 Severe III Heavy ice conditions or frequent encounters of pro-
peller with logs or soft bottom.
1.50 Extreme IV Extreme or arctic ice conditions or where propeller
grounding with hard bottoms (clay, rock, etc.), or
hard submerged objects are likely or frequent.
4-32
Maximum heat rejection to the marine transmission cooling system is
equal to the transmitted power from the engine multiplied by the power
loss factor.
H (marine gear) = P (engine) F (power loss)
Where:
H marine gear = Heat rejection of the marine gear oil
P engine = Power generated in the engine and transmitted through
the marine transmission
F power loss = A factor relating the heat generated in the marine trans-
mission oil to the marine transmission efficiency
The following conversion factors are tabulated below.

31.63 kW = Btu/min
42.41 hp = Btu/min
AFTERCOOLER WATER KEEL COOLER AREA REQUIREMENTS
30° C (85° F) 43° C (110° F)
Rating Rating
°C °F °C °F
23.9 75 37.8 100
21.1 70 35.0 95
e
ov
Ab
18.3 65 32.3 90
d
3 Knots
an
ot er
Kn at
ts
Seawater Temperature
no
15.6 60 1 lW 29.4 85
Anticipated Maximum
il
8K
St
12.8 55 12.8 80
10.0 50 23.9 75
7.2 45 21.1 70
These requirements apply to keel
coolers made of structural steel only.
4.4 40 Consider use of “packaged” keel 18.3 65
coolers made of corrosion-resistant
materials where seawater temperature
may exceed 18° C (65° F).
1.7 35 15.6 60
0.01 0.03 0.05 0.07 0.09 0.11 0.13 0.15 sq. ft per Btu/min
0.05 0.16 0.26 0.37 0.48 0.58 0.69 0.79 sq. m per kW
Cooler Area Required
FIGURE 4.18
4-33
JACKET WATER KEEL COOLER AREA REQUIREMENTS
°C °F
29.4 85
ve
o
26.7 80
Ab
ts
s
d
no
ot
an
Kn
er
3K
23.9 75
ts
at
1
no
W
8K
ill
St
21.1 70
18.3 65
Anticipated Maximum
15.6 60
12.8 55
(Per Revision of 8/11/90)

10.0 50
7.2 45 Thermostats start open 79° C (175° F) or above
4.4 40 These requirements apply to keel

Consider use of “packaged” keel
1.7 35 coolers made of corrosion-resistant
0.006 0.007 0.008 0.009 0.010 0.011 0.012 0.013 0.014 0.015 sq ft per
Btu/min
0.032 0.037 0.042 0.048 0.053 0.058 0.063 0.069 0.074 0.079 sq m
per kW
FIGURE 4.19
Marine Gear Oil Cooling Circuit Keel Cooler Area Graph
Transmission Keel Cooler Area Requirements

35° C (95° F) Max Water to Transmission Heat Exchanger
°C °F
30 85
26.7 80
e
ov
23.9 75
Ab
3 Knots
d
t
an
no
er
s
K
at
Anticipated Maximum
ot
21.1 70 1
Kn
W
ill
St
8
18.3 65
15.6 60
12.8 55 These requirements apply to keel

Consider use of “packaged” keel
12.0 50 coolers made of corrosion-resistant
7.2 45
0.01 0.03 0.05 0.07 0.09 0.11 0.13 0.15 sq ft per Btu/min
0.05 0.16 0.26 0.37 0.48 0.58 0.69 0.79 m per kW
FIGURE 4.20
4-34
Design/Installation Considerations
Water Velocity Inside the Cooler
If the water flows through the keel cooler’s passages too fast (more than
2.5 m/sec [8 ft/sec]), the internal components will deteriorate (be eroded
away), particularly near manifold entrances and exits, elbows, and other
discontinuities in the water flow. If the water flows through the keel cooler’s
passages too slowly (less than 0.6 m/sec [2 ft/sec]) rust particles, sand,
or other particulate matter in the water will settle out, tend to choke off
the flow, and degrade the transfer of heat. Use the following procedure
to determine the proper flow pattern through the keel cooler:
• Determine the maximum and minimum expected water flow through
the keel cooler. This can be determined from the engine’s water pump
performance data. (see tech. data sheet)
• Subtract the minimum expected water flow from the maximum expected
water flow.
• Multiply the resultant difference (between the min and max flow) by 66%.
Add 66% the resultant difference (from the prior step) to the minimum
flow*. This is the most likely water flow. Use this figure to determine
how to distribute the water flow through the keel cooler passages.
• Determine the cross-sectional area of one keel cooler passage. This
can be done by consulting the manufacturer or an engineering ref-
erence on shapes of structural channel, pipes, angles, etc.
• Use a good conversion factor table to convert: the most likely water
flow to units of m3/min (ft3/min), and cross-sectional area of one keel
cooler passage to units of m2 (ft2).
*For design purposes, this is the most likely water flow through the keel cooler. This
is dependent on the use of good practice in sizing the connecting piping.
• Divide the most likely water flow by the cross-sectional area of one
keel cooler passage.
• The result will be the average velocity through the keel cooler flow
passages. If the average velocity through the keel cooler flow pas-
sages is greater than 2.5 m/sec (8 ft/sec), arrange the water flow in
parallel, so it passes through two or more of the keel cooler passages
per pass through the keel cooler. If the average velocity through the
keel cooler flow passages is less than 0.6 m/sec (2 ft./sec), use a keel
cooler passage with a smaller cross section.
Use of Keel Inserts to Improve Local Flow Velocity

It is economically desirable to use steel channels for keel cooler pas-
sages that are so large in the cross-sectional area that water flow is too
slow for effective heat transfer. It is useful in this situation to install keel
cooler inserts. Keel cooler inserts are devices that cause localized high
water velocity or turbulence within the keel cooler passage. An effec-
tive design for keel cooler inserts is a ladder-like device, inserted into
the full length of the keel cooler passages.
4-35
Using the same metal alloy as the hull and keel cooler*, fabricate a crude
ladder of rod** and flat bar***.
The flat bar cross pieces must not restrict flow through the keel cooler
flow passages, but simply redirect the flow to avoid laminar flow due
to too slow an average velocity.
Insert the ladder into the keel cooler flow passages and weld on the end
fittings (inlet and outlet manifolds).
***For protection against galvanic corrosion.
***Approximately 6 mm (0.250 inches) diameter.
***Approximately same shape, but 70% of, the cross sectional area of the keel cooler
flow passages.
Direction of Flow Through Keel Coolers

Engine coolant should flow through the keel cooler from the rear to the fore
end. This is counter-flow to the seawater and will significantly increase
the effectiveness of the heat transfer. This is rarely practical to imple-
ment completely since the flow must be divided through the various
flow passages in the keel cooler. If the flow is divided through too many
passages, the velocity becomes too slow to maintain turbulent flow
conditions. This will reduce heat transfer. The best compromise is to
manifold the coolant in such a way that the flow, in the largest practical
number of flow passages, is from the rear to the fore end of the vessel.
Bypass Filters
Welded structural steel keel or skin cooler systems require the instal-
lation of strainers between the cooler and the pump inlet. Material such
as weld slag and corrosion products must be removed from the system
to prevent wear and plugging of cooling system components. Use a
continuous bypass filter to remove smaller particles and sediment. The
element size of the continuous bypass filter should be 20 to 50 microns
(0.000787 to 0.000197 inches). Do not exceed 19 L/min (5 gal/min)
water flow through the bypass and filter.
Strainers
Full-flow strainers are desirable. The strainer screens should be sized
no larger than 1.6 mm (0.063 in) mesh for use in closed fresh water cir-
cuits. The strainer connections should be no smaller than the recom-
mended line size. The use of a differential pressure gauge across the
duplex strainers will indicate the pressure drop, and enables the oper-
ator to determine when the strainers need servicing.
The pressure drop across a strainer at the maximum water flow must
be considered part of the system’s external resistance. Suppliers can
help in the proper selection of strainers and furnish the values of pressure
drop versus flow rate. The strainer should be selected to impose no more
than 3 ft (1 m) water restriction to flow under clean strainer conditions.
4-36
Packaged Keel Coolers
Packaged keel coolers are purchased and bolted to the outside of a
ship’s hull. Manufacturers offer keel coolers in many configurations.
They are generally made of copper-nickel alloys and are initially toxic to
marine growth. This is one of their more important advantages. Another
important advantage of packaged keel coolers is their compactness
and light weight when compared to fabricated keel coolers. It is not
uncommon to find packaged keel coolers that are able to cool an engine
with less than 20% of the heat transfer surface of an analogous fabri-
cated keel cooler.
Sizing of Packaged Keel Coolers

Manufacturers of packaged keel coolers publish sizing guides that will
allow the user to determine the proper size of unit for specific conditions.
Caterpillar does not offer guidance outside of manufacturer’s guidelines.
Packaged Keel Cooler Sizing Worksheet

Collect the information described on the following worksheet. The informa-
tion thereon is required to accurately size a packaged keel cooler. See
the installation instructions of the packaged keel cooler manufacturer.
Packaged Keel Cooler Sizing Worksheet

& above
□ 3 knots
□ 1 knot
□ still water
4. Anticipated seawater _______________ °C (°F)
maximum temperature
1. Aftercooler circuit heat rejection* _______________ kW (Btu/min)
& above
□ 3 knots
□ 1 knot
□ still water
4. Anticipated seawater _______________ °C (°F)
maximum temperature
*Refer to TMI (Technical Marketing Information) or Technical Data Sheet
4-37
Location of Keel Coolers on the Hull
Locate the keel cooler in a well-protected area on the hull. This is par-
ticularly true of packaged keel coolers that are manufactured of lighter
gauge material than fabricated keel coolers.
Cooling Water
Vent Inlet or Out
Box Coolers
Min. Inside Dia. 70 mm
Cooling Water
Inlet or Out
Light Waterline
Anode
Cathodic Protection
Hull
FIGURE 4.21
To achieve the greatest possible heat transfer, locate the separate keel
cooler for the aftercooler low on the hull, forward of the keel coolers, for
the main and electric set engine jacket water. Heated water from the
aftercooler should enter the keel cooler at the rear-most end and be dis-
charged from the cooler for return to the engine at the cooler’s forward
end. This arrangement assures maximum heat transfer with the vessel
either dead in the water or moving ahead.
While the area immediately forward of the propeller(s) is a region of

high water velocity and high enough on the hull to be protected from
grounding damage, one must consider the effects on the keel cooler
from sandblasting (from the propeller(s) during backing maneuvers).
4-38
Pumps for Keel Cooler Circuits
Ordinarily, the engine water pump will satisfactorily circulate the engine
jacket water through the keel cooler if the water lines to and from the
cooler are relatively short, of adequate size, with minimum bends, and
if the keel cooler restriction is low. If the total external flow resistance
cannot be held within the jacket water pump’s capacity, an auxiliary
boost pump will be required.
Need for Corrosion Inhibitor

A suitable corrosion inhibitor, carefully maintained, will minimize internal
corrosive effects. See the section on cooling system protection page 4-50.
Venting and Piping of Keel Coolers

Locate the cooler and its through-hull connections so the length of
water piping will be kept to a minimum and the cooler will be well
vented. Extend water piping downward from the engine to the keel
cooler, without high points.
It is very difficult to purge trapped air from the high points of some keel
coolers. The air must be bled off during initial fill and whenever the sys-
tem is completely drained. Vent plugs must be designed into the keel
coolers where they rise toward the bow and stern, and any other high
points where air may be trapped.
Radiator Cooling
With radiator cooling, the hot water from the engine jacket flows to the
radiator core where it is cooled by air being pushed or pulled over the
core fins by a fan. The cooled water is then pumped back through the
engine by a gear or belt-driven jacket water pump.
Radiator cooling is used to cool engines that must be located well

above the vessel water line or for emergency generator sets that require
completely independent support systems.
Radiator Sizing
As with all cooling systems, radiators are usually sized for a minimum
of 10% greater than the maximum full load heat rejection rate of the
engine. This allows for overload conditions and system deterioration.
This 10% should be added after a careful calculation has been made
of the radiator size required to accommodate the maximum heat rejec-
tion rate (under normal full load operating conditions) at maximum ambi-
ent air temperature. Keep in mind that radiators lose capacity when
operated at altitude or when filled with antifreeze. These conditions
should be compensated for and added to the 10% compensation dis-
cussed above.
4-39
Radiators With Engine-Driven Fans
Some Caterpillar engines may be ordered with engine-driven fans and
close-coupled radiators. These are designed for 43° C (110° F) maxi-
mum ambient. Larger radiators may be available by special request.
Caterpillar fan drives are designed to prevent excessive crankshaft

loading and to resist vibrations.
Fan Drive Outboard Bearings

Fan drives sometimes require an outboard bearing on the crankshaft
pulley. These drives must have a flexible coupling between the pulley
and the engine crankshaft. This coupling must not interfere with the
longitudinal thermal growth of the crankshaft.
Fan Power Demand

The fan included in Caterpillar radiator systems represents a parasitic
load of about 4-8% of the gross power output of the engine.
Radiator System Pressure

Caterpillar radiator cooling systems are designed to work under a pres-
sure of 27.6-48.3 kPa (4-7 psi) to avoid boiling of coolant and allow for
best heat transfer.
Remote-Mounted Radiators
On installations where it is desirable to locate the radiator at some dis-
tance from the engine on an upper deck, outdoors, or in another room,
a remote radiator can be used. Remote-mounted radiator systems
require special attention due to the added restriction imposed on the
cooling water flow by additional piping. Careful calculations should be
made to determine whether a higher output pump is necessary.
Height of Remote Radiators Above Engine

Never use remote-mount radiators at more than 10 m (33 ft) (and/or n-
ot to exceed 25psi) above the engine. At greater heights, the static
head may cause leakage at the engine water pump seals. Consider
use of Hotwells in case of need for mounting radiators higher than th-
ese guidelines.
Radiators Mounted Below Engines

The radiator top tank loses its air venting capability if it’s located below
the level of the engine regulator (thermostat) housing.
When a radiator must be mounted lower than the engine, the factory-
supplied expansion tank must be used.
Connection Size
Coolant connections must be as large as (or larger than) the applica-
ble engine coolant connections.
4-40
Fan Noise
When selecting radiator location, consider fan noise. Noise may be
transmitted through the air inlet as well as outlet. As further precaution
against noise and vibration, do not rigidly attach ducting to the radiator.
Hot Water
Hot to Remote Radiator
Side
Mixing Passage
Cool Water
From Remote
Radiator
Cold
Side
Sight Glass
Note: Bottom of tank must

be more than 0.6 m (2 ft)
Pump engine water outlet
FIGURE 4.22
Direction of Prevailing Winds

Also consider the direction of the prevailing winds so the wind does
not act against the fan. Another method is to install an air duct outside
the wall to direct the air outlet (or inlet). Use a large radius bend and
turning vanes to prevent turbulence and airflow restriction.
Hotwell
Hotwell systems are used when static head exceeds 10 m (33 ft) or a
boost pump imposes excessive dynamic head.
A mixing tank accommodates total drain-back of the remote cooling

device and connecting piping. A baffle divides the tank into a hot and
cold side but is open sufficiently to assure full engine flow. Baffles are
also used where water enters the tank to minimize aeration.
If the Hotwell does not have sufficient volume, the pumps will draw in
air during operation. The Hotwell tank must be large enough to accept
the full volume of the remote radiator and the interconnecting piping,
plus some reasonable amount to prevent air ingestion by the pumps.
Generally, 110% of the radiator and piping volume is adequate.
4-41
Piping Slope for Effective Venting
Piping carrying coolant from the engine to the radiator must have a
continual upward slope. This is to allow any gases in the coolant to be
separated from the coolant and vented in the radiator top tank.
Recirculation
Care must be taken to ensure engine exhaust gases are not drawing
into the radiator. Additionally, the radiators must be arranged so the
hot air discharge of one radiator does not recirculate to the inlet of
another radiator. Also, for maximum efficiency, the direction of radiator
airflow should not be against the direction of strong prevailing winds.
When an engine-mounted radiator is used and the generator set is installed

in the center of the room, a blower fan can be used and a duct provided
to the outside. This prevents recirculation and high equipment room tem-
peratures. Some radiator packages have, as standard, a radiator duct
flange for ease of installation. The duct is as short and direct as pos-
sible; its cross-section area should be as large or larger than the radi-
ator core to minimize backpressure. The anticipated backpressure for
a proposed duct design should be less than 12.7 mm (0.5 in) of water.
Air Duct
Blower (To Outside)
Fan
Flexible Joint
FIGURE 4.23
Duct Work
Ductwork and adjustable shutters can be used to direct some or all of
the warmed radiator air for heating purposes. Support ductwork inde-
pendently of the engine or radiator.
4-42
Static pressure imposed by the ductwork must be determined for each
installation. Consult the radiator manufacturer to determine the per-
missible static pressure. The fan shroud must be properly positioned
for optimum airflow. With a blower fan, two-thirds of the fan width should
be outside the shroud. With a suction fan, two-thirds of the fan width
should be inside the shroud.
Radiator Air Flow

Backpressure or airflow restriction reduces radiator performance. If
radiator airflow is to be ducted, consult the radiator manufacturer regard-
ing the allowable backpressure. An engine installation in an enclosed
space requires that the inlet air volume includes the combustion air
requirements of the engine unless the air for the engine is ducted
directly to the engine from the outside.
Expansion Tanks
Functions
Expansion tanks perform the following functions:
• Vent gases in the coolant
– to reduce corrosion
– to prevent loss of coolant due to displacement by gases
• Provide a positive head on the system pump
– to prevent cavitation
• Provide expansion volume
– to prevent coolant loss when the coolant expands due to tempera-
ture change
• Provide a place to fill the system, monitor its level, and maintain its cor-
rosion inhibiting chemical additives
• Provide a place to monitor the system coolant level
– an alarm switch located in the expansion tank will give early warn-
ing of coolant loss*
*In case of a system leak, the water in the auxiliary expansion tank must be com-
pletely drained before the engine is in danger from coolant loss. Therefore, a water
level switch and sight glass will give early warning of coolant loss and significantly
protect an engine from this problem.
4-43
Fill Rate
The Caterpillar engine-mounted cooling circuits are designed to com-
pletely vent during the initial fill for fill rates up to 5 gpm (19.0 L/min).
Vent lines are located such that the external cooling circuit will also be
vented if the customer piping is installed level with, or below, the proper
engine connecting points, and if no air traps are designed in the piping.
Engine-Mounted Expansion Tank

(Manufactured by Caterpillar)
The engine-mounted expansion tank provides all of the above func-
tions for the engine’s jacket water circuit. Caterpillar does not provide
expansion tanks for the engine’s auxiliary water circuit (the aftercooler
circuit). It can provide adequate expansion volume for only a modest
amount of jacket water. Table 4.1 describes the allowable external vol-
ume using only the engine-mounted expansion tank for 3500’s. Consult
TMI or engine data sheet for engine coolant capacity.
Cooling System Volumetric Data

Engine Allowable External Volume With Engine Mounted Tank
Model Liters U.S. Gal
3508 243.0 64.0
3512 182.0 48.0
3516 122.0 32.0
TABLE 4.1
Deaerators
Engines installed with a simple volume chamber and a deaerator can
fulfill all the functions of the engine-mounted expansion tank.
The volume chamber is mounted a few feet higher than the jacket water
pump and connected to it by a continuously upward-sloping standpipe.
The deaerator is a device to separate gas bubbles from engine coolant

in the absence of a factory-designed, engine-mounted expansion tank.
It is mounted, in series, in the main flow of jacket water between the
engine and its heat exchanger.
4-44
Auxiliary Expansion Tanks and Sizing
Jacket Water Circuit Auxiliary Expansion

Tank (Fabricated by the Engine Installer)
An auxiliary expansion tank is needed when additional expansion vol-
ume is required in the cooling system. This generally occurs when keel
coolers are used and may occur when remote-mounted heat exchang-
ers are used. The auxiliary tank can consist of a simple tank. Internal
baffles are not required.
FIGURE 4.24
The engine-mounted components of the cooling system will adequately

separate gases from the coolant. However, the gases, once separated,
must be allowed to rise by in a continuously upward sloped standpipe
to the auxiliary expansion tank. Additional air vent piping may be required
if the auxiliary expansion tank is not located directly above the engine-
mounted expansion tank.
4-45
This tank is a simple reservoir with the connecting pipe placed as close
to the pump inlet as possible. See Auxiliary Expansion Tank Sizing work-
sheet, page 4-48, to determine the minimum volume required.
Separately support and isolate the auxiliary tank from the pump inlet
and cooler by flexible connections. Install a vent line from the high point
on the engine aftercooler circuit to a point in the tank below the tank’s
low water level. This line must be sloped upward from the engine to
the tank.
All closed separate circuit aftercooler circuits require installation of a

vent line. A tapped hole is provided at the high point in the engine-
mounted aftercooler circuit. Install a vent line from that point to the after-
cooler circuit expansion tank. Vent line size of 6.3 mm (0.25 in.) is
adequate. The vent line should enter the tank below the low water level.
If possible, water lines connecting to the aftercooler circuit should be
level with or below the connecting points on the engine. If the water
lines must run above the connection points on the engine, it will be
necessary to vent the high points in the external system. Air traps in
the external system piping should be avoided.
Sizing the Volume of Auxiliary Expansion Tanks

The minimum volume of the auxiliary tank should include the total jacket
water system expansion volume required, plus the volume for the water
to the low water level in the tank. The worksheet on page 4-48, Auxiliary
Expansion Tank Sizing, can be used to determine the minimum volume
required.
4
7
1. Return line from cooler
6 2. Flexible connection
8 3. Connecting pipe
4. Auxiliary expansion tank
5. Tank vent
6. Level gauge
9 7. Operating level
3 8. Cold fill level
9. Vent line from aftercooler
2 10. Connecting line to auxiliary pump inlet
11. Auxiliary fresh water pump
1
10 11
AUXILIARY EXPANSION TANK

Separate Circuit Aftercooler—Fresh Water
FIGURE 4.26
4-47
Auxiliary Expansion Tank Sizing
Engine Model ______________ Rating _________ hp at _________ rpm
For Engine Jacket Water, Figure 4.25:
Auxiliary jacket water expansion tanks are not always required.

1. Allowable external volume __________ L/gal, with engine mounted
tank. (This value shown in Table 4.1, on page 4-44.)
2. Total volume of jacket water contained in external cooling circuit
(not furnished as part of engine) __________ L/gal. See Table 4.2,
page 4-58, for volume per length of standard iron pipe.
3. Line 2 minus Line 1 __________ L/gal.
If this value is zero or less, additional tank is not required.
If this value is greater than zero, an auxiliary tank is required.
4. If required, the minimum volume of the auxiliary expansion tank can
be determined by:
a. Engine volume, Table 4.1, Column B _______________________
b. External volume Line 2 __________________________________
c. Total volume –
sum of line a and line b __________________________________
d. Multiply line a by 0.06 ___________________________________
e. Multiply line b by 0.04 ___________________________________
f. Multiply line c by 0.01 ___________________________________
g. Total of lines d, e and f ___________________________________
(This is the minimum volume of the jacket water auxiliary expansion tank.)
For Separate Circuit Aftercooler, Figure 4.26 on page 4-47:

1. Total volume of aftercooler external water __________ L/gal.
2. Multiply Line 1 by 0.02 __________ L/gal.
3. Add the cold fill volume desired in auxiliary expansion tank to Line 2.
Total of Line 2 and cold fill volume __________ L/gal.
(This is the minimum volume of the aftercooler circuit auxiliary expan-
sion tank.)
Mounting of Auxiliary Expansion Tank

Separately support and isolate the auxiliary tank against vibration from
the engine-mounted tank with a flexible connector.
4-48
Pressurization of Systems Containing Auxiliary Expansion Tanks
– Afterboil
Generally, pressure caps are not required or desirable on auxiliary expan-
sion tanks. This is to allow free venting and refilling, when required.
An exception exists in the situation of high performance craft, such as

fast ferries, yachts and patrol craft: vessels of this type are prone to have
their engines stopped immediately after periods of hard use. In this cir-
cumstance, a phenomenon known as afterboil can occur.
Afterboil is the boiling (change of liquid to vapor) of the coolant, caused

by hot engine components which have lost coolant flow and pressure
when the engine is hastily shut off. This can result in sudden loss of coolant
out the vents and fill openings of the expansion tank. This can be dan-
gerous to personnel in the area if they are not expecting it.
Afterboil Hazard – How to Avoid It

System pressurization with pressure caps on the auxiliary expansion
tanks will minimize afterboil but cannot completely avoid it. It is strongly
recommended that auxiliary expansion tank vents and fill openings be
arranged so any hot coolant being discharged during afterboil will not
present danger to personnel. Vents should carry the vented hot water
directly into the bilge.
Use of the Burp Bottle

This is just like the overflow bottle system found on most modern auto-
mobiles and for the same reasons.
After each occurrence of afterboil, the system will need to be refilled.

This can be avoided by using a burp bottle. The burp bottle is a reser-
voir for temporary storage of the discharged coolant. The jacket water
circuit auxiliary expansion tank vent leads to the bottom of the burp
bottle. As soon as the steam bubbles condense within the engine, the
displaced coolant will be drawn back into the system by the resultant
vacuum. Use of the burp bottle requires the jacket water circuit auxil-
iary expansion tank be fitted with a double-acting pressure cap, which
holds a certain pressure or vacuum.
Filling of Auxiliary Expansion Tanks

Auxiliary expansion tanks in vessels operated so their engines are not
subjected to afterboil should have permanently installed provisions to
add water from the ship’s portable water supply plumbing. It should
be possible for the operator to add water to the system by opening and
shutting a valve. This is to minimize danger to the operator when adding
system water during severe sea conditions.
Care should be taken to ensure that the coolant full level in the tank is
above all piping in order to fill the system.
4-49
If it is necessary to design a cooling system that will not purge itself of
air when being filled, provide vent lines from high points to the expan-
sion tank. These vents should enter the tank below the normal low water
level to prevent aeration of the water that will circulate through these
lines when the engine is running. Slope the vent line upwards with no
air traps. The vent line should be 6.3 mm (0.25 in.) tubing. Use of a smaller
size will clog and may not provide adequate venting ability. Too large
a vent tube may introduce a circuit that could contribute either to sub-
cooling or overheating, depending on the location.
If at all possible, avoid external piping designs that require additional

vent lines.
Cooling System Protective Devices

A most common problem associated with properly installed cooling
systems is loss of coolant, generally due to breaking a water hose and
overheating, which can have many causes. As with many engine safety
devices, the decision to automatically shut down the engine without
warning, or to continue operation risking total engine destruction, is for
the careful consideration of the owner. In conditions where the entire
boat and the lives of those on board are at stake, it may be appropri-
ate to use a safety system that does not have automatic shutdown
capability. The boat’s pilot has the option to continue operation of a dis-
tressed engine to provide a few more minutes of engine power to
escape a more present danger.
Coolant Level Switches

Coolant level switches are devices that can give early warning of
coolant loss. They generally consist of a sealed single-pole/double-
throw switch, actuated by a float that rides on the surface of the coolant
in the expansion tank. It is good design practice to locate the coolant
level switch in the highest part of the cooling system – to give earliest
warning of a drop in coolant level. High water temperature switches
will not give warning of coolant loss; their temperature sensing portion
works best when surrounded by liquid water rather than steam.
High Water Temperature Switches

High water temperature switches are devices that continuously moni-
tor the temperature of some fluid, generally coolant, and actuate switch
contacts when the fluid temperature goes above some preset limit. In
the case of jacket water coolant, the set point is usually between 96°
and 102° C (205° and 215° F), depending on the engine, cooling sys-
tem type, and whether alarm of impending problems or actuation of
engine shutdown systems is desired. Switches can be set for either
condition.
4-50
Emergency Systems
The worldwide marine classification societies require in certain appli-
cations that, for unrestricted seagoing service, engines be equipped
with a separate emergency supply of cooling water flow. The require-
ment applies to both the engine jacket water and auxiliary (sea or fresh)
water systems. The purpose of the emergency systems is to ensure
cooling if either the jacket water or auxiliary (sea or fresh) water pump
should fail. The customer-supplied emergency pumps should provide
flow equal to the failed pump to permit operation at full, continuous
power with the emergency systems. For pump flow requirements of
engine-mounted pumps, refer to Technical Marketing Information (TMI)
or consult the Caterpillar dealer. If reduced power operation is accept-
able, reduced flows can be utilized. Use flexible connectors at the
engine to protect the piping and engine.
Jacket Water Pump Connections

The optional Caterpillar emergency jacket water connections (avail-
able for the large engines) meet the requirements of the engine and
the marine classification societies. Use of these connections permits the
emergency system to utilize the normal jacket water as the coolant and
to bypass the engine-mounted jacket water pump. The system includes
a blanking plate or valve to direct jacket water to the emergency sys-
tem and flanged connection points on the engine for the emergency
system piping. Figure 4.27, page 4-52 is a schematic diagram of the
system properly connected. The customer-supplied emergency water
pump should provide flow equal to the failed pump.
The use of seawater in the engine jacket water system is not recom-
mended. If seawater must be used in the jacket water system to ensure
the safety of the ship in an emergency situation, use the lowest engine
power level commensurate with the sea state. On reaching port, the
jacket water system must be thoroughly flushed and cleaned.
Auxiliary Seawater Pump Connections

All emergency seawater-cooling connections are to be provided by the
installer and connected as indicated in the figure illustrating emergency
auxiliary pump connections. The emergency seawater pump should
provide flow equal to the failed pump.
4-51
Auxiliary Fresh Water Pump Connections
All emergency connections for separate keel cooled aftercooler cir-
cuits are to be provided by the installer, and connected as indicated in
the figure illustrating emergency auxiliary pump connections, page
4-53. The flow required for the emergency separate keel cooled after-
cooler pump should equal the failed pump. The use of seawater in the
separate keel cooled aftercooler circuit is not recommended. The
engine-mounted pump and lines are of ferrous material and have low
corrosion resistance in seawater. If seawater must be used in an emer-
gency to ensure the safety of the ship, thoroughly flush the system and
inspect the parts for corrosion damage and deposits.
3 2
6
EMERGENCY JACKET WATER PUMP CONNECTIONS

(Location of Jacket Water Pump May Vary)
1. Flanged tee connection — 4. Valve — customer supplied (open

to emergency pump for emergency pump operation)
2. Blanking plate — closed for 5. Emergency pump — customer
emergency pump operation supplied
3. Flanged tee connection — 6. Flexible connector — customer
from emergency pump supplied
FIGURE 4.27
4-52
6
3
2
4
EMERGENCY AUXILIARY PUMP CONNECTIONS
1. Engine mounted auxiliary pump 4. Customer provided valve

2. Customer provided emergency (normally open)
auxiliary pump 5. Auxiliary cooling circuit
3. Customer provided valve 6. Flexible connection
(normally closed)
FIGURE 4.28
Central Cooling Systems

A central cooling system is defined as one which cools multiple engines
and which combines many individual system components (heat exchang-
ers and pumps) into large central ones. There are economic advantages
to such systems.
Advantages of a Central Cooling System

There are fewer lines to install, significantly reducing the amount of
shipyard labor required to install such a system. The smaller number
of components cost less to procure, inventory, and support with repair
units. Larger components are generally more robust and can be expected
to last longer.
4-53
Disadvantages of a Central Cooling System
It is very difficult to diagnose problems in such a system because there
are so many modes of operation possible: For example: with a system
containing three engines, one heat exchanger, and two pumps, there
will be 162 possible combinations or modes of operation. Following is
a list of common errors in designing such systems:
Flow Control
There are upper and lower limits to the allowable flow through an
engine. The system must be able to throttle the flow through each
engine independently.
Temperature Control
The heat exchanger must be capable of delivering the proper amount
of cooling, proportional to engine load.
Load Control
The amount of external water flow through a Caterpillar engine is directly
proportional to the engine’s load. The greater the load, the greater the
amount of cooling required and the more water the engine’s internal
cooling circuitry will discharge for cooling. At light loads, the engine’s
temperature controls will bypass the external portion of the engine cool-
ing system, recirculating virtually all of the coolant. If the water pressure
presented to an engine by a central cooling system is too high, the
proper operation of the engine’s temperature controls may be overrid-
den, and the engine will suffer over- or under-cooling problems. It is
very difficult to adequately balance and control the flow through sev-
eral engines, all of which might be operating at widely varying loads.
The pressure on an engine jacket water inlet cannot be allowed to ex-

ceed 172 kPa (25 psi). Higher pressure will significantly reduce water
pump seal life.
Engine Maintenance Redundancy Required

Running Load Condition for Reliability
Yes High Operational shutdown In the heat exchanger
No Intermediate for maintenance but still In the interconnecting
connected to the system plumbing*
Low Overhaul in process, In the pump(s) and
disconnected from their controls/switchgear
the system
*In areas of severe marine growth problems, it is a good idea to have two parallel sets
of plumbing so that one set can be in process of being cleaned at any given time.
4-54
Suggestions for Design of a Successful
Central Cooling System
• Keep each engine’s jacket water system independent of all others.
The load control problems are not economically solvable.
• Use a separate heat exchanger at each engine for cooling of the
engine jacket water.
• Provide a ring main of fresh water, circulated by at least two, parallel
water pumps. A third water pump should be kept in reserve to main-
tain operation when either of the other pumps require maintenance.
Each pump should be identical for ease of parts inventory and main-
tenance. The ring main is the water source for each engine’s inde-
pendent cooling system. The temperature and pressure of the water
in the ring main do not need precise control. Each engine should have
an engine-driven, auxiliary (not jacket water) water pump. This pump
will draw water from the ring main and return it back to the ring main,
downstream.
System Pressure Drop

The total external system resistance to flow must be limited in order to
ensure adequate flow. The resistance to flow is determined by the size
and quantity of pipe, fittings and other components in the portion of
the cooling system that is external to the engine. As the resistance
(pressure drop) increases, the engine-driven water pump flow decreases.
The external resistance imposed on the pump (also called external head)
includes both the resistance ahead of the pump inlet and the resist-
ance downstream of the engine. The resistance to flow in the external
circuit of a closed circulating system consists only of the frictional pres-
sure drop. The resistance to flow in an external open cooling circuit
consists of not only the frictional pressure drop but also the height of
suction lift on the pump inlet and the heights of the lift on the engine outlet.
Curves showing water flow versus total external system head for engine-
driven pumps are available. The value for the maximum external resistance
must not be exceeded in the cooling circuit added by the customer in
order to maintain minimum water flow. Flows lower than the minimums
will certainly shorten the life of the engine.
4-55
When designing the engine cooling systems, pressure drop (resist-
ance) in the external cooling system can be calculated by totaling the
pressure drop in each of the system’s components. The section of
Tables Useful to Designers of Cooling Systems, page 4-58, can be
used to determine the pressure drop through pipe, fittings and valves.
Suppliers of other components, such as strainers and sea-cocks, can
provide the data required for their product.
It is always necessary to evaluate the design and installation of the

cooling circuits by testing the operation and effectiveness of the com-
pleted system to ensure proper performance and life.
Corrosion
Galvanic Corrosion in Seawater

When two dissimilar metals are electrically connected and both sub-
merged in salt water, they form a battery and an electrochemical reac-
tion takes place. In this process, one metal is eaten away. The rate of
deterioration is proportional to a number of factors:
• The differential potential between the two metals on the electrochem-
ical series (see Tables Useful to Designers of Cooling Systems).
• The relative areas of the two metals: If there is a small area of the
more noble metal relative to the less noble metal, the deterioration
will be slow and relatively minor. If there is a large area of the more
noble metal such as copper sheathing on a wooden hull, and a much
smaller area of the less noble metal, such as iron nails holding the
copper sheathing to the wood, the wasting away of the iron nails will
be violent and rapid.
Dissimilar Metal Combinations to Avoid

• Bronze propeller on steel shaft
• Mill scale on hull plate (internal or external)
• Aluminum fairwaters fastened to a steel hull
• Steel bolts in bronze plates
• Bronze unions and elbows used with galvanized pipe
4-56
• Bronze sea-cocks on iron drain pipes
• Brass bilge pumps on boats with steel frames
• Brass, bronze, or copper fasteners in steel frames
• Stainless steel pennants on steel mooring chains
• Bronze or brass rudder posts with steel rudders
• Bronze rudders with steel stopper-chains
• Steel skegs (rudder shoes) fastened with bronze or brass leg screws
• Steel and brass parts in the same pump
Rule of Thumb: Do not put iron or steel close to or connected with

alloys of copper under salt water.
The Protective Role of Zinc

If alloys of copper (bronze, brass), iron (steel), and zinc are all con-
nected together and submerged in salt water, the zinc will be eaten
away, protecting the iron (steel). It is necessary to have a metallic elec-
trical connection to the metals to be protected. This is usually easy to
accomplish on a steel hull. It is more difficult on a fiberglass hull, since
special electrical connection may be required unless the zincs are con-
nected directly to one of the metals, preferably the copper alloy.
The zinc must never be painted! When electrical contact is made

through the fastening studs, it’s desirable to put galvanized or brass
bushings in the holes in the zincs so that contact will be maintained as
the zincs corrode.
Zincs should be periodically inspected. As they work, a white, crust-like

deposit of zinc oxides and salts form on the surface. This is normal. If
it does not form and the zincs remain clean and like new, they are not
protecting the structure.
If the zincs are not working, look for the following conditions:
• The anode is not electrically bonded to the structure.
• The paint on the structure is still in near perfect condition.
4-57
Tables Useful to Designers of Cooling Systems
Pipe Dimensions – Standard Iron Pipe

Nominal Size Actual I.D. Actual O.D. ÷ ÷ ft/ m/
in. mm in. mm in. mm ft/gal m/L cu ft cu m3
.125 3.18 .270 6.86 .405 10.29 336.000 27.000 2513.000 27.049
.250 6.35 .364 9.25 .540 13.72 185.000 16.100 1383.000 14.886
.375 9.53 .494 12.55 .675 17.15 100.400 8.300 751.000 8.083
.500 12.70 .623 15.82 .840 21.34 63.100 5.000 472.000 5.080
.750 19.05 .824 20.93 1.050 26.68 36.100 2.900 271.000 2.917
1.000 25.40 1.048 26.62 1.315 33.40 22.300 1.900 166.800 1.795
1.250 31.75 1.380 35.05 1.660 42.16 12.850 1.030 96.100 1.034
1.500 38.10 1.610 40.89 1.900 48.26 9.440 .760 70.600 760.000
4-58
2.000 50.80 2.067 52.25 2.375 60.33 5.730 .460 42.900 462.000
2.500 63.50 2.468 62.69 2.875 73.02 4.020 .320 30.100 324.000
3.000 76.20 3.067 77.90 3.500 88.90 2.600 .210 19.500 210.000
3.500 88.90 3.548 90.12 4.000 101.60 1.940 .160 14.510 156.000
4.000 101.60 4.026 102.26 4.500 114.30 1.510 .120 11.300 122.000
4.500 114.30 4.508 114.50 5.000 127.00 1.205 .097 9.010 97.000
5.000 127.00 5.045 128.14 5.563 141.30 .961 .077 7.190 77.000
6.000 152.40 6.065 154.00 6.625 168.28 .666 .054 4.980 54.000
7.000 177.80 7.023 178.38 7.625 193.66 .496 .040 3.710 40.000
8.000 203.20 7.982 202.74 8.625 219.08 .384 .031 2.870 31.000
9.000 228.60 8.937 227.00 9.625 244.48 .307 .025 2.300 25.000
10.000 254.00 10.019 254.50 10.750 273.05 .244 .020 1.825 19.600
12.000 304.80 12.000 304.80 12.750 323.85 .204 .016 1.526 16.400
TABLE 4.2
(38.1 mm) (50.8 mm) (63.5 mm) (76.2 mm) (89 mm)
m/s fps
1.50 in. 2.00 in. 2.50 in. 3.00 in. 3.50 in.
12
3.5
4.00 in. (102 mm)
3 10
4.50 in. (114 mm)

2.5
8
5.00 in. (127 mm)

2
Velocity
1.5
4
1
2
0.5
0 50 100 150 200 250 300 350 400 450 gpm
2 4 6 8 10 12 14 16 18 20 22 24 26 28 L/s
Flow
VELOCITY vs FLOW
Standard Pipe Sizes 1.5 to 5 in.
(38.1 to 127 mm)
FIGURE 4.29
(31.8 mm) (41.8 mm)(53.3 mm) (60 mm)
1.25 1.75 2.12 2.38
m/s fps (25.4 mm) (38.1 mm) (50.5 mm)
(57 mm)(63.5 mm) (70 mm) (83 mm) (89 mm) (95.3 mm)
1.00 1.50 2.00 2.25 2.50 2.75 3.25 3.50 2.75 4.00 in. (102 mm)
12
3.5
3 10
4.75 in. (121 mm)
4.75 in. (121 mm)

2.5
8
5.00 in. (127 mm)
2
Velocity
6
V = Vel (fps)
Q = Flow (gpm)
1.5 A = In2 (ID)
ID = Inside Dia.
4
1 0.321 Q 0.408 Q For Other Wall

V = ———— = ————
A ID 2 Thicknesses
2
0.5
Nom. Tube Size 0.065 in. (1.65 mm) Wall
0 50 100 150 200 250 300 350 400 450 gpm
2 4 6 8 10 12 14 16 18 20 22 24 26 28 L/s
Flow
VELOCITY vs FLOW
Tube Sizes From 1 in. to 5 in. O.D. (25.4 mm to 127 mm)
(Common Usage Wall Thickness)
FIGURE 4.30
4-59
Flow Head Loss in Feet of Water per 100 ft of Pipe (m/100 m) Flow
gpm (L/s) 0.75 in. (19.05 mm) 1 in. (25.4 mm) 1.25 in. (31.75 mm) 1.5 in. (38.1 mm) 2 in. (50.8 mm) 2.5 in. (63.5 mm) gpm (L/s)
5 0.34 10.50 3.25 0.84 0.40 0.16 0.05 3 in. (76.2 mm) 5 0.34
10 0.63 38.00 11.70 3.05 1.43 0.50 0.17 0.07 10 0.63
15 0.95 80.00 25.00 6.50 3.05 1.07 0.37 0.15 15 0.95
20 1.26 136.00 42.00 11.10 5.20 1.82 0.61 0.25 20 1.26
25 1.58 4 in. (101.6 mm) 64.00 16.60 7.85 2.73 0.92 0.38 25 1.58
30 1.95 0.13 89.00 23.00 11.00 3.84 1.29 0.54 30 1.95
35 2.21 0.17 119.00 31.20 14.70 5.10 1.72 0.71 35 2.21
40 2.52 0.22 152.00 40.00 18.80 6.60 2.20 0.91 40 2.52
45 2.84 0.28 5 in. (127 mm) 50.00 23.20 8.20 2.76 1.16 45 2.84
4-60
50 3.15 0.34 0.11 60.00 28.40 9.90 3.32 1.38 50 3.15
60 3.79 0.47 0.16 85.00 39.60 13.90 4.65 1.92 60 3.79
70 4.42 0.63 0.21 113.00 53.00 18.40 6.20 2.57 70 4.42
75 4.73 0.72 0.24 129.00 60.00 20.90 7.05 2.93 75 4.73
80 5.05 0.81 0.27 145.00 68.00 23.70 7.90 3.28 80 5.05
90 5.68 1.00 0.34 6 in. (152.4 mm) 84.00 29.40 9.80 4.08 90 5.68
100 6.31 1.22 0.41 0.17 102.00 35.80 12.00 4.96 100 6.31
125 7.89 1.85 0.63 0.26 7 in. (177.8 mm) 54.00 17.60 7.55 125 7.89
150 9.46 2.60 0.87 0.36 550.17 76.00 25.70 10.50 150 9.46
TABLE 4.3
Flow Head Loss in Feet of Water per 100 ft of Pipe (m/100 m) Flow
gpm (L/s) 4 in. (101.6 mm) 5 in. (127 mm) 6 in. (152.4 mm) 7 in. (177.8 mm) 8 in. (203.2 mm) 2.5 in. (63.5 mm) 3 in. (76.2 mm) gpm (L/s)
175 11.05 3.44 1.16 0.48 0.22 34.0 14.1 175 11.05
200 12.62 4.40 1.48 0.61 0.28 0.15 43.1 17.8 200 12.62
225 14.20 5.45 1.85 0.77 0.35 0.19 54.3 22.3 225 14.20
250 15.77 6.70 2.25 0.94 0.43 0.24 65.5 27.1 250 15.77
275 17.35 7.95 2.70 1.10 0.51 0.27 9 in. (228.6 mm) 32.3 275 17.35
300 18.93 9.30 3.14 1.30 0.60 0.32 0.18 38.0 300 18.93
325 20.50 10.80 3.65 1.51 0.68 0.37 0.21 44.1 325 20.50
350 22.08 12.40 4.19 1.70 0.77 0.43 0.24 50.5 350 22.08
375 23.66 14.20 4.80 1.95 0.89 0.48 0.28 10 in. (254 mm) 375 23.66
400 25.24 16.00 5.40 2.20 1.01 0.55 0.31 0.19 400 25.24
4-61
425 26.81 17.90 6.10 2.47 1.14 0.61 0.35 0.21 425 26.81
450 28.39 19.80 6.70 2.74 1.26 0.68 0.38 0.23 450 28.39
475 29.97 7.40 2.82 1.46 0.75 0.42 0.26 475 29.97
500 31.55 8.10 2.90 1.54 0.82 0.46 0.28 500 31.55
750 47.32 7.09 3.23 1.76 0.98 0.59 750 47.32
1000 63.09 12.00 5.59 2.97 1.67 1.23 1000 63.09
1250 78.86 8.39 4.48 2.55 1.51 1250 78.86
1500 94.64 11.70 6.24 3.52 2.13 1500 94.64
1750 110.41 7.45 4.70 2.80 1750 110.41
2000 126.18 10.71 6.02 3.59 2000 126.18
TABLE 4.3 (continued)

Resistance of Valves and Fittings to Flow of Fluids
Example: The dotted line shows that the
resistance of a 6-inch Standard Elbow is
equivalent to approximately 16 feet of 6-inch
Standard Pipe.
Note: For sudden enlargements or sudden

contractions, use the smaller diameter, d,
on the pipe size scale.
Globe Valve, Open

Gate Valve 3000
3/4 Closed
2000
1/2 Closed
1/4 Closed
Fully Open 1000
50
48
42
500
Angle Valve, Open Standard Tee 36
300 30 30
200
24
Square Elbow 22
20 20
Close Return Bend 100 18
16
Borda Entrance 50
12
Nominal Diameter of Standard Pipe, Inches
10 10
Equivalent Length of Straight Pipe, Feet
Standard Tee
30
d D 9
Through Side Outlet 20
Inside Diameter, Inches
8
Sudden Enlargement
7
d/D-1/4 6
d/D-1/2 10
5 5
d/D-3/4
4-1/2
Standard Elbow or run of
Tee reduced 1/2 5 4
3-1/2
3 3 3
Ordinary Entrance &
Swing Check Valves 2 2-1/2
D d 2 2
Medium Sweep Elbow or
run of Tee reduced 1/4 Sudden Contraction 1
1-1/2
d/D-1/4 1
d/D-1/2
1-1/4
d/D-3/4
0.5
1
0.3 1
0.2 3/4
Long Sweep Elbow or
run of Standard Tee 450 Elbow
1/2
0.1
Conversion Chart 0.5
0 20 40 60 80 100 120 140 160 180 200 220 240 mm
1 2 3 4 5 6 7 8 9 10 in
0 100 200 300 400 500 ft
10 20 30 40 50 60 70 80 90 100 110 120 130 140 150m
FIGURE 4.31
4-62
Electrochemical Series
Corroded End – Least Noble
• Magnesium
• Magnesium Alloys
• Zinc
• Beryllim
• Aluminum Alloys
• Cadmium
• Mild Steel or Iron
• Cast Iron
• Low Alloy Steel
• Austanitic Cast Iron
• Aluminum Bronze
• Naval Brass
• Yellow Brass
• Red Brass
• 18-8 Stainless Steel (Active)
• 18-8-3 Stainless Steel (Active)
• Lead-Tin Solders
• Lead
• 70-30 Copper Nickel
• Tin
• Brasses
• Copper
• Bronzes
• Copper-Nickel Alloys
• Monel
• Admiralty Brass, Aluminum Brass
• Manganese Bronze
• Silicon Bronze
• Tin Bronze
• Silver Solder
• Nickel (Passive)
• Chromium-Iron (Passive)
4-63
• 18-8 Stainless Steel (Passive)
• 18-8-3 Stainless Steel (Passive)
• Silver
• Ni-Cr-Mo Alloy 8
• Titanium
• Ni-Cr-Mo Alloy C
• Gold
• Platinum
• Graphite
Protected End – Most Noble
Representative Corrosion Rates in Seawater

Corrosion Rate in Quiet Seawater*
Metal mm/yr
Aluminum 0.02 to 1.20
Zinc 0.02 to 0.25
Lead > 0.02 to 0.38
Iron (Steel) 0.10 to 0.25
Silicon Iron 0.00 to 0.07
Stainless Steel** 0.00 to 0.12
Copper Alloys 0.01 to 0.38
Nickel Alloys 0.00 to 0.02
Titanium Nil
Silver Nil
Platinum Nil
**Rates are ranges for general loss in seawater at ambient temperatures and velocities
no greater than 1 m (3 ft) per second. Pitting penetration is not considered.
**Many stainless steels exhibit high rates of pitting in stagnant seawater.
4-64
⌬ T-Flow Relationship
Heat Rejection (BTU/MIN.)
⌬ T (°F) = _______________________________________________________
Flow (GPM) Density (LB/GAL.) Spec. Heat (BTU/LB•°F)
__________
Pure Water __________
Seawater ____________________ Diesel Fuel
50/50 Water – Glycol __________
Density (LB/GAL.) 8.1 8.50 8.60 7.10
Specific Heat (BTU/LB•°F) 1.0 0.94 0.85 0.45
Heat Rejection (kW)
⌬ T (°C) = ____________________________________________________
________
Flow (L/MIN.) Density (KG/L) Spec. Heat kW•MIN.
(
KG•°C )
__________
Pure Water __________
Seawater ____________________ Diesel Fuel
50/50 Water – Glycol __________
Density (KG/L) 0.980 1.020 1.03 0.850
4-65
________
Specific Heat ( kW•MIN. 0.071 0.066 0.06 0.032
KG•°C )
Piping Design – Flow Relationships
Cooling System
Recommended Coolant Velocities Maximum Fresh Water Velocities for 3600 Engines
Jacket Water: 2-8 FT./SEC. (0.6-2.5 M/SEC.) Pressurized Lines: 14.8 FT./SEC. (4.5 M/SEC.) Max.
Seawater: 2-6 FT./SEC. (0.6-1.9 M/SEC.) Suction Lines: 4.9 FT./SEC. (1.5 M/SEC.) Max.
Flow Restriction of Fittings Expressed as Equivalent Feet of Straight Pipe
Size of Fitting 2" 21⁄2" 3" 4" 5" 6" 8" 10" 12" 14" 16"
90 Ell 5.5 6.5 8.5 11.5 14.5 16.5 21.5 26.5 32.5 37 42
45 Ell 2.5 3.5 3.8 5.5 6.3 7.5 10.5 13.5 15.5 17 19
Long Sweep Ell 3.5 4.2 5.2 7.5 9.5 11.5 14.5 17.5 20.5 24 27
Close Return Bend 13.5 15.5 18.5 24.5 31.5 37.5 51.5 61.5 74.5 85 100
Tee – Straight Run 3.5 4.2 5.2 7.5 9.5 11.5 14.5 17.5 20.5 24 27
Tee – Side Inlet or Outlet 12.5 14.5 17.5 22.5 27.5 33.5 43.5 53.5 68.5 78 88
Globe Valve Open 55.5 67.5 82.5 110.5 140.5
Angle Valve Open 27.5 33.5 41.5 53.5 70.5
4-66
Gate Valve Fully Open 1.2 1.4 1.7 2.3 2.9 3.5 4.5 5.8 6.8 8 9
Gate Valve Half Open 27.5 33.5 41.5 53.5 70.5 100.5 130.5 160.5 200.5 230 260
Check Valve 19.5 23.5 32.5 43.5 53.5
Strainers:
As a general rule of thumb, strainers should be of adequate capacity to create no more than 1.5-2.0 psi (10-14 kPa) of pres-
sure drop under clean strainer conditions at maximum flow. Recommended strainer media (screens) should not pass solid
–1 in. (1.6 mm) in diameter. It is strongly recommended to have a serviceable strainer.
objects larger than 16
Helpful Formula’s for the Marine Analyst
The outside surface area of a pipe can be determined using the fol-
lowing formula:
Outside surface area in Square Feet per Foot = 0.2618 ⫻ Pipe Diameter
The velocity of water in a pipe can be calculated using the following

formula:
GPM ⫻ 0.408
V = ___________
D2
V = Velocity in Feet per Second

GPM = Gallons per minute of water flow
D = Pipe diameter nominal – Inches (ID)
The velocity of water in a tube can be calculated using the following

formula:
GPM ⫻ 0.427
V = ___________
D2
V = Velocity in Feet per Second

GPM = Gallons per minute of water flow
D = Pipe diameter nominal – Inches (OD)
The multiplier for determining the length in feet of channel to get a cer-
tain amount of surface area, can be determined by using the following
formula:
12
L = __________________________________
web height (in) ⫹ [2 ⫻ flange width (in)]
The multiplier for determining the length in meters of channel to get a

certain amount of surface area, can be determined by using the fol-
lowing formula:
304.8
L = _____________________________________
web height (mm) ⫹ [2 ⫻ flange width (mm)]
4-67
Length of Channel to achieve surface area require = L ⫻ Square foot area
requirement.
The multiplier for determining the length in feet of pipe to get a certain
amount of surface area, can be determined by using the following formula:
12
L = ______________________
Pi ⫻ outside diameter (in)
The multiplier for determining the length in meters of pipe to get a certain
amount of surface area, can be determined by using the following formula:
304.8
L = ________________________
Pi ⫻ outside diameter (mm)
Length of pipe to achieve surface area require = L ⫻ Square foot area

requirement.
GPM
_____ = Gals. second
60
Gals. second ⫻ 0.1337 = cubic feet/second
Cubic feet/second
_________________ = Velocity in feet/second
square foot cross
sectional area
4-68
Coolant Chemical and Physical Properties
Minimum Acceptable Water Characteristics for Use in Engine Cooling Systems
Properties Limits ASTM1 Test Methods

Chloride (Cl), gr/gal (ppm) 2.4 (40) max. D512b, D512d, D4327
Sulfate (SO4), gr/gal (ppm) 5.9 (100) max. D516b, D516d, D4327
Total Hardness, gr/gal (ppm) 10 (170) max. D1126b
Total Solids, gr/gal (ppm) 20 (340) max. D1886a
pH 5.5 – 9.0 D1293a
American Society for Testing and Materials
1
Boiling Point of Coolant

at Varying Antifreeze Concentrations
Temperature at Which
% Coolant with Ethylene
Concentration Glycol Will Boil1
20 217° F (103° C)
30 219° F (104° C)
40 222° F (106° C)
50 226° F (108° C)
60 231° F (111° C)
70 238° F (114° C)
At sea level.
1
Protection Temperatures
for Antifreeze Concentrations1
Protection to: Concentration
5° F (–15° C)–2 30% antifreeze, 70% water
–12° F (–24° C) 40% antifreeze, 60% water
Ethylene glycol-based antifreeze.
1
4-69
Barometric Pressures and Boiling Points
of Water at Various Altitudes
Barometric Pressure
Altitude Inches Lb. per Point Water

Mercury Square Inch Feet Water Boiling
Sea Level 29.92 In. 14.69 P.S.I. 33.95 Ft. .212.0° F
1000 Ft. 28.86 In. 14.16 P.S.I. 32.60 Ft. 210.1° F
2000 Ft. 27.82 In. 13.66 P.S.I. 31.42 Ft. 208.3° F
3000 Ft. 26.81 In. 13.16 P.S.I. 30.28 Ft. 206.5° F
4000 Ft. 25.84 In. 12.68 P.S.I. 29.20 Ft. 204.6° F
5000 Ft. 24.89 In. 12.22 P.S.I. 28.10 Ft. 202.8° F
6000 Ft. 23.98 In. 11.77 P.S.I. 27.08 Ft. 201.0° F
7000 Ft. 23.09 In. 11.33 P.S.I. 26.08 Ft. 199.3° F
8000 Ft. 22.22 In. 10.91 P.S.I. 25.10 Ft. 197.4° F
9000 Ft. 21.38 In. 10.50 P.S.I. 24.15 Ft. 195.7° F
10000 Ft. 20.58 In. 10.10 P.S.I. 23.25 Ft. 194.0° F
11000 Ft. 19.75 In. 9.71 P.S.I. 22.30 Ft. 192.0° F
12000 Ft. 19.03 In. 9.34 P.S.I. 21.48 Ft. 190.5° F
13000 Ft. 18.29 In. 8.97 P.S.I. 20.65 Ft. 188.8° F
14000 Ft. 17.57 In. 8.62 P.S.I. 19.84 Ft. 187.1° F
15000 Ft. 16.88 In. 8.28 P.S.I. 18.07 Ft. 185.4° F
4-70
4-71
pH Scale for Coolant Mixture
4-72
Temperature Regulators
CAT Opening Fully Open
Part No. Temperature* Temperature
4W0018 81° F (27° C) 99° F (37° C)
7C0311 113° F (45° C) 131° F (55° C)
7E1237 154° F (68° C) 178° F (81° C)
4P0301 154° F (68° C) 178° F (81° C)
4W4011 170° F (77° C) 192° F (89° C)
7E6210 171° F (77° C) 192° F (89° C)
7N0208 175° F (79° C) 196° F (91° C)
9N2894 175° F (79° C) 197° F (92° C)
7E7933 181° F (83° C) 198° F (92° C)
4W4794 183° F (84° C) 198° F (92° C)
7N8469 190° F (88° C) 205° F (96° C)
7C3095 190° F (88° C) 208° F (98° C)
4W4842 190° F (88° C) 208° F (98° C)
7W0371 203° F (95° C) 219° F (104° C)
9Y7022 212° F (100° C) 230° F (110° C)
9Y8966 230° F (110° C) 265° F (129° C)
*Normally stamped on regulator
New Temperature Regulators

1330, 1355
3606 (8RB), 3608 (6MC), 3612 (9RC), 3616 (1PD) Industrial Engines
The 3600 Family of Engines has three sets of temperature regulators.
The regulators are the jacket water (JW) inlet control, the oil cooler and
aftercooler (O/C and A/C) inlet control, and the oil cooler oil temperature
control. The chart identifies the new and former regulators. The recom-
mended service hours of temperature regulators is every 6000 service
meter hours or annually, whichever occurs first.
4-73
Temperature Regulators
New Regulator Former Regulator Nominal Temperature
Application Part No. Part No. Temperature °F (°C) Range °F (°C)
JW Inlet Control Distillate Fuel 6I49572 4W4794 194 (90)1 185-203 (85-95)
JW Inlet Control Distillate Fuel 6I49503 4W4794 189.5 (87.5)1 179.8-197.6 (82-92)
JW Inlet Control Residual Fuel 6I49562 7C3095 199.4 (93)1 190.4-208.4 (88-98)
2
O/C-A/C Inlet Control Distillate Fuel 6I4952 7C0311 118 (46) 118.4-122 (48-50)
O/C-A/C Inlet Control Residual Fuel 6I49632 4W0018 89.6 (32) 80.8-98.6 (27-37)
4-74
(Two Step) 6I49512 7E1237 167 (75) 154.4-177.8 (68-81)
Oil Cooler 6I49542 7E6210 181.4 (83) 168.8-192.2 (76-89)
Oil Cooler 6I49552 4P0301 167 (75) 154.4-177.8 (68-81)
NOTES: 1. Jacket water thermostats control jacket water inlet temperature, while water temperature gauge reads outlet temperature.
If the external cooling system has the proper restriction and the engine is operating at full load, the outlet temperature will be
approx. 9° F above inlet temperature.
2. These part numbers are recommended for inland tow boat applications.
3. Alternate thermostats used if application has an outlet temperature of 210° F.
Diagnostic Tooling
Self-Sealing Probe Adapters:
Size CAT Part No.

1
⁄8" NPT 5P2720
1
⁄4" NPT 5P2725
1
⁄2" O-ring 4C4547
9
⁄16" O-ring 5P3591
3
⁄4" O-ring 4C4545
Pressure Probe 164-2192
Coolant Expansion Rates
As a rule of thumb, expansion tanks should have a capacity of 16%

of the total system coolant volume for expansion plus reserve.
4-75
Densities of Liquids [at 60° F (16° C)]
Specific
Liquid lb/U.S. gal lb/cu ft kg/cu meter Gravity
Water, Fresh 8.35 62.1 994.6 1.005
Water, Sea 8.55 63.6 1018.3 1.025
Water/Glycol 8.55 64.0 1024.4 1.035
Diesel Fuel 7.15 53.1 850.7 0.855
Lube Oil 7.65 56.8 909.7 0.916
Kerosene 6.75 50.1 802.7 0.807
Supplemental Coolant Additive

(Conditioner or Inhibitor)
SCA %
30% – 60% Antifreeze solution . . . . . . . . . . . . . . . . . . . . . . . 3% to 6%
> 30% or straight water. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6% to 8%
Caterpillar recommends using antifreeze in the coolant mixture to get

maximum life from cooling system components. 30% is minimum rec-
ommendation.
Zinc Anode Summary

Straight Rod Length Zinc
Thread From Shoulder Rod Diameter
Zinc
Rod Size (mm) (in) (mm) (in)
6L3104 1/4 - 20 38.1 1.50 9.5 0.38
6L2283 1/4 - 20 57.0 2.25 10.0 0.39
6L2287 3/8 - 16 22.4 0.88 12.7 0.50
6L2281 3/8 - 16 30.2 1.19 12.7 0.50
6L2280 3/8 - 16 41.0 1.62 13.0 0.51
5B9651 3/8 - 16 50.8 2.00 16.0 0.63
6L2288 3/8 - 16 63.5 2.50 16.0 0.63
6L2289 3/8 - 16 76.0 3.00 16.0 0.63
7F9314 3/8 - 16 114.3 4.50 16.0 0.63
6L2016 5/8 - 18 20.5 0.81 22.0 0.87
6L2284 3/4 - 10 53.8 2.12 31.8 1.25
6L2285 3/4 - 10 63.5 2.50 31.8 1.25
4-76
Apply sealant only to the shoulder of the zinc rod before assembling to
the brass plug. Sealant is not to be applied to the straight threaded
joint between the rod and plug. Apply thread sealant to the external
pipe thread of the plug following normal procedures and specifications
as illustrated below.
DO NOT APPLY SEALANT
Sealant Application - Zinc Anode

ZINC ROD
Typical Zinc Anode
TO THIS AREA
APPLY SEALANT TO SHOULDER AREA
BRASS PLUG
(NO TEFLON TAPE)

APPLY SEALANT
4-77
Brass plugs currently available through the Caterpillar Parts System for
use with Caterpillar zinc rods are shown below. Check status and avail-
ability prior to final selection. Sacrificial anodes are not provided with
the factory supplied heat exchangers. They can be ordered through
the Caterpillar parts distribution system.
Brass Plug Summary

External Drill Boss
Rod Brass Plug Plug Dia. Min. Dia. Min. Thk.
Thrd. Thread (mm) (mm) (mm)
1/4 - 20 6L2282 1/4 - 18 11.2 28 6
3/8 - 16 6L2279 3/8 - 18 14.5 30 7
3/8 - 16 5B9169 1/2 - 14 18.0 35 8
5/8 - 18 6L2020 3/4 - 14 23.2 40 9
3/4 - 10 6L2286 1-1/4 -11-1/2 38.0 55 11
Similar to galvanic corrosion, electrolytic corrosion occurs with an exter-

nal source of current flow through the coolant. Despite seawater or engine
coolant mixture quality, presence of an electrical potential can cause
electrolytic corrosion damage to the cooling system materials. Aluminum
materials are attacked very rapidly by this type of corrosion. Most mate-
rials common to cooling systems, such as copper, brass, bronze, copper-
nickel, steel, and cast iron, are susceptible to electrolytic corrosion.
Electrical systems must be designed to eliminate continuous electrical

potential on any cooling system component. Electrolytic corrosion is
extremely difficult to troubleshoot, since the source of electrical current
must be located. A common cause is improper grounding or corroded
ground connections. Care must be taken during design, installation, and
maintenance phases to assure all grounds are tight and corrosion free.
Marine Growth
Over a period of time, marine growth will adversely impact the efficient
operation of heat exchangers. It is necessary to periodically disassem-
ble heat exchangers to clean heads and tubes. The use of local ther-
mometers, high temperature alarms, and other instrumentation can warn
of gradual loss of seawater flow, and are highly recommended. Periodic
chemical treatment will also combat marine growth in seawater systems.
The chemical type and concentration must be controlled to prevent
deterioration of components in the seawater circulating system, and to
minimize environmental impact. Contact a knowledgeable supplier if a
chemical treatment system is to be installed. Continuous low concentra-
tion chemical treatment via either bulk or self-generating electrical
processes are available from various manufacturers.
4-78
Electro-chemical Series
Corroded End – Least Noble
Magnesium
Zinc
Cadmium
Mild Steel or Iron
Low Alloy Steel
Aluminum Bronze
Naval Brass
Yellow Brass
18-8 Stainless Steel (Active)
18-8-3 Stainless Steel (Active)
Lead
Tin
Brasses
Copper
Bronzes
Copper-Nickel Alloys
Monel
Silicon Bronze
Tin Bronze
Silver
Titanium
Gold
Platinum
Protected End-Most Noble
The further metals are apart on the list, the greater the activity. For exam-
ple, zinc connected to graphite would deteriorate faster than zinc con-
nected to say mild steel.
Metals freely erode at approximately the following voltages depending
on their composition:
Erode
Bronze 300 millivolts
Steel 500 millivolts
Aluminum 650 millivolts
Protect
Bronze 600 ± 100 millivolts
Steel 850 ± 100 millivolts
Aluminum 800 to 1050 millivolts
The voltages of metals can be estimated by measuring the voltages
between seawater and the metal. The following scale is what you can
expect to see in seawater @ 75° F.
4-79
Metal or Alloy Millivolts
Magnesium 1580
Zinc 1050
Cadmium 860
Mild Steel or Iron 790
Low Alloy Steel 740
Aluminum Bronze 625
Naval Brass 450
Yellow Brass 450
18-8 Stainless Steel (Active) *
18-8-3 Stainless Steel (Active) *
Lead 420
Tin 500
Brass (60/40) 330
Copper 340
Copper-Nickel Alloys 200
Monel 110
Silicon Bronze 260
Tin Bronze 260
Silver 80
Titanium 100
Gold <0
Platinum <0
*Stainless Steel could read from 0 to 575 depending on composition and oxygen content of the seawater.
Rule of Thumb: Select metals to be connected, or close in wet wood,

that are within 200 millivolts of each other to reduce galvanic corrosion.
4-80
Corrosion Rates of Various
Metals in Seawater

(Mils per year)
Aluminum 1 to 3
Zinc 1
Lead 0.5
Iron (Steel) 5
Copper 1 to 2
Stainless Steel** 0
Copper-Nickel Alloys 0
Nickel Alloys 0
Titanium 0
Silicon Bronze 1 to 2
Austenitic Cast Iron 2
**Rates are ranges for general loss in seawater at ambient temperatures and velocities no greater than
3 ft (1 m) per second. Pitting penetration is not considered.
**Many stainless steels exhibit high rates of pitting in stagnant seawater.
Multiply mils by 25 for um/year
4-81
Electrolysis
The results of electrolysis appear to be the same as galvanic action. How-
ever, electrolysis is caused by an external current rather than a current
developed by the different metals in contact with an electrolyte.
When electrical current passes through impure water the water will
decompose; impurities present in the water will help the decomposition.
Also, when the current passes from a positive source to a negative source
through the water, the positive source disintegrates. The decomposition
of the positive source is commonly termed electrolysis.
The greatest cause of electrolysis is improper grounding of electri-
cal equipment.
Rule of Thumb: All electrical grounds should be grounded back to the
negative on the battery. Never use the hull as a ground.
The following list are common sources for stray currents:
A.C. polarity reversals
Improperly installed polarity alarms (low resistance polarity indicator circuits
should include a normally off, momentary test switch)
A.C. shorts from hot to case
Frayed, cut or waterlogged insulation
Wire in bilge water
Salt bridges on terminal strips or junction blocks
Staples, nails or screws through wires
Improperly grounded equipment
D.C. equipment using bonding system of the hull for return wire negative
Loose connections.
Procedure to troubleshoot an electrolysis problem:
1) Start by turning on and off all A.C. & D.C. circuit breakers and mas-
ter switches including the boat shore power transfer switch. Unplug
shore power to the boat.
2) Measure the hull potential (Hull to seawater)
3) Plug in the shore power cable
Measure the hull potential. If there is a sustained voltage read-
ing, as opposed to a “spike” or no reading, it is indicating a stray
current down the ground wire or between the power inlet and
the master switch or breaker. Find and fix the problem!
If there is no difference in hull potential proceed to step 4.
4) Turn on first circuit breaker, usually ship-shore or shore power breaker.
If hull potential changes find and correct the problem.
If no change was noted in the hull potential then move on to the
next switch or breaker in line. Correcting any problem encountered.
4-82
Each problem circuit must be checked by tracing the wire from the output
side of the breaker, to the electrical equipment on that circuit, and back
to the neutral bus.
Every time there is a branch in the circuit, you must check each branch
out separately to determine which branch contains the problem.
It is important that as each circuit is turned on the equipment actually
controlled by that circuit should actually be turned on.
4-83
KEEL COOLER SIZING WORKSHEET
GENERAL INFORMATION:
Project Engine
Application
Fuel Type
Rated Power bkW Rated Speed rpm
Cooling System Type (Combined or Separate)

DESIGN-POINT CONDITIONS:
Engine Power bkW
Engine Speed rpm
Heat Rejection Data (from TMI):
Jacket Water kW
Oil Cooler kW
Aftercooler kW
Vessel Speed knots
Maximum Expected Raw Water Temperature °C
Raw Water Type / Description
CIRCUIT ANALYSIS INFORMATION:
Circuit Being Analyzed
Total Circuit Heat Rejection kW
Max Allowable Coolant-to-Engine Temp °C
Regulator (Thermostat) Part Number
Start-to-Open Temperature °C
Full-Open Temperature °C
Total Circuit Flow L/min
Coolant Velocity thru Keel Cooler m/sec
Max Allowable Circuit Resistance kPa
Coolant Water Type
Antifreeze Content (glycol) %
Steel Thickness of Heat Transfer Surface mm
CIRCUIT ANALYSIS INFORMATION:
Baseline Unit Heat Rejection Capacity (Figure 17) = (kW/sq m)
Total Correction Factor (see Figures 18 and 19): °C
Water Glycol Raw-Water Thickness
Factor Factor Factor Factor
( ) x ( ) x ( ) x ( ) =
Corrected Unit Heat Rejection Capacity:
Baseline Total Correction
Capacity Factor
( ) x ( ) = (kW/sq m)
Temperature Difference Calculation: °C
Coolant-to-Engine Raw Water
Temperature Temperature
( ) °C - ( ) °C = °C
Unit Heat Rejection Capacity @ Design Temperatures:
Corrected Unit Temperature
Capacity Difference
( ) x ( ) = kW/sq m
Total Surface Area Required:
Total Circuit Unit Capacity
Heat Rejection @ Design Temps
( ) / ( ) = sq m
4-84
Baseline Performance Conditions
The baseline performance curves in Figure 4.17 are for the following
conditions:
Engine coolant: Treated fresh water (no glycol)
Engine coolant fouling factor: 0.0010 (no excessive hardness)
Raw water fouling factor: 0.0030 (typical river water)
Steel thickness: 6.35 mm (0.25 in)
Correction Factors
The baseline keel cooler performance (unit heat rejection capacity)
obtained from Figure 4.17 must be adjusted to account for actual con-
ditions. Correction factors (multipliers) required are shown in Figures 4.18
and 4.19.
Use of extremely hard water: Figure 4.18
Use of antifreeze (glycol): Figure 4.18
Raw water fouling factors: Figure 4.18
Steel thickness (heat transfer surface): Figure 4.19
0.40
0.38
2.5 m/sec
2.0 m/sec
Unit Heat Rejection Capacity (kW/m2)
0.36 1.5 m/sec

°CST
1.0 m/sec Coolant Velocity Through Cooler

0.34
0.32
0.5 m/sec
0.30
0.28
Coolant: Treated Water W/O Glycol (ff=0.0010)
0.26 Raw Water: Typical River Water (ff=0.0030)
Hull Material: Steel
0.24
Note: °CST = (T COOLANT TO ENGINE – T RAW WATER) = in °C
0.22
0.20
0.18
0 2 4 6 8 10
Vessel Speed (knots)
Keel Cooler Performance & Sizing

Baseline Heat Rejection Capacity
FIGURE 4.17
4-85
Keel Cooler Performance Correction Factors
Correction Factors for Cooling System Water:
Water meets Caterpillar specifications .........................................................(baseline)1.00
Extremely hard water (>15 grains/gal)..........................................................................0.90
Correction Factors for Antifreeze:
0% glycol .....................................................................................................(baseline)1.00
10% glycol .....................................................................................................................0.97
20% glycol .....................................................................................................................0.94
30% glycol .....................................................................................................................0.91
40% glycol .....................................................................................................................0.88
50% glycol .....................................................................................................................0.85
Correction Factors for Raw-Water Type
Correction Factors @
*Fouling Vessel Speed
Raw-Water Description Factor <2 knots >2 knots
River water (baseline) 0.0030 1.00 1.00
Open sea (ocean water) 0.0007 1.11 1.16
Great Lakes 0.0010 1.10 1.13
Chicago Canal 0.0060 0.88 0.85
* Fouling factor is shown here for reference only and is used to calculate the vessel speed correction factor.
FIGURE 4.18
1.6
3.175 mm
1.4 (0.125 in)
Material Thickness Correction Factor
1.2
Material Thickness
BASELINE 6.350 mm
1.0
(0.250 in)
.8
9.525 mm
(0.375 in)
12.70 mm
(0.50 in)
.6
19.05 mm
(0.75 in)
.4
0 2 4 6 8 10
Vessel Speed (knots)
Keel Cooler Performance & Sizing

Capacity Corrections for Material Thickness
(Structural Steel)
FIGURE 4.19
4-86
Piping Symbol
Symbol Description Symbol Description Symbol Description
Gate Valve Un-Insulated Pipe Tank Heating Coil
R Gate Valve with Remote Insulated Pipe Gauge Glass

Operating Gear Attached (Automatic Closure)
LO Locked "Open" Valve Air Vent with Flame Screen Plate Heat Exchange
LC Locked "Closed" Valve Air Vent w/Flame Screen & Shell and Tube Heat
Closure Exchanger
Globe Valve Air Vent w/Flame Screen, Centrifugal Pump
Check Valve & Closure
T Screw Down Drip Pan Positive Displacement Pump

Non-Return Valve
LS Lock Shut Valve Thermometer Manhole in Tank
T
Swing Check Valve Thermometer Flow Meter
FM
Three -way Cock High Temperature Alarm Pipe Return to Tank

HTA
Air Operated Three-Way Low Temperature Alarm Pump Suction Bell

LTA
Cock (or Valve)
Relief Valve High Level Alarm Filter
F
HLA
Angle Valve Low Level Alarm Differential Pressure

P Indicator
LLA
Pressure Control Valve Pump Start Pressure Switch

PS
PSH
Self-Contained Pump Stop Alarm
Temperature Control A
Valve w/ Manual Override PSL
Butterfly Valve Pressure Switch Motor

M
Ball Valve Steam Blow-Out
In-Line Relief Valve Sounding Valve

with Lever
Diverting Valve with Simplex Strainer

S
Manual Lever
Temperature Control S Duplex Strainer
Valve S
Air Operated Orifice Plate
Butterfly Valve
Flexible Connector Pressure Gauge
P
Flexible Connector Level Indicator

L
4-87
Schedule of Piping
SYSTEM PIPING TAKE DOWN JOINTS VALVES FITTINGS GENERAL
BOLTS NUTS GASKETS NOTES
## SERVICE SIZE TYPE SIZE TYPE SIZE PRESS MATERIAL TRIM SIZE TYPE
1 Cooling Above Seamless, ASTM Above Steel Slip-on Welded ASTM A307 ASTM A307 Inserted 2 in. 125# Cast Iron or Brass 2 in. Forged Steel Std.
Fresh Water 0.5 in. A106, Sch. 40 0.5 in. Flanges, Butt Welded Grade B Grade B Rubber Sheet (50 mm) Forged Steel (50 mm) Wt., Butt Welded
(10 mm) Grade A or B (10 mm) or Sleeve and above Flanged and Above ends, ASTM A-234
0.5 in. Seamless Copper, Below Brass Unions, 1.5 in. 200# Brass 1.5 in. Ductile Iron,
(10 mm) ASTM B88, Type 0.5 in. Bite Joint or (40 mm) Bronze (40 mm) Forged Steel, or
and Below K or L (10 mm) Sleeve and below and Below Brz., Screwed
2 Cooling Above 90 / 10 CuNi Pipe Above Bronze Flanges, ASTM A307 ASTM A307 Inserted 2 in. 125# Cast Iron, Flanged Brass Above Bronze, Brazed; Or use ## 3
Sea Water 0.5 in. 0.5 in. Brazed. Galv. Galv. Rubber (50 mm) or Monel 0.5 in. or Built-up Cu, which is
(10 mm) (10 mm) Sheet and above 150# Cast Steel, Flanged (10 mm) Flanged acceptable
substitute
0.5 in. Seamless Copper, Below Brass Unions, 1.5 in. 200# Bronze, Flanged Brass 0.5 in. Brass Joints
(10 mm) ASTM B88, Type 0.5 in. Bite Joint or Sleeve (40 mm) or Screwed or Monel (10 mm)
and Below K or L (10 mm) and below and Below
3 Sea Chest, All Seamless, ASTM Above Steel Slip-on Welded ASTM A307 ASTM A307 Inserted 2 in. 150# Cast Steel, Flanged Brass 2 in. Butt Welded
Overboard, Air Vent, A106, Sch. 80 Grade 0.5 ft. Flanges, Butt Welded Galv. Galv. Rubber (50 mm) or Monel (50 mm) Galvanized
and Blow-Out Conn. A or B, Galvanized (10 mm) or Sleeve Sheet and above and Above
Below Brass Unions, 1.5 in. 200# Bronze, Flanged Brass 1.5 in. Ductile Iron or
0.5 ft. Bite Joint or (40 mm) or Monel (40 mm) Forged Steel,
(10 mm) Sleeve and below and Below Galv. Screwed
4-88
4 Oil & Fuel- Above Seamless, ASTM Above Steel Slip-on Welded ASTM A307 ASTM A307 Nitrile 2 in. 125# Cast Iron or Brass 2 in. Forged Steel Std. *Valves
*Valves onon
Filling, Transfer, and 0.5 in. A106, Sch. 40 0.5 in. Flanges, Butt Welded Galv. Galv. (50 mm) Forged Steel, Flanged (50 mm) Wt., Butt Welded Oil Fuel
Oil & Fuel
Service (10 mm) Grade A or B (10 mm) or Sleeve and above 150# * Cast Steel, Flanged and Above ends, ASTM A-234 tanks
tankswill be
subj.
Cast Steel
to a static
0.5 in. Seamless Copper, Below Brass Unions, 1.5 in. 200# Bronze, Flanged Brass 1.5 in. Ductile Iron or Flanged
head
(10 mm) ASTM B88, Type 0.5 in. Bite Joint or Sleeve (40 mm) or Screwed (40 mm) Forged Steel
and Below K or L (10 mm) and below and Below Screwed or
Socket Weld
5 Exhaust Gas All Steel Resistance Steel Plate Flanges ASTM A307 ASTM A307 Hi-Temp., All Forged Steel, *Pipe to be
Welded, ASTM A53* All Butt Welded Flngd. at least 0.25 in.
Galv. Galv. Asbestos
(Flex conns. to
Free (7 mm) thick
be Stainless Steel)
6 Exhaust Gas - All Steel Resistance 2 in. 200# Bronze, Flanged Brass All
Open Drains Welded, ASTM A53 (50 mm) or Screwed Forged Steel,
Sch. 40 and above Butt Welded
1.5 in. 200# Bronze, Flanged Brass All

(40 mm) or Screwed Forged Steel,
and below Butt Welded
7 Starting Air Above Seamless, ASTM Above Steel Slip-on Welded ASTM A307 ASTM A307 Nitrile 2 in. 150#
125# Cast Iron or Forged Brass 2 in. Forged Steel,
and Control Air 0.5 in. A106, Sch. 40 0.5 in. Flanges, Butt Welded Galv. Galv. (50 mm) Steel, Flanged (50 mm) Flanged or
(10 mm) Grade A or B (10 mm) or Sleeve and above and Above Butt Welded
0.5 in. Seamless Copper, Below Brass Unions, 1.5 in. 200# Bronze, Flanged Brass 1.5 in. Forged Steel,
(10 mm) ASTM B88, Type 0.5 in. Bite Joint or Sleeve (40 mm) or Screwed (40 mm) Screwed or
and Below K or L (10 mm) and below and Below socket weld
ALIGNMENT
Alignment
Table of Contents
Driveline Components
Screw Propeller Drivelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
Jet Drives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
Torsional Vibration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10
Driveline Couplings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-13
Mounting and Alignment
Marine Transmission Installation – Propeller Shaft Droop . . . . 5-24
Marine Transmission Installation – Alignment. . . . . . . . . . . . . . 5-33
Installation/Alignment Instructions . . . . . . . . . . . . . . . . . . . . . . 5-38
Marine Transmission and Engine Mounting –
Appendix. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-57
Auxiliary Mounting Systems
Bases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-71
Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-77
Mounting Auxiliary Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-82
Mounting and Alignment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-94
Vibration
Vibration Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-100
Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-105
5-1
Driveline Components
General Information
Drivelines can be subdivided into two groups, depending on how the
thrust forces driving the hull are created.
Screw propeller drivelines have a propeller converting engine power

to thrust outside the hull. The thrust forces are generated on the pro-
peller and transmitted to the hull through the propeller shafting and
marine transmission.*
Jet drives have engine-driven water pumps, either within the hull or bolted
rigidly to it, which accelerate large flows of water. The thrust of the water
leaving the pump propels the hull. The thrust forces are applied to the
hull through the pump housing.
*Boats with ducted propellers (Kort nozzles) receive a portion of their thrust directly
from the hydrodynamic forces on the ducts. Ducted propellers are not common on
fast boats due to the high drag of propeller ducts at high boat speeds.
Screw Propeller Drivelines

There are several ways screw propeller drivelines connect the engine
to the propeller.
Conventional In-Line Propeller Systems

In conventional in-line propeller systems, the propeller shafting is
straight and rigid, and transmits the propeller thrust in a direct line from
the marine gear output flange to the propeller. The engines are located
low, near the longitudinal center of the hull, and the marine gears gen-
erally accept the full propeller thrust.
Shaft Diameter and Bearing Spacing Selection

To prevent premature damage to shaft bearings, the shaft bearings
should be close enough to prevent shaft whip, but far enough apart to
permit the shaft to conform to the hull’s flexing. For this reason, shaft-
ing should be designed for the thrust and torque forces applied. Since
the tail shaft is more subject to damage from a propeller’s contact with
submerged objects, it should be strengthened for this purpose.
5-2
9
4 3
6 1
8 7 5 2
10
DRIVELINE COMPONENTS – CENTERLINE MOUNTED THROUGH STERN POST

1. Shaft companion flange 6. Stuffing box – may or may not
2. Intermediate shaft contain bearing
3. Shaft bearing – pillow block, 7. Stern tube – one end threaded,
expansion type the other slip fit
4. Flange type shaft coupling 8. Stern bearing
5. Tail shaft 9. Propeller
10. Retaining nut
FIGURE 5.1
The following nomograms will serve as a guide for shaft sizes and bear-
ing spacing for commonly used shaft materials consistent with good
marine practice.
5-3
BEARING SPACING
10
5000 20
Maximum Spacing of Bearings in Feet

Modulus of Elasticity
4000
15
3000 5
40
Propeller Revolutions Per Minute
Shaft Diameter in Inches

4
2000
3 30 10
Steel
9
Monel
400
1000 8
2
7
20
6
Phos. Bz
0 1 5
Space bearings — rule a line from shaft in intersection on center scale to connect
second line scale to modulus in fourth scale propeller rpm on left scale and extend the
(26 for Monel). Then rule a line from point of line to right scale.
“Monel” is a registered trademark of
International Nickel Corp.
Chart published courtesy of Paul G. Tomalin
FIGURE 5.2
5-4
SHAFT DIAMETER SELECTION NOMOGRAPH
Horsepower Shaft Diameter

per 100 rpm 1 (inches)
Propeller 2
Speed
Tailshafts for heavy duty service

5 1.5 should be increased by adding 1%
of the propeller diameter to the
10 basic shaft diameter.
2
20
2.5
3 Intermediate shafts may be reduced to

50
0.95 of the resultant shaft sizes.
100 4
200 5
Mild steel, read directly.
6 Tobin bronze, multiply by 1.05.
500 7 Monel, multiply by 0.88.
8
1000
9
10
Example 1 Example 2
Condition Condition
Select bronze propeller shaft for engine with Select steel intermediate shaft and bronze
Intermittent rating of 315 hp @ 2000. Reduction tailshaft for heavy duty service. Engine
ratio, 2:1. Propeller diameter, 32 inches. Light develops 300 continuous hp @ 1800 rpm.
duty operation. Reduction ratio, 4.5:1. Propeller diameter,
54 inches.
Solution
Intermittent hp = 315 Solution
Continuous hp = 300
Propeller rpm = 2000
—— = 1000
2
Propeller rpm = 1800
—— = 400
315 = 31.5
hp per 100 rpm = —— 4.5
10.00 300 = 75
hp per 100 rpm = ——
4.00
Basic shaft diameter = 2.75 in.
Bronze shaft diameter = 2.75 x 1.05 = 2.88 in. Basic shaft diameter = 3.64 in.
Steel intermediate shaft = 3.64 x 0.95 = 3.46 in.
NOTE: Round off shaft diameter to nearest larger Bronze tailshaft = (3.64 x 1.05) + (54 x 0.01)
standard size. = 3.82 + 0.54 = 4.36 in.
FIGURE 5.3
5-5
Location of first shaft bearing aft of the marine transmission
The location of the first line shaft bearing from the marine transmission
flange is extremely important.
To avoid inducing unwanted forces on the marine transmission thrust

bearing, the line shaft bearing should be located at least 12, and prefer-
ably 20, or more shaft diameters from the marine transmission output
flange. If the bearing must be located closer than 12 diameters, the
alignment tolerances must be reduced substantially and the use of a
flexible coupling considered.
Vee Drives
In Vee Drives, the propeller shafting is in two sections. The first section
of shafting is from the propeller to a Vee drive unit.
The Vee drive unit is a bevel-gear box that allows the shafting to change
directions. The Vee drive unit accepts full propeller thrust, transmitting
the thrust to the hull through its mounting feet.
FIGURE 5.4 VEE DRIVE
The second section of shafting turns sharply backward from the Vee
drive unit to the engine. The engine is generally mounted as far to the
rear of the boat as possible, with its flywheel end facing toward the bow
of the boat.
5-6
There are a number of advantages of the Vee drive layout: The engine is
located at the extreme rear of the boat, taking minimal usable space within
the hull. Because the shafting between the engine and the Vee drive
unit is not loaded with propeller thrust forces, that section of shaft can
include universal joints or other soft couplings. The driveline softness
allows use of soft engine mounts, resulting in a very quiet installation.
The disadvantage of the Vee drive arrangement is that the engine center
of gravity is relatively high and is further aft than conventional in-line
drivelines. This reduces stability and adversely affects hull balance.
Z Drive
The Z drive is a drive arrangement where the engine is connected to
a right angle gear unit. A vertical drive shaft leads down through the hull
to a submerged, second right-angle gear unit. The lower right-angle
gear drives the propeller through a short length of horizontal drive shaft.
The engine may face either fore or aft. Transverse engine orientations
are not recommended.*
*The rolling of the boat can shorten the life of the crankshaft thrust bearings. When
the boat rolls, the crankshaft will slide back and forth, hammering on its thrust bear-
ings. If the engine is running, the motion will be dampened by the engine’s oil film.
If the engine is not running, the oil film is not present to protect the thrust bearing.
Stern Drives
The stern drive is a drive arrangement wherein the engine is connected
to a reverse-reduction unit (to provide the reversing capability) that
drives two right-angle gear sets (through a double universal joining
shaft) and a propeller. The engine flywheel faces aft.
FIGURE 5.5 Z DRIVE
5-7
FIGURE 5.6 STERN DRIVE
Jet Drives
Definition of Jet Drive

The boat is propelled by the acceleration of a flow of water picked up
from the bottom of the hull through an inlet grill and forced out through
a nozzle mounted in the stern of the boat. This water flow is accelerated
by the engine driving a pump impeller. The pump impeller is connected
to the engine with a clutched reduction unit or direct from the engine
flywheel through a universal joint shaft.
5-8
FIGURE 5.7 JET DRIVE
Advantages of Jet Drive

• There is no need for a reverse gear. Reverse mode of operation can
be accomplished by means of buckets or vanes on the discharge
nozzle, which redirect the jet’s discharge stream forward instead of aft.
• Operation in water too shallow for conventional propeller systems is
possible. Engine load with jet drives normally follows a cubic demand.
Jet drive systems are significantly less prone to overload, since jet
power demand is not very sensitive to vessel speed. Jet drive units
are also less prone to damage from floating debris.
Disadvantages of Jet Drives

Disadvantages of the jet drive arrangement include:
• Block loading of the engine can occur if the boat comes off the water
ingesting air and loss of load. When the boat comes back in the water,
block loading can occur if the engine speed is not matched to the load.
• There is a tendency for the inlet grill to become plugged with debris. Some
jet propulsion units are equipped with built-in cleaning mechanisms.
5-9
Torsional Vibration
Torsional vibration is cyclic irregularity of rotation in a shafting system.
It is caused by engine combustion pulses, reciprocating motion, and
the propeller. As shafts in the system rotate, both the input torque (as
each cylinder fires) and the resistance to rotation (caused by the pro-
peller) varies. The torque variation is natural and unavoidable. It is only
dangerous when uncontrolled.
Any shaft rotating with a mass attached to each end is capable of tor-
sional vibration if there is any irregularity in the rotation of either mass.
Rotation originates with the power stroke of the piston.
The simplified drive train below illustrates the relationship of shaft diam-
eter, length and inertia of the natural frequency of the system.
FIGURE 5.8
Sources of Torsional Vibration

Many components in the driveline can cause or contribute to torsional
vibration:
• Irregularity in the flow of water to a propeller caused by struts, appen-
dages, hull clearance
• Propeller blade-to-blade pitch inaccuracies
• The intermeshing of gear teeth in the marine transmission
• Misaligned flexible couplings
• Universal joints (except for constant velocity types)
• Firing of individual cylinders of the engine
• Auxiliary loads driven from any of the engine’s power takeoffs
5-10
Mathematical Torsional Vibration Analysis
To ensure the compatibility of an engine and the drive equipment, a
theoretical Torsional Vibration Analysis (TVA) is necessary. Disregarding
the torsional compatibility of the engine and driven equipment can
result in extensive and costly damage to components in the drive train
or engine failure. The torsional report will show the natural frequencies,
the significant resonant speeds, and either the relative amplitudes or
a theoretical determination of whether the maximum permissible stress
level is exceeded. Also shown are the approximate nodal locations in
the shafting system for each significant natural frequency.
Conducted at the design stage of a project, the mathematical torsional

analysis may reveal torsional vibration problems that can be avoided
by modification of driven equipment, shafts, masses, or couplings.
Data Required to Perform Mathematical Torsional Analysis

1. Operating speed ranges – lowest speed to highest speed, and
whether it is variable or constant speed operation.
2. Load curve on some types of installations for application with a
load dependent variable stiffness coupling.
3. With driven equipment on both ends of the engine, the horsepower
requirement of each set of equipment and whether operation at
the same time will occur.
4. A general sketch of the complete system showing the relative loca-
tion of each piece of equipment and type of connection.
5. Identification of all couplings by make and model, along with WR2*
and torsional rigidity.
6. WR2 or principal dimensions of each rotating mass and location
of mass on attached shaft.
7. Torsional rigidity and minimum shaft diameter, or detailed dimen-
sions of all shafting in the driven system, whether separately
mounted or installed in a housing.
8. If a reciprocating compressor is utilized, a harmonic analysis of
the compressor torque curve under various load conditions or, if
this is not available, a torque curve of the compressor under each
load condition. (The WR2 of the available flywheels for the com-
pressor should be submitted.)
9. The ratio of the speed reducer or increaser. (The WR2 and rigid-
ity that is submitted for a speed reducer or increaser should state
whether or not they have been adjusted by the speed ratio squared.)
10. The WR2 and number of blades on the propeller.
*WR2 is a Polar Moment of inertia. It is the way we quantify the tendency of an object
to resist changing its rotational speed. A flywheel is an object specifically designed
to have a high polar moment of inertia. If its metal were concentrated near its hub,
it would have a much lower polar moment of inertia, yet would have the same weight.
5-11
Availability of Torsion Characteristics of
Equipment Furnished by Caterpillar
Upon request, mass elastic systems of items furnished by Caterpillar
will be supplied to the customer without charge so that he can calculate
the theoretical TVA.
Mass elastic data for Caterpillar diesel engines, marine gears, and gen-
erators is covered in the Technical Marketing System WEB (TMIWEB)
and in Technical Marketing Information (TMI). If desired, Caterpillar will
perform TVAs. The data required prior to the analysis is described above.
There is a nominal charge for this service provided by Caterpillar.
Timing of Mathematical Torsional Vibration Analysis

The best time to perform a mathematical TVA is during the design
phase of a project; before the driveline components are purchased
and while the design can be easily changed if the TVA shows problems
are likely to exist.
Responsibility for Torsional Compatibility

Since compatibility of the installation is the system designer’s respon-
sibility; it is also his responsibility to obtain the TVA.
5-12
Driveline Couplings
There are two types of driveline couplings: Rigid and soft.
Rigid Couplings
Rigid shaft couplings may be classified by the method of attaching the
shaft to the coupling.
Society of Automotive Engineers (SAE) Standards – SAE J755

Use of SAE standard shaft ends and couplings is recommended. They
represent the highest standards of rigidity and reliability.
Other Rigid Couplings

The couplings using SAE standard shaft ends and hubs are cumber-
some to remove and must be machined very carefully, to ensure con-
centricity and perpendicularity tolerances are met. The following couplings
are easier to install and remove. They are also simpler to manufacture.
Q-Cotter N X
Pin MIN
T W
E
L J A
F-Thd
FIGURE 5.9
H
G C R rad
/ "x45
1 32
Y
P
Drill A
M K B D Y
Sec Y-Y
FIGURE 5.10
5-13
Dimensions for Shafts –43 to 6 inch in Diameter
Non Taper Keyway Taper
Shaft Small End Length Keyway Width Keyway Side Fillet End to
Diameter Diameter Diameter Diameter Diameter Radius Thread Thread
“A” “B” “C” “D” “E” “R” “F” “G” End
Min Max Nom Min Max Nom Min Max Dia TPI
0.75 0.624 0.626 2.00 0.19 0.1865 0.1875 0.10 0.095 0.097 0.031 0.50 13.0 1.063
0.88 0.726 0.728 2.38 0.25 0.249 0.250 0.13 0.125 0.127 0.031 0.63 11.0 1.250
1.00 0.827 0.829 3.75 0.25 0.249 0.250 0.13 0.125 0.127 0.031 0.75 10.0 1.438
1.13 0.929 0.931 3.13 0.25 0.249 0.250 0.13 0.125 0.127 0.031 0.75 10.0 1.438
1.25 1.030 1.032 3.50 0.31 0.3115 0.3125 0.16 0.157 0.160 0.063 0.88 9.0 1.625
1.38 1.132 1.134 3.88 0.31 0.3115 0.3125 0.16 0.157 0.160 0.063 1.00 8.0 1.813
1.50 1.233 1.235 4.25 0.38 0.374 0.375 0.19 0.189 0.192 0.063 1.13 7.0 2.000
5-14
1.75 1.437 1.439 5.00 0.44 0.4365 0.4375 0.22 0.219 0.222 0.063 1.25 7.0 2.250
2.00 1.640 1.642 5.75 0.50 0.499 0.500 0.25 0.251 0.254 0.063 1.50 6.0 2.625
2.25 1.843 1.845 6.50 0.56 0.561 0.5625 0.28 0.281 0.284 0.094 1.75 5.0 3.000
2.50 2.046 2.048 7.25 0.63 0.6235 0.625 0.31 0.312 0.315 0.094 1.75 5.0 3.000
2.75 2.257 2.259 7.88 0.63 0.6235 0.625 0.31 0.313 0.316 0.094 2.00 4.5 3.500
3.00 2.460 2.462 8.63 0.75 0.7485 0.750 0.31 0.311 0.314 0.094 2.33 4.5 3.875
3.25 2.663 2.665 9.38 0.75 0.7485 0.750 0.31 0.311 0.314 0.125 2.50 4.0 4.375
3.50 2.866 2.868 10.25 0.88 0.8735 0.875 0.31 0.310 0.313 0.125 2.50 4.0 4.375
3.75 3.069 3.071 10.88 0.88 0.8735 0.875 0.31 0.310 0.313 0.125 2.75 4.0 4.750
4.00 3.272 3.274 11.63 1.00 0.9985 1.000 0.31 0.309 0.312 0.125 3.00 4.0 5.125
4.50 3.827 3.829 10.75 1.13 1.123 1.125 0.38 0.373 0.376 0.156 3.25 4.0 5.625
Dimensions for Shafts –43 to 6 inch in Diameter (continued)
Non Taper Keyway Taper
Shaft Small End Length Keyway Width Keyway Side Fillet End to
Diameter Diameter Diameter Diameter Diameter Radius Thread Thread
“A” “B” “C” “D” “E” “R” “F” “G” End
Min Max Nom Min Max Nom Min Max Dia TPI
5.00 4.249 4.251 12.00 1.25 1.248 1.250 0.44 0.434 0.437 0.188 3.75 4.0 6.375
5.50 4.671 4.673 13.25 1.25 1.248 1.250 0.44 0.435 0.438 0.188 4.00 4.0 6.750
5-15
*6.00 4.791 4.793 14.50 1.38 1.373 1.375 0.50 0.493 0.496 0.219 4.25 4.0 7.500
*6.50 5.187 5.189 15.75 1.38 1.373 1.375 0.50 0.494 0.497 0.219 4.50 4.0 8.250
*7.00 5.582 5.584 17.00 1.50 1.498 0.500 0.56 0.555 0.558 0.250 5.00 4.0 9.000
*7.50 5.978 5.980 18.25 1.50 1.498 1.500 0.56 0.556 0.559 0.250 5.25 4.0 9.375
*8.00 6.374 6.376 19.50 1.75 1.748 1.750 0.56 0.553 0.556 0.250 5.75 4.0 9.750
*6 in. through 8 in. bore uses 1 in./ft taper. 1/12 in. per taper. Angle with centerline 2° 23 ft 9 in.
Dimensions for Shafts –43 to 6 inch in Diameter
Non
Shaft Extension Diameter Length Cotter Cotter Keyway
Diameter Beyond of Pin of Pin Pin Pin Length
“A” Taper “H” Undercut End “L” End “M” Hole “Q” Nuts “X”
Plain Jamb
“P” Nom Thick Thick
“J” “K” “N” Drill Dia Length Size “T” “W”
0.75 1.313 0.391 0.125 0.375 0.250 1.141 0.141 0.125 0.75 0.500 – 13 0.500 0.313 1.500
0.88 1.500 0.484 0.125 0.438 0.250 1.328 0.141 0.125 0.75 0.625 – 11 0.625 0.375 1.781
1.00 1.750 0.594 0.125 0.500 0.313 1.516 0.141 0.125 1.00 0.750 – 10 0.750 0.438 2.125
1.13 1.750 0.594 0.125 0.500 0.313 1.516 0.141 0.125 1.00 0.750 – 10 0.750 0.438 2.125
1.25 2.719 0.125 0.625 0.375 1.000 0.719 0.172 0.156 1.25 0.875 – 9 0.875 0.500 2.813
5-16
1.38 2.250 0.813 0.125 0.750 0.875 1.906 0.172 0.156 1.50 1.000 – 8 1.000 0.563 3.188
1.50 2.438 0.906 0.188 0.875 0.875 2.094 0.172 0.156 1.50 1.125 – 7 1.125 0.625 3.500
1.75 2.750 1.031 0.188 1.000 0.500 2.359 0.203 0.188 1.75 1.250 – 7 1.250 0.750 4.219
2.00 3.125 1.250 0.188 1.250 0.500 2.734 0.203 0.188 2.00 1.500 – 6 1.500 0.875 4.938
2.25 3.500 1.375 0.188 1.375 0.500 3.141 0.266 0.250 2.25 1.750 – 5 1.750 1.000 5.625
2.50 3.500 1.438 0.188 1.438 0.500 3.141 0.266 0.250 2.25 1.750 – 5 1.750 1.000 6.094
2.75 4.000 1.688 0.250 1.688 0.500 3.641 0.266 0.250 2.50 2.000 – 4.5 2.000 1.125 6.656
3.00 4.375 1.938 0.250 1.938 0.500 4.016 0.266 0.250 3.00 2.250 – 4.5 2.250 1.250 7.344
3.25 5.125 2.125 0.375 2.125 0.750 4.578 0.375 0.375 3.00 2.500 – 4 2.500 1.500 8.500
3.50 5.125 2.125 0.375 2.125 0.750 4.578 0.375 0.375 3.00 2.500 – 4 2.500 1.500 9.250
3.75 5.500 2.375 0.375 2.375 0.750 4.953 0.375 0.375 3.50 2.750 – 4 2.750 1.625 10.000
Dimensions for Shafts –43 to 6 inch in Diameter (continued)
Non
Shaft Extension Diameter Length Cotter Cotter Keyway
Diameter Beyond of Pin of Pin Pin Pin Length
“A” Taper “H” Undercut End “L” End “M” Hole “Q” Nuts “X”
Plain Jamb
“P” Nom Thick Thick
“J” “K” “N” Drill Dia Length Size “T” “W”
4.00 5.875 2.500 0.375 2.500 0.750 5.328 0.375 0.375 3.50 3.000 – 4 3.000 1.750 10.500
4.50 6.375 2.750 0.375 2.750 0.750 — — — — 3.250 – 4 3.250 1.875 9.625
5-17
5.00 7.125 3.250 0.375 3.250 0.750 — — — — 3.750 – 4 3.750 2.125 10.875
5.50 7.750 3.500 0.500 3.500 1.000 — — — — 4.000 – 4 4.000 2.250 12.125
*6.00 8.500 3.875 0.500 3.875 1.000 — — — — 4.250 – 4 4.250 2.250 13.250
*6.50 9.250 4.375 0.500 4.375 1.000 — — — — 4.500 – 4 9.500 2.500 14.375
*7.00 10.000 4.875 0.500 4.375 1.000 — — — — 5.000 – 4 5.000 2.750 15.625
*7.50 10.375 5.125 0.500 5.125 1.000 — — — — 5.500 – 4 5.500 3.000 16.875
*8.00 10.750 5.375 0.500 5.375 1.000 — — — — 5.750 – 4 5.750 3.125 18.125
*6 in. through 8 in. bore uses 1 in./ft taper.1/12 in. per taper. Angle with centerline 2° 23 ft 9 in.
R C D B MAX
FIGURE 5.11
Marine Propeller Hub Bore Dimensions

Diameter Maximum
5-18
Nom Bore Small End Length Keyway Width Keyway Side Depth
Diameter “A” “B” “C” “D”
Min Max Nom Min Max Nom Min Max
0.75 0.608 0.610 2.250 0.188 0.1865 0.1875 0.094 0.098 0.100
0.88 0.710 0.712 2.625 0.250 0.249 0.250 0.125 0.129 0.131
1.00 0.811 0.813 3.000 0.250 0.249 0.250 0.125 0.129 0.131
1.13 0.913 0.915 3.375 0.250 0.249 0.250 0.125 0.129 0.131
1.25 1.015 1.017 3.750 0.313 0.3115 0.3125 0.156 0.162 0.165
1.38 1.116 1.118 4.125 0.313 0.3115 0.3125 0.156 0.161 0.164
1.50 1.218 1.220 4.500 0.375 0.374 0.375 0.188 0.195 0.198
1.75 1.421 1.423 5.250 0.438 0.4365 0.4375 0.219 0.226 0.229
2.00 1.624 1.626 6.000 0.500 0.499 0.500 0.250 0.259 0.262
Marine Propeller Hub Bore Dimensions (continued)
Diameter Maximum
Nom Bore Small End Length Keyway Width Keyway Side Depth
Diameter “A” “B” “C” “D”
Min Max Nom Min Max Nom Min Max
2.25 1.827 1.829 6.750 0.563 0.561 0.5625 0.281 0.291 0.294
2.50 2.030 2.032 7.500 0.625 0.6235 0.625 0.313 0.322 0.325
2.75 2.233 2.235 8.250 0.625 0.6235 0.625 0.313 0.322 0.325
3.00 2.437 2.439 9.000 0.750 0.7485 0.750 0.313 0.323 0.326
3.25 2.640 2.642 9.750 0.750 0.7485 0.750 0.313 0.323 0.326
3.50 2.843 2.845 10.500 0.875 0.8735 0.875 0.313 0.324 0.327
5-19
3.75 3.046 3.048 11.250 0.875 0.8735 0.875 0.313 0.324 0.327
4.00 3.249 3.251 12.000 1.000 0.9985 1.000 0.313 0.326 0.329
4.50 3.796 3.798 11.250 1.125 1.123 1.125 0.375 0.388 0.391
5.00 4.218 4.220 12.500 1.250 1.248 1.250 0.438 0.450 0.453
5.50 4.640 4.642 13.750 1.250 1.248 1.250 0.438 0.450 0.453
6.00 4.749 4.751 15.000 1.375 1.373 1.375 0.500 0.517 0.520
6.50 5.145 5.147 16.250 1.375 1.373 1.375 0.500 0.516 0.519
7.00 5.541 5.543 17.500 1.500 1.498 1.500 0.563 0.579 0.582
7.50 5.937 5.939 18.750 1.500 1.498 1.500 0.563 0.579 0.582
8.00 6.332 6.334 20.000 1.750 1.748 1.750 0.563 0.582 0.585
FIGURE 5.12 SPLIT COUPLING
Advantages of the Split Coupling

Split couplings can use shaft ends that require no additional machining
after receipt from the shafting supplier. Good quality shafting is generally
received with a ground or ground/polished finish. The shaft can gen-
erally be removed from a split coupling without use of heat or a press. The
ability to retain the shaft is excellent in a well-machined split coupling.
Disadvantages of the Split Coupling

Split couplings use only friction to keep the shaft in the coupling. There
is no positive mechanical stop preventing the shaft from pulling out of
the coupling.
The inside diameter of the coupling bore should be within 0.025-0.050 mm

(0.001-0.002 in.) of the outside diameter of the shaft end to prevent
vibration from concentricity error unbalance.
5-20
FIGURE 5.13 SET SCREW COUPLING
Advantages of the Setscrew Coupling

The setscrew coupling allows very easy shaft removal and reinstallation.
Setscrew couplings can use shaft ends that require no additional machin-
ing after receipt from the shafting supplier; good quality shafting is gen-
erally received with a ground/polished finish.
The setscrew coupling requires the least work to manufacture. It is the

least expensive of all the rigid couplings.
Disadvantages of the Setscrew Coupling

If the fit between the coupling bore and shaft is loose enough to permit
convenient installation/removal, it is generally loose enough to allow at
least some vibration due to concentricity error.
Setscrews in setscrew couplings will cause some marring of the propeller

shaft. The heads of the setscrews protrude from the outside surface of
the setscrew coupling.
Good safety practice dictates using guards/shields for personnel pro-

tection against accidentally contacting the rotating setscrew heads.
5-21
Soft Couplings
Soft couplings will accept relative motions between their driving and driven
sides without damage. These relative motions can take the following forms.
Axial Shaft Motion
Angular Shaft Motion

Radial Shaft Motion
FIGURE 5.14
Types of Softness
Rotating shafts that will move relative to each other need couplings which
permit misalignment without damage. The ability to accept misalign-
ment without damage is often called softness.
Radial Softness
Couplings that are radially soft will allow the driving or driven shafts
some freedom of motion, so long as their centerlines remain parallel.
Axial Softness
Couplings that are axially soft will allow the driving or driven shafts to
vary in their end-to-end spacing. The sliding spline joints in the middle
of an automotive universal joint shaft that allow the effective shaft length
to vary, are shaft couplings with axial softness.
Angular Softness
Angularly soft couplings allow shaft angle to vary. The universal joint is
an example of angularly soft coupling.
Combinations of Softness
Most commercially available shaft couplings are able to accommodate
combinations of the above types of relative motion or misalignment. They
vary in their tolerance for different types of motion. Good design practice
will investigate the potential for the various types of shaft motion/misalign-
ment and confirm the shaft couplings are capable of accommodating
the expected shaft motion.
5-22
Torsional Vibration Isolation
Torsional vibration is cyclic irregularity of rotation in a shafting system.
The vibration is caused by the engine combustion pulses, reciprocat-
ing motion, and the propeller. As shafts in the system rotate, both the
input torque (as each cylinder fires) and the resistance to rotation
(caused by irregularities in the velocity of water entering the propeller)
vary. The torque variation is natural and unavoidable. It is only dan-
gerous when uncontrolled. Torsionally soft couplings are a way to con-
trol torsional vibration.
Protection from Misalignment

Propeller shafts, marine transmissions, and engines are mounted to
the hull. The hull is not perfectly rigid. Storm waves, temperature changes,
propeller thrust, engine torque reaction, vessel loading, and other factors
result in forces that deform the hull, causing misalignment in the shaft-
ing. The misalignment is unavoidable. Soft couplings allow the system
to accept the misalignment without damage.
Sound Isolation
The driveline of the vessel is a source of noise. One of the methods of
reducing shipboard noise is to interrupt the noise path. One path for
noise is from the engine down the propeller shaft to the hull via the stuff-
ing box. A soft coupling in the propeller shaft is an excellent means of
introducing resilience into the path between the source of the noise
(the engine and transmission) and the receiver of the noise (the ears
of the personnel on board).
There are other equally important noise paths. One is from the engine
to the hull via the exhaust piping. See the Exhaust A & I Guide, LEGM4730,
for guidance on use of resilience in supporting exhaust piping.
Another noise path from the engine to the hull is via the engine mounting
feet. See the Mounting and Alignment A & I Guide, LEGM4734, for guidance
on use of resilient engine mounts. Cooling lines can transmit engine
vibration to the hull where the vibration will be perceived as noise by
the crews. Cooling water connections must include flexibility.
5-23
Marine Transmission Installation –
Propeller Shaft Droop
Introduction
This procedure outlines the first of three basic steps involved in the install-
ation, alignment, and mounting of marine transmissions. It applies to
both free-standing transmissions and transmissions that are fixed directly
to the engine. It has limited application to units which are soft-mounted or
do not have a shaft support bearing between the gear and stern bushing.
The second and third basic steps, concerning marine transmission to

propeller shaft alignment and marine transmission and engine mount-
ing, will be covered in later sections of the application and installation
procedures.
Propeller Shaft Droop

Before commencing alignment of the marine transmission to the pro-
peller shaft, the shaft droop, or deflection due to the unsupported shaft
and companion flange weight must be compensated for (Figure 5.15).
This is an important part of the installation and alignment procedure
for marine transmissions. Otherwise, this extra loading to the marine
transmission’s lower shaft bearings or the first propeller shaft line bear-
ing may result in increased noise or vibration and decreased service
life of affected bearings.
Two methods are presented here for eliminating shaft droop as part of
the alignment process:
• The estimated droop method, whereby droop at the companion flange
is estimated from droop tables and directly compensated for.
• The scaled hoist method, whereby unsupported shaft weight is directly
compensated for.
Both methods give reasonably close approximations of the shaft’s true

center if done correctly.
NOTE: For both procedures, prior connection and alignment of

propeller shafting from the first line bearing aft is required. Also,
the shaft should be positioned about 13 mm (0.5 in.) aft of its final
position when attached to the marine gear.
5-24
Estimated Droop Method
This method involves the use of tables that contain calculated deflection
or droop values for overhung steel shafting with small, medium, or large
flanges mounted on the free end (Figures 5.20, 5.21, 5.22, Appendix).
Refer to Figure 5.15 for illustration of this deflection or droop and the
dimensions that apply in using the droop tables.
Length “L”
Propeller Shaft Dh (flange)
deflection
(hub)
1st Shaft Brg.
Companion Flange
L = shaft length (in.)
D shaft diameter (in.)
Dial Indicator & Base

SHAFT DROOP DIAGRAM
FIGURE 5.15
Three sets of values, as illustrated in Figure 5.15, are used in deter-

mining droop (deflection) at the shaft free end (flange end). They are:
1. Flange hub dia. “Dh”
2. Propeller shaft dia. “D”
3. Shaft overhang length “L”
Dh/D determines which set of droop tables apply (see Appendix).

Dh/D = 1.40 to 1.74 use Figure 5.20.
Dh/D = 1.75 to 1.99 use Figure 5.21.
Dh/D = 2.00 to 2.25 use Figure 5.22.
The “D” and “L/D” intersection in the appropriate table determines the
estimated droop value.
To obtain shaft droop, first determine the values L/D and Dh/D. Then,
go to the proper droop table for the Dh/D value and at the intersection
of D and L/D and read droop directly in inches.
5-25
For example: If Dh = 9.0 in. and D = 6.0 in. then Dh/D = 1.5 and Figure 5.20
should be referred to. If overhung length is 120 in. then L/D = 120/6 =
20.0. The droop is read directly from Figure 5.20 at the intersection of
D = 6.0, and L/D = 20 as droop = 0.148 in.
In many cases the actual D and L/D values will fall between those listed
in the tables. In those cases droop can be found by interpolation of the
data in the tables. An example of this follows:
D = 6.3 in.
L/D = 20.4
Dh/D = 1.5
Since Dh/D is between 1.4 and 1.74 we will use Figure 5.20.
The actual droop is shown as Ya; see Figure 5.16.
Shaft Shaft Diameter

L/D 6.0 6.3 6.5
20.0 0.148 (a) 0.174
20.4 Ya
21.0 0.178 (b) 0.208
22.0 0.211 0.248
FIGURE 5.16
To obtain Ya proceed as follows:

Let Da = Actual diameter of the shaft
D1 = Next lower diameter on droop table
L/Da = Actual length to diameter ratio
L/D1 = Next lower L/D ratio on droop table
L/D2 = Next higher L/D ratio on droop table
Then Y1 = Droop at L/D1 and D1
Y2 = Droop at L/D2 and D2
Ya = Actual Droop
Ya = R (b – a) + a
Where R = (L/Da – L/D1)/(L/D2 – L/D1)
a = (Da/D1)2 Y1
b = (Da/D1)2 Y2
5-26
In this example
R = (20.4 – 20)/(21 – 20) = 0.4
a = (6.3/6.0)2 0.148 = 0.163
b = (6.3/6.0)2 0.178 = 0.196
Ya = 0.4 (0.196 – 0.163) + 0.176 = 0.189 in.
Scaled Hoist Method

This method involves lifting, with the use of a scale, a weight equal to
one-half the overhung shaft weight, plus all the companion flange
weight with the lifting applied to the companion flange as shown in
Figure 5.17.
Weights for steel shafts or circular sections can be calculated using

the following formula-1: WEIGHT (lb) = 0.22 D2 L
Scale Wt. #(lb) = sum of:

0.11 x D 2 x L = lb
0.22 x Dh2 x h = lb
0.22 x Df 2 x f = lb
Wt.# = lb
(all dimensions in inches)
Dh
D Df
L h f
SCALED CORRECTION FOR SHAFT DROOP
FIGURE 5.17
Where:
D = diameter of shaft or circular section in inches
L = length of shaft or circular section in inches
Alternatively, the weights of the shaft and flange sections can be deter-
mined by use of Figure 5.18 by simply multiplying the length, in inches,
of any cylindrical section by the lb/in. value listed for the diameter of that
section.
5-27
Weights of Circular Steel Sections Per Inch of Length
Section Diameter 2.00 2.25 2.50 2.75 3.00 3.25 3.50 3.75
lb/in. Length 0.88 1.11 1.38 1.66 1.98 2.32 2.70 3.09
4.00 4.25 4.50 4.75 5.00 5.25 5.50 5.75 6.00 6.25 6.50
3.52 3.97 4.46 4.96 5.50 6.06 6.66 7.27 7.92 8.59 9.30
6.75 7.00 7.25 7.50 7.75 8.00 8.25 8.50 8.75 9.00 9.25
10.0 10.8 11.6 12.4 13.2 14.1 15.0 15.9 16.8 17.8 18.8
9.50 9.75 10.0 10.5 11.0 11.5 12.0 12.5 13.0 13.5 14.0
19.9 20.9 22.0 24.3 26.6 29.1 31.7 34.4 37.2 40.1 43.1
14.5 15.0 15.5 16.0 16.5 17.0 17.5 18.0 18.5 19.0 19.5
46.3 49.5 52.9 56.3 59.9 63.6 67.4 71.3 75.3 79.4 83.7
FIGURE 5.18
Since half the shaft weight plus all of the companion flange weight is
to be compensated for at the scale, total scale weight can be calculated
by the work sheet included in Figure 5.17 (example Figure 5.19).
Example Problem:
(ref. Figures 5.17 & 5.19) If, in Figure 5.17, the following dimensions apply:
Shaft diameter D = 4.0 in.; and, shaft length L = 60.0 in.;
Companion flange hub diameter Dh = 6.0 in.; hub length h = 6.5 in.;
Flange section diameter Df = 9.0 in.; flange thickness f = 0.75 in.
Proceed in calculating hoist pull “P” (lb) as follows:

Note: In this example both methods of obtaining weights will be shown.
First, overhung shaft weight is calculated as:
(per formula-1)
Wt. = 0.22 (4.0) 2 60 = 211.2 lb
(per Figure 5.18)
Wt. = 60 in 3.52 lb/in = 211.2 lb
Half of overhung shaft wt. = 105.6 lb
Then, companion flange weight, including shaft material inserted into

the flange, is calculated:
(per formula-1):
Hub section
wt. = 0.22 (6.0) 2 6.5 = 51.5 lb
5-28
Flange section
wt. = 0.22 (9.0) 2 0.75 = 13.4 lb
(per Figure 5.18)
Hub section
wt. = 6.5 in 7.92 lb/in = 51.5 lb
Flange section
wt. = 0.75 in 17.8 lb/in = 13.4 lb
Total companion flange wt. = 64.9 lb
Finally, the scale reading at the hoist should be the sum of the total
companion flange wt. and half the overhung shaft wt.:
“P” = 105.6 + 64.9 = 170.5 lb
CAUTION: The hoisting mechanism must be set up in such a man-

ner that the direction of pull or lift is straight up, i.e., no force is to
be exerted sideways in order to avoid side-to-side misalignment of
the marine gear to the propeller shaft. This can be checked with
a plumb line suspended from the overhead connection for the
hoisting mechanism.
Also, if the hoist is to be removed and the shaft supported by other

means prior to final connection to the marine gear, dial indicators at
vertical and side locations should be employed to ensure the shaft
remains at its proper position.
Scale Wt. #(lb) = sum of:

0.11 x D2 x L = 105.6 lb
0.22 x Dh2 x h = 51.5 lb
0.22 x Df2 x f = 13.4 lb
Wt.# = 170.5 lb
(all dimensions in inches)

Dh = 6.0
D = 4.0 Df = 9.0
L = 60.0 f = 0.75
h = 6.5
SCALED CORRECTION FOR SHAFT DROOP
FIGURE 5.19
5-29
Shaft Diameter (inches) for Hub Diameter = 1.40 to 1.74 times Shaft Diameter
Shaft
L/d 2.0 2.5 3.0 3.5 4.0 4.5 5.0 5.5 6.0 6.5 7.0 7.5 8.0
8 0.001 0.001 0.001 0.002 0.002 0.003 0.004 0.004 0.005 0.006 0.007 0.008 0.009
9 0.001 0.001 0.002 0.003 0.004 0.005 0.006 0.007 0.008 0.009 0.011 0.013 0.014
10 0.001 0.002 0.003 0.004 0.005 0.007 0.008 0.010 0.012 0.014 0.016 0.018 0.021
11 0.002 0.003 0.004 0.006 0.007 0.009 0.012 0.014 0.017 0.019 0.023 0.026 0.029
12 0.003 0.004 0.006 0.008 0.010 0.013 0.016 0.019 0.023 0.027 0.031 0.035 0.040
13 0.003 0.005 0.008 0.010 0.013 0.017 0.021 0.025 0.030 0.036 0.041 0.047 0.054
14 0.004 0.007 0.010 0.014 0.018 0.022 0.028 0.033 0.040 0.047 0.054 0.062 0.071
15 0.006 0.009 0.013 0.017 0.023 0.029 0.035 0.043 0.051 0.060 0.070 0.080 0.091
16 0.007 0.011 0.016 0.022 0.029 0.036 0.045 0.054 0.065 0.076 0.088 0.101 0.115
17 0.009 0.014 0.020 0.028 0.036 0.046 0.056 0.068 0.081 0.095 0.110 0.127 0.144
18 0.011 0.017 0.025 0.034 0.044 0.056 0.069 0.084 0.100 0.117 0.136 0.156 0.178
5-30
19 0.014 0.021 0.031 0.042 0.054 0.069 0.085 0.103 0.122 0.144 0.166 0.191 0.217
20 0.016 0.026 0.037 0.050 0.066 0.083 0.103 0.124 0.148 0.174 0.201 0.231 0.263
21 0.020 0.031 0.044 0.060 0.079 0.100 0.123 0.149 0.178 0.208 0.242 0.278 0.316
22 0.023 0.037 0.053 0.072 0.094 0.119 0.147 0.178 0.211 0.248 0.288 0.330 0.376
23 0.028 0.043 0.062 0.085 0.111 0.140 0.173 0.210 0.250 0.293 0.340 0.390 0.444
24 0.033 0.051 0.073 0.100 0.130 0.165 0.203 0.246 0.293 0.344 0.399 0.458 0.521
25 0.038 0.059 0.085 0.116 0.152 0.192 0.237 0.287 0.342 0.401 0.465 0.534 0.608
26 0.044 0.069 0.099 0.135 0.176 0.223 0.275 0.333 0.396 0.465 0.539 0.619 0.704
27 0.051 0.079 0.114 0.155 0.203 0.257 0.317 0.384 0.457 0.536 0.622 0.714 0.812
28 0.058 0.091 0.131 0.178 0.233 0.295 0.364 0.441 0.524 0.615 0.714 0.819 0.932
29 0.067 0.104 0.150 0.204 0.266 0.337 0.416 0.503 0.599 0.703 0.815 0.936 1.065
30 0.076 0.118 0.170 0.232 0.303 0.383 0.473 0.573 0.681 0.800 0.927 1.065 1.211
FIGURE 5.20
Shaft
L/d 2.0 2.5 3.0 3.5 4.0 4.5 5.0 5.5 6.0 6.5 7.0 7.5 8.0
8 0.001 0.001 0.002 0.003 0.004 0.005 0.006 0.007 0.008 0.009 0.011 0.013 0.014
9 0.001 0.002 0.003 0.004 0.005 0.007 0.008 0.010 0.012 0.014 0.016 0.019 0.021
10 0.002 0.003 0.004 0.006 0.008 0.010 0.012 0.014 0.017 0.020 0.023 0.027 0.030
11 0.003 0.004 0.006 0.008 0.010 0.013 0.016 0.020 0.024 0.028 0.032 0.037 0.042
12 0.004 0.006 0.008 0.011 0.014 0.018 0.022 0.027 0.032 0.037 0.043 0.050 0.056
13 0.005 0.007 0.010 0.014 0.019 0.024 0.029 0.035 0.042 0.049 0.057 0.065 0.074
14 0.006 0.009 0.014 0.018 0.024 0.030 0.038 0.045 0.054 0.064 0.074 0.085 0.096
15 0.008 0.012 0.017 0.023 0.031 0.039 0.048 0.058 0.069 0.081 0.094 0.108 0.122
16 0.010 0.015 0.022 0.029 0.038 0.049 0.060 0.073 0.086 0.101 0.117 0.135 0.153
17 0.012 0.019 0.027 0.036 0.047 0.060 0.074 0.090 0.107 0.125 0.145 0.167 0.190
18 0.015 0.023 0.033 0.044 0.058 0.074 0.091 0.110 0.131 0.153 0.178 0.204 0.232
5-31
19 0.018 0.027 0.040 0.054 0.070 0.089 0.110 0.133 0.158 0.186 0.216 0.247 0.282
20 0.021 0.033 0.048 0.065 0.084 0.107 0.132 0.160 0.190 0.223 0.259 0.297 0.338
21 0.025 0.039 0.057 0.077 0.101 0.127 0.157 0.190 0.226 0.266 0.308 0.354 0.402
22 0.030 0.046 0.067 0.091 0.119 0.150 0.186 0.225 0.267 0.314 0.364 0.418 0.475
23 0.035 0.054 0.078 0.107 0.139 0.176 0.218 0.264 0.314 0.368 0.427 0.490 0.558
24 0.041 0.063 0.091 0.124 0.163 0.206 0.254 0.307 0.366 0.429 0.498 0.571 0.650
25 0.047 0.074 0.106 0.144 0.188 0.238 0.294 0.356 0.424 0.497 0.577 0.662 0.754
26 0.054 0.085 0.122 0.166 0.217 0.275 0.339 0.411 0.489 0.573 0.665 0.763 0.869
27 0.062 0.097 0.140 0.191 0.249 0.315 0.389 0.471 0.560 0.658 0.763 0.876 0.996
28 0.071 0.111 0.160 0.218 0.284 0.360 0.444 0.538 0.640 0.751 0.871 1.000 1.137
29 0.081 0.126 0.182 0.247 0.323 0.409 0.505 0.611 0.727 0.854 0.990 1.136 1.293
30 0.091 0.143 0.206 0.280 0.366 0.463 0.572 0.692 0.823 0.966 1.121 1.286 1.464
FIGURE 5.21
Shaft
L/d 2.0 2.5 3.0 3.5 4.0 4.5 5.0 5.5 6.0 6.5 7.0 7.5 8.0
8 0.001 0.002 0.003 0.004 0.005 0.006 0.008 0.009 0.011 0.013 0.015 0.018 0.020
9 0.002 0.003 0.004 0.006 0.007 0.009 0.011 0.014 0.016 0.019 0.022 0.026 0.029
10 0.003 0.004 0.006 0.008 0.010 0.013 0.016 0.020 0.023 0.027 0.032 0.036 0.041
11 0.004 0.006 0.008 0.011 0.014 0.018 0.022 0.027 0.032 0.037 0.043 0.050 0.057
12 0.005 0.007 0.011 0.014 0.019 0.024 0.030 0.036 0.043 0.050 0.058 0.067 0.076
13 0.006 0.010 0.014 0.019 0.025 0.031 0.039 0.047 0.056 0.065 0.076 0.087 0.099
14 0.008 0.012 0.018 0.024 0.032 0.040 0.050 0.060 0.071 0.084 0.097 0.111 0.127
15 0.010 0.016 0.022 0.031 0.040 0.051 0.062 0.076 0.090 0.106 0.122 0.141 0.160
16 0.012 0.019 0.028 0.038 0.050 0.063 0.078 0.094 0.112 0.131 0.152 0.175 0.199
17 0.015 0.024 0.034 0.047 0.061 0.077 0.096 0.116 0.138 0.161 0.187 0.215 0.245
18 0.019 0.029 0.042 0.057 0.074 0.094 0.116 0.141 0.167 0.196 0.228 0.261 0.297
5-32
19 0.022 0.035 0.050 0.069 0.089 0.113 0.140 0.169 0.201 0.236 0.274 0.315 0.358
20 0.027 0.042 0.060 0.082 0.107 0.135 0.167 0.202 0.240 0.282 0.327 0.375 0.427
21 0.032 0.049 0.071 0.097 0.126 0.160 0.197 0.239 0.284 0.334 0.387 0.444 0.505
22 0.037 0.058 0.084 0.114 0.148 0.188 0.232 0.281 0.334 0.392 0.455 0.522 0.594
23 0.043 0.068 0.097 0.133 0.173 0.219 0.271 0.328 0.390 0.458 0.531 0.609 0.693
24 0.050 0.079 0.113 0.154 0.201 0.254 0.314 0.380 0.452 0.531 0.616 0.707 0.804
25 0.058 0.091 0.130 0.178 0.232 0.293 0.362 0.438 0.522 0.612 0.710 0.815 0.928
26 0.067 0.104 0.150 0.204 0.266 0.337 0.416 0.503 0.599 0.703 0.815 0.935 1.064
27 0.076 0.119 0.171 0.233 0.304 0.385 0.475 0.575 0.684 0.802 0.931 1.068 1.215
28 0.086 0.135 0.194 0.265 0.345 0.437 0.540 0.653 0.777 0.912 1.058 1.215 1.382
29 0.098 0.153 0.220 0.299 0.391 0.495 0.611 0.739 0.880 1.033 1.198 1.375 1.564
30 0.110 0.172 0.248 0.338 0.441 0.558 0.689 0.834 0.992 1.165 1.351 1.551 1.764
FIGURE 5.22
Marine Transmission Installation – Alignment
General Information
Alignment of the marine transmission to propeller shafting in the vessel
warrants close attention. The alignment must be within specified toler-
ances for satisfactory transmission service life. This discussion outlines the
steps in accomplishing such alignment. It applies to both free-standing
(island-mounted) marine transmissions and those bolted directly to the
propulsion engine at the flywheel.
Alignment must be accomplished while the shafting is at, or very near,

its true centerline position (ref. discussion in preceding section regard-
ing shaft droop).
After the propeller shaft droop has been compensated for, and the shaft
properly supported at the free end as shown in Figure 5.23, the marine
gear or gear and engine combination may then be aligned to the pro-
peller shaft.
Alignment Terms and Parameters

The objective of the alignment process outlined herein is good axial
alignment of the marine transmission to the shafting. Axial alignment
is the relationship of the axis of rotation of the members to be coupled,
in this case, the propeller shaft and gear output flanges.
There are two basic alignment parameters involved in this process.

They are:
• Parallel or bore alignment.
• Angular or face alignment.
d
“d” = gap between mating
flange faces.
“e” = offset dimension of
e mating flange/shaft axis
“T.I.R” = Total Dial Indicator
Readings
T.I.R. = 2e
marine
engine
gear
Support for
zeroing deflection
PROPULSION INSTALLATION SCHEMATIC
FIGURE 5.23
5-33
angular misalignment
parallel misalignment
FIGURE 5.24
Angular misalignment occurs when the centerlines (axis) of the marine

gear output shaft and the propeller shaft are not parallel.
Parallel misalignment occurs when the centerlines (axis) of the marine

transmission output shaft and propeller shaft are parallel but not in line.
The limits for parallel and angular misalignment are given in the Alignment
Procedure, page 5-35.
Conditions Required for Alignment

Precision machinery deserves every effort to assure its proper align-
ment, but it cannot be assumed the machinery bed is a level, station-
ary, non-deflecting surface. The hull is constantly deflecting, due to
daily and seasonal temperature variation, various load and ballast con-
ditions, and sea conditions.
Do not attempt final alignment of propulsion machinery unless the fol-

lowing conditions are met:
• The vessel is in the water.
• All permanent ballast is in place.
• Fuel, water, and temporary ballast tanks are filled to normal, average,
operating levels, generally 0.5 to 0.75 filled. It is not necessary to fill
fuel tanks with fuel, since it is only the weight of the fluid in the tanks
that is important to load the hull to representative displacement. Water
is a suitable alternative to fuel for this purpose.
• All major machinery – weighing over 225 kg (500 lb) – is either
installed or simulated by equivalent weights appropriately located.
NOTE: Where prior experience has shown good results, the align-
ment process can be substantially completed prior to launch. Make
final alignment check immediately prior to sea trials.
5-34
P dial indicators
(periphery & face) “A”
(zero)
F
“D” “B”
METHOD AND TERMINOLOGY FOR

MEASURING OUTPUT FLANGE OR
COUNTER FLANGE RUNOUT “C”
FIGURE 5.25
Alignment Procedure
Marine transmission and engines with flywheel housing-mounted marine
transmissions:
1. With the propeller shaft set on roller block, or oiled “V” block sweep
the flange face with a dial indicator (Figure 5.25). While watching
the indicator, rotate the shaft and note the point of minimum indi-
cator reading. Make a reference mark (with paint, center punch, . . .)
on the flange rim at the bolt hole nearest the point of minimum indi-
cator reading. For all future readings on this flange this will be the
“ZERO” reference location “A”.
2. With the dial indicator set at the “A” zero reference location, set the
dial to zero. Rotate the shaft and measure and record indicator
readings at the “B,” “C,” and “D” respectively. Continue the rotation
to one complete turn, rechecking at the “A,” or 12:00 position for
zero indicator reading.
3. Using the same zero “A” reference point, set the dial indicator to
measure run-out of the flange rim (periphery). Repeat the procedure
outlined in step 2 to accomplish this.
4. Repeat steps 1 to 3 to measure and record marine gear output
flange face and peripheral run-out with the following exception:
Use bolt hole location nearest point of “maximum” indicator read-
ing for zero “A” reference.
5-35
Any run-out errors must be accounted for in the alignment process. The
maximum allowable run-out, for most Twin Disc marine transmissions
offered by Caterpillar, is: Maximum Face Run-out (angular) = 0.10 mm
(0.004 in.) Maximum Bore Run-out (parallel) = 0.10 mm (0.004 in.) Run-
outs shown are total dial indicator readings (T.I.R.).
For all other transmissions, consult the manufacturers for their allow-
able run-out.
NOTE: If face (or bore) run-out is excessive on the marine gear

flange, some correction may be obtained by removing and rein-
stalling the flange at a different position (if the type of connection
permits).
Compensation may also be obtained by selective match of the mating

flanges, providing flanges have not already been reamed and matched
for fitted bolts connection. For example, if the “A” reference points of
both flanges, as determined in steps 1 and 4, are mated then face run-
out compensation will be realized (Figure 5.26).
Carrying this example further, if maximum T.I.R. of the shaft flange is

+0.008 in. and that of the marine gear flange is –0.005 in. they are indi-
vidually out of tolerance, however, their effective run-out is their sum
which is 0.008 + (–0.005) = 0.003 in. This would be acceptable since
it is within the 0.004 in. limit.
5. Position the propeller shaft about 8 mm (0.3 inches) aft of its planned
final position.
Note: At this point scantlings or supports for the gear engine

mounting should be in place with sufficient gap for poured or metal
shims. If not, install these supports now.
6. Now move the marine trans. (or trans. engine package) to its
approximate final position so that mating flange gap is about 8 mm
(0.3 in.), per step 5, without engaging the flange pilot.
“A” reference points
maximum effective runout minimum effective runout
COMPENSATION FOR MATING FLANGE FACE RUNOUT
FIGURE 5.26
5-36
7. Bore alignment: Take measurements of the diameter gap at four
equally spaced points on the flanges’ diameters. A straight edge
with a feeler gauge, or a dial indicator may be used as shown in
Figure 5.27 to accomplish this. If the dial indicator is used, mount
it on the gear output flange as shown and sweep the companion
flange for T.I.R. Make appropriate position adjustments with wedges
or jacking screws to locate the marine gear output flange within
0.127 mm (0.005 in.) of bore alignment (dimension e, Figure 5.27).
Maximum T.I.R. would be 0.254 mm (0.010 in.). A slip fit of mating
flange pilots on transmissions so equipped ensures adequate bore
alignment.
d
straight edge
feeler
gauge
T.I.R. = 2e
feeler
gauge
ALIGNMENT METHODS
(flange to flange)
FIGURE 5.27
8. When this condition is met, engage the flanges’ pilot surfaces by

bringing the propeller shaft and companion flange forward to within
4.5 mm (0.180 in.) at all points about the diameter of the flanges.
9. Angular Alignment: Position adjustments of the engine and trans-
mission may now be made to align the marine transmission output
flange to a proper angular or face alignment position. Using a feeler
gauge or small hole gauge, take measurements of face gap at four
equally spaced positions; A, B, C, and D (Figure 5.27). Then, pro-
ceed as follows:
a. Tabulate the readings of face gap.
b. Compare diametrically opposite face gap readings (compare
readings at A to readings at C; and readings at B to readings
at D).
c. Subtract the smaller of diametrically opposite readings from the
larger for both A to C, and B to D.
Example: If the reading at A is 0.175 in. and the reading at C is
0.165 in., then subtract 0.165 from 0.175 giving a result of 0.010 in.
5-37
d. The resulting differences are proportional to the amount of angu-
lar or face misalignment. The face gap difference reading must
not exceed 0.005 in. (A to C, or B to D). If the gap difference
reading exceeds this value, the engine and marine gear must
be moved until the required tolerance is reached.
e. As the engine is moved for angular alignment, ensure the bore
alignment is not altered.
10. Recheck all alignment readings, insert the bolts into the flanges,
and prepare the marine gear/engine supports for final securing to
the boat’s engine foundation.
Except for final alignment checks, after securing the unit to the founda-
tion and prior to sea trial of the vessel, this completes the alignment process.
Installation/Alignment Instructions
Caterpillar Engines and other Free-Standing Marine Gears

and Vulkan Rato and other Flexible Couplings
Introduction
The purpose of this instruction sheet is to outline a proven and effec-
tive procedure for accurate alignment of Caterpillar Marine Engines to
free-standing reduction gears, most specifically, where Vulkan Rato
and other flexible couplings are used. The procedure can be adapted
to most other coupling types if care is taken to allow relative radial and
angular movement between engine and marine gear coupling inter-
face during the alignment process.
Preliminary
The following preliminary steps should already have been done or in
place before starting engine-to-gear alignment:
1. Propeller shafting in place. Marine gear aligned to shaft and secured
to foundation with fitted bolts and thrust stops as required.
2. Flexible coupling inner member mounted to marine gear and outer
member mounted to engine flywheel per Figure 5.28.
5-38
3. Engine positioned in close proximity (by sight) to the final alignment,
but with coupling outer and inner members not touching.
4. Jacking screws are for engine side-to-side and fore-and-aft posi-
tioning movement in place (provided and installed by shipyard or
installer). Jacking screws provided with engine for vertical posi-
tioning should be clean and well oiled.
5. Necessary tools and instrumentation at hand, such as: dial indica-
tors with bracketry, yoke for mounting instruments to marine gear
hub (ref part numbers 6V2042 & 6V2043), pry bar for moving crank-
shaft fore/aft and flywheel up/down turning tool for rotating engine
at flywheel; and miscellaneous hand tools.
Step 1
a. Clean periphery of flywheel and face of coupling/flywheel adapter
plate so dial indicators can sweep face and circular run-out at fly-
wheel through one complete rotation. Remove any nicks or burrs
that interfere with dial indicator readings. A light cleaning with oil
may also be beneficial.
b. Mount dial indicators from flywheel housing as shown in Figure 5.28.
c. Rotate engine through one complete revolution and note total dial
indicator readings for both face and periphery of flywheel. Record
these readings. (Omit this step if coupling has torsional stop.)
d. Remove an engine block side cover and, with the pry bar between
the crankshaft web and the main bearing saddle, move the crank-
shaft fore and aft. Record total indicator movement on data sheet.
Leave crankshaft in full forward position.
e. With pry bar, move flywheel up (full travel) and record half of the
total movement. This is the flywheel droop.
f. Determine offset dimension “Y.” This is the amount the marine gear
should be set higher than the engine and is equal to flywheel droop,
(as found in step “e”), plus the difference in thermal growth of the
engine and trans. input centers “Xt”.
5-39
“Y” = [F. W. droop + Xt]
“Xt” is approximated by
the formula:
Xt = [0.009 – (0.0004
d)] in.
Flywheel (Where d = gear input to
Housing
mounting ledge distance
in inches.)
Flywheel
FIGURE 5.28
g. Compute “Y” = F.W. droop + Xt =

______ + ______ = ______ Record
“Y” on data sheet, see Figure 5.29.
Step 2
a. Remove dial indicators from flywheel housing.
b. With the crankshaft still fully forward, position the engine to the
marine transmission so that the flexible coupling outer member is
aligned with the inner member (by sight) and the gap between the
inner and outer members, measured with a feeler gauge, is equal
to half the total fore/aft crankshaft movement, measured in step 1d,
±0.002 in. The gap should be measured at the connection points for
the bolts marked “X” in Figure 5.30.
NOTE: Do not install these bolts at this time.
c. Turn the marine transmission input shaft and check for freedom of
movement. It should turn without much difficulty but may have a
slight drag against the coupling outer or engine side member. If it
turns with difficulty, or not at all, repeat part “a” of this step.
5-40
Step 3
a. Install necessary yoke, brackets, etc., and mount dial indicators as
shown in Figure 5.30.
NOTE: For the procedure outlined here it will be assumed that
movement of the indicator tip into the dial case results in a posi-
tive reading. Also, all dimensions are in inches unless indicated.
Face Periphery
(zero) (zero)
A A
(______) D B (______) (______) D B (______)
C C
Limits: (______) (______)

B,C,D = ±0.010 in. Limits:
max indicator reading C = 2Y ± 0.005 in. (Y = in.)
D + B = C ± 0.005 in.
Max. indicator difference Max. indicator difference
of B to D is 0.010 in. of B to D is 0.010 in.
FIGURE 5.29
“P”
“F”
D B
Engine
Flywheel
Coupling Coupling
Inner Outer
Member Member
FIGURE 5.30
5-41
NOTE: If coupling is equipped with torsional stops (come home
feature) proceed directly to sub step “e”; If coupling is not equipped
with torsional stops (come home feature) proceed as follows:
b. Swing marine gear input shaft through one revolution while making
sure no obstructions or protrusions hinder smooth movement of the
indicator tips over the surfaces.
c. Set dial indicators at “A” position and set dials to zero readings.
Rotate the marine gear input member (or engine and gear together
if equipped with torsional stops) and record T.I.R. readings, for both
face and periphery, at locations B, C, and D per diagram in Figure 5.29.
Recheck for zero at location.
d. Using the limits outlined in Figure 5.29, for face and peripheral dial
indicator readings, adjust engine position as required to obtain read-
ings within those limits. This will probably require several attempts
to achieve the desired readings. For couplings without torsional
stop feature, refer back to run-out readings recorded at step 1c.
If those readings are not more than 0.127 mm (0.005 in.). face and
0.203 mm (0.008 in.) peripheral proceed directly to step 4, other-
wise, continue at “e.”
e. Install several clearance bolts at location “X” so that engine and
gear can be rotated together without unduly constraining relative
radial movement of the mating coupling members.
f. Repeat sub steps “c” and “d” except rotate engine and gear together
by barring or turning the engine flywheel. When readings within the
desired range, per Figure 5.29, are obtained remove the clearance
bolts at “X” and proceed to step 4.
Step 4
Check axial clearance between coupling members. With crankshaft
full forward there should be some clearance between members or, if
they are touching, inner member should be rotatable against outer
member without excessive drag. (One man should be able to turn gear
input shaft by hand or with a 0.610 mm [2 ft] long bar.) With crankshaft
all the way to the rear, coupling members should be touching or gap
should not exceed 0.508 mm (0.020 in.). Make sure these conditions
are met before proceeding to step 5.
5-42
Step 5
a. Pour engine chocks or install solid steel shims and secure engine
to foundation by appropriate procedures. Do not install fitted foun-
dation bolt at this time.
NOTE: Loose metal shims are not recommended for heavy engine
mountings.
b. When part “a” is complete (be sure sufficient cure time has been
allowed for poured chocks) recheck face and peripheral alignment
readings per step 3. If readings have changed, which is often the
case, do not re-align if limits outlined in Figure 5.29 have not been
exceeded by more than 0.127 mm (0.005 in.) face and 0.254 mm
(0.010 in.) periphery.
c. With condition “b” met install fitted bolt at rear engine mount on either
left or right side. Install collision chocks if required.
d. Using bore aligning tools (tapered pins) align mating coupling mem-
bers and install snug fit bolts at locations “X.” Do not hammer bolts
in. Press them in or squeeze them in with pliers. They should be
installed with the heads to the engine side.
e. Remove instrumentation, reinstall block side cover, etc.
f. This completes the alignment process. If the alignment has been
done in dry dock or on a new build in the yard, then alignment should
be rechecked when vessel is floated and contains partial stores.
This step is critical for vessels with less rigid foundation systems or
those more sensitive to float conditions such as flat bottom types.
Record Final Readings

From steps 1 “d” & “e”:
Total flywheel vertical movement: ___ in.
Total crankshaft movement fore/aft: ___in.
FACE PERIPHERY
0.000 0.000
A A
___D B___ ___D B___
C C
5-43
General Information
Preliminary
Proper mounting of the marine gear and propulsion engine in the ves-
sel, once they have been aligned, is critical to maintaining good align-
ment and consequent smooth, quiet operation and so warrants close
attention. This discussion describes the requirements and procedures
for mounting marine gears and Caterpillar engines to the ship’s foun-
dation and propulsion driveline.
As an engine manufacturer, we can identify the requirements for proper

mounting and alignment of the Caterpillar product; however, the respon-
sibility for proper total mounting and alignment always rests with the
equipment installer. Rigid Mounting or Resilient Mounting may be used.
Mount the marine transmission so that:

• Full propeller thrust can be transmitted to ship structure (except where
thrust bearing is separate from marine transmission).
• Transmitted thrust or other external forces do not adversely affect
transmission alignment to either the propeller shafting or the engine.
• The forces it exerts on its foundation cause no damage.
• The engine must be mounted so that it is not pre-stressed.
• Movements of the hull cannot reach the engine cylinder block and
crankshaft.
• Driveline thrust forces are not allowed to reach the crankshaft.
• Its natural thermal growth and shrinkage is not restrained.
• The forces it exerts on its foundation cause no damage.
Foundations
The marine transmission/engine foundation is that portion of the boat’s
structure that supports the propulsion machinery and holds it in proper
relationship to the driveline components. It generally consists of two lon-
gitudinal rails – with liberal transverse bracing – which carry the weight,
thrust, torque reaction and inertial loads of the transmission/engine. It
is good design practice to make the foundation members as long as
possible. This helps to limit hull deflection by distributing the loads over
more of the hull length.
5-44
The entire foundation must be strong enough to withstand continued
operational forces due to torque, thrust, pitching, rolling, and occa-
sional grounding. Since no structure is absolutely rigid, it is essential
that the foundation have greater rigidity than the driveline, so that none
of the components of the driveline are stressed beyond their limits when
flexing of the hull occurs. Foundation structures may be of metal (steel
or aluminum), wood, or fiberglass, usually depending on the vessel’s
hull composition. In fiberglass vessels, foundations will generally be
foam filled or wood:
Foam filled foundations require a metal raft between the machinery
and the fiberglass foundation to distribute machinery loads more evenly.
Wood foundations allow for relatively simple mounting, using lag screws,
and does not normally require special load distributing techniques.
Mounting Types
Engine and marine gear mounting generally falls into one of two cate-
gories, i.e. rigid or resilient.
Rigid Mounting
The engine supports and necessary shims are fastened directly to the
boat’s structure. The shims, used for positioning the engine or gear in
proper alignment, are either steel or poured plastic (refer to the section
on shims presented later in this document). With no vibration mounts
between the engine supports and the boat’s structure, flexibility must
be built into the engine supports to prevent the engine block from
becoming stressed by motions of the hull. It is the simplest and least
costly way to mount an engine. Rigid mounted machinery is generally
bolted to the engine foundation.
Resilient Mounting
Resilient mounting of machinery is usually done for isolation of noise
and vibration from the ship structures. It is more expensive and requires
more attention to detail than rigid mounting. Flexible fittings must be
used for all connections (combustion air, coolant, fuel, exhaust gas,
controls, etc.) when resilient mounts are used. A section on resilient
mounts is presented later in this document.
5-45
Mounting Procedures
NOTE: In the procedures that follow, it is assumed the alignment
processes, i.e., marine transmission to shafting and engine to
marine transmission, have been accomplished per procedures out-
lined in previous sections.
Marine Transmission Mounting

For rigid mounting of free-standing (separate from engine) marine
transmission proceed as follows:
1. Make a final check of the marine transmission support structures for

adequate size, strength, shim space, and sufficient clearances for
mounting bolts. If the marine transmission mounting brackets are of
the bolt-on type, make sure they are properly secured against further
movement relative to the transmission case (dowels in place, etc.).
2. If metal shims (chocks) will be used, machine and fit the shims to
each side of the marine transmission. Refer to the procedure out-
lined in the appendix, page 5-57, for shim fitting and mounting.
NOTE: In exception to the caution listed in appendix, it is permis-
sible to use peel-type shim packs or a few loose shims in con-
junction with a thick steel chock. In both cases, stainless steel is
preferred. This exception is due to the relative lower linear vibra-
tion and greater stability of the marine transmission as compared
to the engine.
3. Taking care not to move or disturb the transmission-to-shaft align-
ment, drill and ream the holes for the fitted foundation bolts. A minimum
of two fitted bolts should be used. They should be installed on each
side and directly (not diagonally) opposite each other. For some marine
gears it is permissible, but seldom necessary, to use fitted bolts in
the remaining bolt hole locations. The thrust capacity of the bolted
marine gear foundation results from: (a) the fitted bolt’s shear strength
and (b) the clamping force of all the foundation bolts together.
4. Install all fitted and clearance foundation bolts loosely with the threaded
ends up. It is best to have sufficient thread showing for installation
of double nuts.
5. If poured resin shims are to be used, refer to procedures outlined
in the appendix, and to the resin manufacturer’s instructions. The
basic steps are:
a. Prepare for the pour, i.e. dams around pads, spacers around
clearance bolts, etc.
5-46
b. Recheck the gear-to-shaft alignment and reposition the gear as
required to assure proper alignment.
c. Make the pour. Allow the poured shims to cure per manufactur-
ers instructions and tighten the hold-down nuts to the torque cal-
culated per appendix, so that the recommended pressure on
each chock will not be exceeded. (The pressure applied is the
sum of the gear weight and bolt loads.)
6. If metal shims are being used, tighten the hold-down bolt nuts per
Figure 5.38 in the appendix, page 5-59.
7. Make a final alignment check and, if satisfactory, install the double
nuts. Mark the nuts at the thread with a daub of paint for easier peri-
odic visual checks of the bolt connections.
8. Draw the marine transmission output flange and propeller com-
panion flange connection tight with the connecting bolts. The con-
necting bolts are either fitted or clearance type. The fitted bolt
connections carry the transmitted torque primarily by bolt shear
strength, and by some degree of clamping force. As a rule of thumb,
fitted bolts are usually required on propeller flange connections
transmitting torque of 0.75 kW/rpm (1 hp/rpm) or greater. Below that
torque level, bolt load clamping force is often adequate to carry the
transmitted torque with a high degree of safety, especially if grade
8 bolts at high tightening torque are used.
If non-fitted bolts are used, grade 8 bolts torqued to the standard
high torque values should be used since full output torque will be
carried by the bolt clamping force. The nominal standard torque
and high torque values for –83 in. to 1–21 in. bolts, along with the result-
ing bolt load are given in Figure 5.32, (high torque values in bold
print). Using these loads and the formula given in Figure 5.31, the
torque that can be safely transmitted through the flange connec-
tion can be calculated.
If fitted bolts are used, drill and ream the mating bolt holes (if this
has not already been done) and install the fitted bolts. Torque the
fitted bolts to the standard torque values for the bolt size or to the
suppliers’ recommended torque if specified.
9. Install thrust or collision blocks if required. Install the blocks on both
sides of the marine gear with sufficient clearance for thermal expan-
sion of the gear case. The expansion that needs to be allowed for
occurs over the distance from the collision block to the first fitted
bolt connection. A clearance of 0.0008 in./in. of that distance should
be provided for engine jacket watercooled transmissions. Provide
clearance of 0.0006 in./in. of that distance for seawater or keel
cooled gears.
5-47
Db
Dp
N = no. of bolts
Dp = Bolt Circle dia. (in.)
Db = Bolt shank dia. (in.)
To = Torque (hp/rpm)
Bp = Bolt load (lb)
Allowable Transmitted
Torque (non fitted bolts):
To = Dp x N x Bp (hp/rpm)
2,800,000
FIGURE 5.31
Bolt Load
Bolt Size Torque (lb/ft) “Bp” lb
0.375 – 16 & 24 32 5,200
40 8,200
0.738 – 14 & 20 50 7,100
65 11,400
0.500 – 13 & 20 75 9,200
100 15,400
0.563 – 12 & 18 110 12,000
145 20,000
0.625 – 11 & 18 150 14,800
200 25,000
0.750 – 10 & 16 265 22,000
350 37,000
0.875 – 9 & 14 420 30,000
550 49,500
1.000 – 8 & 14 640 40,000
825 65,000
1.125 – 7 & 12 800 44,400
1,000 71,000
1.250 – 7 & 12 1,000 50,000
1,350 87,000
1.375 – 6 & 12 1,200 55,000
1,700 100,000
1.500 – 6 & 12 1,500 63,500
2,000 108,000
FIGURE 5.32
5-48
Soft Resilient Mounting of free-standing marine gears
Soft mounting of free-standing marine transmissions is infrequent and
done only in very special cases as a rule. Due to the various cautions
and complexities involved in such installations, the procedure will not
be addressed here in detail but the following features are common in
these installations:
• Remote-mounted thrust bearing to isolate the marine transmission
from the thrust force component.
• When the above is used, relative motion between the transmission
and thrust bearing have to be accommodated which, in turn, may
require one or more of the following: a cardan shaft (with slip connec-
tion), a flexible drive coupling, or a sufficient length of unsupported
shaft between the transmission and thrust bearing to accommodate
the movement.
• Since the engine would also be soft mounted in these installations,
special provision is required in the engine-to-marine transmission con-
nection to accommodate the relative movement between the engine
and transmission, that may be substantial.
• One advantage to this type of installation is that resilient mounts may
be selected specifically for either the engine or marine transmission
to tune out their particular sound/vibration frequencies. Due to the
higher frequencies of the noise or vibration being isolated, the resilient
mounts used for the marine transmission will most likely be consid-
erably more stiff than those used for the engine. The mounts will nor-
mally have stops incorporated in them to limit motion.
Combined Engine/Marine Gear Mounting

Rigid Mounting of pre-assembled marine transmission/engine units
These units, already coupled, have either:
a. continuous rail type supports incorporated on either side (Figure 5.33a),
or
b. a three-point mounting support system (Figure 5.33b) incorporating
a single point front trunnion mount.
When the marine transmission and engine are connected at the bell
and flywheel housings and mounted on rails, (Figure 5.33a), the package
is very strong and can be considered as one unit. Its longitudinal stiff-
ness and length make it very practical for soft mounting if the propeller
shaft connection and relative movement are properly accommodated.
A fitted bolt or bolts are used only at the rear location as indicated in
the sketch below. Further installation procedures for this arrangement
are as outlined in the engine mounting section that follows this section.
Marine transmission and propeller companion flange connections in
both of the above arrangements are as covered previously.
5-49
Fitted Bolt Locations
engine engine
gear gear
(a) (b)
FIGURE 5.33
If the marine transmission and engine are connected but not on com-
mon rails, as shown in Figure 5.33b, the marine transmission is mounted
as previously outlined. The front mount, in this case, is usually a trun-
nion type. The trunnion mount is attached to both ship rails but has a
single swivel connection at the front of the engine with the swivel center
on the crankshaft centerline. It often has some degree of fore/aft flexi-
bility as well as a fair amount of rotational freedom. Clearance bolts are
normally used for the front mounts. This is especially so if the front mount
is rigid (not trunnion). In either case, clearance or flexibility of about
0.0008 in./in. of distance, from the fitted bolt or dowel at the marine
transmission mount, must be provided for thermal expansion of the
engine and transmission.
Resilient Mounting of pre-assembled

marine transmission/engine units
A common method of sound/vibration isolation is to have the trans-
mission and engine combined by flywheel housing connection and/or
common rails (Figure 5.33) and the whole system then isolation mounted.
Resilient mounts under relatively small, close coupled engine/marine

transmission packages, such as pictured in Figure 5.33b, are com-
monly used on planning hull type vessels and performance craft.
However, as the size and power of the engine increases, it becomes

impractical to use very soft resilient mounts directly under the marine
transmission. This is because the flexibility of more than 50 mm (2 in.)
propeller shafts is not adequate to accept large engine/marine trans-
mission motions [6 to 24 mm ( –41 to 1 in.)] without significant likelihood
of damage to the stuffing box or the shaft bearings. It is preferable to
mount large engines on resilient mounts and mount the marine trans-
mission rigidly to the structure of the boat. (This is a rule of thumb. Special
shafting arrangements, such as cardan shaft with axial spline, or flex-
ibility mounted stuffing boxes will allow tempering of this guideline.)
5-50
When making this type of installation, final positioning of the transmis-
sion and engine is often done by adjustments of the resilient mounts
themselves. In any case, follow instructions provided by the mount
manufacturer.
In resilient mount installations of transmission and engine combined

on common rails (Figure 5.33a), the following basic procedures apply:
• The marine transmission must be doweled or attached with body fit-
ted bolts to the common rails.
• The engine, if not directly connected to the marine transmission at
the flywheel housing, must be aligned to the marine transmission and
doweled, or fitted with a body fit bolt, at the left or right rear of the engine.
NOTE: This step may be done toward the end of the installation
process.
• The common rails are then positioned on the resilient mounts to be
used and the package is aligned to the propeller shaft companion
flange per previously outlined procedures. Appropriate shims or
chocks are installed as required.
• Make sure propeller thrust or other externally applied forces are
accommodated in the mounting system and limited by stops or other
devices. (Refer to later sections in this document regarding resilient
mounts and shim types.)
Engine Mounting
Three-Point Mounting of Engines
Three-point mounting systems are normally associated with combined
engine/marine transmission units. There are, however, some instances
in which separately mounted engines will require the three-point sys-
tem, such as in high performance patrol craft where weight reduction
and system flexibility are premium factors.
A three-point system for the engine normally involves mounts on both

sides at the rear of the engine at the flywheel housing plus the trunnion
mount at the front. This arrangement is very tolerant of flexing of the
ships mounting rails that may be encountered in light high-speed craft.
Hard mounts are used most often but resilient mounts are not uncom-
mon with this arrangement.
5-51
Mounting 3500 Family Engines equipped with Mounting Rails
When mounting engines in a vessel the effects of external and ther-
mally induced stresses to the engine must be considered. This is a
most important step in any quality installation.
A ship’s hull will flex under the internal stresses of varying displace-
ment and the external stresses of wind, water, and temperature. If the
engine is too rigidly mounted to the ship’s structure, or if it is restrained
from its natural thermal growth, excessive stress may reach the blocks’
internal support structure, resulting in distortion of main bearing bores,
bore alignment, etc. Severe engine damage or significant reduction of
engine life could result.
On the 3500 family of engines, as with other Caterpillar engines, the

main structural strength is the cast iron block. The plate steel oil pan
that supports the engine is deep and heavily welded. Lugs or brack-
ets are welded to the sides of the oil pan for attaching the standard
mounting rails to the engine. These rails, when properly mounted to
the ship rails, provide the flexibility required to isolate the engine from
the hull. The holes in the mounting rails are located so that the rails are
allowed to flex, isolating the ship’s deflection from the engine.
These rails are also flexible enough to accommodate thermal growth

from side to side in most cases but provision for thermal growth front
to rear must be allowed for. Under no circumstances should ground
body anchor bolts be used forward of the engine’s flywheel housing.
NOTE: The steel oil pan to which the mounting rails are attached
expands at the rate of about 0.0000063 in./in. for each Fahrenheit
degree temperature change (or 0.0000113 mm per Celsius degree).
Example: A 3516 oil pan experiences a rise in temperature from 65° F

to 205° F, or 140° F. The distance from the fitted bolt at the rear of the
rail to the forward-most clearance bolt is 80 inches. The expansion, or
thermal shift at the forward clearance bolt, is then:
80 140 0.0000063 = 0.071 in.
The following basic steps may be followed in mounting 3500 family

engines with factory supplied mounting rails:
1. Preliminary: Marine transmission in place, aligned to propeller shaft,
and secured to foundation. (Reference gear alignment procedure
and gear mounting procedure in previous section of this document.)
2. Prepare engine bed (foundations) for poured or metal chocks.
Foundation pads for metal chocks should be flat, preferably to within
plus or minus 0.005 inches flatness tolerance. Foundation pads for
poured chocks are less critical for flatness but should be placed
for best chock thickness, i.e. 12.7 mm to 44.4 mm (0.5 to 1.75 in.).
5-52
3. Place the engine on the foundation, supported by the jacking screws
in the rails, and at final aligned position by sight. Install side-to-side
and fore-to-aft positioning screws or devices per Figure 5.34. Align
the engine to the gear per instructions in the previous document, Install-
ation/Alignment Instructions.
4. If steel chocks are used, a solid chock is recommended. Fit and install
the metal shims at each of the four rail mounting pads according to
the steel shim fitting and installation procedures outlined in the appen-
dix, page 5-57.
It is not necessary to run the steel shim the full length and width of the
machined pads incorporated with the 3500 family engine rails. Smaller
steel chocks are easier to machine and fit. The shim’s area can be con-
siderably less, as shown in the example of Figure 5.35, but they should
encompass the two retaining bolts, which are 152 mm (6 in.) apart, and
cover at least 19 of the 101 mm (0.75 of the 4 in.) pad width. It is also
a good rule of thumb to keep the applied unit pressure on soft steel
shims under 34 475 kPa (5000 psi).
5. If poured chocks are used refer to the appendix for recommended

installation procedures for poured chocks.
Mounting Bolt Locations (clearance) Machined Mounting Pads

Fitted Bolt Locations (two per side)
Jacking Screws
Positioning Screws
Marine 3500 Engine

Gear
Foundation Rail
TYPICAL SEPARATE MOUNTED ENGINE/GEAR
FOUNDATION PLAN
FIGURE 5.34
5-53
Jacking Screw Machined Pad
Steel Shim Mounting Rail
3500 Engine Oil Pan

Machined Pad Mounting Rail
Steel
Shim
Ship’s Rail
Ship's Rail Retaining Bolts
FIGURE 5.35
Each machined mounting pad on the 3500 family engine rails is about
589 cm2 (91.4 in2) in area, minus bolt and jacking screw area, and it is
important to utilize all of the pad area when mounting on epoxy resin
shims. This is especially so for 3516 engines.
The shim material can be poured at the mounting pad locations only (an
interrupted pour), or it can be used under the full length of the engine
rail, except for immediately fore and aft of the machined mounting pads.
This is referred to as a continuous pour.
CAUTION: (Figure 5.36). In either case, do not pour shim material

inboard of the machined pad on the bottom of the mounting rail.
Foam rubber strips must be installed on sides and both ends of
each pad to provide for expansion. (Figures 5.36 and 5.37).
'
Jacking Screw Poured Chock
3500 Engine
Machine pad Foam Dams (2)
Mounting Rail
Retaining Bolts
Ship’s Rail
EXAMPLE OF CONTINUOUS POUR
FIGURE 5.36
5-54
Foam Dams
Machine Pad
(for pour)
Outer
Dam
3500 Engine Oil Pan

Poured
Chock
Ship’s Rail
Mounting Rail
FIGURE 5.37
Mounting Bolt Torques for use with Poured Shims

After the shim material has sufficiently hardened according to the man-
ufacturer’s specification, tighten 22.2, 25.4, and 28.6 mm (–87 , 1, and 1–81 in.)
mounting bolts to a torque of 490 N•m (360 lb-ft). This bolt torque is
specified to prevent excessive unit pressure on the poured shims.
Use two nuts on each mounting bolt. Tighten the innermost nut to 490 N•m
(360 lb-ft.) Use Figure 5.38. in the appendix for torques of the outermost
nut.
Resilient mounting of 3500 Family Engines

equipped with Mounting Rails
This procedure will be addressed here only in general terms due to the
wide variation of resilient mounting systems available. It is very impor-
tant that the resilient mount manufacturer’s directions for installation
and operational limits be adhered to. Additional general information
regarding soft mounts is included in the appendix.
The following factors are common to most or all resilient engine mount
installations and should be carefully considered along with the manu-
facturer’s recommendations.
The resilient mounts are to be installed between the mounting pads of

the rails and the ship’s foundation. (Engine and transmission on com-
mon rails was covered in an earlier section).
5-55
One or both of the rear mounts, nearest the flywheel housing, should
be positively located to fix the engine relative to the marine transmis-
sion. Positive location (doweling) of the engine mounting rail to these
mounts will depend on manufacturer’s instructions.
Positive stops for excessive vertical or horizontal movement must be

provided with or incorporated in the resilient mounts. These are required
to limit relative engine motion due to inherent engine motion, misfiring,
or vessel pitching and rolling.
Collision blocks or stops will be required, in case of collisions or grounding.
The flywheel mounted flexible coupling must be selected with care. It

must routinely tolerate the ranges of side-to-side and fore/aft motions
predicted for the given set of soft mounts.
Similarly, all water, air, exhaust, hydraulic, control, and fuel system con-
nections must be flexible enough to accommodate repeated, day to
day movement without failure.
The foregoing applies to all soft-mounted engine systems. If the marine

transmission, which is separately mounted, is also on soft mounts, the
prior section on soft-mounted gears should also be reviewed for addi-
tional factors of concern.
5-56
Appendix
Shims, Spacers, Chocks

Shims, spacers, or chocks must be provided to fit the individual loca-
tions between the top surface of the supporting members and the bot-
tom surface of the mounting pads of marine engines and transmissions.
Marine Classification Society (MCS) rules often dictate the type of shim
to be used. The two most common and effective types will be addressed
here. They are: (1) poured epoxy (plastic) shims, and (2) solid steel shims.
Mounting With Poured Shims

Poured shims, or chocks, have become the shim of choice today in
most mounting systems for marine propulsion equipment. The advan-
tages of poured shims over metal are several:
• The time consuming (and costly) process of selective machining and
hand fitting of solid steel shims is avoided.
• The surface condition or flatness of mating foundation and support
planes is less critical, eliminating further machining operations in
many cases.
• The plastic chocking material offers some degree of noise damping
between the engine or gear and the foundation member.
• Zero shrinkage of the poured shim material, when mixed and applied
properly, allows the most precise retention of position and alignment
when the mounting procedure has been properly completed and the
retaining bolts secured.
Before installing poured shims, consult the manufacturer’s instructions

for using the shim material. Strictly adhere to such critical items as mix-
ing ratios, cure times, temperature effects, allowable thickness, and
maximum unit loading. The basic steps in installing poured epoxy shims
are as follows:
1. Machine to be mounted is in final aligned position with mating mount-
ing structures in proper place and condition. These mating pads
should be of sufficient strength and area, reasonably flat, and parallel.
2. Liquid shim materials, damming materials, blowers, grease releas-
ing agents, tools, etc. at hand per manufacturers recommendation.
3. Drill clearance holes through at all clearance bolt locations.
NOTE: It is recommended that holes for the fitted bolts be drilled
and reamed after the chocks have cured, the clearance bolts have
been torqued, and alignment rechecked (in case the pour and
alignment might have to be repeated).
5-57
4. Install the foundation hold-down bolts threaded end up and with
nuts hand tight. Sleeve or foam wrap the bolt shanks to provide
clearance for thermal expansion of the machinery. An optional
method is to grease the bolt shanks with high temperature (non-
melt) grease, then remove the bolts and redrill the bolt holes for
adequate clearance after the chock has cured.
5. Spray all chock contact surfaces with a suitable releasing agent
to prevent adhesion of the chock to those surfaces.
6. Install damming material in preparation for the pour. In this opera-
tion, consider the following:
a. Ship’s trim – pour from the high end or from the side.
b. On non-pour sides of the chock, dams of non-porous foam mate-
rial is recommended. Use foam tape around edges of mounting
pads to provide for pad movement during thermal expansion
of the machine or flexing of the foundation members.
c. Use rigid or semi-rigid damming material around the pour area.
Width of the pour area generally should not exceed 20 mm
(0.75 in.), and should provide a riser of at least 12 mm (0.5 in.).
7. Mix the resin and hardener for the chocks and make the pour per
the resin manufacturer’s instructions. Be sure to allow sufficient time
for the chocking material to cure.
8. After making sure of sufficient clearance around clearance bolt
shanks, torque all the clearance bolt nuts to obtain total bolt load-
ing on the chocks equal to 2 –12 times the weight of the mounted
machinery but within the unit pressure limits for the individual chocks
as set by the resin manufacturer. Unit pressure limits on the poured
chock are usually 3447 kPa (500 psi) when maintenance of machinery
alignment is required, (as in the case of propulsion engines and
gears). To aid in determining the proper torque range the following
formulas may be used in calculating bolt loads:
60 Bolt Torque (lb ft)
Bolt Load (lb) = _____________________
Bolt Dia. (in.)
500 Bolt Torque (kg m)

Bolt Load (kg) = _______________________
Bolt Dia. (mm)
Unit load on a given chock is obtained by first summing the weight

from the machine plus any machine torque load component plus
the total bolt load; all of that is then divided by the chock area.
9. After the clearance bolts have been tightened, recheck for proper
alignment or position of the machine. (Keep in mind that some slight
shift is normal due to thermal effects on the ship’s hull, instrument
variations and so on.)
5-58
10. If positioning is still satisfactory, install the fitted bolt or bolts.
11. Install the second set of nuts and torque these against the first nuts
per Figure 5.38. Be careful that the first, or primary, nut is not torqued
to a higher level than that determined in step 8. Mark the nuts with
a paint spot to aid in future pass-by inspections for loose nuts.
12. Remove damming materials. Clean, dress, or chip away excess
chock, where necessary, for appearance and to relieve any unin-
tended restraint of the mounting pad.
Full Torque Values

Dia (in.) 0.500 0.563 0.625 0.750 0.875 1.000 1.125 1.250 1.375 1.500
Torque 75 110 150 265 420 640 800 1000 1200 1500
(lb ft) ± 10 ±15 ± 20 ± 35 ± 60 ± 80 ± 100 ± 120 ± 150 ± 200
FIGURE 5.38
Mounting With Steel Shims

Ideally, steel shims, or chocks, are one-piece and are made to fit between
the top of the ship’s rail or machinery foundation and the bottom of the
corresponding mounting pad of the engine or marine gear mounting rail or
bracket. Mild steel plates are normally used and are surface-machined
to specific dimensions at each corner of the plate as determined when
the engine or gear has been placed in the final aligned position. The shims
can be numbered to avoid confusion during installation. The machining
of these shims must provide a uniform fit between the respective machine
rails or brackets and the foundation pads.
To fit and install steel chocks the following procedures are suggested:
1. Foundation pads for metal chocks should be flat, preferably to within
0.005 inch flatness tolerance.
2. With the machinery to be mounted in its proper aligned position,
measure the vertical gap between the pad and foundation at each
corner of the shim area. If both the mounting pad and foundation
pad are flat, the four corner gap dimensions will dictate the corner
dimensions of the surface-machined, finished shim.
3. To facilitate ease of fitting, the chock can be slotted to fit around
jacking screws.
4. Check the proper fit of each chock by use of blueing dye, carbon
paper, strip gauge (plastigage), or feeler gauges. This is a judg-
ment operation by the fitter/installer. The objective is good even
contact, (40% or more), over the major length and width of the
mounting faces. Do selective grinding or machining as required to
obtain the proper fit.
5-59
5. When all of the chocks have been fitted, drill clearance holes for
the retaining bolts, making sure of sufficient clearance for thermal
growth at all but the fitted bolt locations.
6. Install the bolts from the bottom up and draw the nuts down mod-
erately tight.
7. Recheck alignment of the machine. If the alignment is still satisfac-
tory, torque the nuts on all clearance bolts per torque values as
listed in Figure 5.38. Drill and ream for the fitted bolt, or bolts, and
install. Torque the nut on the fitted bolt also per Figure 5.38.
8. Install lock nuts on all bolts, torque, and mark with a spot of paint
for future visual checks.
Miscellany
Warning Against Lead Shims – Do not use lead metal. Lead is eas-
ily deformed under weight and vibration and has poor supporting char-
acteristics.
Warning Against Multiple Piece, Sheet Metal Shims – Using hand

cut, sheet metal shims, is discouraged. The edge deformation of the
sheet metal shims, caused by the use of hand sheet metal cutters (tin
snips) will prevent a stack of such shims from lying flat and will even-
tually allow an engine, thus shimmed, to drop out of alignment, as its
shims relax. Also, repeated, small, relative movement between shims,
along with inherent engine vibration may cause the shims to beat out,
especially with 3500 family engines and larger.
Mounting Bolts – There are two types of mounting bolts:

Clearance bolts are nominally 1.5 mm (0.06 in.) diameter smaller than
the holes in which they are installed. Clearance bolts are used to ensure
the engine does not move vertically on its foundation.
Fitted bolts have a tight fit in the holes in which they are installed. Fitted
bolts, sometimes called ground body bolts, are used to ensure the engine
does not move around horizontally on its foundation.
Install both types of mounting bolts with the head down and the threaded
end up for ease of routine periodic inspection of the bolted joints.
One fitted bolt must be used at the rear of the engine to maintain posi-
tion and alignment. Never use fitted bolts forward of the engine’s
flywheel housing. Use clearance bolts in all locations forward of the
flywheel housing.
5-60
Resilient (Soft) Mounts
Resilient mounts are used to reduce the transmission of noise and/or
vibration to the hull and various compartments of the vessel. This can
have considerable effect on crew and passenger comfort, reduced
crew fatigue, and consequent increased efficiency. It can even affect,
to some extent, increased life of equipment and machinery sensitive
to hull-borne vibration. However, in installing resilient mounting sys-
tems, the following factors must be considered:
Motion Limit Devices

Any resilient mounting system must include some means of limiting the
engine motion. Regardless of the type of mount, some means of limit-
ing the overall motion of the engine must be present to prevent break-
ing the engine’s cooling and exhaust piping connections during bad
weather or after collision/grounding accidents (when the engine might
be subject to greater-than-normal inertia forces and motions).
Softness Versus Frequency

All noise/vibration has a frequency.
High frequencies*, such as those produced by turbochargers, gear-

ing, and some hydraulic systems, can be isolated by small amounts of
resilience.**
Lower frequencies, such as those produced by the firing of individual

cylinders of the engine or driveline unbalance, require much higher
amounts of resilience to achieve the best reduction in transmitted
engine vibration.
**In the audible range of human hearing.
**Amount of resilience can be described in terms of the motions of the engine.
Engines whose mounting systems permit only small motions – on the order of
0.5 mm. (0.020 in.) or less can be said to have only a small amount of resilience.
Types of Vibration Mounts

Vibration mounts can be subdivided by the material of the resilient com-
ponent. Spring mounts which use helical metal springs; rubber mounts
which use rubber, either in shear or compression; and combined spring
and rubber mounts, which use both methods of achieving resilience.
Some characteristics of these mounts are:
Spring Mounts will generally achieve the highest amount of resilience.
They are also generally more costly. Even with spring mounts, it is good
practice to put some rubber in the mounting system. Mounts that use
only metal components can still transmit significant vibration/noise in the
high frequencies.
5-61
Rubber Mounts are excellent at isolating the higher frequencies of
engine vibration/noise – often better than the spring type. Rubber
mounts are generally cost effective, as well. Rubber mounts require
periodic inspection for hardening/cracking of the rubber elements.
Combined Spring- and Rubber-Type vibration mounts combine the
best of both types.
Effects of Propeller Thrust on Resilient Mounts

Most inexpensive vibration mounts are designed to accept forces in
only one direction, up-and-down. Propeller thrust forces are generally
from the side. Make sure the vibration mounts chosen are suitable for
the forces to which they will be subjected. Install vibration mounts so
the fore-and-aft thrust forces acting on the mount are resisted with the
least possible extension of the mount.
Need for Periodic Realignment

Vibration mounts can also settle or take a set – which can necessitate
occasional realignment of the driveline. Annually check alignment of
engines mounted on vibration mounts for misalignment.
Marine Mount Installation Instructions

Content used from Barry Control’s “Marine Mount Installation Instructions”
and “Marine Mt Installation Angle Determination” with permission.
5-62
There are three styles of Caterpillar mounts:
Top Nut
Adjusting
Nut
Jam Nut
Snubber Gap
Cushioned Snubber
3126, 3126B, C7, C9
Top Nut
Adjusting Nut
Jam Nut
Snubber Gap
Concealed Cushioned Snubber

3406E, C18, 3412E, C30
Jam Nut
Assembly
Nut Jam Nut
Height Measurement
Two Piece no Snubber

3176, 3196, C12
FIGURE 5.39
5-63
Installation Procedure:
For Caterpillar supplied mounts to work effectively and reliably, the
engine bed or stringers in the vessel must be level and square with the
engine installation. The stringers should have metal inserts with tapped
holes or nut inserts to accept bolts or machine screws. Lag bolts screwed
into wood or fiberglass stringers are not acceptable mount attachments.
The mounts must be installed parallel to the engine front support bracket
to maintain the required motion capability and clearances. If the engine
bed or stringer mounting system is not parallel to the front support
bracket, then the bracket must be changed, the stringers must be lev-
eled, or wedges (shims) must be used under the isolators. Shims must
be made of non-compressible material such as aluminum or steel.
Assemble the mounts to the engine support brackets. Position the nuts
so that some thread adjustment is available both upward and down-
ward. If the engine support bracket is slotted, position the leveling stud
in the center of the slot. This will allow for adjustment in all directions
when performing the engine alignment.
It is also necessary to be sure the mounts do not have any caster or

camber. They should be upright and parallel to the engine support
bracket and stringer to within 4° in all directions.
FIGURE 5.40
Lower the engine/transmission into place so that the four mount bases
rest in the desired position on the stringers, and bolt them lightly to the
stringers. Do not remove the lifting hoist yet. Align the engine/trans-
mission with the propeller shaft to specification, and then begin to trans-
fer the weight of the engine/transmission from the hoist to the mounts
by using the adjusting nuts on all the mounts. Do not move the adjust-
ing nuts without assist from the hoist until the engine weight is nearly
evenly distributed. Failure to support the engine could result in dam-
age to the stud and nut threads. Once the weight is evenly distributed,
the hoist can be removed.
5-64
Isolator Adjustment:
Caterpillar mounts are height-adjustable to allow for alignment. Adjusting
the height also adjusts the share of the weight carried by each mount.
It is very important to equalize the weight of the engine and gear on
each of the isolator mounts as much as possible so that each mount
carries its share of the load. In some situations the load cannot be com-
pletely equalized between the forward and aft mounts, but the load
should always be equalized between the port and starboard sides of
each engine.
On cushioned snubber-style mounts, the bottom rubber snubber, located

between the cast housing and the stringer, serves as a load indicator.
When the isolator is properly loaded the rubber snubber should not be
touching the housing or the stringer, with approximately 3 mm ( –81 inch)
gaps above and below the snubber. If the snubber is touching the housing,
the mount is underloaded and will not isolate properly. If the snubber
is touching the stringer, the mount is overloaded.
On concealed snubber-style mounts, a feeler gage 3 mm ( –81 inch) thick

can be inserted through the half-moon opening under the base cast-
ing to get an approximate measurement of the gap. If the gap is 8 mm
(16–5 inch) or more, the mount is underloaded and will not isolate properly.
If the snubber is touching the stringer, the mount is overloaded.
On two-piece mounts without snubbers, the distance from the bottom

of the mount to the top of the washer (height measurement) serves as
a load indicator. This dimension should fall between 101.8 mm (4.01 in)
and 106.2 mm (4.18 in) for correct mount loading. If the distance is less
than 101.8 mm (4.01 in) the mount is overloaded and if this measure-
ment is greater than 106.2 mm (4.18 in) the mount is underloaded and
will not isolate properly.
To apply load to a mount, turn the adjusting nut so that it moves upward.
This lifts the engine at that corner and compresses the mount. You will
see that when the nut goes up, the snubber goes down (mount with
snubber) or the height measurement gets smaller (mount without snub-
ber). To reduce load, turn the adjusting nut so that it moves downward.
This lowers the engine at that corner and relieves load on the mount.
When the nut goes down, the snubber goes up (mount with snubber)
or the height measurement increases (mount without snubber). Adjust
the mount loads until the port and starboard front mounts have similar
snubber gaps/height measurements, and the port and starboard rear
mounts have similar snubber gaps/height measurements.
Adjust the base flanges inward or outward if necessary. Tighten the

flange bolts down to the stringers.
5-65
Adjusting the mount may change the shaft flange alignment. Recheck
alignment and repeat the process as necessary to ensure that the iso-
lators are properly loaded and the engine is aligned with the shaft. If
major adjustments are needed to achieve proper loading and align-
ment, it may be necessary to add shims or modify the stringers to cen-
ter the isolator studs to the engine support bracket. When the nuts are
tightened, the top nut must not be more than 2 mm (0.08 inch) onto the
flatted region of the stud for C9, 3126 and 3126B (139-1502 mount
only), 3406E, C18, 3412E and C30 mounts. If the nut is too high on the
stud, shims should be added under the mount.
Finally, the remaining nut(s) must be tightened.
On snubber mounts, hold the adjusting nut and tighten the jam nut,
then tighten the top nut. These are the nut tightening torques:
• For the C9, 3126 and 3126B (139-1502 mount only), 3406E, C18, 3412E
and C30 mounts, tighten the adjusting nut and jam nut to 181 N•m
(134 lb-ft) and the top nut to 285 N•m (210 lb-ft).
• For the 3126 and 3126B mount, 210-6772, tighten all nuts to 170-184 N•m
(125-135 lb-ft)
The nut tightening torque for mounts without snubbers:

• For the 3196 and C12 mounts, tighten both nuts to 204 N•m (150 lb-ft).
Mounts will settle slightly after installation. Re-check engine/shaft

alignment and snubber spacing after several days under full engine
weight load.
Measuring pitch angle across the engine mount:
Method 1 Method 2
SIDE VIEW
FIGURE 5.41
5-66
Both methods are acceptable and give the same results as long as the
bracket is flat and straight. If the bracket is not flat and straight, use
Method 2.
With a 300 mm (12 in.) ruler or straightedge located as shown, meas-

ure dimensions A and B. Measure at the ends of the ruler.
Each degree of angle = 5 mm (0.21 in.) of difference between A and B:

(Difference between (Difference between
Misalignment angle = A and B, mm) or A and B, in.)
5 mm 0.21 inch
The misalignment angle should not exceed 4° (20.5 mm or 0.84 in. dif-
ference between A and B). If it does, realign the engine brackets or
use wedges under the mount to get the angle below 4°.
Measuring the yaw angle across the mount:

TOP VIEW
FORWARD
FIGURE 5.42
The stringer edge can be used as a reference due fore-aft in the hull.
If it does not, find another reference that does run due fore-aft and use
that to make these measurements and align the mounts.
With a 300 mm (12 in.) ruler or straightedge located as shown, meas-

ure dimensions A and B. Measure at the ends of the ruler.
Each degree of angle = 5 mm (0.21 in.) of difference between A and B:

5 mm 0.21 inch
The misalignment angle should not exceed 2° (10 mm or 0.42 in. dif-
ference between A and B).
5-67
Measuring the roll angle across the mount:
END VIEW (LOOKING FORWARD)
FIGURE 5.43
With a short ruler or straightedge as shown, measure dimensions A

and B at the edges of the mount’s cast edges pf the mount’s cast housing.
Each degree of angle = 1.5 mm (0.06 in.) of difference between A and B:

1.5 mm 0.06 inch
The misalignment angle should not exceed 2° (3 mm or 0.12 in. differ-

ence between A and B).
Mount hole patterns:

The bolt holes must be drilled accurately to avoid building in stresses
across the mounts.
If the holes are drilled after the engine is dropped, the mounts can be
used as hole marking templates.
5-68
If the holes are drilled before the engine is installed, the hole pattern
must be accurate to within 1.5 mm (0.06 inch) on all the dimensions shown:
FIGURE 5.44
Dimensions L and D per engine manufacturer drawings.

Dimension X must be the same within 1.5 mm (0.06 inch) measured
both ways.
Crankshaft Deflection Test

General Procedure
To assure the engine block is not unduly stressed during mounting, a
crankshaft deflection test is recommended. This test should be per-
formed on 3500 family engines. Marine applications require this test
be conducted under hot conditions. To accomplish this test, proceed
as follows:
1. Remove an inspection door from the block to expose the center
crankshaft throw.
Rotate the crankshaft in the normal rotation direction. When the
cheeks of the center throw just pass the connecting rods, install a
Starrett No. 696 distortion dial indicator or similar tool. As a pre-
caution, tie a string to the gauge and secure it outside the engine
to facilitate retrieval should the assembly fall inthe oil pan.
Zero the dial indicator’s rotating bezel. Properly seat the indicator
by rotating it on its own axis until it will hold a zero reading.
5-69
2. With the indicator still set at zero, rotate the crankshaft in the normal
direction until the indicator nearly touches the connecting rods on
the other side of the crankshaft. (Do not allow the indicator to touch
the connecting rod.) The dial indicator reading must not vary more
than 0.3 mm (0.001 in.) throughout the approximately 300 degrees
of crankshaft rotation (0 – 0.0005 + 0.001).
Rotate the crankshaft back to its original position in the opposite
rotation direction. The indicator must return to its original reading
of zero to make a valid test. If not, the indicator shaft points were not
properly seated and the test procedure must be repeated.
3. If the gauge reads more than 0.03 mm (0.001 in.), cylinder block dis-
tortion has occurred due to improper mounting.
Loosen the hold-down bolts between the engine rails and mounting
blocks. Check carefully for loose shims, improper locations of fit-
ted bolts, interference from clearance bolts, or any other constraints
to proper engine block movement.
Make any needed adjustments and secure the hold-down bolts,
making sure alignment of the engine has not been disturbed.
4. Repeat the distortion check procedure. Consult your Caterpillar
dealer if the engine block is still bent.
5-70
Auxiliary Mounting Systems
General Information
Auxiliary engines are power packages used to provide onboard power
to drive generators, pumps, compressors, winches, etc. The engine
driven equipment (load) is either directly mounted to the engine (close
coupled) or is remote-mounted from the engine and driven through a
shaft and coupling. The major application of auxiliary engines is to pro-
vide shipboard electrical power. The following discussions, which refer
primarily to engines driving generators, also apply to other types of
auxiliary power packages.
The Caterpillar diesel auxiliary engine is built as a rigid, self-supporting

structure within itself. If the engine is mounted on a foundation that is
true (flat) or on a pair of longitudinal beams, the tops of which are in the
same plane, the engine will hold its own alignment. If subjected to external
forces or restrained from its thermal growth by the mounting, affected
tolerances may result in bearing or crankshaft failure.
The power module must maintain the original alignment under all oper-
ational and environmental conditions. Misalignment between an engine
and driven equipment can cause vibration and shorten the life of cou-
pling and bearings.
The major cause of misalignment is flexing of the mounting structure

due to weakness. Other causes are poor installation methods and incor-
rect alignment procedures.
Bases
Base Design
The most important function of an engine base is rigidity. It must main-
tain alignment between the auxiliary engine and its driven equipment.
An engine base must:
• Protect the engine block, drive train couplings, and load (generator,
gear reducer, or pump) from bending forces during shipment.
• Limit torsional and bending moment forces caused by torque reac-
tion and subbase flexing.
• Have a natural frequency such that resonance does not occur during
the machinery’s normal work.
• Make proper alignment easy. Allow sufficient space for shimming in
the alignment process.
5-71
Ease of initial installation, vibration isolation, or need of isolating from a
flexing mounting surface are major reasons for use of fabricated bases.
No base of any type should be rigidly connected to a flexing surface.
The type of load will determine the design features required in an engine
base:
• If the load is close coupled – such as a single-bearing generator, the
base is subjected to relatively light twisting loads. Its rigidity need only
be moderate.
• But if the load is remote-mounted – such as a two-bearing generator,
the base is subjected to far greater twisting loads and its rigidity must
be very great.
Single-Bearing Loads
When single-bearing generators or close-coupled loads are used, the
base does not have to withstand torque reaction. Bolting the genera-
tor housing to the flywheel housing eliminates the need for the base to
absorb the driving torque of the engine.
Single
Bearing Generator
(Close-Coupled Load)
Flywheel Housing to
Generator Absorbs
Torque Reaction
FIGURE 5.45
Two-Bearing Loads
With the load remote-mounted, a more rigid structural base is required.
The full load torque between the engine and load has to be absorbed
by the base without causing excessive deflection in the coupling.
The stationary frame of the remote-mounted driven equipment tries to

rotate in the same direction as the engine crankshaft. If the base were
not rigid enough, engine torque would cause the base to flex exces-
sively. The result is misalignment, proportional to the amount of load,
which will not show up during a conventional static alignment check.
Severe cases of this problem result in bearing and coupling failures.
5-72
Two
Bearing Generator Engine
(Remote-Mounted Load) Movement
Crank Rotation
Generator
Movement
Base Must Maintain

Alignment Against
Torque Reaction
FIGURE 5.46
Bases for Engines with Close-Coupled Loads

Caterpillar does not recommend a specific section modulus for the lon-
gitudinal girders or cross members. Usually “I” beams or channel sec-
tion steel beams in a ladder-type arrangement are acceptable.
Foot-Mounted Engines
Base cross members must be as substantial as the longitudinal beams.
Place the cross members beneath each engine and generator support
location.
Use drilled and threaded steel mounting blocks between the engine/
driven equipment and the base. Bolt these blocks to the engine/driven
equipment first and then weld to the base providing a flat surface for
shimming and mounting. Mounting holes drilled into the structural mem-
bers of the base are not recommended.
There should be sufficient space for shimming between the mounting

blocks and the engine/driven equipment mounting surfaces. Flexible
mounts are not allowed between the mounting blocks and the engine/
load mounting foot surfaces.
5-73
Drilled and Tapped Block
Engine Supports

Driven Equipment Supports
BASE FOR FOOT-MOUNTED ENGINE WITH CLOSE-COUPLED LOAD
FIGURE 5.47
Rail-Mounted Engines
In addition to the requirements for foot-mounted engines, the following
applies to rail-mounted engines.
The standard engine-mounted support rails (engine length) must be

used between the engine and the structural base. Locate cross members
directly beneath the front and rear engine-to-rail mounting locations.
Place threaded mounting blocks at the front and rear of the engine-
mounted rails with space available for shimming. Bolt these blocks to
the engine/driven equipment first and then weld to the base to provide
a flat surface for shimming and mounting.
Do not weld the engine-mounted rail to the structural base. Bolt the
engine-mounted rails to the threaded mounting blocks through clear-
ance holes to provide for thermal growth.
5-74
Driven Equipment
Supports
Industrial-Type Support
Rails
Drilled and Taped Mounting Blocks

with Shims
BASE FOR RAIL MOUNTED ENGINE WITH CLOSE COUPLED LOAD
FIGURE 5.48
Bases for Engines with Remote-Mounted Loads

The requirements for close-coupled loads also apply to remote-mounted
loads. With the load remote-mounted, a more rigid structural base is
required. The full load torque between the engine and load has to be
absorbed by the base without causing excessive deflection in the coupling.
The base shown below is a boxed beam design that provides a tor-
sionally rigid base.
Boxing consists of welding steel plates on top and bottom surfaces of

machinery base girders. The plates should be 5 to 7 mm ( 16 –3 to –41 in.)
thick. Skip-weld the plates to prevent excessive base distortion during
welding. Boxing is done to make the base structure stiffer.
The additional stiffness is necessary to resist torque loads between the

engine and remote-mounted driven equipment and to resist possible
vibration loads. Vibration-induced base loads are difficult to predict.
Experience has shown boxing is effective in preventing base cracking

and misalignment.
5-75
Driven Equipment Supports

Engine Supports
Skip Welded Boxing Plates

on Top and Bottom
of Base
BASE FOR ENGINES WITH REMOTE MOUNTED

DRIVEN EQUIPMENT
FIGURE 5.49
Recommended Beam Height

The recommended heights of the longitudinal beams for the various
engine generator sets are:
Beam Height
Engine Metric English
Model mm in.
C9 200 8
3406C, 3408C, C18 260 10
3412C 300 12
3508C 400 16
3512C 450 18
3516C 500 20
5-76
Alignment
In high-speed applications at normal operating temperatures and load,
misalignment between the diesel engine and all mechanically driven
equipment must be kept to a minimum. Many crankshaft and bearing fail-
ures can be traced to incorrect alignment of the drive systems. Misalign-
ment at operating temperatures and under load will always result in
vibration and/or stress loading.
Since there is no accurate and practical method for measuring alignment

with the engine running at operating temperature and under load, all
Caterpillar alignment procedures must be performed with the engine
stopped and the engine and all driven equipment at ambient temperature.
For information on alignment principles and the use of dial indicators,

please refer to Mounting and Alignment, LEGM4734-00.
Refer to the following Caterpillar Special Instruction for more detailed infor-
mation and specific instructions on mounting and alignment procedures.
Form No. Title

SEHS7654 Alignment – General Instructions
SEHS7259 Alignment of Single Bearing Generators
SEHS7073 Alignment of Two-Bearing Generators
Alignment of Remote-Mounted Driven Equipment

In order to achieve correct operating alignment, certain factors must be
taken into consideration in determining cold alignment specifications.
Factors Affecting Alignment

The input shaft of remote-mounted equipment is always positioned
higher than the engine crankshaft. This compensates for vertical ther-
mal growth, flywheel sag, and main bearing oil film lift on crankshaft.
These factors cause the relative positions of the crankshaft and load
input shaft to shift between static and running conditions.
5-77
Bearing Clearances
The generator rotor shaft and engine crankshaft rotate in the center of
their respective bearings, so their centerlines should coincide. Alignment
is made under static conditions while the crankshaft is in the bottom of
its bearings. This is not its position during operation. Firing pressures,
centrifugal forces, and engine oil pressure all tend to lift the crankshaft
and cause the flywheel to orbit around its true center. Generally, the
driven equipment will have ball or roller bearings that do not change
their rotational axis between static and running conditions.
Static Running
Crankshaft
Clearance Clearance
Position of Crankshaft Position of Crankshaft

During Cold Alignment During Operation
Bearing
Bore
FIGURE 5.50
Flywheel Sag
With the engine not running, the weight of the overhanging flywheel
and coupling causes the crankshaft to bend. This effect must be com-
pensated for during alignment since it results in the pilot bore and out-
side diameter of the flywheel rotating lower than the true crankshaft
bearing centerline during alignment. Caterpillar recommends align-
ment checks be performed with the coupling in place.
5-78
Crankshaft
Coupling
Flywheel
(Exaggerated)
FIGURE 5.51
Torque Reaction
The tendency of the engine to twist in the opposite direction of shaft
rotation and the tendency of the driven machine to turn in the direction
of shaft rotation is torque reaction. It naturally increases with load and
may cause a torque vibration. This type of vibration will not be notice-
able at idle but will be felt with load. This usually is caused by a change
in alignment due to insufficient base strength allowing excessive base
deflection under torque reaction load. This has the effect of introduc-
ing a side-to-side centerline offset which disappears when the engine
is idled (unloaded) or stopped.
5-79
Thermal Growth
As the engine and generator reach operating temperatures, expansion
or thermal growth will occur. This growth is both vertical and horizon-
tal. The vertical growth increases the vertical elevation between the
component mounting feet and the respective centerlines of rotation.
This thermal growth depends on the type of metals used, the temper-
ature rise that occurs, and the vertical distance from the center of rota-
tion to the mounting feet.
Crankshaft horizontal growth occurs at the opposite end of the engine

from the thrust bearing. The location of thrust bearings on Caterpillar
engines is at the rear of the crankshaft. This growth has to be planned
for when driven equipment is connected to the front end of the engine.
The growth is slight if the driven equipment is bolted to the engine
block, since the block and crankshaft grow at approximately the same
rate. An example of this would be a front power takeoff clutch.
End Clearance
Horizontal compensation consists of using a coupling with sufficient
end clearance that allows relative movement between the driving and
driven members. The equipment must be positioned so the horizontal
growth moves into the coupling operating zone, not away from it. Failure
to do so will result in excessive crankshaft thrust bearing loading and/or
coupling failure. Sufficient clearance has been allowed if it is determined
during hot alignment check that the crankshaft still has end clearance.
Cat Viscous Damped Coupling

Caterpillar couplings use an internal gear design with a rubber element
between the gears. Silicone grease aids in the dampening characteristics.
5-80
Horizontal
Thermal growth
Thrust
Bearing
Rear Engine
Driven
Unit
Engine
Driven Unit Mounting Rail
Supports
Driveshaft Flexible
Coupling
Horizontal Coupling Clearance

Flywheel
Thermal growth
Housing
Thrust
Bearing Front
Engine
Driven
Engine Unit
Mounting Rail
Driven Unit
Supports
Flexible Coupling
FIGURE 5.52
The clearances involved in internal gear design allow accurate align-

ment measurement to be made without removing the rubber element.
The coupling for front-driven equipment is similar to the rear-drive cou-

pling illustrated below. On front drives, the driven element shown in
Figure 5.53 is to be supported on the engine crankshaft as it does not
weigh as much as the driving element.
5-81
FIGURE 5.53
Other Couplings
The flexible element of other couplings must be removed during align-
ment checks. Element stiffness can prevent accurate alignment read-
ings. With the coupling element removed, the driving and driven members
of the coupling should be rotated together during alignment checks.
This prevents face or bore run-out of the piece parts from affecting the
dial indicator readings. When both members are rotated together, only
equipment misalignment will register on the dial indicator readings.
Mounting Auxiliary Engines

The proper engine mounting system will ensure the dependable per-
formance and long life for which the engine was designed and manu-
factured if all equipment is properly aligned.
The engine should be mounted on a pair of longitudinal beams, the

tops of which are in the same plane. If the tops of the beams are not
flat, add sufficient shims between the engine mounting surface and the
mounting beams. Bolting the engines to an uneven surface can cause
harmful distortions in the engine block, springing of the mounting
beams, and high stress in welds or base metal.
If the engine is subjected to external forces, or if restrained from its nat-

ural thermal growth, tolerances are greatly affected and could easily
result in bearing or crankshaft damage.
5-82
Three-Point Mounting
The three-point suspension system should be used when there is a
possibility that the substructure supporting the base can deflect due to
external forces or settling. Suspending the power unit on three points
isolates the unit from deflection of the substructure, thus maintaining
proper relationship and alignment of all equipment and preventing dis-
tortion of the engine block. More than three mounting points can cause
base distortion (Figure 5.54.)
Objectionable vibration can occur if the power module is not mounted

on well-supported structures or is not anchored securely. In addition
to the three-point mounting vibration isolators may be required to iso-
late objectionable vibrations.
Base Rotates
Base
Distorts
Distorting
Force
FIGURE 5.54
Anti-Vibration Mounting
Caterpillar Engines are capable of withstanding all self-induced vibra-
tions and no isolation is required merely to prolong their service life.
However, vibrations from surrounding equipment, if severe, can harm
a generator set which is inoperative for long periods of time. Bearings
and shafts can beat out and ultimately fail if these vibrations are not
isolated. A running generator set will rarely be harmed by exterior vibra-
tions. The method of isolating the unit is the same for exterior vibra-
tions as it is for self-induced ones.
5-83
Caterpillar recommends the use of flexible mounts on all auxiliary
engine installations. Refer to Vibration and Isolation, LEGM4734-00 for
information on types of vibration and isolation principles.
Some new generator packages have factory-installed vibration isola-

tors. refer to the Price List to determine if they are standard or optional.
Sources of Disturbing Vibrations

Vibrations affecting auxiliary engines may be classified into four groups:
• Propulsion engines
• Propeller-induced vibration caused by the propeller blades passing
the hull, strut, or skeg
• Twin or multiple screw propulsion installations running out of phase where
vibrations will occur at frequencies depending on the differences in
engine rpm
• All first order vibrations caused by other engines and installed pump-
ing equipment
Vibration Limit (No Load)

The acceptable no-load vibration limit for Caterpillar engines is 0.1 mm
(4 mils) peak-to-peak displacement for the engine only and 0.13 mm
(5 mils) for engine and driven equipment.
Protection
In order to protect marine auxiliary engines, flexible spring-type mounts
should be installed between the base and the ship’s structure. Caterpillar
and others can supply flexible mounts. To obtain the correct flexible
mount, the supplier must know what protection is required.
Selecting Flexible Mounts

• Contact a suitable supplier and provide him with:
– Equipment configuration and base drawing
– Expected frequency of the forcing vibrations
– Weight and center of gravity of the auxiliary unit to be isolated
• To be effective, static conditions must load isolators close to the cen-
ter of their optimum deflection range. Therefore, the weight that will
rest on each isolator must be known and the isolators properly matched
to the load.
5-84
• When using resilient materials in addition to spring-type mounts, select
the lowest psi loading which gives the highest percentage reduction
in transmitted vibration.
• Several types of resilient pads isolate noise but not vibration. Some
may even amplify first order vibrations. As a general rule, resilient
mounting pads should have at least 6 mm ( 15 – in.) static deflection;
64
less than this results in reduced noise, but little or no vibration isola-
tion. Consult the supplier for specific information.
Very Low Frequency Vibration

Vibrations at frequencies of 5 Hz and below are difficult to isolate. The
supplier of the flexible mounts is an excellent source for specific rec-
ommendations for very low frequency vibration mounting.
Installation of Flexible Mounts

Flexible mounts must be placed between the structural base of the
auxiliary unit and the ship’s structure. It is important that the base be
of substantial design. When the ship structure is not sufficiently rigid,
reinforcing supports should be added. When placing flexible mounts,
the directions of the supplier should be followed.
Isolator Locations
The location of isolation mounts is important. On larger engines requir-
ing three pairs of mounts, install one pair of isolators under the center
of gravity and the other two sets equidistant from them at each end of
structural base (Figure 5.55).
CG
X X
FIGURE 5.55
5-85
On smaller engines requiring only two pairs of mounts, locate one pair
under front engine supports and the other pair under load supports.
FIGURE 5.56
For three-point mounting of the engine base, arrange the isolators to

obtain three-point contact with the load equally distributed.
FIGURE 5.57
5-86
Determination of Center of Gravity of
Combined Engine and Generator
The location of the center of gravity of the assembled unit can be deter-
mined after the total weight of the unit is established.
d1 d2
D
C
G
WG
WT WE
FIGURE 5.58
Assuming an engine and generator is assembled to a base, the assem-

bled center of gravity (CG) can be calculated. A common reference point
is needed. In this case, use the rear face of the flywheel housing.
Because measurements are to both sides of the reference, one direc-
tion can be considered negative. Therefore:
WT (D) = WG (– d1) + WE (d2)
D = (W E(d2) – WG(d1))
________________
WT
If additional equipment is added, such as front power take-off, the

process is repeated to determine a new center of gravity.
Having established the center of gravity for the total unit, the loading
on each pair of isolators can be determined (Figure 5.59).
S1 = WT ( )
b
__
c
S2 = WT ( )
a
__
c
5-87
The location of the center of gravity of the assembled unit can be deter-
mined after the total weight of the unit is established.
c
a b
C
G
WT
S1 S2
FIGURE 5.59
Commercial Isolators
Several commercial isolators are available which will provide varying
degrees of isolation. Care must be taken to select the best isolator for
the application. Generally the lower the natural frequency of the isola-
tor (softer), the greater the deflection and the more effective the isola-
tion. However, the loading limit of the isolator must not be exceeded.
Rubber Isolators
Rubber-type isolators are adequate for applications where vibration
control is not severe. By careful selection, isolation of 90% is possible.
They will isolate most noise created by transmission of vibratory forces.
Care must be exercised to avoid using rubber isolators that have the
same natural frequency as the engine-exciting frequencies in both the
vertical and horizontal planes.
Fiberglass, Felt, Composition, and Flat Rubber (Waffle) Isolators

Fiberglass, felt, composition and flat rubber of a waffle design do little
to isolate major vibration forces, but do isolate much of the high fre-
quency noise. The fabric materials tend to compress with age and
become ineffective. Because deflection of these types of isolators is
small, their natural frequency is relatively high compared to the engines.
Attempting to stack these isolators or apply them indiscriminately could
force the total system into resonance. Pad-type isolators are effective
for frequencies above 2,000 Hz.
5-88
Spring Isolators
The most effective isolators of low frequency vibration are the steel
spring type. These can isolate approximately 96% of all vibrations. They
also provide overall economy and allow mounting, of all but propulsion
machinery, on surfaces that need only support the static weight. No
allowance for torque or vibratory loads is required on non-propulsion
machinery. Steel spring-type isolators are effective in the vibration fre-
quency range from 5 to 1,000 Hz.
Engine Rail
Vertical
Limit Stop
Horizontal
Snubber
Engine
Bed
Rubber Pad
MARINE-TYPE ISOLATOR
FIGURE 5.60
Engine Vertical
Rail Limit
Internal Adjusting
Screw Stop
Horizontal
Vibration Snubber Engine
Isolator Bed
Rubber Pad
SPRING ISOLATOR WITH EXTERNAL LIMIT STOP
FIGURE 5.61
Marine-type spring isolators should be used for auxiliary engine mount-

ing. This type of isolator is equipped with all directional limit stops
designed to restrict excessive movement of the engine and to with-
stand forces due to roll, pitch, and slamming of sea-going vessels.
5-89
By the addition of a rubber pad beneath the spring isolator, the high fre-
quency vibrations that are transmitted through the spring are also blocked.
These high frequency vibrations are not harmful but result in annoying
noise (Figure 5.61).
Follow the installation and adjustment instructions provided by the iso-

lator supplier.
Many spring-type isolators are equipped with horizontal limit stops

(snubbers) but do not include built-in vertical limit stops. If this type of
isolator is used, external vertical limit stops should be added between
the engine rail, or support, and the ship’s engine bed. Isolator snubbers
and limit stops should be adjusted to permit only the amount of motion
necessary for isolation purposes.
No matter what type of isolation is used, it should be sized to have its

natural frequency as far removed from the exciting frequencies of the
engine as possible. If these two frequencies were similar, the entire unit
would be in resonance.
When using the marine spring isolator, ensure that each pipe, control
system, electrical, and driveline connection is properly designed to
allow for maximum engine motion without overstressing any of the con-
necting components.
Collision Blocks
All spring-mounted equipment should have stops to restrict vertical
and side movement within reasonable limits. Collision blocks may be
provided for all auxiliary engine installations if they do not restrict ther-
mal growth.
Shimming
Use shims as necessary between the generator mounting feet and the
generator supports to maintain correct vertical alignment with the
engine. All generator-mounting feet must be in solid contact with the
supports before installation of the anchor bolts. If the mounting feet are
not in solid contact, distortion of the generator housing can result.
Shim packs under all equipment should be 5 mm (0.2000 in.) minimum

thickness to prevent later corrections requiring the removal of shims
when there are too few or zero shims remaining. Shim packs should
be of non-rusting material. Handle shims carefully.
5-90
Mounting Bolts
The diameter of the clearance-type bolts used to hold the engine rails
or feet to the base must be 1.6 mm (0.06 in.) less than the diameter of
the holes in the engine rails. This clearance is to allow the engine mount-
ing rails or feet to grow without confinement. Refer to the section on
thermal growth, page 5-80.
Mounting Bolt Location

Each engine or generator-mounting bolt must bolt through solid mate-
rial (refer to Figure 5.62).
Proper Practice
Improper Practice
FIGURE 5.62
Procedure for Tightening Equipment Mounting Bolts

1. Torque mounting bolts in sequence shown in Figure 5.63 to –21 torque
values listed.
2. Install a dial indicator on support bracket as if bore alignment were
to be checked. Rotate driving and driven shafts together until dial
indicator is at top position.
3. Loosen bolts at mounting surface 1 and retorque bolts at mounting
surface 3 to –21 torque value as listed in Figure 5.63.
4. If indicator moves 0.05 mm (0.002 in.) or less, retorque bolts at
mounting surface 1 and follow steps 6 and 7 below. If indicator
moves more than 0.05 mm (0.002 in.), add shims under bolts at
mounting surface 1 or 3. Loosen all bolts and repeat steps 1 through 5.
5. Loosen bolts at mounting surface 2 and retorque bolts at mounting
surface 4 to –21 torque value listed.
5-91
6. If indicator moves 0.05 mm (0.002 in.), or less, retorque bolts at
mounting surface 2. If indicator moves more than 0.05 mm (0.002 in.),
add shims under bolts at mounting surface 2 or 4. Repeat steps 1
thru 6.
7. With indicator and support bracket still at top position, retorque all
bolts to full values. Reading should not change more than 0.05 mm
(0.002 in.).
2
Mounting
Surface
4
Note: *Number near each mounting
surface represent proper bolt
3
tightening sequence.
Full Torque Value *Procedure described is valid

Bolt Diameter Torque for all independently mounted
mm lb-ft N m equipment. i.e., engine, two
3/4 Inch 19 265 ± 35 360 ± 50 bearing generator, remote
7/8 22 420 ± 60 570 ± 80 mounted marine transmission, etc.
1 Inch 25 640 ± 80 875 ± 100
FIGURE 5.63
Bolt Torque
A bolt is properly torqued when it is stretched a calculated amount.
The proper stretch clamps the machinery to the base securely. The
clamping force is then maintained during movement caused by vibra-
tion (refer to Figure 5.64). A bolt that is undertorqued cannot maintain
the clamping force while vibrations are present. It will gradually work
loose and allow misalignment to occur.
Bolts of the size used on Caterpillar bases require very high torque val-
ues. As an example, a 25.4 mm (1 in.) bolt has a torque of 868±108 N•m
(640±80 ft lb).
5-92
A torque wrench, extension and torque multiplier are required to obtain
this high value. Do not use special bolt lubricants as the effective bolt
clamping force can be excessive.
Bolt Stretch
(Exaggerated)
Clamping
Force
FIGURE 5.59
Caterpillar nuts and bolts are made of Grade 8 steel, one of the strongest
available. Grade 8 bolts are identified by six raised or depressed lines
on the nut or bolt head. Make sure mounting bolts are not bottomed
out in hole, resulting in low effective bolt clamping force.
After completion of the final shimming and bolting operation, recheck

the alignment.
Crankshaft Deflection
Crankshaft deflection must be measured both cold and hot on certain
specified engines. The allowable deflection must not exceed –0.0127 mm
(–0.0005 in.) to a +0.0254mm (+0.001 in.). Deflection must be meas-
ured at the center crankshaft throw. See Mounting and Alignment,
LEGM4734-00 for details on crankshaft deflection.
5-93
Available Installation and

Alignment Instructions
Engine Data Installation/Alignment Instructions for Caterpillar
Sheet 102.2 Engines with Reintjes Free Standing Marine
Gears and Vulcan Rato Flexible Couplings
Special Instruction Spring Isolator Group Installation and

SEHS9162 Adjustment Procedure
LEKM2005 3600 Marine Application &

Installation Guide
LEKX1002 3600 Electric Power Generation Application

& Installation Guide
Special Instruction Alignment – General Instructions

SEHS7654
Special Instruction Alignment of Caterpillar Marine

SEHS7456-01 Transmissions and Marine Engines
Special Instruction Alignment of Caterpillar Diesel Engines to

SEHS7956 Caterpillar Marine Transmission (7271-36W)
Special Instruction Alignment of Two Bearing Generators

SEHS7073
Marine Engine Final Alignment Conditions

Do not attempt final alignment of propulsion engines unless the fol-
lowing conditions are met:
1. The vessel is in the water.

2. All permanent ballast is in place.
3. Fuel, water, and temporary ballast tanks are filled to normal average
operating levels, generally –21 to –43 filled.
4. All major machinery – weighing over 500 lbs (225 kg) – is either
installed or simulated by equivalent weights appropriately located.
Make final alignment immediately prior to sea trials.
5-94
Marine Gear Output Flange Runout
Face Runout Bore Runout
Model inches (mm) inches (mm)
MG502 0.004 (0.100) 0.004 (0.100)
MG506 0.004 (0.100) 0.004 (0.100)
MG507 0.004 (0.100) 0.004 (0.100)
MG509 0.004 (0.100) 0.004 (0.100)
MG514 0.004 (0.100) 0.004 (0.100)
Reintjes 0.004 (0.100) 0.004 (0.100)
Note: All alignment on Caterpillar engines is done with the engine at

ambient temperature and static (not running).
Allowance for Expansion due to Thermal Growth

Cast iron has a thermal expansion coefficient of 0.0000066 in. per in. per
Degree F (0.000012 mm per mm per Degree C). Steel has an average
thermal expansion coefficient of 0.0000063 in. per in. per Degree F
(0.000011 mm per mm per Degree C).
The engine mounting system must allow for this expansion through the
proper use and placement of clearance bolts, fitted bolts, and dowels.
Failure to allow for thermal expansion will result in driven equipment
misalignment and engine block distortion.
Compensation offsets must be incorporated into alignment procedures
to accommodate this growth when alignment is performed cold.
Thermal expansion = Expansion Coefficient Linear Distance* ⌬ T
*Linear distance is the length or width of engine for horizontal growth and
the distance between the mounting surface and the crankshaft center-
line for vertical growth.
Examples: 3606 – Cast Iron Block, Length of block between rear fitted
bolt and front clearance bolt is 87.6 in. (2226 mm). ⌬ T =
130° F (72° C). Expansion allowance required is:
0.0000066 (0.000012) 87.6 in. (2226 mm) 130° F (72° C)
0.075 in. (1.9 mm)
Collision Blocks for Marine Engines

When marine classification societies or local marine practice requires
the use of collision blocks, they should be located with sufficient clear-
ance to allow for thermal growth of the engine. Prefabricate the collision
blocks and install them while the engine is at operating temperature
with approximately 0.005 in (0.12 mm) hot clearance. Collision blocks
are recommended to resist the shock loads encountered in hard dock-
ing collisions and groundings.
5-95
Types of Misalignment
Parallel or bore misalignment occurs when centerlines of driven equip-
ment and engine are parallel but not in the same plane.
Angular or face misalignment occurs when centerlines of driven equip-

ment and engines are not parallel.
5-96
Dial Indicator Quick Check
When both shafts are rotated together, the algebraic sum of the readings
at D and B should equal the reading at C. This check is useful for identi-
fying improper indicator setup or procedure. The example shown is out
of alignment.
Required Foundation Depth for Stationary Installations

Calculate foundation depth to equal generator set weight by:
W
FD = __________
DBL
FD = foundation depth in feet (meter)
W = total wet weight of generator set in pounds (kg)
Use 125% of actual weight if vibration isolators are not used.
D = density of concrete in pounds per cubic foot (kg/m3)
NOTE: Use 150 for English unit and 2402.8 for metric unit.
B = foundation width in feet (meter)
L = foundation length in feet (meter)
Pressure on Supporting Material

W (Pounds) kg
P (psi) = ___________ kPa =___
A (inches)2 m2
W
P = __
A
Where: P = Pressure in psi (kpa)
W = Weight in pounds (kg)
A = Area in square inches (m2)
5-97
Pressure imposed by the generator set weight must be less than the load-
carrying capacity of supporting material.
General Torque Specifications

The following charts give general torque values for fasteners of SAE Grade 5
or better and Metric ISO Grade 8.8.
Torques for Bolts and Nuts With Standard Threads

Thread Size Standard Torque
Inch N•m* lb ft
1
⁄4 0012±4 0009±3
5
⁄16 0025±7 0018±5
3
⁄8 0045±7 0032±5
7
⁄16 0070±15 0050±10
1
⁄2 0100±15 0075±10
9
⁄16 0150±20 0110±15
5
⁄8 0200±25 0150±20
3
⁄4 0360±50 0265±35
7
⁄8 0570±80 0420±60
1 0875±100 0640±80
11⁄8 1100±150 0800±100
11⁄4 1350±175 1000±120
13⁄8 1600±200 1200±150
11⁄2 2000±275 1480±200
*1 Newton meter (N•m) is approximately the same as 0.1 mkg.
Torques for Taperlock Studs

Inch N•m* lb ft
1
⁄4 008±30 006±20
5
⁄16 017±50 013±40
3
⁄8 035±50 026±40
7
⁄16 045±10 033±70
1
⁄2 065±10 048±70
9
⁄16 090±15 065±11
5
⁄8 110±15 080±11
3
⁄4 170±20 125±15
7
⁄8 260±30 190±22
1 400±40 300±30
11⁄8 500±40 370±30
11⁄4 650±50 480±37
13⁄8 750±50 550±37
11⁄2 870±50 640±37
*1 Newton meter (N•m) is approximately the same as 0.1 mkg.
5-98
Metric ISO Thread
N•m* lb ft
M60 0012±400 0009±300
M80 0025±700 0018±500
M10 0055±100 0040±700
M12 0095±150 0070±100
M14 0150±200 0110±150
M16 0220±300 0160±200
M18 0325±500 0240±350
M20 0450±700 0330±500
M22 0600±900 0440±650
M24 0775±100 0570±750
M27 1150±150 0840±110
M30 1600±200 1175±150
M33 2000±275 1480±200
M36 2700±400 2000±300
5-99
Vibration
Vibration Summary
Vibrations can have many causes such as those listed in A through F:
A. Imbalance of rotating or reciprocating parts.
B. Combustion forces.
C. Misalignment of engine and driven equipment.
D. Inadequate anchoring of equipment.
E. Torque reaction.
F. Resonance with the mounting structure.
Causes of vibrations can usually be identified by determining if:
1. Vibration forces increase with speed. These are caused by cen-

trifugal forces bending components of the drive train.
These are normally caused by A, B, or C.
2. Vibrations occur within a narrow speed range. This normally occurs on

equipment attached to the engine-pipes, air cleaners, etc. When
vibrations “peak out” in a narrow speed range, the vibrating com-
ponent is in resonance.
These vibrations can be modified by changing the natural frequency
of the part by stiffening or softening its mounting. A defective vis-
cous vibration dampener can also cause this.
These are normally caused by A, C, or F.
5-100
3. Vibrations increase as load is applied. This is torque reaction and
can be caused by insecure mounting of engine or driven equipment,
or by a base or foundation which is not sufficiently rigid to withstand
the driving torque of the engine or defective worn couplings.
These are normally caused by D or E.
Order of Vibration
Vibration Frequency (Hz)
Order = ______________________
Engine RPM/60
Order of Firing Frequency
Firing Frequency Number of Cylinders

= ___________________
(4 Cycle Engines) 2
Data Interpretation
Order of Vibration: Possible Cause:
0.5 Order Misfire of one or more cylinders
1.0 Order Out of balance component rotating at
crankshaft speed
2.0 Order Out of time balancer gears rotating at
twice engine speed. Misaligned U-Joint.
Piston or upper end of connecting rod
is too light or too heavy.
Order-Firing Frequency Normal, may also occur at 0.5 orders
adjacent to firing frequency
5-101
First Order Vibration Frequencies
for Standard Rated Speeds
RPM
Frequency (Hz) = _____
60
Engine RPM First Order Frequency (Hz)

700 11.7
720 12
800 13.3
900 15
1000 16.7
1200 20
1225 20.4
1300 21.7
1350 22.5
1500 25
1600 26.7
1800 30
2000 33.3
2100 35
2200 36.7
2400 40
2600 43.3
2800 46.7
2900 48.3
Relationships of Sinusoidal Velocity,

Acceleration, Displacement
English Metric
V = πfD V = πfD
V = 61.44 g/f D = inches pk-to-pk V = 1.56 g/f D = meters pk-to-pk
g = 0.0511 f2D V = inches/second g = 2.013 f2D V = meters/second
g = 0.0162 Vf f = Hz (cps) or g = 0.641 Vf f = Hz (cps) or
= RPM/60 = RPM/60
D = 0.3183 V/f g = 386.1 in/sec2 D = 0.3183 V/f g = 9.806 65 m/sec2
D = 19.57 g/f2 D = 0.4968 g/f2
5-102
Placement of Trial Weight
While it is usually not necessary to locate the imbalance in order to
place the trial weight, occasionally you may want to do so. Some peo-
ple try to decrease the imbalance on the trial run. On the other hand,
it may be essential that the trial weight does not increase the vibration
levels further.
If the analyzer/software being used has a trial weight option as part of
the program, you can simply input the required information. If not,
approximate the heavy spot by using the “Location of Imbalance” pro-
cedure and place the trial weight 180˚ from the heavy spot.
Amount of Imbalance
An estimation of weight needed to offset the imbalance can be made
providing certain information is known. The total vibrating weight is
needed. This is primarily the rotor weight, but also includes some vibra-
tory mass contribution from bearings and bearing pedestals. A gen-
eral rule of thumb is to use 110% of the rotor weight to allow for this
effect. Once you have calculated the vibrating weight and have the
data from the “reference run” the amount of imbalance can be esti-
mated (neglecting any influence from amplification due to resonance)
from the following equation:
(
Xf
Ub = w _____
2000 )
where:
Ub = the amount of imbalance (oz.-in)
W = the vibratory weight (oz)
Xf = the amplitude of vibration (mils pk-pk)
Location of Imbalance
Locate the vibratory high spot by locating the reference mark at the
tach pick-up. Then, starting at the vibration transducer from which the
phase was obtained, measure an angular distance equal to the phase
reading against the direction of rotation. This is the vibratory high spot.
Then move around the rotor in the direction of rotation an angular distance
equal to the estimated system lag from the vibratory high spot. This is the
location of the heavy spot. In summary:
Angle of Vibration Transducer + Phase
Heavy Spot =
+ Units Type Adjustment – System Lag
5-103
Example:
The system lag was determined to be approximately 15˚. The vibration
transducer is at 90˚ relative to the phototach (as measured against rota-
tion). An unbalance weight was placed at 330˚. The actual acquired
phase data were as follows: 225˚ using a displacement transducer.
Phototach
Heavy
Heavy
Spot Tape
Spot
270° Rotation 90°

Vibration
Displacement Transducer
Phase
255°
180°
Angle of Units Location

Vibration Phase Adjustment System of Heavy
UNITS Transducer + Angle + Factor – Lag = Spot
Displacement 90˚ + 255˚ + 0˚ – 15˚ = 330˚
5-104
Alignment
y
x
Up or Left
Moveable Machine
D
bF
bR
R F
Parameters for Face and Bore Calculations

F – Required shimming at the front feet
R – Required shimming at the rear feet
x – Distance from measurement plane to front feet
y – Distance from measurement plane to rear feet
D – Diameter of dial indicator swing on face
bR – Bottom rim reading when zeroed at top
bF – Bottom face reading when zeroed at top
With the dial indicator readings and the three tape measurements, the
required moves are:
bF • x bR BF • y bR
F = ______ – ___ R = ______ – ___
D 2 D 2
5-105
5-106
SEA TRIAL GUIDE
Sea Trial Guide
Table of Contents
Marine Engines Sea Trial Guide

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
Determine the Type of Sea Trial Test to be Performed. . . . . . . 6-11
Sea Trial Data Acquisition Procedure –
Electronically Controlled Engines (Propulsion System) . . . . . . 6-18
Mechanically Controlled Engines (Propulsion System) . . . . . . 6-21
Analysis of Sea Trial Test Results (Propulsion System) . . . . . . 6-22
Caterpillar Marine Engine Performance Analysis
Report (PAR) (Mechanically Governed Engines) . . . . . . . . . . . 6-27
Using CAMPAR for Data Analysis . . . . . . . . . . . . . . . . . . . . . . 6-36
Marine Engine and Transmission Performance Guidelines . . . 6-48
Cooling System Evaluation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-51
Explanation of the TMI Sea Trial TMI Data . . . . . . . . . . . . . . . . 6-65
Additional Information Sources. . . . . . . . . . . . . . . . . . . . . . . . . 6-67
Design & Construction Review Form –
Caterpillar Marine Propulsion Engines
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-85
Design and Construction Review . . . . . . . . . . . . . . . . . . . . . . . 6-87
Proposed Consist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-88
Design and Construction Review Checklist . . . . . . . . . . . . . . . 6-95
6-1
Marine Engines Sea Trial Guide
Introduction
This Sea Trial Guide is available to provide a method to audit the qual-
ity of a vessel’s propulsion systems to provide optimum performance.
This is accomplished only when the equipment has been correctly sized
and installed.
Effective sea trials provide data for the evaluation of propulsion sys-
tem performance. This data will also aid in the identification of system
problems that can lead to potential performance problems. This will
help both the customer and the dealer to develop maintenance and
repair schedules that will provide the most economical and efficient
cost of operation.
This publication is intended for use as a guide for Certified Marine

Analysts who have passed the Caterpillar service technician training
qualification course Marine Analyst (Course Code 2500). For a more
detailed discussion of correct application and installation of marine
systems, refer to the Caterpillar Marine Engine Application & Installation
Guide, form LEKM7142-7147.
This Sea Trial Guide provides a sequence of steps to follow to ensure

proper engine installation. These steps are described in detail in this
publication and are as follows:
1. Sea Trial: Conduct a sea trial upon completion of the engine instal-
lation to ensure the drive system, marine gear and engine are properly
matched for maximum performance and fuel efficiency. The sea
trial verifies the installation of the various engine systems reviewed
during the construction review.
2. Cooling System Evaluation: Performed during the sea trial to
ensure proper performance of the engine cooling system.
This publication also identifies diagnostic measurements to be taken,

their specific test locations, and the tools needed to conduct a per-
formance audit. Actual Caterpillar factory performance specifications
are required to conduct the marine engine and transmission perform-
ance audit outlined herein. Refer to Technical Marketing Information
(TMI) for the following information:
1. General max/min specifications: see TMI – “Engine/Parts Data”
(http://tmiweb.cat.com), Marine Aux/Prop Sea Trial or Marine Gear
Sea Trial and Systems Data.
2. Specific engine rating performance and component performance
data: see TMI – Engine and Component Performance (http://tmi-
web.cat.com), “Engine/Parts Data”, then “Advanced Search”.
6-2
There are five steps to installing and commissioning marine engines
into vessels. The first two relate to proper installation of the engine(s),
and the remaining steps address sea trials for performance and sys-
tem operation verification and documentation.
The Design Review

The Caterpillar Design & Construction Review Form, form SEHS8716, is
available from Caterpillar and provides a checklist for dealer use only.
The form can be ordered using the normal literature order procedure.
This form is a simple checklist. It is used to determine if sufficient infor-

mation has been provided to the designer so the layout will comply
with Caterpillar reference requirements.
There is provision to record the Caterpillar reference materials provided

to the designer, and a complete checklist for the results of the design
and serviceability review. Compliance with Caterpillar reference require-
ments is noted by placing a check in the box next to the system
reviewed. If the design affecting a specific system does not comply,
there is space to record the action required to follow-up and correct
the problem area(s).
Vessel Construction Review

The Caterpillar Design & Construction Review Form, form SEHS8716,
is available from Caterpillar and is intended to provide a checklist for
dealer use only. The form can be ordered using the normal literature
order procedure. The form is a simple checklist used to determine if the
previously agreed upon design is being successfully implemented dur-
ing the construction process.
Fill out the form with general information about the owner, vessel and
builder/installer, including the vessel’s physical features. A provision is
made for recording the propulsion and auxiliary systems descriptions,
including serial numbers, and the manufacturer, where applicable.
When the construction and installation are both in compliance with

Caterpillar requirements, indicate this by placing a check in the box
next to the system reviewed. If a system does not comply, there is a
space to record the necessary corrective action. After the construction
review and the construction review form are completed and any cor-
rective action needed is agreed to, it is recommended that all parties
concerned sign the construction review form at the designated location
on the form.
6-3
Pre-delivery OEM Sea Trial
Sea trial performed at the OEM using Caterpillar Electronic Technician
Sea Trial Data Logger for electronically controlled engines or PAR form
(LEXM0581) for mechanically controlled engines. This sea trial is con-
ducted on new vessels to document basic performance and installa-
tion information for vessels. The procedure for this sea trial is not as
thorough as a Complete PAR Test and is used to provide the basic per-
formance documentation.
This sea trial procedure documents and inspects the following:

– General customer and vessel information
– Engine Speed at full load conditions (20 rpm overrun minimum –
pleasure craft only)
– Engine performance throughout the entire operating range
– Leaks
– Cooling system capability
– Unusual vibration observation
– Initial performance – observe start-up smoke, observe acceleration
smoke
– Acceleration time to 90% rated speed
– Vertical measurement from gunnel (lower side of the rub rail at the
starboard transom corner) to waterline – displacement documentation
– Exhaust backpressure initial check – reference TMI limits
– Electronic wiring/display functionality check
– Inlet air temperature to air cleaner
Complete PAR Sea Trial

Sea trial performed at the OEM or shipyard on new vessels for first hull
of a production run, during any significant change to a production run,
custom boat and/or re-power installations. Data to be recorded using
Caterpillar Electronic Technician Sea Trial Data Logger for electroni-
cally controlled engines or PAR form (LEXM0581) for mechanically con-
trolled engines.
6-4
– Engine speed full load conditions (20 rpm overrun minimum – pleas-
ure craft only)
– Caterpillar fuel flow meter comparison to electronic ECM fuel rate
calculation
– Complete system performance for all 900 Series numbers
– Leaks
– Cooling system capability
– Unusual vibration observation
smoke
starboard transom corner) waterline – displacement documentation
– Electronic wiring/display functionality check
This sea trial procedure should be performed once the vessel is com-
pleted and ready for delivery to the customer.
Performance Sea Trial

Sea trial performed on all new vessels prior to customer delivery or per-
formance related complaints. Data to be recorded using Caterpillar
Electronic Technician Sea Trial Data Logger for electronically controlled
engines or PAR form (LEXM0581) for mechanically controlled engines.

– Engine speed full load conditions (20 rpm overrun minimum – pleas-
ure craft only)
smoke
starboard transom corner) to waterline – displacement documentation
– Exhaust backpressure initial check – reference TMI limits
– Inlet air temperature to air cleaner
6-5
All data recorded from the various types of Sea Trials will be analyzed with
CAMPAR 4.0 or higher and must be uploaded to the Sea Trial Data Base.
The Sea Trial Database located at: https://engines.cat.com/infocast/
frames/marine/techinfo/seatrial/
User Interview
Before the sea trial test is performed, explain to the builder/installer
and owner the purpose of the sea trial test. Discuss with them the sys-
tems that are to be evaluated, the expected results, and how the results
are used to interpret performance conditions of the propulsion and aux-
iliary systems.
Preparation for a Sea Trial Test

Before a test of the propulsion and/or auxiliary engines and transmis-
sions, install the diagnostic tool thermistors and pressure pickups
needed to obtain the performance data that is required. This is accom-
plished in part by installation of Caterpillar self-sealing probe adapters.
A listing of the manual channels with their corresponding 900 number
designation are as follows:
900 Series
Designation Location Description
901 Jacket water outlet temperature. (Before the regulators)
902 Jacket water pump outlet temperature
903 Aftercooler water inlet temperature
903A Aftercooler water outlet temperature
904 Auxiliary water pump inlet pressure
905 Auxiliary water pump outlet pressure
906 Intake manifold air temperature
907 Inlet air restriction
908 Exhaust stack backpressure
909 Crankshaft deflection
910 Engine speed
911 Intake manifold air pressure
912 Exhaust stack temperature
912A Exhaust manifold right front turbo temperature
912B Exhaust manifold right rear turbo temperature
912C Exhaust manifold left front turbo temperature
6-6
900 Series
912D Exhaust manifold left rear turbo temperature
913 Engine oil to bearings temperature
914 Engine oil to bearings pressure
915 Marine gear oil temperature
916 Marine gear oil pressure
917 Fuel pressure
918 Jacket water outlet pressure (before regulators)
919 Jacket water pressure at pump outlet
920 Jacket water pump inlet pressure at pump inlet
921 Jacket water pressure from cooling system
922 Jacket water inlet temperature from cooling system
923 Aftercooler water inlet pressure
924 Aftercooler water outlet pressure
925 Marine gear cooler inlet water temperature
926 Marine gear cooler outlet water temperature
927 Oil filter inlet pressure
928 Oil filter outlet pressure
929 Individual exhaust port temperatures
930 Air cleaner outlet temperature
931 Turbocharger compressor outlet temperature
932 Crankcase pressure
933 Jacket water temp to cooling system
935 Fuel inlet temperature
936 Fuel return line restriction
937* Aftercooler water temperature between front and rear housing
938 Oil cooler water outlet temperature
939 Oil cooler water outlet pressure
940* Aftercooler/oil cooler water outlet mixing box temperature
941* Aftercooler/oil cooler water outlet mixing box pressure
942* Jacket water pressure at block outlet (before regulators)
943* Water temperature to combined circuit heat exchanger
944* Water pressure to combined circuit heat exchanger
945* Water temperature to temperature regulator from combined
circuit heat exchanger
946* Water pressure to temperature regulator from combined
circuit heat exchanger
947* Water temperature at engine outlet to separate circuit jacket
water heat exchanger
948* Water pressure at engine outlet to separate circuit jacket
water heat exchanger
6-7
900 Series
949* Water temperature to temperature regulator from single
circuit jacket water heat exchanger
950* Water pressure to temperature regulator from single circuit
jacket water heat exchanger
951* Aftercooler/oil cooler water pump inlet temperature
952* Aftercooler/oil cooler water pump inlet pressure
953* Aftercooler/oil cooler water pump outlet pressure
954* Raw water temperature to combined circuit heat exchanger
955* Raw water temperature from combined circuit heat
exchanger
956* Raw water temperature to separate circuit jacket water
heat exchanger
957* Raw water temperature from separate circuit jacket water
heat exchanger
958* Raw water temperature from separate circuit aftercooler/
oil cooler heat exchanger
959* Raw water temperature from separate circuit aftercooler/
oil cooler heat exchanger
960 Turbocharger compressor outlet pressure
961 Fuel pump inlet restriction
962 Fuel outlet temperature
963 Raw water pump outlet pressure
964 Raw water pressure after heat exchanger
*This location pertains to the 3600 series of engines only.
The location of these test points are given in the general dimension
drawings, and are indicated by a system of 900 series numbers. The
drawings also give the thread type and size at each location. The instal-
lation drawings showing specific test ports and corresponding sizes
are available on CD-ROM, literature number LERM3233.
6-8
Sea Trial Definition
Note: Prior to conducting a sea trial, electronic and control functional
tests should be conducted. Each test will include an electronic func-
tionality test to verify proper operation of all gauge panels, electronic
components, sensors, Data Link wiring (use Caterpillar specified wire –
part numbers in SENR5002) shielded/non shielded, J1939 wiring
requirements followed, compare vessel instrumentation to the service
tool, throttle calibration (refer to electronic installation guide), mechan-
ical throttle linkage check, switch operation if equipped (synchroniza-
tion, slow vessel, trolling, trip clear and engine shut-off) and, if equipped,
the Multi Station Control System (MSCS) operation.
There are three types of sea trials:

1. Pre-delivery OEM Sea Trial
2. Complete PAR Sea Trial
3. Performance Sea Trial for Delivery/Inspection
Pre-delivery OEM Sea Trial

This is a sea trial that is normally performed at the boat OEM using
Caterpillar Electronic Technician Sea Trial Data Logger on electronically
controlled engines. For mechanically controlled engines, parameters
such as boost, fuel rate, engine speed and exhaust temperatures
should be recorded to verify engine operation and loading using the
LEXM0581 PAR form.
During sea trial, it is important to verify latest software in ECM if elec-

tronically controlled, check cooling system performance, engine
performance, check for leaks, acceleration and exhaust system
performance. Along with measuring engine performance, engine vibra-
tion, stability and mounted component resonance should also be phys-
ically observed. Mounted components include items such as belt
guard, remote mount key switch panels, any engine mounted gauges
or other equipment.
If the engine(s) are not able to achieve rated engine speed (not includ-
ing bollard tests), the engine speed and boost pressure data acquired
should be compared to the CAMPAR analysis. The boost pressure gen-
erated by the engine(s) should be at specification +/- the spec toler-
ance as compared to the Max Power Curve (curve 06). Exhaust
temperatures may also be acquired during this sea trial for an added
dimension of accuracy.
6-9
Complete PAR Sea Trial
This is a commissioning comprehensive sea trial. This test uses Caterpillar
engines, or for mechanically controlled engines, the PAR analysis form
(LEXM0581) is used to document parameters for manual analysis.
CAMPAR version 4.1 (LEXM7082) and higher will be used to analyze
data from both electronic and mechanically controlled engines. All 900
number channels applicable to the sea trial are observed and recorded.
Caterpillar fuel flow meters will be used during this sea trial to verify
that the engine is operating to specifications and all systems are func-
tioning properly. (The sea trial is designed to be conducted on the first
hull of a custom re-power or production run, during any significant
change to the hull or vessel loading.)
Data from this sea trial must be uploaded to the Caterpillar Inc. Sea Trial
Database located at: https://engines.cat.com/infocast/frames/marine/
techinfo/seatrial/
Performance Sea Trial

This is a test that will be performed on all new vessels prior to customer
delivery, or performance related complaints. The test will use Caterpillar
engines or the PAR analysis form (LEXM0581) to document parameters
for manual analysis. CAMPAR version 4.1 (LEXM7082) and higher will be
used to analyze data from both electronic and mechanically controlled
engines. This sea trial is to document vessel performance prior to the
end customer taking delivery.
Data from this sea trial must be uploaded to the Caterpillar Inc. Sea Trial
Database located at: https://cds.cat.com/seatrial/seatrial.nsf.
6-10
Determine the Type of Sea Trial Test to be Performed
Before conducting the sea trial, consider the vessel application to deter-
mine if it is to be used in a towing or free-running operation. Application will
determine if the propulsion segment of the sea trial is to be conducted
under Bollard pull (dead shove) or normal (free-running) conditions.
If the vessel operation includes towing of any kind, sea trial measure-
ments should be taken while the vessel is towing its intended load.
However, if testing under actual working conditions is not practical, the
vessel can be tested under Bollard pull conditions to simulate the most
severe load.
Caterpillar recommends for these applications that full throttle engine

rpm for Bollard pull be within 93 to 97% of rated rpm, with 90% of rated
rpm being the maximum allowable lug performance condition. A Bollard
pull test full throttle engine rpm that is less than 90% of rated rpm, indi-
cates an incorrect propulsion system sizing and excessive shaft loads.
This condition will result in an undesirable towing operation with a full
throttle engine rpm of less than rated rpm. As a rule, the best engine
performance and life result, when the propulsion system is sized to
allow the engine to run slightly above rated rpm, while it is under its
heaviest loads.
Vessels that operate without towing loads placed on them should be

tested with a free -running test. Such vessels include general cargo
boats, supply boats, ferry boats, pleasure craft, fishing boats engaged
in seining, line fishing and trapping, such as crab and lobster boats.
Expected full load engine rpm should be within 1 to 3% over rated rpm,
with nominal or rated rpm being the minimum allowable. Full throttle
rpm of less than rated rpm is an indication of incorrect propulsion sys-
tem sizing and/or excessive loads.
NOTICE
Pleasure craft should always be tested under normal (free-running)
conditions, since their hull structure are not designed for Bollard
pull test conditions
All auxiliary engine applications should be evaluated under their
maximum intended loads at full throttle, i.e., generator, pump, com-
pressor, or bow thruster loads.
6-11
Review of Test Specifications
The data that is taken during sea trials will be compared to and plot-
ted against the performance data that can be found in TMI by test spec-
ification number. CAMPAR 4.1 and later will prompt the user to update
a database on the PC that CAMPAR 4.1 is resident if an update hasn’t
been performed in a two-week time frame. This is done to insure that
the most recent specifications are used during the data analysis.
Diagnostic Tools Needed – Electronically Controlled Engines

Laptop Computer with the following programs:
– Sea Trial Data Reduction Software: Computer-Aided Marine
Performance Analysis Report (CAMPAR) Software (LEXM7082)
– Electronic Technician (ET) with Sea Trial Data Logger: ET is used
on electronic engines to communicate ECM monitored engine
parameters. For more information refer to ET instructions NEHS0679.
Comm Adapter
7X1700 or 171-4400 Comm Adapter II to communicate engine moni-
toring information between the engine ECM and ET.
Cat Data link “Y” Cable

Cable assembly 211-4988 that joins the data link between the port and
starboard engines which provides the necessary connection to record
both engines in sea trial data logger simultaneously. Note: This cable
will not be required if the OEM has included the coupling of the engine’s
data links in the vessel wiring or the Plug and Run wiring system was
ordered from Caterpillar Inc.
GPS Interface Module (if the vessel is not equipped)

The GPS interface module with the addition of a hand held Global Posi-
tioning System (GPS) will transmit the vessel’s speed, latitude, longitude
and heading to the Cat Data Link for recording these parameters via sea
trial data logger. Refer to SENR5002 for GPS to GPSIM connections.
Pressure Gauge
1U5470 engine pressure group – six vacuum pressure gauges to per-
mit a check of air cleaner restriction, oil pressure, manifold pressure
and fuel pressure. Provides readings in psi and kPa. Group covers pres-
sure ranges from 15 psi to 150 psi (100 kPa to 1000 kPa). See Special
Instruction SEHS8524.
Temperature Indicator
The 4C6500 digital thermometer group is used in analyzing systems.
They are capable of reading temperatures ranging from –20° F to 2500° F
(–30° C to 1370° C). See Special Instructions SMHS7140 and SEHS8446.
6-12
Fuel Gravity (API)
1P7408 thermo-hydrometer and 1P7438 beaker are used to measure
the API gravity and temperature of diesel fuel so corrected horsepower
ratings can be calculated. See Special Instruction SMHS9224.
Digital Multimeter
146-4080 for measuring electrical values and type K thermocouples.
Infrared Thermometer II
123-6700 is for measuring surface temperatures.
Probe Seal Adapters

Probe seal adapter groups are for use with the temperature and pres-
sure measuring diagnostic tools. They allow probe insertion through
the center, and they seal when the probe is removed. The adapters
can be permanently installed and are equipped with a hex head plug
to eliminate leakage and debris accumulation. Probe seal adapters
available:
• 5P2720: –81 " 27 NPT
• 5P2725: –41 " 18 NPT
–9 " 18 STO
• 5P2726: 16
• 4C4545: –43 " – 16 STO to –41 " NPT
• 4C4547: –21 " – 20 STO to –41 " NPT
• 164-2192 Male Pressure Probe
These probe seal adapters are used when measurements of temper-

ature and pressure are needed. Probe seal adapter locations are given
in the general dimension drawings, and are indicated by a system of
900 series numbers. The drawings also give the tap thread type and
size at each location. The installation drawings showing specific test
ports and corresponding sizes are available on CD-ROM, literature
number LERM3233.
WARNING!
All fittings must be corrosive resistant in presence of seawater.
8T0452 Water Manometer

A water manometer provides an accurate measure of crankcase pres-
sure and can be made with a 2 ft (610 m) length of flexible clear plas-
tic –83" (9.5 mm) I.D. tubing. See Special Instruction SEHS8524.
6-13
Diagnostic Tools Needed – Mechanically Controlled Engines
The following diagnostic tools are recommended for sea trial perform-
ance data measurements. Additional information is available on many
of the tool groups in the Caterpillar Tool Guide, form NENG1000 and in
the Special Instructions that are sent with the tools.
Laptop computer with the following program:

– Sea Trial Data Reduction Program: Computer-Aided Marine Per-
formance Analysis Report (CAMPAR) Software (LEXM7082)
Tachometer
9U7400 Multitach II Group – used to directly convert the input signal to
and rpm readout. See Special Instruction SEHS7807.
Pressure Gauge
1U5470 Engine Pressure Group – six vacuum pressure gauges to per-
mit a check of air cleaner restriction, oil pressure, manifold pressure
and fuel pressure. Provides readings in psi and kPa. Group covers
pressure ranges from 15 psi to 150 psi (100 kPa to 1000 kPa). See Special
Fuel Timing Indicator

8T5300 Engine Timing Indicator Group – diagnosis of timing faults that
can cause lack of power and/or high fuel consumption. See Special
Temperature Indicator
The 4C6500 Digital Thermometer Group is used in analyzing systems.
They are capable of reading temperatures ranging from –20° F to 2500° F
(–30° C to 1370° C). See Special Instructions SMHS7140 and SEHS8446.
Fuel Gravity (API)

1P7408 thermo-hydrometer and 1P7438 beaker are used to measure
the API gravity and temperature of diesel fuel so corrected horsepower
ratings can be calculated. See Special Instruction SMHS9224.
Set Point Indicator

6V4060 Set Point Indicator – provides an accurate method of deter-
mining the set point on Caterpillar Engines. See Special Instruction
SEHS7931.
Starrett 696 Crankshaft Deflection Dial Indicator – is used to ensure the
cylinder block has not been unduly stressed by incorrect engine mount-
ing, resulting with crankshaft deflection. Refer to Special Instruction
SEHS7654 (3500 and 3600 engines).
6-14
Engine Pressure Group
8T0855 – can be used for pressures up to 580 psi (4000 kPa) when
pressures exceed the limits of the 6V9450 Engine Pressure Group.
Digital Multimeter
146-4080 for measuring electrical values and type K thermocouples.
Infrared Thermometer II
123-6700 is for measuring surface temperatures.
Probe Seal Adapters

Probe seal adapter groups are for use with the temperature and pres-
sure measuring diagnostic tools. They allow probe insertion through the
center, and they seal when the probe is removed. The adapters can be
permanently installed and are equipped with a hex head plug to elim-
inate leakage and debris accumulation. Probe seal adapters available:
• 5P2720: –18 " 27 NPT
• 5P2725: –41" 18 NPT
–9 " 18 STO
• 5P2726: 16
• 4C4545: –34" – 16 STO to –14" NPT
• 4C4547: –12" – 20 STO to –14" NPT
• 164-2192 Male Pressure Probe
These probe seal adapters are used when measurements of temper-

ature and pressure are needed. Probe seal adapter locations are given
in the general dimension drawings, and are indicated by a system of
900 series numbers. The drawings also give the tap thread type and
size at each location. The Installation Drawings showing specific test
ports and corresponding sizes are available on CD-ROM, literature
number LERM3233.
WARNING!
All fittings must be corrosive resistant in presence of seawater.
8T0452 Water Manometer

A water manometer provides an accurate measure of crankcase pres-
sure and can be made with a 2 ft (610 m) length of flexible clear plas-
tic –38 " (9.5 mm) I.D. tubing. See Special Instruction SEHS8524.
6-15
Additional Tooling – Electronically and Mechanically
Controlled Engines:
Fuel Flow Measurement System (if required by the sea trial type)
The Caterpillar fuel flow monitor system is an accurate and versatile
fuel flow measurement tool that will be an aid to the Caterpillar Marine
Analyst in the evaluation of engine performance and fuel consumption
during the sea trial tests. The accuracy of the meters can be calcu-
lated using the following formula:
±% Accuracy, Max. Error =
(0.5 Supply Rate)(0.5 Return Rate)
____________________________________
Burn Rate
The Fuel Monitor System (FMS) is available in a few different arrangements.
Gallons Per Hour

Part Number (Liters Per Hour) Engine Family
179-0710 1.05-69 3126B, 3176, 3196, C9, C12,
(3.7-261) 3406E, C18
154-8100 50-500 C18, 3412E, C30, 3500
(189-3028)
168-7740 146-1232 3500, 3600
(552-4663)
1U-5430 – 3-70 3126B, 3176, 3196, C9, C12,
Turbine Type (11-264) 3406E, C18
1U-5440 – 40-1000 3126B, 3176, 3196, C9, C12, 3406E,
Turbine Type (151-3785) C18, 3412E, C30, 3500, 3600
179-0710
The Caterpillar burn rate measurement system is available in two groups.
The 179-0710 burn rate meter system contains a hand-held display and
the 170-0711 burn rate meter system is available without a display. The
burn rate measurement system has an operating range of 1.05 to 69 gph
(4 to 260 Lph) burn rate and is designed to work with all Cat marine
engines that don’t exceed 69 gallons per hour fuel consumption. For more
information on this system refer to Tool Operating Manual form NEHS0776.
The 179-0710 Burn Rate Meter Fuel Flow Measurement System is a

portable test system designed to measure the burn rate on small to medium
Caterpillar diesel engines. It has a built-in heat exchanger and electric
fuel pump to cool the hot return fuel from the engine. The 179-0701 Burn
Rate Meter Computer connects to the 179-0700 Burn Rate Meter with
a 179-0702 cable. It provides power, automatic fuel temperature correc-
tion, and two outputs. A frequency output represents burn rate in gallons
per hour and can be measured with the Caterpillar 131-5050 DataView
(use a PC for monitoring) or 9U-7401 Multitach II. The RS485 output
represents burn rate in gallons per hour and can be monitored with the
Caterpillar 154-8106 hand held display.
6-16
The hand-held display shows the fuel temperature and the fuel burn
rate for the engine. Internal memories will record the average burn rate
for a designated period of time, and can also show the total amount of
fuel burned. [Test results can be displayed in either English or Metric
units of measurement. All fuel flow measurements are corrected to 60° F
(15.5° C).]
154-8100 and 168-7740

Caterpillar FuelCom Fuel Flow Measurement Systems are portable test
systems designed to help evaluate engine performance. They use two
fuel flow meters and a fuel flow display to:
• Measure fuel flow and fuel temperature of both supply and return-to-
tank fuel lines.
• Calculate the fuel burn rate of diesel engines.
Information on the average and total fuel burned by the engine over a
period of time is also provided by the fuel flow display. Internal memory
records the average fuel burn rate over a period of time and the total fuel
burned. This information can be displayed in either Metric or English units.
154-8100
Caterpillar Fuel Flow Measurement System Arrangement has a maxi-
mum operating range of 50 gph to 500 gph. For more information on
this system refer to Tool Operating Manual form NEHS0697.
168-7740
Caterpillar Fuel Flow Measurement System Arrangement has a maxi-
mum operating range of 146 gph to 1232 gph. For more information on
this system refer to Tool Operating Manual form NEHS0740.
Note: Another type of Caterpillar FuelCom Fuel Flow Meter Group is

also available which allows using the older Caterpillar 8T-9300 Fuel Flow
Monitor as a display. The part number for this group is 154-8101 Fuel
Flow Meter Group. It contains only the FuelCom Flow meters that will
connect to the 8T-9300 Monitor and the necessary cables. The addi-
tional parts, such as the monitor and hose groups can be reused from
existing 1U-5450, 1U5440 or 1U-5430 Caterpillar Fuel Flow Arrangements.
For more information on this group, refer to Tool Operating Manual Form
NEHS0698 “Using the Caterpillar FuelCom Fuel Flow Meter Group for
Use With the 8T-9300 Fuel Flow Monitor”.
1U5430
Fuel Monitor Arrangement is for use with engine’s having fuel con-
sumption between 3 to 70 gph (11-265 Lph).
6-17
1U5440
Fuel Monitor Arrangement is for use on the 3500, 3606 and 3608
engines. Larger engines can be measured by using a single meter,
recirculating the return fuel and using a fuel cooler if it is required. The
operating range for this arrangement is 40 to 1000 gph (151-3785 Lph).
Installation and Connection of a Fuel Monitor System (FMS)

When it is installed and connected correctly, the Caterpillar Fuel Monitor
System can provide accurate fuel flow measurements for Caterpillar
Marine Diesel Engines.
Before installation and/or connection of the unit, locate the fuel supply
and return lines for the engine, and determine the best location to make
a connection.
The fuel supply flow meter must be connected between the fuel supply
tank and the fuel transfer pump.
The return fuel flow meter must be connected into the fuel line that goes
to the fuel tank. Use the hoses and connections from the hose adapter
groups, as needed, to make these connections.
NOTICE
Make sure the area for fuel line disconnections and fuel monitor
line connections is absolutely clean. No debris or paint chips must
be permitted to enter the fuel system or the meters. When con-
necting a meter, always connect it so the flow of fuel is in the same
direction as the fuel flow arrow on the side of the flow meter.

Electronically Controlled Engines
(Propulsion System)
WARNING!
Hot oil and components can cause personal injury. Do not allow
hot oil or components to contact skin.
Before doing a sea trial performance evaluation, the vessel must have
a load that is typical of the load that will be normally encountered. There
should be at least a partial crew on board to oversee operation of the
vessel during the test period. The crew should be notified of the test pro-
cedure and informed of what will be required of them during the test.
6-18
Use the General Information file within the Caterpillar Electronic
Technician to record all physical aspects of the vessel being tested.
At this point, begin the test by recording fuel gravity (API) (see Special
Instruction SEHS9224), seawater depth and temperature, and ambi-
ent air temperature. Check all fluid levels and add fluid where neces-
sary. (If applicable, intake and exhaust valve clearances and engine fuel
timing must be measured, recorded and corrected as necessary.)
(When performing a Complete PAR Sea Trial – On 3500 and 3600 engines
mounted on rails, measure crankshaft deflection (cold) at the crankshaft
center throw. Refer to Special Instruction SEHS7654.)
Install the diagnostic tooling needed according to the tests that are to
be performed. A list of tools required can be reviewed with the Sea Trial
type description in this manual.
Note: New or rebuilt engines must be operated on a break-in sched-

ule before being subjected to full load operation. Refer to Engine and
Component Reconditioning Bulletin, SEBF4564.
• To conduct a thorough sea trial, there are three steps that must be
completed while on the vessel. General Information, Sea Trial Transient,
and Sea Trial Steady State test must be completed. All three functions
are completed with Cat ET. The General Information file contains:
• General information such as vessel name, home port, customer,
builder and dealer information
• Vessel data pertaining to specifics such as hull type, lengths, dis-
placement and capacities
• Vessel type
• Engine and transmission information with specific data recording
model, serial number, arrangement, gear ratio, engine personality
module identification, fuel settings, etc.
• Pre-Test data acquiring fuel API, seawater and ambient tempera-
tures and seawater conditions
• Comments field for general explanation of important facts pertain-
ing to the specific sea trial
Note: To complete the General Text file, the laptop and comm. adapter
must be connected to the ECM(s) with the ECM(s) powered.
After completing the General Information file, the vessel should be oper-
ated until the engines, gears and related systems are at normal oper-
ating conditions. Prior to beginning the sea trial, the engine room hatch
must be closed, the throttles in sync, and the trim tabs fully raised.
6-19
Acquiring Transient Data
Caterpillar Electronic Technician contains default groups of data chan-
nels. Group 1 contains the data channels that are required for the tran-
sient sea trial. Initialize the “Sea Trial Transient” recorder and select
Group 1. Verify the recorder acquisition time is set for a sufficient amount
of time to record 3 full throttle accelerations. 30 minutes of record time
is recommended. The data recorder must be set to the fastest acqui-
sition rate possible. Present capabilities are 120 samples per minute.
Channel groups will have to be manually constructed for 3500 engines.
Start the recorder, idle in gear until a constant vessel speed is achieved.
Verify the throttles are in sync, trim tabs are up, and then perform a rapid
acceleration. Leave the engines at full throttle until the engines have
reached their full speed. Then leave it at full throttle for another 5 seconds.
Bring the throttles back to low idle. Let the vessel speed slow until a con-
stant speed is achieved again. While the Transient recorder is still acquir-
ing data, repeat the above 2 more times. At the end of the third acceleration,
stop the data recorder. The transient acceleration test has been completed.
Acquiring Steady State Data

The setup of Cat ET requires that a default group of channels be
selected prior to performing the Steady State test. There are three basic
types of channel groups; Performance, Over Heat and Complete PAR.
Choose the appropriate group to address the complaint being investi-
gated. The Performance and Over Heat group contains all electronic
and select manual (900 channels) that are pertinent to diagnosis of
engine performance and cooling system issues. The Complete Par
contains all electronic and manual parameters needed to conduct a
complete PAR analysis of the application. The default group of chan-
nels can be modified if necessary. The manual channels that must be
recorded along with the ECM channels are inlet air restriction, seawater
pump inlet restriction, exhaust backpressure and exhaust temp before
turbocharger if ports are available. If ports are not available prior to the
turbocharger, then readings will have to be taken from the exhaust
stack. These will have to be manually entered through the laptop’s key-
board when prompted by Cat ET.
Note: During the sea trial using the steady state recorder, if the
steady state recorder screen is left to go to any other screen within
Cat ET, the present steady state recorder screen will not be able
to be re-opened. A new file will have to be created and the sea trial
started from the beginning.
6-20
Mechanically Controlled Engines
(Propulsion System)
WARNING!
Hot oil and components can cause personal injury. Do not allow hot
oil or components to contact skin.
Before doing a sea trial performance evaluation, the vessel must have a
load that is typical of the load that will normally be encountered. There should
be at least a partial crew on board to oversee operation of the vessel
during the test period. The crew should be notified of the test proce-
dure and informed of what will be required of them during the test.
Use the Caterpillar Marine Engine Performance Analysis Report (PAR –

LEXM0581) instead of Cat ET to record all physical aspects of the ves-
sel being tested. This form will also be used to manually record the
data points generated during the sea trial.
At this point, begin the test by recording fuel gravity (API) (see Special
Instruction SMHS9224), seawater depth and temperature, and ambient
air temperature. Check all fluid levels and add fluid where necessary.
(If applicable, intake and exhaust valve clearances and engine fuel -
timing must be measured, recorded and corrected as necessary.) (If
applicable – On 3500 and 3600 engines mounted on rails, measure
crankshaft deflection (cold) at the crankshaft center throw. Refer to
Special Instruction SEHS7654.)
Install the diagnostic tooling needed according to the tests that are to
be performed.
Note: New or rebuilt engines must be operated on a break-in sched-

ule before being subjected to full load operation. Refer to Engine and
Component Reconditioning Bulletin, SEBF4564.
Vessel Operating Procedure for Acquiring Sea Trial Data

Points (Both Electronically and Mechanically Controlled
Engines) (Propulsion System)
The frequency of data points acquired is dependant upon the rated
engine speed. Refer to the following description for the engine speeds
at which data points are to be taken:
Engines rated up to 1400 RPM – Low Idle, then 600 RPM and every
100 RPM up to full throttle.
Engines rated between 1401 to 1800 RPM – Low Idle, then 1000 RPM
and every 100 RPM up to full throttle.
6-21
Engines rated 1801 and above – Low idle, then 1000 RPM and every
200 RPM up to 300 RPM below rated. Then every 100 RPM to full throttle.
Once the sea trial has begun, move the throttle lever to a position to achieve
the desired engine speed and allow the engine speed to stabilize. This
is necessary to obtain accurate steady state values.
Note: For the best results, acquire the entire data run traveling in one
direction. Currents and wind have a definite factor in boat performance
and engine loading.
Note: After completion of a Complete PAR on all 3500 and 3600 engines
that are mounted on rails, again record crankshaft deflection at the crank-
shaft center throw while the engine is hot. Refer to Special Instruction
SEHS7654. For 3600 instruction, refer to the 3600 A&I Guide LEKM7301.
Analysis of Sea Trial Test Results

(Propulsion System)
CAMPAR Software Description (LEXM7082)

CAMPAR is an IBM or 100% compatible personal computer software
program developed to aid certified marine analysts in:
• Formulating actual and factory-specified test results for marine propul-

sion engines and transmissions.
• Producing a graphic representation of the actual and factory-speci-
fied fuel rate, boost pressure and exhaust temperature results for
propulsion systems utilizing fixed pitch propellers under normal oper-
ating conditions.
• Making consistent interpretations and recommendations from the test
results, for marine propulsion engines and transmissions.
CAMPAR contains a Caterpillar specification database for the most
common engine models and ratings. It also provides the analyst with
the capability to formulate specification data for unique and non-cur-
rent engine models and ratings.
For more information on CAMPAR (LEXM7082) software availability and

hardware requirements, contact:
Caterpillar Inc.
Global Marine Division
P.O. Box 610
Mossville, IL 61552-0610
6-22
If desired, a fax can be used. Send a fax to the attention of:
Application Support Center

(765) 448-2300
Or at:
https://engines.cat.com/infocast/frames/marine/products/general/seatrial/
Electronic Engines
Once the operational test is completed, analyze the results using the
Computer-Aided Marine Performance Analysis Report (CAMPAR) soft-
ware program (LEXM7082) to analyze the data. Initial registration of the soft-
ware will not be able to be completed if the user is not a Caterpillar Certified
Marine Analyst. If a copy of CAMPAR is required, it can be ordered through
the Caterpillar literature system. Once the CAMPAR software is installed,
updates can be downloaded at: http://www.camparonline.com/. At the com-
pletion of the steady state data acquisition, the CAMPAR software can
be initialized from within the steady state acquisition screen by clicking
on the “CAMPAR” button.
Note: CAMPAR requires that the engine specification data files

within the CAMPAR software program be updated. This requires
that the computer performing the analysis periodically be con-
nected to the Internet.
Once CAMPAR is initialized, the main menu of the program will list a but-
ton that states “Run Test”. Click on this button to begin the analysis of
a new test. The next screen shown below shows the default mode of
operation choice. This is the correct selection for extracting steady
state data from Cat ET to analyze new data.
6-23
After this window, a prompt will request to name the new PAR file, then
to select the General Information, Steady State and Transient file for
analysis. Following windows will be for data verification. Once com-
pleted with data verification, a window will appear to select various
graphs for display. The graphs display the actual data taken from the
sea trial, compared to the engine specifications. Once the graphs are
reviewed, CAMPAR will then create a text report to be reviewed with
the customer.
Analyze the results and discuss them with the customer. If a system
problem exists, discuss a recommended course of action to correct
that problem. Upon completion of the Caterpillar Marine Application
Performance Analysis Review, copies of the report should be presented
to the builder/installer and to the owner for their permanent record. They
should sign the form to indicate their acknowledgement of the results
and recommendations of the test.
Mechanically Governed Engines

Use CAMPAR LEXM7082, software to plot the engine fuel rate for com-
parison to TMI specifications.
1. Start the CAMPAR program and update test spec files if prompted
(requires an internet connection).
2. The following screens will prompt for the engine serial number and
ask to verify the proper test spec number.
3. The next step is to input the data requested by CAMPAR pertaining
to pre-test information such as fuel API, engine settings and speeds,
ambient, seawater conditions, and vessel loading.
4. The following window will require the actual engine speed, fuel rate and
boost pressures to be manually entered to complete the perform-
ance analysis. Listed above the input for the actual engine speed
when the data was acquired at is a suggested engine speed. The
actual engine speed does not have to equal the suggested speed.
6-24
Note: For additional assistance with CAMPAR software operation, ref-
erence the Help file within the CAMPAR software program.
Note: After entering the actual data and generating the graphic out-
put, systems results and recommendations, review them carefully. In
most instances, it will be necessary to explain the results and recom-
mendations with the customer.
Analyze the results and discuss them with the customer. If a system
problem exists, discuss a recommended course of action to correct
that problem. Upon completion of the Caterpillar Marine Application
Performance Analysis Review, copies of the report should be presented
to the builder/installer and to the owner for their permanent record. They
should sign the form to indicate their acknowledgement of the results
and recommendations of the test.
Once the sea trial has been completed and analyzed, submit the “file-
name.par” which was generated by CAMPAR to the Caterpillar Sea
Trial Database. This data is stored for future reference. The url to access
the database is as follows:
https://engines.cat.com/infocast/frames/marine/techinfo/seatrial/
Sea Trial Test Procedure (Auxiliary Systems)

In addition to evaluating the propulsion system’s performance, the sea
trial includes an evaluation of the auxiliary systems. Most auxiliary per-
formance evaluations can be conducted dockside, under the intended
load at full throttle. The crew should be notified of the test procedure,
and informed as to what will be required of them during the test. Use
the Caterpillar Marine Application Performance Analysis Review, form
LEXM0581 to record all information, physical description, and per-
formance data. Use one form for each auxiliary engine.
WARNING!
Conducting a MEGGAR test could result in serious shock and burns
to the skin.
Note: Before operation of a generator set auxiliary engine, do a MEG-

GAR test on the generator field windings. Use the test procedures given
in the generator Service Manual to do the MEGGAR test. Failure to per-
form this test can result in excessive generator and/or engine damage.
Therefore, it is not recommended that the generator auxiliary perform-
ance analysis be conducted until acceptable MEGGAR results are
obtained.
6-25
WARNING!
Hot oil and components can cause personal injury. Do not allow hot
oil or components to contact skin.
As in the evaluation of the propulsion systems, the test should begin by

recording fuel gravity (API), seawater temperature, and ambient air
temperature. Check all fluid levels and correct them as necessary. For
Complete PAR tests, intake and exhaust valve clearances and engine
fuel timing must also be measured, recorded and corrected as nec-
essary. On 12 and 16 cylinder engines that are mounted on rails, meas-
ure crankshaft deflection (cold) at the crankshaft center throw. Refer
to Special Instruction SEHS7654. Install the diagnostic tools that will be
needed. For 3600 instruction, refer to the 3600 Service Manual for
proper crankshaft deflection measurement procedure.
Note: Operate a new or rebuilt engine on a run-in schedule before it is

subjected to full load operation. (Refer to Engine and Component
Reconditioning Bulletin, SEBF4564).
Operate the auxiliary engine at full throttle under normal intended load,
long enough for the jacket water outlet temperature (901) to stabilize.
Use the Caterpillar Marine Application Performance Analysis Review.
Record the measured low and high idle speeds. Make sure there is no
throttle linkage restriction, and that there is full throttle travel. Record the
designated 900 Series systems temperatures and pressures. For
Complete PAR tests upon completion of the performance evaluation,
all 3500 12 and 16 cylinder engines mounted on rails and 3600, again
check and record crankshaft deflection at the crankshaft center throw
while the engine is still hot.
Analysis of Sea Trial Results (Auxiliary Systems)

After the Sea Trial test is completed, evaluate the results as follows:
1. Compare the 900 Series designated systems’ pressures and tem-
peratures, and the crankshaft deflection recorded values with the
values given in the TMI On-Line System Sea Trial Screen. A com-
plete system test will be necessary to find the source of any indi-
cated problems. Refer to the Cooling System Evaluation section of
this publication for the engine cooling system, and to the Caterpillar
Marine Engine Application and Installation Guide for more infor-
mation if crankshaft deflection is not within specifications.
2. Complete the Caterpillar Marine Application Performance Analysis
Review to indicate the results and recommendations of the evalu-
ation. The Caterpillar Marine Application Performance Analysis
Review form is available from Caterpillar, and can be ordered, using
the normal literature ordering procedure.
6-26
Caterpillar Marine Engine Performance Analysis
Report (PAR) (Mechanically Governed Engines)
General:
Vessel Name ____________________________________________________________________
Home Port _____________________________ Area of Operation _______________________
Customer Name: ________________________ Builder/Installer _________________________
Customer Address: _______________________ Builder/Installer Address ___________________
_______________________________________ ______________________________________
Vessel Data:
Hull Type: □ Displacement □ Semi-Displacement □ Planing
Overall Length: __________________________ Water Line Length: _______________________
Expected Hull Speed (Knots): Free Running ___________________________________________
Propeller Manufacturer: ____________________________________________________________
Propeller Material: □ Stainless Steel □ Brass □ Other _____________________________
Propeller Size: Diam. _____________ Pitch _____________ No. of Blades ___________________
Propeller Size: Cup ______________
Vessel Type:
Fishing: □ Trawler/Dragger □ Long Liner □ Gilnetter □ Trap Fishing
Tow Boat: □ River □ Ocean □ Intercoastal □ Lower Mississippi
Cargo: □ Bulk □ General □ Container □ Fast Ferry □ Crew Boat
Pleasure: □ Sport Fishing □ Motor Cruiser □ Mega-Yacht
Engine Information:
Engine Model: ___________________________ Engine Serial Number: ____________________
Engine Arrangement Number: ______________ OT Test Specification Number: _______________
Sales Performance Number (TM or DM) _____________
Engine Rating: __________________________ BHp BkW @ __________________________ rpm
Aspiration: _____________________________
Aftercooler System: □ NA □ JW
□ SC 85° F (29° C) □ SC 110° F (43° C) □ SC 122° F (50° C)
Engine Position in Vessel: □ Starboard □ Center □ Port
(or) Engine 1 Engine 2 Engine 3 Engine 4 Engine 5
Application: □ Propulsion □ Auxiliary □ Other __________
Marine Transmission Manufacturer: ___________________________________________________
Marine Transmission Model: _____________________ Serial Number: ______________________
Transmission Arrangement Number: __________________________________________________
Transmission Ratio: Forward ________________________ Reverse ________________________
Maximum Expected Seawater Temperature: ____________________________________________
6-27
Pre-Test Data Information
API Gravity of Fuel at 60° F (16° C): _______________________________________________________
Corrected Fuel Density @ 60° F (16° C): ________________________________________ lb/gal or kg/l
Seawater Temperature: __________________ °F or °C Seawater Depth _______________________
Ambient Air Temperature: ________________ °F or °C Hours on Engine ______________________
Vessel Loaded to Normal Water Line: Corrosion Inhibitor Used:
□ Yes □ No □ Yes □ No
Fluid Levels Correct: Valve Clearance Checked:
Inlet Air Ducted From Outside Engine Fuel Timing Checked:
Engine Fuel Timing Specification: _________________________________________________________
Unit Injector Timing Checked: (If Equipped)
□ Yes □ No
Unit Injector Timing Specification: _________________________________________________________
Static Full Load Fuel Setting: Measured ______________ in. (mm) Spec ______________ in. (mm)
Crankshaft Deflection Measurement: (909) ___________ Cold in. (mm) ___________ Hot in. (mm)
Measured High Idle: ____________________ rpm Spec. High Idle ____________________ rpm
Measured Low Idle: ____________________ rpm Spec. Low Idle ____________________ rpm
Maximum Water Pump Flow ______________________________________________________________
B.S.F.C. ____________ Turbocharger Cartridge ___________ Unit Injector Part Number ___________
6-28
PROPULSION ENGINE RATED FUEL RATE
Maximum gph (Lph) rpm Minimum gph (Lph)

____________________________ ______________ ____________________________
____________________________ ______________ ____________________________
____________________________ ______________ ____________________________
____________________________ ______________ ____________________________
PROJECTED ACCEPTABLE FUEL RATES
Top Curve Bottom Curve

gph (Lph) rpm
________________________________ rpm gph (Lph)
________________________________
________________________________ ________________________________
________________________________ ________________________________
________________________________ ________________________________
________________________________ ________________________________
________________________________ ________________________________
PROJECTED ACCEPTABLE (PART LOAD) INLET

MANIFOLD PRESSURE (BOOST)
1 2 3 4 5 Full Throttle
rpm
Part Load
Boost Specs
MEASURED ENGINE RPM, FUEL RATE, AND INLET

MANIFOLD PRESSURE (BOOST)
High Idle 1 2 3 4 5 Full Throttle

rpm
Fuel Rate
gph (Lph)
Boost psi (kPa)
(911)
Boost psi (kPa)
Left*
(911)
Boost psi (kPa)
Right*
(911)
*Left and Right Boost readings are for those engines with two intake manifolds.
935 Fuel Inlet Temperature ______ °F (°C) Fuel Outlet Temperature ______ °F (°C)
6-29
900
SERIES ACTUAL
NUMBER DESCRIPTION MEASUREMENT SPECIFICATION
930 Air Temp. @ Air Cleaner Outlet (L)
930 Air Temp. @ Air Cleaner Outlet (R)
907 Inlet Air Restriction (L)
907 Inlet Air Restriction (R)
906 Inlet Manifold Temperature (L)
906 Inlet Manifold Temperature (R)
903 A/C Inlet Water Temperature
903A A/C Outlet Water Temperature
922 JW Inlet Temperature
(From Cooling System)
901 JW Outlet Temperature (Before Reg.)
902 JW Pump Outlet Temperature
913 Engine Oil to Bearings Temperature
914 Engine Oil Pressure
917 Fuel Pressure
908 Exhaust Backpressure
912 Exhaust Stack Temperature
912A Exhaust Manifold – Right Front
Turbo Temperature
912B Exhaust Manifold – Right Rear
Turbo Temperature
912C Exhaust Manifold – Left Front
Turbo Temperature
912D Exhaust Manifold – Left Rear
Turbo Temperature
915 Transmission Oil Temperature
916 Transmission Oil Pressure
925 Transmission Oil Cooler Inlet
Water Temperature
926 Transmission Oil Cooler Outlet
Water Temperature
918 JW Outlet Pressure (Before Reg.)
919 JW Pump Outlet Pressure
920 JW Pump Inlet Pressure
921 JW Pressure from Cooling System
923 A/C Water Inlet Pressure
924 A/C Water Outlet Pressure
929 Individual Exhaust Port Temperatures
932 Crankcase Base Pressure
910 Min. Engine rpm During
Emergency Reversal
904 Raw Water Pump Inlet Pressure
905 Raw Water Pump Outlet Pressure
931 Turbocharger Compressor
Outlet Temperature
933 Jacket Water Temperature
to Cooling System
938 Oil Cooler Water Outlet Temperature
939 Oil Cooler Water Outlet Pressure
927 Oil Filter Inlet Pressure
928 Oil Filter Outlet Pressure
6-30
ADDITIONAL DATA FOR DIAGNOSTIC PURPOSES
900
SERIES ACTUAL
NUMBER DESCRIPTION MEASUREMENT SPECIFICATION
961 Fuel Pump Inlet Restriction
943 Water Temp. to Combined Circuit
Heat Exchanger
944 Water Pressure to Combined Circuit
Heat Exchanger
945 Water Temp to Temp. Reg. from
Combined Circuit Heat Exchanger
946 Water Pressure to Temp. Reg. from
Combined Circuit Heat Exchanger
947* Water Temperature at Engine Outlet
to Separate Circuit Jacket Water
Heat Exchanger
948* Water Pressure at Engine Outlet to
Separate Circuit Jacket Water
Heat Exchanger
949* Water Temperature to Temp. Reg.
from Separate Circuit Jacket Water
Heat Exchanger
950* Water Pressure to Temp. Reg. from
Separate Circuit Jacket Water
Heat Exchanger
951* Aftercooler/Oil Cooler Water Pump
Inlet Temp.
Inlet Pressure
Outlet Pressure
954* Raw Water Temp. to Combined
Circuit Heat Exchanger
955* Raw Water Temp. from Combined
Circuit Heat Exchanger
956* Raw Water Temp. to Separate Circuit
Jacket Water Heat Exchanger
957* Raw Water Temp. from Separate
Circuit Jacket Water Heat Exchanger
958* Raw Water Temp. to Separate Circuit
Aftercooler/Oil Cooler Heat Exchanger
959* Raw Water Temp. from Separate
Circuit Aftercooler/Oil Cooler
Heat Exchanger
960 Turbo Compressor Outlet Pressure
962 Fuel Outlet Temperature
963 Raw Water Pump Outlet Pressure
964 Raw Water Pressure After
Heat Exchanger
*Required for 3600 Engines Only
6-31
ACCELERATION TIME TO PLANE
Name of Boat
Low Idle Out of Gear
Low Idle in Gear
Acceleration Runs 1 2 3 4 5 6
w/o Trim & Upwind (sec.)
w/o Trim & Downwind (sec.)
w/Trim & Upwind (sec.)
w/Trim & Downwind (sec.)
Note: Before and during data taking time, start in low idle (in gear), keep
rudder straight at start, let engine cool one (1) minute after each run.
6-32
ANALYSIS OF TEST DATA
System Results of Analysis
Ventilation
Aftercooler System
Jacket Water
System
Keel Cooler/Heat
Exchanger System
Engine Lube
System
Fuel System
6-33
Shaft Load
Exhaust System
Crankcase Pressure
Marine Transmission
System
Minimum rpm
During Reversal
Crankshaft
Deflection
6-34
Note any Deviations
from the Caterpillar
Application and
Installation Guide
Book
Additional Comments
Recommended Actions
Acknowledgement of Results and Recommended Action

Authorized Signature of Dealer _________________________ Date __________
Authorized Signature of Builder/Installer __________________ Date __________
Authorized Signature of Owner _________________________ Date __________
6-35
Using CAMPAR for Data Analysis
Fuel Rate and Performance Analysis

The Marine Engine Performance Analysis Report (PAR) compares the fuel
rate of a Caterpillar Marine Propulsion Engine to the original factory per-
formance specifications for that specific engine. This comparison is made
for the entire operating range of the engine. If the fuel rate and boost pres-
sure data from the Marine PAR test are within the acceptable range for
load and performance specifications, it is an indication that the engine is
operating correctly and the propulsion system was sized satisfactorily.
However, if the actual fuel rate and boost pressure curves fall outside the
acceptable range for load and performance specifications, adjustments
and/or repairs for the fuel system and/or engine loading conditions may
be necessary. In addition, a further check may be needed for the hull,
rudder, propeller, etc.
Analysis of the CAMPAR Fuel Rate Graph

(Electronically Recorded Data from Cat ET)
The Fuel Rate graph is generated from the CAMPAR program consisting
of three parameters. The Red Zone is derived from engine specific data
which is downloaded by the CAMPAR program from TMI. The Actual Engine
Data generated by the sea trial, and the Propeller Demand (Prop Demand)
curve from TMI is also represented. There are five possible results from
the Fuel Rate graph as follows:
6-36
Fuel Rate at Maximum Engine Speed Intersects the Acceptable Green
Zone. This is an indication that the engines are properly loaded to achieve
rated speed or higher and consuming the amount of fuel that equals
the rated fuel consumption specified in TMI. Engine performance con-
clusions should not be made on only one parameter. The boost pres-
sure graph should also be taken into consideration prior to concluding
the sea trial analysis.
Fuel Rate at Maximum Engine Speed Intersects the Red Zone. This
is an indication that the engine is consuming the maximum amount of
fuel for a given engine speed, but has too much load to allow the engine
to reach its rated speed. Engine performance conclusions should not
be made on only one parameter. The boost pressure graph should also
be taken into consideration prior to concluding the sea trial analysis.
6-37
Fuel Rate at Maximum Engine Speed Does Not Intersect the Green or
Red Zone and Engine Speed is Less than Rated Speed. This would
be an indication of the throttle not reaching full throttle or the test spec
from the General Information file is not compatible with the engine rat-
ing. Engine performance conclusions should not be made on only one
parameter. The boost pressure graph should also be taken into con-
sideration prior to concluding the sea trial analysis.
Fuel Rate at Maximum Engine Speed Does Not Intersect the Green
Zone and Engine Speed is Greater than Rated Speed. This would be
an indication that the load placed on the engines is not great enough to
cause the engines to require a high enough rate of fuel, resulting in an
under-loaded situation. Engine performance conclusions should not
be made on only one parameter. The boost pressure graph should also
be taken into consideration prior to concluding the sea trial analysis.
6-38
Fuel Rate from the Engine Data Intersects the Red Zone at Lower
Engine Speeds, but the Fuel Rate at the Maximum Engine Speed
Intersects the Green Zone. In the situation where the Maximum Engine
Speed intersects Green or Acceptable portion of the graph, but data at
lower engine speeds intersects the Red Zone, the engines are properly
loaded, but a vessel response issue may occur. This situation could
result in the vessel being difficult to plane, but once on plane results in
acceptable performance. This typically is caused by vessel design
issues. Engine performance conclusions should not be made on only
one parameter. The boost pressure graph should also be taken into
consideration prior to concluding the sea trial analysis.
6-39
Analysis of the CAMPAR Boost Pressure Graph
(Electronically Recorded Data from Cat ET)
The Boost Pressure graph is generated from the CAMPAR program con-
sisting of three parameters. 1. The Green Zone is derived from TMI engine
performance data, 2. The Actual Engine Data generated by the sea trial,
3. The Theoretical Propeller Demand (Prop Demand) as displayed in TMI.
Three different scenarios are possible results. They are as follows:
6-40
Maximum Boost Pressure Value Intersects the Green Zone. This is
an indication that the engine(s) are able to produce acceptable boost
pressure, which is one indication that the engine(s) are able to produce
acceptable power. If the engine(s) are not able to achieve rated speed,
but the highest engine speed and boost pressure achievable still inter-
sects the Green Zone, the engines are operating properly. Engine per-
formance conclusions should not be made on only one parameter. The
fuel rate graph should also be taken into consideration prior to con-
cluding the sea trial analysis.
6-41
Maximum Boost Pressure Value Does Not Intersect the Green Zone
and Engine Speed is Less than Rated Speed. This would be an indi-
cation that the engine is deficient in the air system, full throttle not being
achieved, fuel system or combustion (piston ring/liner wear and/or cylin-
der head valves) system. A restriction either in the intake or exhaust or
an intake system leak after the turbocharger is present not allowing the
engine to achieve the boost required to reach the Green Zone. Engine
performance conclusions should not be made on only one parameter.
The fuel rate graph should also be taken into consideration prior to
concluding the sea trial analysis.
Maximum Boost Pressure Does Not Intersect the Green Zone and
Engine Speed is Greater than Rated Speed. This would be an indi-
cation that the engine(s) are under-loaded.
6-42
Analysis of the CAMPAR Fuel Rate Graph (Manual Data Input)
The Top Load Curve represents the maximum load that ends at 100% of
full load engine speed. This end point of the Top Load Curve is equal to
5% above the nominal fuel consumption rate. The end point of the bottom
load curve is minus 5% of the nominal fuel consumption rate, which also
represents the load that ends at 103% of full load rpm. The Load Curve
is then calculated from the equation that forms the Propeller Demand Curve.
The top and bottom load curves are established by plotting the pro-
jected acceptable fuel rate specifications for normal operation on dis-
placement hulls only. Planing hulls will vary due to hull demand and
can be above the Top Load Curve.
The performance band is established by plotting engine rated fuel rate

and represents the lug/fuel rate characteristics of the specific engine
±5% of the fuel rate. The top and bottom curves of the Performance
Band are generated from ±5% of nominal maximum fuel rate between
the engine’s torque check and rated speeds.
As the sea trial is conducted and the data points are acquired through-
out the speed range to wide-open throttle, the fuel consumption data from
the sea trial should plot between the top and bottom load curves for Dis-
placement hull applications. The area between the top and bottom lines
of the Performance Band is the maximum fuel that the engine would con-
sume if a great enough load was applied to the engine at any speed to
limit it from achieving rated engine speed. There are 4 possible results of
the Fuel Rate graph.
6-43
Fuel Rate at Maximum Engine Speed Intersects the Acceptable
Region. This is an indication that the engines are properly loaded being
able to achieve rated speed or higher, and requiring that the engine burn
the amount of fuel that equals the prescribed rated fuel consumption for
that rating.
Note: The red circle on the graph is only to represent the acceptable
operating region and is not part of the graph generated by CAMPAR.
6-44
Fuel Rate at Maximum Engine Speed does not reach Rated Speed and
Curves above the Top Load Curve and intersects the Performance
Band. The maximum engine speed that is recorded during the sea trial
is not able to reach rated engine speed. The data curve trends above
the Top Load Curve and intersects the Performance Band. This is an
indication that the engine is consuming the maximum amount of fuel for
a given engine speed, but has too much load to allow the engine to
reach its rated speed.
Fuel Rate at Maximum Engine Speed Does Not Intersect the Accept-
able Zone, Engine Speed is Less than the Acceptable Zone and is
within the Top and Bottom Load Curves. This would be an indica-
tion of the throttle not reaching full throttle or a mechanical fuel system
problem not allowing the engine to burn the fuel required to achieve
rated performance.
6-45
Fuel Rate at Maximum Engine Speed Does Not Intersect the
Acceptable Zone and Engine Speed is Greater than Rated Speed.
This would be an indication that the load placed on the engines is not
great enough to cause the engines to require a high enough rate of fuel.
Marine Engine Loading

Overloaded conditions can be caused by hull fouling, damaged or bent
rudders, incorrect propeller size, pitch and/or diameter, etc. This ves-
sel deterioration can cause a higher load placed on the engine(s) caus-
ing higher fuel consumption and slower engine speed at wide-open
throttle. This load placed on the engine(s) must be reduced to reduce the
fuel consumption and regain acceptable engine speed.
6-46
CAMPAR Graph generated using the Manual input method on
Mechanically governed engines.
6-47
Marine Engine and
Transmission Performance Guidelines
Note: Refer to the Technical Marketing Information – Marine Sea Trial
Engine Air System:

Inlet Air Temp @ Air Cleaner.....................................120° F/49° C Max.
Engine Room Temperature ........15° F/8.5° C above ambient air temp.
Inlet Air Restriction............................15 in. H2O/4 kPa (new filter) Max.
25 in. H2O/6.23 kPa (dirty filter) Max.
Engine Room Depression ....................................................1/2 in. H2O
Inlet Air Manifold Temp:

Naturally Aspirated, Turbocharged,
Turbocharged JWAC, Turbocharged SCAC 85° F,
Turbocharged SCAC 110° F.............Refer to TMI “Test Spec” for Max.
Combined Cooling Circuit ........................................125° F/52° C Max.

3208 TA (425 hp)......................................................140° F/60° C Max.
Engine Aftercooler System:

Aftercooler Inlet H2O Temp:
Turbocharged JWAC ..............210° F – T*° F/99° C – T*° C Max.
Turbocharged SCAC 90° F/**C..............................90° F/29° C Max.
Turbocharged SCAC 110° F/**C..........................110° F/43° C Max.
Engine Jacket Water System:

JW Temp (From Cooler):
All except 3208 TA .................210° F – T*° F/99° C – T*° C Max.
3208 TA ................................215° F – T*° F/102° C – T*° C Max.
JW Outlet Temp (Before Reg.):

All except 3208 TA ...............................................210° F/99° C Max.
3208 TA ..............................................................215° F/102° C Max.
JW Temp (After Water Pump):

All except 3208 TA .................195° F – T*° F/90° C – T*° C Max.
3208 TA ..................................200° F – T*° F/93° C – T*° C Max.
Engine Lubrication System:

Oil Temperature To Bearings:
3200 ...................................................................240° F/116° C Max.
3116, 3126, C9, 3176, 3196, 3300,
C12, 3400, C18, C30, C32, 3500.......................239° F/115° C Max.
D300 ..................................................................220° F/104° C Max.
6-48
Oil to Bearing Pressure:
3200...................................................................50 psi/345 kPa Min.
3300...................................................................30 psi/207 kPa Min.
D300, 3176, 3196, C12, 3400,
C18, C30, C32, 3500 .........................................40 psi/276 kPa Min.
3116, 3126, 3126B, C9......................................36 psi/250 kPa Min.
Engine Fuel System:

Fuel Transfer Pump Pressure:
All except 3500 .............................Refer to TMI “Test Spec” for Min.
3500...................................................................55 psi/379 kPa Min.
Engine Exhaust Backpressure:

Exhaust Backpressure:
Naturally Aspirated......................................34 in. H2O/8.5 kPa Max.
A, B and C rated .........................................27 in. H2O/6.7 kPa Max.
D and E rated
(All models except 3500 & 3600)................40 in. H2O/9.9 kPa Max.
Note: Reference TM5747 for marine ratings. Reference TM5748 for

3600 marine ratings.
* in °F/°C is the engine jacket water temperature differential. The actual T (°F/°C)
is the difference between the jacket water temperature after the water pump and the
jacket water temperature at the outlet before the regulator(s). Determine the max-
imum jacket water temperature differential by dividing the jacket water heat rejec-
tion by the product of the minimum jacket water pump flow and the specific weight
of the cooling water.
Engine Crankcase Pressure:

Crankcase Pressure:
All except 3208 .............................................2 in. H2O/0.5 kPa Max.
3208 ..............................................................4 in. H2O/1.0 kPa Max.
Transmission Lubrication System:

Transmission Oil Temp: Twin Disc
5050 .....................................................................210° F/99° C Max.
502, 506, 507, 509, 514C, 521.............................200° F/93° C Max.
514, 514M ............................................................180° F/82° C Max.
Transmission Minimum Oil Pressure: Twin Disc

502, 506, 507.................................................300 psi/2067 kPa Min.
514, 514C, 514M ...........................................185 psi/1275 kPa Min.
521.................................................................210 psi/1447 kPa Min.
509.................................................................175 psi/1206 kPa Min.
5050...............................................................320 psi/2205 kPa Min.
6-49
Transmission Maximum Oil Pressure: Twin Disc
5050..............................................................350 psi/2412 kPa Max.
502................................................................350 psi/2412 kPa Max.
506, 507........................................................320 psi/2205 kPa Max.
509................................................................200 psi/1378 kPa Max.
514, 514C, 514M ..........................................222 psi/1530 kPa Max.
521................................................................290 psi/1998 kPa Max.
506 w/3208 DIT 300 bhp
@2800 rpm Engine .......................................370 psi/2549 kPa Max.
Transmission Oil Temp: 7200 Series

7211, 7221, 7231, 7271 .......................................200° F/93° C Max.
7241, 7251, 7261 .................................................175° F/79° C Max.
Transmission Minimum Oil Pressure: 7200 Series

7211, 7221, 7231, 7241.................................255 psi/1757 kPa Min.
7251...............................................................245 psi/1688 kPa Min.
7261...............................................................265 psi/1826 kPa Min.
7271...............................................................290 psi/1998 kPa Min.
Transmission Maximum Oil Pressure: 7200 Series

7211, 7221, 7231, 7241, 7261......................285 psi/1964 kPa Max.
7251..............................................................275 psi/1895 kPa Max.
7271..............................................................310 psi/2136 kPa Max.
Transmission Oil Temp: Reintjes/Caterpillar (Seawater Cooled):

LAF, VAL, WAF, WAV, WVS ...................................185° F/85° C Max.
WAF-LAP (Jacket Water Cooled) .......................212° F/100° C Max.
Transmission Minimum Oil Pressure: Reintjes/Caterpillar

LAF, VAL, WAF, WAV, WVS .............................232 psi/1600 kPa Min.
Transmission Maximum Oil Pressure: Reintjes/Caterpillar

LAF, VAL, WAF, WAV, WVS .............................290 psi/2000 kPa Min.
Transmission Cooling System:

Transmission Cooler Inlet Water Temp: Twin Disc
All .........................................................................195° F/91° C Max.
Transmission Cooler Inlet Water Temp: 7200 Series

7211, 7221, 7231 .................................................195° F/91° C Max.
7241, 7251, 7261, 7271 .......................................120° F/49° C Max.
Transmission Cooler Inlet Water Temp: Reintjes/Caterpillar

(Seawater Cooled)
LAF, VAL, WAF, WAV, WVS ...................................120° F/49° C Max.
WAF-LAF Reintjes/Caterpillar
(Jacket Water Cooled) .........................................200° F/93° C Max.
6-50
Cooling System Evaluation
Introduction
Troubleshooting the Cooling System
Test Conditions for Full Load Specifications
Cooling System Analysis
Aftercooler Circuit Analysis Locations
Temperature Differentials
Aftercooler
Jacket Water Circuit
Pressure Differentials
Worksheet – Aftercooler Circuit
Worksheet – Jacket Water Circuit
6-51
Cooling System Evaluation
Introduction
During operation, all internal combustion engines create heat. The cool-
ing system must remove enough of this heat to keep the engine at a cor-
rect operating temperature, but it must not remove too much heat which
will cause the engine to run cold. In a marine application, the cooling
system must also remove heat from additional sources such oil coolers,
aftercoolers, marine gear oil coolers, watercooled exhaust manifolds,
watercooled turbochargers and watercooled exhaust.
The cooling system has a direct affect on engine operation and serv-
ice life. If the cooling system is not sized correctly, is poorly maintained,
or is not operated correctly, the result can be either overheating or over-
cooling. Since these problems can cause a reduction of engine life, it
is important to find the cause of any cooling system problems and cor-
rect them at the time of the sea trial.
For more detailed information on Caterpillar marine engine cooling sys-

tems, refer to the following Caterpillar publications.
• Marine Engines – Application and Installation Guides, LEKM7142–7147.

The Cooling Systems section of this publication provides detailed
information on all Caterpillar marine engine jacket water and after-
cooler cooling system circuits, and their specific components. The
publication also discusses the sizing of circuit heat exchangers, keel
coolers, lines and expansion tanks, as well as recommended sys-
tems protection.
• Know Your Cooling System, form SEBD0518. This publication details the
functions, operation, maintenance and troubleshooting of Caterpillar
Engine cooling systems. In addition, this publication discusses the
available Caterpillar service tools for use in cooling system trou-
bleshooting and provides the recommended procedures for cooling
system reconditioning.
Troubleshooting the Cooling System
Three basic problems that are typical of cooling systems are as follows:
• Overheating
• Loss of Coolant
• Overcooling
Types of Overheating
The most common cooling system problem is overheating. It can be
divided into two types: 1) where there is a loss of coolant, either from
6-52
leakage or overflow, and 2) where there is no loss of coolant. It is not
safe to assume that coolant shortage is the cause of overheating merely
because the coolant level is low. To determine whether loss of coolant
is the cause of overheating, or if it is the result of overheating, any test
must be started with the correct coolant level in the cooling system.
Loss of Coolant
External Leakage: External leakage can usually be found by carefully
inspecting the exterior of the engine, cooling system, and all connections.
Look for leaks caused by pressure when cooling system temperature
is normal. Look for rust streaks or spots left by coolant that has evap-
orated. To find slow leaks, make the inspection when the engine is cold,
before evaporation takes place. Common causes of external leakage
are as follows:
• Faulty hose(s) and/or clamps.

• Water pump leakage, most often around the shaft, or at the backing
plate. Water can leak through the external weep hole at the bottom of
the water pump.
• Leaking drain cocks. This can be caused by corrosion, poor seating
or improper tightening.
• Leaking gaskets.
• Core plug holes.
• Cracked water pump housing or water temperature regulator housing.
• Cracked cylinder head(s) or cylinder block.
• Water cooled manifolds.
Internal Leakage: If external coolant loss cannot be found, then inter-

nal leakage could be the cause of coolant loss. Symptoms of internal
leakage are: corroded parts, coolant in the crankcase or cylinders,
hard starting or poor engine performance. Internal leakage is a seri-
ous condition which could lead to engine or transmission damage.
Common sources of internal leakage are:
• Cylinder head gasket leakage.

• Cracked cylinder head(s) or cylinder block.
• Faulty engine oil cooler or transmission oil coolers.
• Cylinder liner O-rings.
• Cylinder wall pitting.
• Water cooled manifold failures.
• Aftercooler failures.
6-53
No Loss of Coolant
When overheating occurs and no shortage of coolant is found, the
cause could be poor coolant flow, air in the cooling system, or from any
of several other conditions. Engine overheating may not be the fault of
the cooling system alone. Typical conditions that can cause overheat-
ing when loss of coolant is not the problem are as follows:
• Poor coolant flow.

• Incorrect or faulty water temperature regulators.
• Damaged water pump.
• Corrosion and scale buildup may collect in small passages of the
engine water jacket and the heat exchangers. This can reduce heat
transfer and restrict coolant flow.
Note: Incorrect type of coolant (coolant without a conditioner, corro-
sion inhibitor or anti-freeze) has a direct effect on the efficiency and/or
service life of both the cooling system and the engine.
• Incorrect fuel timing, cylinder head valve timing, oil level, fuel setting
and other similar adjustments may cause overheating.
• If the engine is operated abnormally for a considerable period of time,
overheating may result. Abnormal operation includes operating in a
lug condition and operation beyond design load limits.
Overcooling
It is important to control the temperature range of the coolant to main-
tain engine efficiency. Though overcooling is not as common as over-
heating, it can cause equally serious damage to an engine. Overcooling
occurs when normal operation temperature for the engine cannot be
reached. The most common causes of overcooling are:
• A water temperature regulator that is held open.

• A water temperature regulator O-ring seal that is damaged.
• The lack or absence of a water temperature regulator.
• A water temperature regulator with a temperature range that is too low.
• The counterbores in the water temperature regulator housing have a
defect and permit coolant to flow past the regulator.
• Light loads and low ambient temperature may also prevent the engine
from reaching normal operating temperature.
Overcooling of an engine can be just as much of a problem as oper-

ating the engine at higher than normal temperature. It can affect the
ability of the crankcase ventilating system to remove blowby gas and
water vapor from the crankcase during low temperature operation. Low
coolant temperatures promote condensation of water vapor from
6-54
blowby gas, causing acids and sludge to form within the crankcase.
Overcooling can result in the following engine problems:
• Poor engine performance.

• High fuel consumption.
• Decreased power.
• Increased piston ring and liner wear.
• Water vapor in the oil, producing sludge and corrosive acid in the
lubrication system.
Test Conditions for Full Throttle Specifications

The specifications and charts that follow give the operating conditions
at Full Load Speed. Refer to TMI Online for more specific information.
Note: Sea trial measurements and the review form are based on the
instrumentation and monitoring points given in the marine product
dimension drawings. As previously discussed, a system of 900 Series
numbers was established to represent each measurement. The marine
propulsion and auxiliary engine general dimension drawings give the
900 Series number and indicate which monitor points to use for con-
nection of diagnostic tools.
(930) Temperature at Air Cleaner

Engine room temperature should not exceed 120° F (49° C). A cor-
rectly designed engine room ventilation system will maintain engine
room air temperature at no more than 20° F (11° C) above the ambient
air temperature.
Note: Engine room temperature should be checked with hatches, doors

and windows closed.
(907) Inlet Air Restriction

The maximum restriction for the complete air induction system meas-
ured after the air filters should not exceed 25 inches (6.23 kPa) of water
(dirty filter).
Note: 1 psi (6.9 kPa) = 27.7 in. (701 mm) of water. With a completely
new installation, this measurement should not exceed 10 inches (2.49 kPa)
of water.
Note: For naturally aspirated engines, maximum inlet air flow occurs
when the engine is operating at high idle. Measure for inlet air restric-
tion of a naturally aspirated engine when the engine is operating at
high idle speed. A turbocharged engine must be at full throttle and
load speed when it is tested for inlet air restriction.
6-55
(903A) Aftercooler Water Outlet Temperature
Aftercooler water outlet temperature should not be greater than the inlet
manifold air temperature, except for jacket water aftercooled engines
where the maximum is 210° F (99° C).
(922) Jacket Water Inlet Temperature (From Cooler)

Jacket water inlet temperature from the cooler is 210° F (99° C) – T
maximum. For 3208 T/A Pleasure Craft Engines, this temperature is
215° F (102° C) – T.
(901) Jacket Water Outlet Temperature (Before Regulator)

Jacket water outlet temperature before the water temperature regula-
tor is 210° F (99° C) maximum. For 3208 T/A Pleasure Craft Engines,
this temperature is 215° F (102° C).
(902) Water Temperature (After Water Pump)

Jacket water temperature after the water pump is 210° F (99° C) – T
maximum. For 3208 T/A Pleasure Craft Engines, this temperature is
215° F (102° C) – T.
(913) Engine Oil Temperature (After Oil Cooler)

Minimum oil temperature of 175° F (80° C). Maximum oil temperature
of 230° F (110° C) except for 3208 Engines that have a maximum oil
temperature of 240° F (115° C), and 6.25" bore engines that have a
maximum oil temperature of 220° F (104° C).
Maximum oil to bearing temperature for 3600 engines is 208° F (92° C).
(906) Inlet Air Manifold Temperature

Temperature
Type of Aspiration Normal Maximum Difference**
Natural 85° F (29° C) 49° C (120° F)
Turbocharged 300° F (149° C) 163° C (325° F)
Turbocharged – 225° F (107° C) 118° C (245° F) 35° F ± T
Jacket Water Aftercooled
Turbocharged – 52° C (125° F) 22° C (40° F)
Separate Circuit
Aftercooled 85° F (29° C) 60° C (140° F)
3208 Pleasure Craft T/A 65° C (150° F) 30° C (55° F)
Pleasure Craft
Turbocharged – 65° C (150° F) 22° C (40° F)
Separate Circuit
Aftercooled 110° F (43° C)
**If temperature cannot be reduced below maximum, engine must be derated.
**Maximum difference in temperature between (906) Inlet Air Manifold Temperature
and (903) Aftercooler Water Inlet Temperature.
6-56
Temperature differentials can be used to identify the cause of a prob-

lem if a test reading is above the full load specification. The analysis of
aftercooler circuits will be addressed to three sections:
• Inlet Manifold Air-to-Aftercooler Inlet Water Temperature Differential

• Aftercooler Water Inlet Temperature-to-Aftercooler Water Outlet Tem-
perature Differential
• Aftercooler Water Inlet Temperature-to-Seawater Temperature Differential
Inlet Manifold Air-to-Aftercooler Inlet Water Temperature Differential
The first temperature differential to be determined is the inlet manifold
air temperature-to-aftercooler inlet water temperature. Subtract Aftercooler
Inlet Water Temperature (903) from Inlet Manifold Air Temperature (906).
Note: All temperatures should be taken at the same time.
Aftercooler Water Inlet to Inlet Manifold Air Temperature

85 A/C 110 A/C
906 Actual = __________ Spec. 906 = 125° F (52° C) Spec. 906 = 150° F (66° C)
– 903 Actual = __________ ___________________________
_________________________ – Spec. 903 = 85° F (29° C) ___________________________
– Spec. 903 = 110° F (43° C)
Actual Delta T = Spec. Delta T = 40° F (22° C) Spec. Delta T = 40° F (22° C)
3208 PLEASURE CRAFT RATING JACKET WATER AFTERCOOLED MODELS

Spec. 906 = 140° F (60° C) Spec. 906 = 245° F (118° C)
– Spec. 903 = 85° F (29° C)
___________________________ – Spec. 903 = 210° F (99° C) – Engine Delta T
___________________________________________
Spec. Delta T = 55° F (31° C) Spec. Delta T = Varies with Model
If the temperature difference exceeds the maximum specification, the

aftercooler circuit temperature and pressure differential test is required
to identify the problem.
Aftercooler Water Inlet Temperature-to-Aftercooler Water Outlet

Temperature Differential
Subtract Aftercooler Water Inlet Temperature (903), from Aftercooler
Water Outlet Temperature (903A)
85 A/C
903A Actual = _____________ Spec. 903A = 95° to 100° F (35° to 38° C)
– 903 Actual = _____________
___________________________ – Spec. 903 = 85° F (29° C)
________________________________________
Actual Delta T = Spec. Delta T = 10° to 15° F (6° to 8° C)
110 A/C JACKET WATER A/C SYSTEM

Spec. 903A = 120° to 125° F (48° to 52° C) Spec. 903A = 210° F (99° C)
– Spec. 903 = 110° F (43° C)
_______________________________________ – Spec. 903 = 210° F (99° C) – Engine Delta T
__________________________________________
Spec. Delta T = 10° to 15° F (6° to 8° C) Spec. Delta T = Varies with Model
If the temperature difference is high, a low coolant flow rate is indicated.

This will result in high inlet air temperature. Pressure differential tests are
required to determine the cause of flow restriction.
6-58
If the temperature difference is low, an insulating coating on the after-
cooler core, water side or air side, is indicated. This is an indication the
aftercooler is not operating correctly. Remove and inspect the aftercooler.
If the temperature difference is correct, the engine aftercooler is operat-

ing correctly. However, if (906) Inlet Manifold Air Temperature and (903)
Aftercooler Inlet Water Temperature are above specifications, water pres-
sure differential tests are required.
Aftercooler Water Inlet Temperature-to-Seawater

Ambient seawater temperature should be measured at the location where
the PAR test is conducted, and at the same depth as the seawater inlet
or the keel coolers.
To determine the capacity of the heat exchanger, subtract the actual sea-
water temperature from the Aftercooler Inlet Water Temperature (903).
NOTICE
Operation in areas where the aftercooler water inlet temperature
can exceed the engine rating temperature will require deration of
the engine.
903 Actual = _____________

– Actual Seawater = _____________
_________________________________
Actual Delta T =
85 A/C
SPEC. 903 = 95° to 100° F
– SPEC. Seawater Max. = 85° F
_______________________________________
Maximum Delta T = 10° F to 15° F
110 A/C
SPEC. 903 = 120° to 125° F
– SPEC. Seawater Max. = 110° F
_______________________________________
Maximum Delta T = 10° F to 15° F
If the temperature difference is above maximum specification, the heat

exchanger/keel cooler capacity is too small, has a low coolant flow rate,
seaweed or barnacles blocking the cooler inlet, or there is an insulating
coating on internal or external surfaces.
To determine the maximum seawater temperature allowable, if temper-

ature differential is less than maximum and inlet manifold air temperature
is less than maximum specification, subtract Aftercooler Water Inlet Temper-
ature (903) reading from the specification temperature. Add this value
to the seawater temperature. This temperature would be the maximum
allowable seawater temperature in which the vessel should operate,
without derating the engine.
6-59
The aftercooler circuit is operating correctly if the three temperatures, dif-
ferentials, and all other aftercooler temperatures are within specifications.
Jacket Water Circuit
1-Expansion Tank 5-Engine

2-921: Jacket Water psi (kPa) from 6-Water Temperature Regulator Housing
Cooling System
922: Jacket Water Temperature from 7-920: Jacket Water Pump Inlet Pressure
Cooling System 8-Water Pump
3-918: Jacket Water Outlet Pressure 9-919: Jacket Water Pump Outlet Pressure
Test Location 902: Jacket Water Pump Outlet Temperature
4-901: Jacket Water Outlet Temperature
Jacket Water Pump Outlet Temperature-to-Jacket Water Outlet Tem-

perature (Before Regulator Difference)
Determine the engine jacket water temperature differential by subtract-

ing the jacket water temperature after the pump from the jacket water
temperature at the outlet before the regulator(s).
Jacket Water Delta T
901 Actual = _____________________
– 902 Actual = _____________________
______________________________________
Actual Delta T = Varies with Engine Rating
3208 Engines Only

901 Spec. = 215° F (102° C)
– 902 Spec. = 215° F – Δ T (varies with engine rating)
_________________________________________________
Spec. Delta T = Varies with Engine Rating
All Engines (Except 3208)

901 Spec. = 210° F (99° C)
– 902 Spec. = 210° F – Δ T (varies with engine rating)
_________________________________________________
Spec. Delta T = Varies with Engine Rating
6-60
Engine Jacket Water Outlet Temperature to Oil to Bearings Delta T
913 Actual = ________________________
– 901 Actual = ________________________
_______________________________________
Delta T 3 = Varies with Engine Family*
Maximum Delta T 3 Spec. for Engine Families

30° F (17° C) = 3208, 3176
25° F (14° C) = 3116, 3126
20° F (11° C) = 3300, 3400, 3500
10° F (6° C) = 6.25" Bore
(Fuel Burn Rate) (Fuel Density)

Brake Horsepower = Brake Specific Fuel Consumption
Worksheet – Aftercooler Circuit
Temperature
903 A/C Water Inlet ____ °F (°C)
906 Inlet Air Manifold ____ °F (°C)
903A A/C Water Outlet ____ °F (°C)
Seawater ____ °F (°C)
Pressure
920 Water Pump Inlet _________ psi (kPa)
923 A/C Water Inlet _________ psi (kPa)
924 A/C Water Outlet _________ psi (kPa)
6-62
Temperature Difference (SCAC Only)
906 __________°F (°C)
Subtract 903 __________°F (°C)
Temp. Diff. I __________°F (40° F Max) [°C (22° C Max)]
903A __________°F (°C)
Subtract 903 __________°F (°C)
Temp. Diff. II __________°F (40° F Max) [°C (5.6 to 8.4° C Max)]
903 __________°F (°C)
Actual Seawater __________°F (°C)
Temp. Diff. III __________°F (15° F Max) [°C (8.4° C)]
Pressure Difference
923 _________ psi (kPa)
Subtract 920 _________ psi (kPa)
Pump Diff. _________ psi (kPa)
_________ psi (kPa)
A/C Diff. _________ psi (kPa)
_________ psi (kPa)
Heat Exchanger Diff. _________ psi (kPa)
6-63
Worksheet – Jacket Water Circuit
Temperature
902 JW Pump Outlet (Engine Inlet) ____°F (°C)
901 JW Outlet (Engine Outlet) ____°F (°C)
922 JW from Cooling System (to tank) ____°F (°C)
Seawater ____°F (°C)
921 JW from Cooling System (to tank) _______ psi (kPa)
Temperature Difference (SCAC Only)

901 __________°F (°C)
Subtract 902 __________°F (°C)
Eng. Temp. Diff. I __________°F (°C)
922 __________°F (°C)
Subtract Seawater __________°F (°C)
Heat Exchanger Temp. Diff. II __________°F (110° F Max)

[°C (61° C Max)]
Pressure
920 JW Pump Inlet _______ psi (kPa)
919 JW Pump Outlet _______ psi (kPa)
918 JW Outlet (Engine Outlet) _______ psi (kPa)
6-64
Pressure Difference
919 _________ psi (kPa)
Pump Diff. _________ psi (kPa)
919 _________ psi (kPa)
Engine Diff. _________ psi (kPa)
918 _________ psi (kPa)
Heat Exchanger Diff. _________ psi (kPa)
Explanation of the TMI Sea Trial TMI Data
Introduction
The on-line Technical Marketing Information (TMI) contains performance
data for most current marine propulsion engines, marine auxiliary
engines and marine transmissions. TMI contains applicable perform-
ance specifications that will enable the Caterpillar Marine Analyst to
conduct a Sea Trial Performance Analysis Review.
Explanation
Each engine/transmission has sea trial performance information located
on the web at:
http://tmiweb.cat.com
Note: User must have a Caterpillar Web Security ID and password to

access this information.
Once at the TMI Home screen, in the left-hand column of the screen are
application selections. Marine engine data is found in the “Engine/Parts
Data” portion of TMI Web. Below is the main screen of the “Engine/Parts
Data” page. The pertinent number (part, serial, flash file, or test spec) is
entered in the Reference Number window and the appropriate field is
chosen from the pull-down window. In this example, a 3412E engine
with the serial of 9KS00750 was selected and the “Retrieve Data” but-
ton pressed.
6-65
TMI Web will return all the fields that are available for the particular
engine serial number requested. The available fields are hypertext and
when clicked will retrieve the data requested. For this example the “Test
Spec 0K-0778 was selected:
6-66
TMIWeb will return the selected information. This data can either be
viewed on the screen or printed by pressing the print button in the
upper right corner of the screen.
Additional Information Sources

The following publications are available from Caterpillar Inc. Use the normal
literature ordering procedure to obtain a copy of a specific publication.
Publication Form
Title Type Number
Marine Application and Installation Guide Book & EMC LEKM9213
Installation Guides for Electronically

Controlled Marine Engines CD & EMC LERV2315
Engine Technical Manual Vol. 1 & II On-Line EMC
Marine Analyst Service Handbook Book LEBV4830
Marine Analyst Book I Book LEGV0907
Machinery Vibration Measurements

& Analysis Book LEBV3801
6-67
3600 Performance
Analysis Rules of Thumb
Air Intake System:
Air Temp at Air Cleaner . . . . . . . . . . 120° F (49° C) Max.
Inlet Air Restriction . . . . . . . . . . . . . 15 in-H2O/5 in New Max.
Intake Manifold Air
Temperature. . . . . . . . . . . . . . . . . 150° F (65° C) Nominal
197° F (92° C) Alarm
Intake Manifold Air
Pressure. . . . . . . . . . . . . . . . . . . . Nominal Values in Perf Book
Measure at part and full load
Crankcase Pressure/
Vacuum . . . . . . . . . . . . . . . . . . . . –1 to +2 in-H2O
(–0.25 to +0.5 kPa)
2.5 in-H2O (1 kPa) Alarm
Exhaust System:
Exhaust Stack Temperature. . . . . . . Nominal Temp in Perf Book
1022° F (550° C) Alarm
Individual Cyl Exhaust
Port Temperature . . . . . . . . . . . . . 122° F (50° C) Maximum
Variation between Cyl
Exhaust Backpressure . . . . . . . . . . . 10 in-H2O (2.5 kPa) Max.
0.8% Loss in fuel economy (increase in
BSFC) for each 10 in-H2O above 10 in-H2O
Lubrication System:
Engine Oil to Bearing
197° F (92° C) Alarm
Engine Oil to Bearing
Pressure. . . . . . . . . . . . . . . . . . . . 65 psi (450 kPa) Nominal
46 psi (320 kPa) Alarm
Oil Filter Pressure
Differential . . . . . . . . . . . . . . . . . . 15 psi (100 kPa) Max.
Fuel System:
Fuel Pressure . . . . . . . . . . . . . . . . . 62-80 psi (425-550 kPa)
Fuel Supply Temperature. . . . . . . . . *Distillate Fuel
85° F (29° C) Max. Desired 1% Power
reduction for each 10° F (6° C) increase
above 85° F (29° C) 150° F (65° C) Max.
to prevent injector damage
Fuel Filter Pressure
Differential . . . . . . . . . . . . . . . . . . 10 psi (70 kPa) Max.
Fuel Pump Inlet
Restriction . . . . . . . . . . . . . . . . . . –6 psi (–39 kPa) Max.
Fuel Return Line
Restriction . . . . . . . . . . . . . . . . . . 51 psi (350 kPa) Max.
6-68
3600 Performance Analysis
Rules of Thumb (continued)
Cooling System:
Heat Exchanger System External Resistance
(Combined & Separate Circuit)
— Measure at engine outlet and compare to heat exchanger outlet
(before regulators)
— Temperature Regulators 100% OPEN (blocked)
SPECS:
1000 RPM 13 psi (90 kPa)
900 RPM 11 psi (73 kPa)
720 RPM 17 psi (47 kPa)
Aftercooler Water Inlet
*150° F (65° C) Max. under certain special
conditions
Aftercooler Water Outlet
Temperature. . . . . . . . . . . . . . . . . 122° F (50° C) + Delta T
Oil Cooler Water Inlet
*150° F (65° C) Max. under certain special
conditions
Oil Cooler Water Outlet
Jacket Water Pump Inlet
Jacket Water Block Outlet
A/C & O/C Water Pump
Inlet Pressure. . . . . . . . . . . . . . . . –20 in-H2O (–5 kPa) Min.
Jacket Water Pump Inlet
Pressure. . . . . . . . . . . . . . . . . . . . 5 psi (30 kPa) Min.
6-69
Analysis of P.A.R. Fuel Rate Curves
Normal Test
Shaft Load and Fuel Rate Correct
Normal Test
Shaft Load High, Fuel Rate Correct
Charts are for illustrative purposes only.
6-70
Normal Test
Shaft Load Correct, Fuel Rate High
Normal Test
Shaft Load Correct, Fuel Rate Low
6-71
Bollard Test
Shaft Load and Fuel Rate Correct
Bollard Test
Shaft Load High, Fuel Rate Correct
6-72
Bollard Test
Shaft Load Correct, Fuel Rate High
Bollard Test
Shaft Load Correct, Fuel Rate Low
6-73
900 Number Test Locations for 3600 Inline Separate Circuit
Front View
6-74
Right Side View
6-75
Rear View
6-76
Left Side View
6-77
Top View
6-78
900 Number Test Locations for 3600 Inline Combined Circuit
Front View
6-79
Right Side View
6-80
Rear View
6-81
Left Side View
6-82
Top View
6-83
Design &
Construction
REVIEW FORM
CATERPILLAR
MARINE
PROPULSION
ENGINES
03
02
03
H
01 01 01 02 02
L W
02
03
03
6-84
Introduction
A well-planned design will aid reliability, performance, and servicea-
bility. To be successful, the designer must be aware of the application
and installation requirements for Caterpillar Marine Products. As a first
step in this part of the operation, make the designer aware of Caterpillar
reference publications, such as the Marine Engine Application & Instal-
lation Guides, LEKM7142-7147, Installation Guides for Electronically
Controlled Marine Engines, RENR2315, which includes the following
Electronic Installation Guides:
3126B, C9, C12 & C18 REHS1187

3176B SENR6489
3176C, 3196 & 3406 SENR1187
3400C (PEEC)
3JK1-171&8RG1-115 SENR6422
3JK172-up & 8RG116-up SENR6446
3412E, C30 & C32 SENR5014
3500B LEBM7301
Marine Engine Electronic Displays SENR5002
and any other information that is available from Caterpillar.
The engine and transmission installation should be designed to give

efficient and reliable operation. A poorly designed installation can hinder
serviceability and make routine maintenance and in-hull repairs difficult.
The neglect of specific design requirements for mounting and alignment,
and support systems, can lead to poor performance and increased cost
of operation.
In the event of OEM multiple (batch) production of vessels, it is extremely

important to make the designer/builder aware of Caterpillar applica-
tion and installation requirements. Any discrepancies must be dis-
cussed and corrected at this time to assure the integrity and compliance
of the OEM design.
When the designer has completed a review of the Caterpillar applica-

tion and installation requirements, discuss any concern he might have
about specific areas of the design. This will establish a good working
relationship in the design phase of the vessel. After the installation
drawings for the vessel have been laid out, follow up with the designer
to make sure the drawings meet the application and installation guide
requirements. As an aid in the review of the design, use the Design
and Construction Review Form, SEHS8716.
6-85
Explanation of Design and Construction Review Form
The Design and Construction Review Form, SEHS8716, is available
from Caterpillar and provides a checklist for dealer use only. The form
can be ordered using the normal literature order procedure.
This form is a simple checklist. It is used to determine if sufficient infor-

mation has been provided to the designer so the layout will comply
with Caterpillar reference requirements.
There is provision to record the Caterpillar reference materials provided

to the designer, and a complete checklist for the results of the design
and serviceability review. Compliance with Caterpillar reference require-
ments is noted by placing a check in the box next to the system
reviewed. If the design affecting a specific system does not comply,
there is space to record the action required to follow up and correct
the problem area(s).
After the Design and Construction Review Form is completed, and any
corrective action needed is agreed to, it is recommended that all par-
ties concerned sign at the designated location on the form.
During the construction of the vessel, the design requirements will be

checked to ensure the vessel will meet Caterpillar specifications for
the installation. Any discrepancies of the design noted during the con-
struction phase should be documented and discussed with the builder.
Note: Design and Construction Review form available electronically

from Marine Engine website.
6-86
Design and Construction Review
Reference: Caterpillar Marine Engines Application and Installation
Guide and Electronic Installation Guide
General
Selling Dealer__________________________ Vessel Builder ____________________________
Vessel Name (OEM Model) _________________________________________________________
Home Port_____________________________ Area of Operation _________________________
Builder/Installer _________________________
Address ________________________________________________________________________
Type of Sale: Retail □ Wholesale □ Repetitive □ One Time Only □
Vessel Data
Hull Type: Displacement □ Semi-displacement □ Planing □
Length __________ Waterline Length ______________ Beam _____________ Draft ___________
Displacement ___________________________________________________________________
Expected Hull Speed (Knots): Free Running _______________________
Vessel Type
Pleasure Craft: Cruiser □ Sportfish □ Yacht □ Sailboat □ Trawler □
Other:_____________________________________
Fishing: Trawler/Dragger □ Long Liner □ Gilnetter □ Trap Fishing □
Towboat: River □ Intercoastal □ Ocean □ Lower Mississippi □
Other:_____________________________________
Cargo: Bulk □ Container □ General □
6-87
Proposed Consist
Propulsion System
Propulsion Engine
Model ______________ Rating _______ bhp □ bkW □ @ ____________ rpm
Engine Feature Code ______________________________________________________________
Performance No. (TM or DM) ________________________________________________________
Test Spec (0T, 2T, 0K, etc.) _________________________________________________________
Engine S/N ______________________________________________________________________
Major Attachments ________________________________________________________________
Position in Vessel: Port □ Center □ Starboard □
(or) Engine 1 □ Engine 2 □ Engine 3 □ Engine 4 □ Engine 5 □
Marine Transmission
Manufacturer _______________________ Model _____________________
Arrangement(s) __________________________________________________________________
Ratio: Forward __________________ Reverse ___________________ S/N __________________
Propeller
Fixed Pitch □ Controllable Pitch □ Surface Drive □ Jet Drive □
Manufacturer ____________________ Model __________________ Material _______________
Number of Blades ________________ Diameter ________________ Pitch __________________
Cup: Light □ Medium □ Heavy □ (or) 1-10 _______________
Propulsion Engine
Test Spec (0T, 2T, 0K, etc.) _________________________________________________________
Engine S/N ______________________________________________________________________
Marine Transmission
Arrangement(s) __________________________________________________________________
6-88
Proposed Consist (continued)
Propeller
Propulsion Engine
Test Spec (0T, 2T, 0K, etc.) _________________________________________________________
Engine S/N ______________________________________________________________________
Marine Transmission
Arrangement(s) __________________________________________________________________
Propeller
Propulsion Engine
Test Spec (0T, 2T, 0K, etc.) _________________________________________________________
Engine S/N ______________________________________________________________________
6-89
Marine Transmission
Arrangement(s) __________________________________________________________________
Propeller
Propulsion Engine
Model ______________ Rating _______ bhp bkW @ ____________ rpm
Test Spec (0T, 2T, 0K, etc.) _________________________________________________________
Engine S/N ______________________________________________________________________
Marine Transmission
Arrangement(s) __________________________________________________________________
Propeller
6-90
Vessel Controls
Manufacturer: __________________________________ Number of Stations: _________________
Vessel Instrumentation
Caterpillar provided instrumentation:
MPD Number of stations: __________________
Location(s): Bridge □ Tower □ Flybridge □ Engine Room □ Portwing □
Starboardwing □ Bowstation □ Aftstation □
EMS Number of stations: __________________
MAPD Number of stations: __________________
Messenger Number of stations: __________________
Engine Number of stations: __________________
Vision Location(s): Bridge □ Tower □ Flybridge □ Engine Room □ Portwing □
Other manufacturers’ instrumentation:
Make ___________________________ Model _________________________________________
Location: Bridge □ Tower □ Flybridge □ Engine Room □ Portwing □
Make ___________________________ Model__________________________________________
Make ___________________________ Model__________________________________________
6-91
Auxiliary Engine
Primary Use: Pump Drive □ Compressor □ Thruster □ Winch Drive □ Other □
Test Spec (0T, 2T, 0K, etc.) _________________________________________________________
Engine S/N ______________________________________________________________________
Auxiliary Engine
Test Spec (0T, 2T, 0K, etc.) _________________________________________________________
Engine S/N ______________________________________________________________________
Auxiliary Engine
Test Spec (0T, 2T, 0K, etc.) _________________________________________________________
Engine S/N ______________________________________________________________________
6-92
Marine Generator Set

Engine
Model ______________ Rating _____________ ekW @ ____________ rpm
Test Spec (0T, 2T, 0K, etc.) _________________________________________________________
Engine S/N(s)____________________________________________________________________
Generator
Manufacturer ____________ Model _________________ Rating _________ ekW ___________Hz

Engine
Test Spec (0T, 2T, 0K, etc.) _________________________________________________________
Engine S/N(s)____________________________________________________________________
Generator
Manufacturer ____________ Model _________________ Rating _________ ekW __________ Hz

Engine
Test Spec (0T, 2T, 0K, etc.) _________________________________________________________
Engine S/N(s)____________________________________________________________________
Generator
Manufacturer ____________ Model _________________ Rating _________ ekW ___________Hz
6-93
Reference Documentation
Caterpillar reference publications provided and reviewed:
A&I Guide □ General Dimension Drawings □ Electronic Installation Guide □
Sea Trial Guide □ Society Approval Guide □ Engine Technical Manual (EDS) □ TMI □
Special Instructions:
_________________________________________________________________________________
_________________________________________________________________________________
Other (List):
_________________________________________________________________________________
_________________________________________________________________________________
Note: For later reference, attach copies of order forms to this design review.
6-94
Design and Construction Review Checklist
Design Construction
Review – Review –
Check Will it meet Does it meet
if Caterpillar Actual Caterpillar Caterpillar
Used Requirements Units Measurement Units requirements? requirements?
MOUNTING & ALIGNMENT
Propulsion Drive Line Type:
Conventional
Surface Drive
Outdrive
Vee Drive
CP Propeller
Paddle Wheel
Belt Drive
Electric Drive
Auxiliary Drive Line Type:

Thruster
Single Bearing
Two Bearing
Hydrostatic
Mounting Rail Installation:

Collision Blocks
Vibration Isolations
Steel Shims
Poured Shims
Mounting Bracket Installation:

Alignment
Foundation
COOLING SYSTEM
Caterpillar supplied
package? If yes,
continue to Ventilation.
Customer provided
package?
Heat Exchanger:
Shell & Tube
Plate Type
Keel Cooler
Fabricated
Packaged
Radiator
6-95
Design and Construction Review Checklist (continued)
Design Construction
VENTILATION SYSTEM
Fans Used on Intake
Fans Used on Exhaust
Natural Draft
Distribution
Exhaust
Control
Combustion Air:
Drawn from engine room
Ducted direct to air
cleaner from outside
Crankcase Ventilation
package? If yes,
continue to Exhaust
Discharge thru pipe to
outside
Closed System
EXHAUST SYSTEM
Wet w/Water Lift Muffler
Wet w/o Water Lift Muffler
Dry w/Muffler
Dry w/o Muffler
Backpressure
Mufflers
Supports
Insulation and Shielding
Water Cooled Elbows
Water Cooled Exhaust
System
6-96
Design Construction
FUEL SYSTEM
Fuel/Water Separator
Installed
Primary Filter Installed
Tank Drains
Duplex Filters
Fuel Cooler
Centrifugal
Tank Sizing and Design
Auxiliary (Day) Tanks
Fuel Line Routing, Valves,
Sizing, Material
LUBRICATION SYSTEM
Duplex Filters
Centrifugal
Pre-Lubrication
Auxiliary Oil Sumps
Emergency Systems:
Engines
Transmissions
STARTING SYSTEM
package? If yes, proceed
to Control System
Electric
Pneumatic
Hydraulic
CONTROL SYSTEM
Type of Control
Push/Pull Cable
Pneumatic
Electronic
Hydraulic
6-97
Design Construction
SERVICE ACCESSIBILITY
Adequate clearance
for service, repair
and/or removal
Power Accessible For:

Pneumatic Tools
Electric Tools
Lighting
Parts Cleaning
Adequate Lifting
Equipment:
The following parties have discussed and agreed to the results and required action during the
design review process:
Authorized Signature of Dealer _________________________________ Date _______________
Authorized Signature of Designer________________________________ Date _______________
Authorized Signature of Builder/Installer __________________________ Date _______________
Authorized Signature of Owner _________________________________ Date _______________
6-98
CONTROLS
Controls
Table of Contents
Control Systems – Pilot House

Types of Control Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
Engine Stall and Reversal. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-9
Caterpillar Multi-Station Control System
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-17
Hardware Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-18
Control Station Button Panel Functionality . . . . . . . . . . . . . . . . 7-24
Backup System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-35
MPD Operation with MSCS. . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-37
Instrument and Monitoring Systems
Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-44
Alarm/Shutdown Contactors . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-45
Instrumentation Problems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-48
Starting Systems
Starter Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-49
Starting Aids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-58
Starting Smoke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-59
Serviceability Considerations
Lubrication and Maintenance Charts . . . . . . . . . . . . . . . . . . . . 7-60
Overhead Clearance for Disassembly of Engine . . . . . . . . . . . 7-60
Caterpillar Inc. – Marine Engine Flash Codes . . . . . . . . . . . . . 7-62
C-9, 3126B Diagnostic Codes . . . . . . . . . . . . . . . . . . . . . . . . . 7-64
C-12, 3196, 3406E Diagnostic Codes . . . . . . . . . . . . . . . . . . . 7-65
3412E Diagnostic Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-66
MID (Module Identifier) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-68
Diagnostic Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-68
7-1
Control Systems – Pilot House
General Information
The use of a reliable control system is essential. The controls must be pre-
cise, dependable, and easy to operate.
The control system, in its most basic form, is the equipment that allows
the pilot to adjust the propulsion engine’s throttle (speed) and the marine
transmission’s clutches from neutral to ahead or astern.
To control throttle setting, a control system must rotate and hold the angu-
lar position of the governor control throttle on mechanical engines or
send a electronic signal to the ECM on electronically controlled engines.
To effectively control the marine transmission with mechanically actuated

hydraulic control valves, a control system must move a short lever on
the hydraulic control valve to any of three positions (forward, neutral,
reverse) and maintain the selected position without placing undue
stress on the linkage or allowing the lever position to creep.
To effectively control the marine transmission with solenoid-actuated

hydraulic control valves, an electrical signal energizes one of two sole-
noids to pressurize either the forward or astern clutch. If neither solenoid
is energized, the transmission remains in neutral and neither clutch is
pressurized.
Types of Control Systems
Two-Lever Control
Two-lever control systems use two levers for the pilot’s control. One lever
controls the engine speed, and the other lever controls the marine trans-
mission direction – ahead, neutral, or astern positions.
Two-lever control systems are the most simplified, and most econom-
ical, but have the possibility of changing the transmission direction
while the engine is at a high throttle setting. Transmission clutch dam-
age is likely if this occurs.
7-2
Single-Lever Control
Single-lever control systems provide automatic sequencing of the con-
trol functions, preventing the transmission from changing direction until
the throttle lever is moved to the neutral position (refer to Figure 7.1).
Neutral
Idle Fo
r se rw
ve e F or w Id a
le rd
Re Idle v e rs a
R e if t Shif rd
Sh t
In hro
ott e
cr ttle
T
Thr reas
le
ea
se
Inc
Full Reverse Full Forward

SINGLE LEVER CONTROL
FIGURE 7.1
Neutral Throttle
Neutral throttle allows independent speed control when the marine
transmission is in neutral. This feature is useful when controlling the speed
of engine-driven accessories such as generators, pumps or winches.
Multiple Control Stations

All vessels require one control station where the pilot controls engine
and transmission. It is convenient to have other control stations when
specific activities, such as docking and fishing, demand the pilot’s
close attention.
The simplest and, in most cases, most efficient multiple (dual) station
system consists of two-lever controls installed in a parallel system. Cables
are run from the controls at each station directly to the clutch and throttle
levers at the engine, and are connected there with the appropriate par-
allel dual station kits.
7-3
A second type of multiple (dual) station system consists of two-lever con-
trols in series. Cables are run from the upper control station to the lower
control station. A cable attachment kit is required to connect these cables
to the lower station controls. Cables are then run from the lower station
controls to the clutch and throttle levers at the engine and connected
there with the appropriate engine connection kits. Series installations
are less precise than parallel systems and should be used only when
a parallel installation would be impractical due to long cable runs and
excessive or sharp bends in the cable. The system selected is deter-
mined by the cable length and total degrees of cable bend required.
Throttle
Connection Kit
(to suit engine)
Clutch
Connection Kit
(to suit gear)
TWIN S CONTROL SYSTEM
FIGURE 7.2
Engine/Transmission Mounted Bracket Design

Brackets supporting the control systems cables/actuators at the engine/
marine transmission must be rigid. Good alignment of the cable-ends
with the engine’s throttle lever and transmission’s clutch control lever is
necessary to avoid binding. Control system manufacturers can pro-
vide suitable brackets to the user/installer.
Push-Pull Cable System

Push-pull cable control systems are reliable and economical. The dis-
tance between the control head at the pilot station and the engine is limited
by friction in the cables.
For best results, keep cable length under 30 ft.
7-4
The number and included angle of bends in the control cables add sig-
nificantly to their internal friction. Avoid all unnecessary bends. Keep
all bends in the cables as gradual as possible (minimum 200 mm [8 in.]
bend radius).
Stiffness or binding in the operation of the hand lever can usually be

traced to:
• Excessive number of bends in cable runs
• Sharp bend in the cables too close to the control head
• Bends smaller than the recommended minimum radius of 200 mm
(8 in.)
• Tight or misaligned engine linkage
• Cable compressed too tightly by cable support
• Engine or transmission clutch lever hitting its limit stops at forward
and/or reverse
Throttle
Connection Kit
(to suit engine)
Clutch
Connection Kit
(to suit gear)
MT CONTROL SYSTEM
FIGURE 7.3
The installation of push-pull cable control systems is fairly simple.
Manufacturers’ installation bulletins for both two-lever (Figure 7.2) and

single-lever lever (Figures 7.3 and 7.4) systems illustrate the systems.
7-5
MK Control
Chain, Connectors Head
Cable Clamps & Strut
Turnbuckle
To Remote
Station
Throttle
Connection Kit
(to suit engine)
Connection Kit
(to suit transmission) Push-Pull Cables
MK CONTROL SYSTEM
FIGURE 7.4
Where a cable control system is preferred and long runs and numerous
bends may be encountered, a system is used with two cables in tension,
running over pulleys mounted on antifriction bearings (refer to Figure 7.5).
To reduce the number of cables and to maintain precision in the response
of the system, a single-lever type of control system is used. A control
gearbox to the governor and reverse gear is installed on the engine.
7-6
Control Head Neutral Throttle
Shut-Off
Shut-Off Cable
3" Neutral Throttle

—
4 E.M.T. Conduit Cable
Terminal Block
1" Wire Rope
—
8
Adjustable Elbow
Cable Clamp
Fixed Elbow
Strut Turnbuckle
Roller Chain
Control Unit
43C Cable
Gear Kit
Throttle Rod
Spring Link
MD 24 CONTROL SYSTEM
FIGURE 7.5
Hydraulic Control System

Hydraulic controls offer smooth, precise control of engine/marine trans-
mission without significant limitation on number of control stations or
distance between control stations and the engines. The cost of hydraulic
controls and the number of installation man-hours are slightly higher
than either of the mechanical cable controls.
Electronic Control System

Electronic control systems should be considered when the following
control requirements are encountered.
• Electronically controlled engines
• Limiting the engine power during acceleration
• Engine overload protection
• Integration with controllable pitch propeller control systems
• Sharing of load between multiple engines, driving a single load
• Very long distances between the control station and the engine
• Integration with telemetry systems
• Adding additional control stations after vessel completion
7-7
Electronic Control System Components Control Station
The control station is generally simpler than a similarly functioned
mechanical or hydraulic version. The forces involved in driving rheostats
and switches are much less than those to operate push-pull cables or
hydraulic cylinders. Electric control stations are very easy to install.
On mechanically controlled engines, the electric control systems will

install an electric-to-mechanical converter box in the engine room/com-
partment. The electric-to-mechanical converter box accepts electrical
signals from the various control stations and converts them to mechan-
ical forces (generally via push-pull cables), suitable to operate the engine
throttle and marine transmission control valve. On electronically con-
trolled engines, control systems are capable of using electronic engine
governors and electric marine gear control valves that eliminate the
need for the electric-to-mechanical converter box.
Engine Throttle and Marine Gear Actuator

See electronic installation guide for electronically controlled engine.
3126B, C7, C9, C12 & C18 REHS1187
3196 & 3406E SENR1187
3412E, C30 & C32 SENR5014
Caterpillar Multi-Station Electronic Engine Controls

Caterpillar Multi-Station Control System (MSCS) provides engine con-
trols and transmission control for single or dual engine applications
with a maximum of eight control stations per vessel. The MSCS can be
connected to the following electronically controlled Caterpillar marine
engines: C7, C9, C12, C18, C30, C32, 3126B, 3196, 3406E, 3412E,
and 3500C. The MSCS system is capable of up to seven stations with
long distances between the engine and the control stations. The max-
imum distance from the Power Train Control Processor is dependent
on the voltage used and the number of stations. The MSCS is capable
of monitoring and performing operator control functions, identifying
and reporting critical vessel control parameters, and reporting failure
conditions though self-diagnostics. The system contains a fully redun-
dant backup system that will ensure operation of the propulsion system
in the event of catastrophic failure of the primary control system. Refer
to installation guide LEGM2735 for details.
Other Manufactures of Electronic Controls

Mathers, ED Electric, Sturdy, Twin Disc and Kobelt are control manu-
facturers that can provide fully electronic control packages with our
electronically controlled engines. They have electronic controls that are
programmable for shifting and provide an electronic signal compati-
ble with Caterpillar electronic engines.
7-8
Control Logic
Generally, the control logic is either contained in the Power Train Control
Processor on the Caterpillar controls system, a similar processor for
other control manufactures, or an electric-to-mechanical converter box
in the engine room/compartment for mechanically controlled engines.
Larger systems may combine the logic circuitry with a propulsion sys-
tem monitoring system in a cabinet in the engine room.
System Connectors
Electric control systems are generally interconnected by multi-con-
ductor electrical cable. This is much less expensive than mechanical
cable or hydraulic tubing.
Pneumatic Control System

Pneumatic controls offer several advantages over other mechanical
control systems:
• Ability to control engines at long distances. 90 m (300 ft) is a realis-
tic distance to run air-lines for pneumatic control. The only real limi-
tation is the speed of response in the case of very long lines.
• The ability to control from an unlimited number of control stations.
• The ability to add logic to the system, to protect against abuse of the
driveline components.
There are some disadvantages to pneumatic control systems:

• A relatively heavy and expensive compressor with air storage tank is
required.
• Tanks and lines require regular maintenance (draining of condensation).
Engine Stall and Reversal

When a marine transmission is shifted from forward to reverse or vice
versa, sufficient engine torque must be available at idle speed to over-
come propeller and driveline inertia, marine transmission inertia, and
slip stream torque*. If sufficient torque is not available or if sufficient
engine safeguards are not installed, the engine will stall or reverse itself.
*Slip stream torque is the torque generated in a free-wheeling propeller, being turned
by the water flowing past the hull. Slip stream torque can be as high as 75% of the
engine’s rated torque.
7-9
In vessels where rotating masses are moderate to small, clutch mod-
ulation and engine torque can control the reversing cycle. Heat buildup
caused by the clutch slipping is normally well within the clutch capac-
ity. Heat generated through increased modulation necessary to con-
trol large inertia forces can damage clutches. To prevent this buildup
of heat, auxiliary devices may be necessary.
Also, under crash reversal conditions, it is conceivable that unless some

device is used to counteract the inertia of large masses, the engine
could stall or actually be motorized to run in reverse rotation.
Avoiding engine stalling and/or reversal with mechanical controls is dif-

ficult. One method is by careful clutch engagement and by allowing
the boat to slow down before the shift is made. The adept operator can
repeatedly engage and disengage the reversing clutch, until the ves-
sel’s speed is checked sufficiently, and then complete the maneuver.
Where large, heavy vessels or those attached to a tow are concerned,
this method may cause overheating of the reverse clutch. When this
danger exists, other means must be employed.
Engine stalling and reversal problems can be avoided if close attention

is paid to the engine and transmission control system. Pneumatic and
electronic controls that provide sequencing and timing of speed and
directional signals offer optimum maneuvering as well as protection for
the engine and transmission.
When Engine Stall and Reversal Could Be a Problem

The likelihood of this being a problem is significantly increased for ves-
sels equipped with:
• Propulsion engines producing over 500 hp
• Fixed pitch propellers
• Deep ratio reduction gears, usually 4:1 and deeper
What the Operator Can Do

Loss of acceptable engine speed can be prevented by prudent use of
the controls by the operator during maneuvering.
Engine Speed Limits During Emergency Maneuvers

It is imperative that engine speed does not drop below 300 rpm for
slow speed engines (rated at nominally 1200 rpm) or 400 rpm for high
speed engines (rated at nominally 1800 to 2300 rpm) to assure ade-
quate engine lubrication and to prevent the possibility of stalling.
7-10
Need for Sequencing Control Systems
Sequencing and timing of the controls when using electronic or air con-
trol systems is necessary to:
• Reduce vessel maneuvering time
• Prevent excessively low engine speed
• Prevent excessive loading of driveline components
• Reduce the possibility of engine stalling
The possibility of engine speed reduction to the point of stalling due to

sudden vessel maneuvering demands will be dependent upon the
speed of the vessel when the maneuver is undertaken. During low ves-
sel speed maneuvers, the engine torque capabilities are usually suffi-
cient to respond adequately. However, if a sudden maneuver, such as
a crash stop of the vessel, is demanded at full vessel speed, auxiliary
driveline devices may be required to prevent stalling and loss of ves-
sel control.
Sequencing Control System Features

To forestall the possibility of engine stall during high-speed maneuvers
in emergency situations, one or more of the following may be required:
• Raised low idle speed setting
• Throttle boost control
• Shaft brake
• Control system timing
Electronically controlled engines and 3500 Family engines equipped

with 3161 governors will shut off their fuel if subjected to engine
reversal.
Raised Low Idle Fuel System Setting

To increase the engine’s low speed torque, the low idle speed setting
may be increased if the vessel’s low speed maneuvering is not jeop-
ardized. This will help prevent the engine from stalling or reversing dur-
ing maneuver. Raising of the low idle speed setting should be done by
an authorized Caterpillar dealer. Excessive shock loading and trans-
mission clutch wear can occur if the engine low idle speed is too high.
Throttle Boost
Controlled throttle boost momentarily raises the idle speed setting of the
engine. The engine speed increase comes just before engagement of
the marine gear clutch. This momentary speed increase occurs only
during maneuvering, not at steady boat speed conditions.
7-11
Throttle boost is kept as low as possible because it tends to increase
the load on the clutches during maneuvering. The control system should
permit adjustment of both the amount and duration of throttle boost.
The throttle boost for most marine transmissions should be set no higher
than 750 rpm for 1800 rpm engines and 600 rpm for 1200 rpm engines
at no load. Sea trials should determine the level of throttle boost nec-
essary to ensure a safe shaft reversal and maintain engine speed above
the minimum limits. Consult the marine transmission manufacturer for
boosted-shift clutch capability.
Although reversing problems seldom occur with marine transmission

ratios more shallow than those previously mentioned, it is recommended
that a throttle boost system be incorporated with more shallow ratioed
transmissions as an additional safety feature.
Shaft Brake
In vessel applications where heavy maneuvering is required or if full
speed reversals may be encountered, the use of a propeller shaft brake
is recommended. A properly controlled shaft brake will stop the rota-
tion of the propeller whenever the transmission clutches are disengaged
and the engine is at low idle speed. This action reduces the amount of
torque required from the engine in order to complete a shaft directional
change. Several advantages are gained with the use of shaft brakes.
1. A propeller shaft brake can safely reduce vessel maneuvering time.
A vessel will slow in half the time with a stopped propeller as com-
pared to a windmilling propeller. The propeller slip-stream torque,
therefore, falls to a level lower than the slow speed torque of the
engine in half the time.
2. The propeller shaft brake accepts half the speed reversal loads
when maneuvering. The brake brings the propeller to a stop. This
load is transmitted directly to the hull. The clutch and propulsion
system are only asked to pick up a stopped propeller shaft rather
than a windmilling propeller. Because load on the engaging clutch
is greatly reduced, clutch life is extended. Transmission gears,
engine, and other major components of the propulsion system are
subject to less shock.
3. The propeller shaft brake will prevent engine stall when attempting
crash stops or when high vessel speed shaft reversals are attempted
during maneuvers.
A propeller shaft brake should be considered on any marine propul-

sion system using engines over 500 hp where the reduction ratio is 4:1
or deeper and where high speed maneuvering is a requirement.
7-12
Disc brakes and drum-type brakes are available. The brake should be
sized to handle at least 75% of the full rated shaft torque and should
stop the shaft within three seconds during a crash reversal. Brake size
requirements will vary with type of propeller, vessel speed, and vessel
application.
Proper control and sequencing of a propeller shaft brake is very impor-

tant. Overlap can occur if the clutch engages before the brake is
released. This would show as an extra load on the engine, slowing it and
even stalling the engine. Under-lap is releasing the brake well ahead of
the clutch making contact. The propeller will quickly begin to windmill
in the wrong direction and much of the advantage of the brake is lost.
Event Sequence Timing

Sequencing and timing of engine governor, marine transmission clutch,
and shaft brake action are critical and only systems of the following
characteristics should be used:
• Pilot house control movement
• Full ahead to astern and full astern to full ahead
Event Sequence
1. Governor to low idle
2. Clutch to neutral
3. Shaft brake applied propeller shaft stops
4. Shaft brake released
5a. Throttle boost applied
5b. Clutch engaged*
6. Throttle boost off, governor to full open
*Timing sequence from brake release to clutch engagement should result in from
one quarter to one revolution of the propeller shaft in the wrong direction to ensure
there is no overlap between brake release and clutch engagement.
With the above sequencing and timing, the shaft brake will engage any
time the pilot- house control lever is in the neutral position. Throttle
boost will activate each time the pilot house control lever is shifted from
neutral to a clutch-engaged position.
A proportional pause-type control system will allow for a variable time

between Steps 3 and 4 in the event sequence when the shaft brake is
applied. The pause is in proportion to the last-called-for speed. A crash
reversal from full speed will leave the brake applied for a longer period
than when slow speed maneuvering. This full speed reversal pause in
neutral is made just long enough for the vessel speed to slow to a point
that the propeller slip stream torque will not stall the engine when the
reverse clutch is engaged.
7-13
Properly adjusted electronic or air controls should provide event sequence
time in the area of 5 to 7 seconds for slow speed maneuvering and in
the area of 7 to 12 seconds or more for full speed crash reversals. The
timing is set as fast as the propulsion system can safely be operated.
The timing should be set permanently at the time of sea trials.
Without a propeller shaft brake, a longer pause in neutral in place of

Steps 3 and 4 in the event sequence will normally be required to allow
reduced vessel speed.
The control system must be carefully maintained. Follow the manufac-

turer’s maintenance recommendations explicitly.
Recommended Systems
Consult with the manufacturers of control systems to determine their avail-
ability to provide event sequence systems as described previously.
The shipyard should furnish a low air pressure alarm located at the
supply air to the pneumatic control system. The alarm should be audi-
ble and visual and should be actuated if the air pressure should fall
below a predetermined level, generally 90 psi (620.5 kPa).
Mathers
The Mathers control system offers single-lever pneumatic control of
speed, clutch, and brake (if required). The system uses fixed orifice
timing with option for as many control stations as required. They also
offer electronic controls with the same sequence timing adjustments.
7-14
CH5 Control Head
Port Numbers:
1 Supply
6 Speed
7 Direction
8 Direction
761 8
Secondary Station
Station Transfer
Panel Control Air
Gauge
Transfer
Button
761 8
Forward
81 7
Air Treatment
AD12 Air Drive Panel
Mathers
Control Air Test Gauge
Port Numbers:
Supply Panel
1 Supply
2 Ahead 3 2 45
6
3 Astern
4 Boost
5 Speed-Out
6 Speed-In
7 Astern
8 Ahead
Governor
Positioner Clutch
Reservoir
Actuator
Booster
Disc
Brake
Mathers Controls Inc.

AD12 Propulsion Control System
For
Hydraulic Clutches
FIGURE 7.6
WABCO
WABCO, a division of American Standard, also provides complete
sequencing control systems.
7-15
Controllable Pitch Propeller to
Avoid Engine Stall and Reversal
The controllable pitch propeller allows smooth, well-controlled vessel
reversals while the engine rpm and horsepower are kept at optimum lev-
els. This is most desirable on vessels equipped with deep ratio marine
transmissions that must be reversed while moving at full vessel speed.
To reverse a vessel equipped with a controllable pitch propeller, reduce
propeller pitch to the “neutral pitch” position, then increase pitch in the
“astern” or reverse direction slowly enough to allow the engine to main-
tain its full load rpm and horsepower.
Determined Likelihood of Stalling During Sea Trial

Initial sea trials should determine the likelihood of the control system/
engine combination stalling during a crash reversal maneuver. Adjustment
and timing of air controls can be determined and properly set during
sea trials. Suggested procedure is to start with a low forward vessel
speed and make crash shifts into reverse at small increments of increased
forward vessel speed until it is determined that the system will allow a
crash reversal at the most severe condition the vessel will encounter.
7-16
Caterpillar Multi-Station Control System
Introduction
FIGURE 7.8
The Multi-Station Control System (MSCS) provides engine and trans-

mission control for single or dual engine applications with a maximum
of eight (8) control stations per vessel. The MSCS can be connected
to the following electronically controlled Caterpillar Marine Engines: C7,
C9, C12, C18, C30, C32, C32 ACERT, 3126B, 3196, 3406E, 3412E,
and 3500B Series II. The MSCS is capable of monitoring and per-
forming operator control functions, identifying and reporting critical
vessel control parameters, and reporting failure conditions through self-
diagnostics. The system contains a fully redundant backup system that
will ensure operation of the propulsion system in the event of a cata-
strophic failure of the primary control system.
7-17
Hardware Features
Integrated Control Head (ICH)
FIGURE 7.9
The Integrated Control Head (ICH) provides engine throttle control and
transmission control through the use of a single lever for each engine.
The ICH also provides operator input switches for station activation,
throttle synchronization, slow vessel mode, trolling mode activation,
and gear lockout. The ICH provides a visual indication of switch status
(LED) and is available in single and dual engine configurations. The
ICH communicates directly with the Powertrain Control Processor (PCP)
via the control station data link.
NEUTRAL
GEAR GEAR
15° 15°
THROTTLE THROTTLE
55° 55°
FIGURE 7.10
7-18
Wing Station
Wing Station provides engine throttle control through the use of port
and starboard rotary throttle controls. Transmission control is provided
through the use of toggle switches for forward, neutral, and reverse. A
button panel also provides operator input switches for station activa-
tion, throttle synchronization, slow vessel, trolling, and gear lockout.
Wing Station provides a visual indication of switch status (LED) and is
available for a dual engine configuration. It communicates directly with
the Powertrain Control Processor (PCP) via the control station data link.
FIGURE 7.11
Slim Line Control Head
FIGURE 7.12
7-19
The Slim Line control head provides engine throttle control and trans-
mission gear control. The Slim Line control head is available in a com-
bined head lever (throttle and gear on one lever) and a single head
lever (throttle and gear on separate levers) configurations. Operator
input switches for station activation, throttle synchronization, slow ves-
sel mode, trolling mode activation, and gear lockout are provided on
a separate button panel. The Slim Line control head must be connected
to a Control Station Processor (CSP) to interface with the Powertrain
Control Processor (PCP).
NEUTRAL
45.00° 45.00° 45.00° 45.00°
REVERSE FORWARD
THROTTLE THROTTLE
Single Head Lever (Throttle Control) Single Head Lever (Gear Control)
FIGURE 7.13
NEUTRAL
IDLE
REVERSE IDLE FORWARD IDLE
62.5° 62.5°
15.0° 15.0°
IDLE IDLE 44.45 mm

REVERSE FORWARD (1.75 in)
REVERSE FORWARD
62.5 FULL FULL
(FULL MECHANICAL THROTTLE THROTTLE
TRAVEL)
30.73 mm
(1.21 in)
3048 mm
(120 in)
Combined Head Lever

(Throttle & Gear Control) Side Mount Control Head
FIGURE 7.14
7-20
Control Station Processor (CSP)
247.4 mm
[9.74]
101.6 mm
PCP
Marine CONTROL STATION
[4.00]
Power PROCESSOR
PORT STBD SWITCH

THROTTLE/GEAR THROTTLE/GEAR PANEL
FIGURE 7.15
Powertrain Control Processor (PCP) and the Slim Line control head or
the Side Mount control head. The CSP processes the signals from either
control head prior to forwarding the data to the PCP. The CSP provides
an interface to external engine throttle control and transmission gear
control through standard connectors. The CSP also provides external
connections to operator input switches for station activation, throttle
synchronization, slow vessel mode, troll activation, and gear lockout.
The CSP communicates with the PCP via a proprietary CAN data link.
7-21
Button Panel
The button panel provides operator input switches for use with the Slim
Line or Side Mount control head. The button panel has buttons for sta-
tion activation, throttle synchronization, slow vessel mode activation,
trolling mode activation, and gear lockout. The button panel provides
a visual indication of switch status.
STATION
ACTIVE
SVM
SYNC
N
TROLL
FIGURE 7.16
7-22
Backup Panel
The Backup Panel provides secondary (backup) vessel operator con-
trol of the powertrain (engine and transmission). The Backup Panel has
a protected input switch for enabling vessel control from the primary
operator controls to the secondary (backup) operator control panel.
The Backup Panel provides engine throttle control and transmission
gear commands via a proprietary CAN data link to the backup system
processor. The Backup Panel (for a twin engine installation) consists
of a single backup enable switch, a Station Active button, a Station
Active lamp, and one lever for each engine that controls throttle and
gear select.
FIGURE 7.17
7-23
Control Station Button Panel Functionality
To Activate a Station
Pressing the STATION ACTIVE button will cause that control station to
take over as the active control station for the system. Prior to any sta-
tion being activated, the station must be qualified. To qualify the station
to be activated, the throttles must be in the low idle position and the
gear must be in the neutral position. If the throttles and gears are not
in idle/neutral position, the engines can be started but the PCP will set
the ECM throttle inputs to low idle and the gear position to neutral.
• Turn the keyswitch ON. When the engines are powered up the PCP
will set the gear to the neutral position and the ECM throttle inputs
will be set to low idle.
• Press the STATION ACTIVE button. If the throttles and/or the gears
are not qualified (set to the idle and neutral position) the station active
lamp will flash. Move the throttles to the idle position and the gear to
the neutral position.
• The station active lamp will stop flashing and remain ON to indicate
that the control station is active.
Station Active
Button
Station
Active
Lamp
STATION
ACTIVE
SVM
SYNC
N
TROLL
To Activate a Station:
– Press and release STATION ACTIVE button.
– Station active lamp comes on.
FIGURE 7.18
7-24
Station Transfer
Throttle and gear control cannot be transferred from one control station
to another until both the throttles and gears qualify for the transfer. If
the throttles or gears are not qualified within 10 seconds the Station
Active lamp will stop flashing and the transfer function will time out. After
a successful transfer of the control station, the station active lamp will
stop flashing and remain ON to indicate that the control station is active.
To qualify for a station transfer:

• Press the STATION ACTIVE button. If the throttles or gears are not
qualified, the station active lamp will flash.
• The throttles and gears must be qualified independently for each
engine.
– Gear Position – the station attempting to become qualified must
match the gear position on the active station. If the two gear posi-
tions do not match, the MSCS will immediately set the engine speed
to programmed low idle and the gear position neutral. The gear will
not be qualified as active until the gear is in the neutral position.
– If the gear position is qualified, the previous throttle position will be
held until the throttle is qualified. The throttle position of the station
attempting to be qualified must be within 5% of the active station’s
throttle position. If the new station’s throttle is not qualified within
10 seconds, the engine speed will be ramped down to programmed
low idle at a rate of 20% throttle/second.
Station Active
Button
Station
Active
Lamp
STATION
ACTIVE
SVM
SYNC
N
TROLL
To Transfer Control to Another Station:

– Match gear position of new station to active station.
– Match throttle position of new station to within 5% of active station.
– Press and release STATION ACTIVE button on new station.
FIGURE 7.19
7-25
Panic Mode
Pressing and holding the STATION ACTIVE button for more than 2 sec-
onds will cause the system to shift to an idle/neutral position. The con-
trol levers must then be returned to the idle engine speed and neutral
gear positions before the system will respond to throttle or gear lever
controls. The station active lamp will flash until the levers are returned
to the idle/neutral position.
Deactivate Station
Pressing and holding the STATION ACTIVE button for 10 seconds will
cause the station to become deactivated. Prior to any station becom-
ing deactivated, the PCP will set both engines to programmed low idle
and the gear position to neutral.
Throttle Synchronization
Pressing the SYNC button will activate throttle synchronization. The
throttle synchronization (sync) lamp will flash at a rate of 1 Hz (0.5 sec-
ond ON, 0.5 second OFF) until the throttle positions are within 3.5%
throttle (⬇ 50 rpm) of each other or until the actual engine speed matches
desired engine speed. When the throttles are within range, throttle syn-
chronization will be active. The sync master throttle will control engine
speed for both engines and the sync lamp will be on. The other throttle
will be ignored while the sync function is active.
Throttle
Synchronization
Button
Throttle
Synchronization
Lamp STATION
ACTIVE
SVM
SYNC
N
TROLL
To Synchronize Throttles:
– Match Port and Starboard throttles within 50 rpm of each other.
– Press and release SYNC button.
FIGURE 7.20
7-26
To deactivate throttle synchronization, press the SYNC button. The sync
lamp will flash at a rate of 1 Hz (0.5 second ON, 0.5 second OFF) until
the throttle positions are within 3.5% (⬇ 50 rpm) of each other. When
the throttles are within 3.5% of each other, the sync lamp will turn off and
each throttle lever will operate independently. Throttle synchronization
status will appear in the MPD status bar when throttle synchronization
is active, if MPD is installed.
Setting Sync Master

Using the Control Head Button Panel
The Engine Sync Master is defined as the throttle lever (Port or Star-
board) that controls both engines, while the throttle synchronization
function is active. The factory default setting for sync master is the port
throttle. Follow these steps to set the sync master.
1. The ignition must be in the ON position.
2. Both engines must be stopped, 0 rpm.
3. Both throttles must be at the idle position.
4. Momentarily press the STATION ACTIVE button to activate the station.
5. Press and hold the SYNC button for at least two seconds. The sync
lamp will begin to flash at a rate of 1 second ON and 1 second OFF.
6. Move the throttle lever desired for the sync master throttle to full
throttle position. The sync lamp will stop flashing and remain ON.
7. Press the SYNC button to acknowledge the selection. This will cause
the sync master to be saved into the PCP memory. The sync mas-
ter selection will be the same for all control stations in the MSCS.
Note: If the ignition is switched to the OFF position prior to step 7, the
sync master parameter will remain unchanged.
Throttle Sync Master can also be set using the Marine Power Display
Control System Information screen. Refer to page 7-41 for details.
7-27
Sync Cruise Mode
Pressing the SVM button while throttle synchronization is active and
gear position is ahead will activate Sync Cruise Mode.
SVM
Pressing the button again will increase the engine speed to the
next 50 rpm increment.
SVM
Pressing and holding the button will ramp up the engine speed
by 50 rpm every half second.
Pressing the button (gear lockout) will decrease the engine

speed to the next 50 rpm increment. The sync cruise speed cannot be
decreased below the engine speed set by the throttle position.
Pressing and holding the button will ramp down the engine
speed by 50 rpm every half second.
Moving the throttle lever forward (increase engine speed) will have no
effect on engine speed until the desired engine speed (throttle position)
exceeds the sync cruise engine speed. Sync cruise speed cannot
exceed the Max Engine Speed parameter.
Sync Cruise Mode will be exited if any of the following conditions exists.
• Throttle synchronization is deactivated
• Throttle position increases above the current sync cruise speed
• Throttle lever moves toward neutral or low idle
• Gear position is changed from ahead
7-28
Slow Vessel Mode
Pressing the SVM button will cause the MSC System to activate Slow
Vessel Mode. The Slow Vessel Mode lamp will remain ON while the
Slow Vessel Mode function is active. Slow Vessel Mode cannot be acti-
vated while throttle synchronization (Sync Cruise Mode) is active; it
must be activated prior to entering the sync mode.
Pressing the SVM button will cause the MSCS to activate the Slow
Vessel Mode input on the Engine ECM. On a dual engine application,
if one engine is in Slow Vessel Mode and the other is not, the Slow
Vessel Mode lamp will flash at a rate of 2 Hz (0.25 second ON, 0.25 sec-
ond OFF).
Slow Vessel
Mode
Button
Slow Vessel
Mode
STATION
Lamp
ACTIVE
SVM
SYNC
N
TROLL
To Activate Slow Vessel Mode:

– Press and release SVM button.
– Press and hold SVM button to increase or decrease engine speed.
FIGURE 7.21
7-29
Adjusting Slow Vessel Mode Idle Speed
While Slow Vessel Mode is active and the throttle(s) are at idle, press-
ing and holding the SVM button for more than 2 seconds will cause the
engine speed to increase to the Max User Idle Speed and then to
decrease to idle (0% throttle). This change in engine speed will continue
as long as the SVM button is pressed (see Figure 7-22). The next time
the SVM button is held, engine speed will ramp in the opposite direc-
tion from the previous engine speed change (see Figure 7-22). When
adjusting the SVM speed, a pop-up screen will appear on the MPD that
indicates the current SVM set speed. There will also be SVM indication
on the MPD Status Bar, if MPD is installed.
Idle Speed
Idle Speed
Mode Button Button HELD
FIGURE 7.22
ADJUSTING SLOW VESSEL MODE ENGINE SPEED
The adjusted Slow Vessel Mode engine speed will be reset to idle (0%
throttle) when Slow Vessel Mode is deactivated or if the system power
has been reset. Adjusted SVM engine speed will be held until the sys-
tem is powered down.
Station Lockout
Station Lockout (SL) is an optional feature that is designed to lock out
transferring control from the active station to another station. While the
customer installed station lockout switch is enabled the station trans-
fer function is disabled within the PCP. If the SL switch is enabled and
there are no active stations, then the first station to become active will
be the locked station.
If the SL switch is inadvertently left on while the MSCS system is OFF,

the SL switch must be returned to the OFF position before the station
lockout feature will be enabled.
7-30
Setting Minimum and Maximum Throttle Position (Travel)
The minimum (idle) and maximum throttle lever position can be set
using the following procedure.
1. The control station must not be active.
2. Turn the ignition switch to the ON position.
3. Press and hold the SVM button for 2 seconds. The Slow Vessel
Mode lamp will begin to flash at a rate of 1 Hz (0.5 second ON,
0.5 second OFF).
4. Move the throttle levers to the desired minimum forward throttle posi-
tion and press the SVM button. Both levers must be moved at the
same time. The SVM lamp will stop flashing and remain ON indi-
cating that the minimum throttle position has been set.
5. Press and hold the SVM button for 2 seconds. The SVM lamp will
begin to flash at a rate of 1 Hz (0.5 second ON, 0.5 second OFF).
6. Move the throttle lever to the desired maximum forward throttle posi-
tion and press the SVM button. The SVM lamp will stop flashing and
remain ON indicating that the maximum throttle position has been set.
Note: A combined head lever station will need to repeat steps 1-6 for
the reverse throttle. A single head lever station will continue with step 7.
7. Press the SVM button and the SVM lamp will turn OFF.
Note: If the STATION ACTIVE button is pressed any time during this
procedure, this will cause the MSCS to abort and no changes will be
made to the minimum and maximum throttle position settings.
Adjusting Lamp Intensity

Momentarily pressing the STATION ACTIVE button while the station is
active will cause the lamp intensity to cycle through six illumination levels.
Note: If the STATION ACTIVE button is pressed and held, the panic
mode or deactivate station functions may become active and the
engines will go to low idle, neutral.
Lamp intensity is not held over a power cycle; when the keyswitch is
turned ON all lamp intensities are set to max. During a station transfer,
the lamp intensity is transferred with the station.
7-31
Trolling Mode
Pressing and releasing the TROLL button will cause the troll function
Trolling to become active and the troll lamp to be turned ON. This
engages Traditional Troll or Advanced Troll, depending on the param-
eter that is selected. The MPD Status Bar will display Troll while the
trolling mode is active, if MPD is installed.
If there are no Electric Troll Processors (ETPs) installed in the system,

the troll function will not operate.
Trolling STATION
ACTIVE
Mode
Lamp SVM
SYNC
N
TROLL
Trolling Mode
Button
To Activate Trolling Mode:
– Press and release TROLL button.
– Press and hold TROLL button to increase or decrease engine speed.
FIGURE 7.23
Traditional Troll
While the Traditional Troll Mode is active, pressing and holding the SVM
button will cause the Troll Set Engine Speed to increase up to the Max
Troll Set Speed value and then pressing the N button will cause the engine
speed to decrease to programmed low idle. The new Troll set speed will
be reset to idle (0% throttle) when troll mode is deactivated or if the
system power has been reset.
Move throttle lever to control slip, idle position is max slip, increase
throttle to decrease slip.
7-32
Advanced Troll
Advanced Troll provides greater control of the transmission slip. The
throttle lever is used to control transmission slip in conjunction with
engine speed to increase slip at lower engine speeds. This also pro-
vides a smooth transition from troll to non-troll. As the throttle increases
to the Max Troll Set Speed, engine speed will increase and the percent
of slip will decrease from 100% at idle to 20% at maximum troll speed
(default value 1200 rpm). From maximum troll set speed to WOT the
transmission is fully engaged.
2500 100
90
Percent Slip @ Idle

2000 80
70
1500 60
Max RPM @ Full Engage
% Slip
RPM
50
1000 40
30
500 20
10
0 0
0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100
Throttle Position (%)
RPM % Slip
Advanced Troll Operation
FIGURE 7.24
7-33
Inhibit Gear Control Mode (Gear Lockout)
Gear lockout is used to allow a single lever control to adjust engine
speed while the transmission is in neutral. To activate gear lockout, the
control station must be active and the control station levers must be in
the neutral position. Pressing the N (gear lockout) button will cause the
gear lockout lamp to illuminate and hold the gear commands in the
neutral position. To exit gear lockout, move the gear lever to the neu-
tral position and press the N (gear lockout) button. If the lever is in the
ahead or astern position, the lamp will flash until the lever is returned
to the neutral position. While gear lockout is enabled, the MPD will dis-
play GEAR L/O on the status bar, if MPD is installed.
Gear
Lockout
STATION
ACTIVE Button
SYNC
SVM Gear
Lockout
N
Lamp
TROLL
To Activate Gear Lockout:

– Press and release N button.
FIGURE 7.23
Lamp Test
When the station is not active, press and hold the SVM, SYNC, and N
(gear lockout) buttons simultaneously for more than 2 seconds. This
will cause the lamps to flash at a rate of 1 Hz (0.5 second ON, 0.5 sec-
ond OFF). Pressing any button will cause the lamp test to stop, and all
lamps to turn OFF.
7-34
Backup System Operation
The backup system consists of a backup system processor and at least
one Backup Panel. Each Backup Panel has a backup enable switch
(safety protected toggle switch), STATION ACTIVE button, station
active indicator lamp, and two potentiometers: one for PORT GEAR &
THROTTLE Control, and a second for STBD GEAR & THROTTLE
Control. While the backup system is enabled all shift protection strate-
gies (Wheel Drag Down) are disabled.
Backup Enable
Switch Throttle/Gear
Safety Protected Control
Toggle Switch
Station Active Station Active

Lamp Button
FIGURE 7.26
Activate Backup Panel Station

Moving the backup enable switch to the ON position activates the
backup system, providing the gear is qualified. The Backup Panel is
now the active station and the station active indicator lamp will turn
ON. The backup system will disable the primary throttle to the ECM
and change the throttle select input to the ECM to indicate that the sec-
ondary throttle is in control. The backup system will set the throttle to
low idle and the gear selection to neutral. The panel controls must be
returned to the neutral gear and idle engine speed before the system
will respond to the backup throttle and gear controls.
The gear and throttle qualifications are independent. For example, at

the active backup station, if the operator needs to have throttle control
while the gear is in neutral, the controls can be set to forward-idle posi-
tion. The throttle would then be qualified and the gear would not, allow-
ing throttle control while the transmission stays in neutral.
7-35
Gear Lockout using the Backup Panel
• Qualify the Backup Panel or place both in neutral.
• Press and hold the STATION ACTIVE button for 3 seconds. The Station
Active lamp will begin to flash.
• While continuing to hold down the STATION ACTIVE button, move
the port AND the starboard throttle/gear levers to the forward posi-
tion. If only one lever is moved to the forward position then only one
gear will be locked out.
• Move the throttle/gear levers to the neutral position to deactivate gear
lockout. The Station Active lamp will stop flashing and remain on con-
tinually while the Backup Panel is activated.
Warning: When using the gear lockout feature with the Backup Panel,
be sure that both throttle/gear levers are moved into the forward posi-
tion. If only one lever is moved into the forward position, then the oppos-
ing gear will engage.
Backup Panel Station Transfer

Transferring control to another Backup Panel is accomplished using the
same method as defined in the Station Transfer section (see page 7-25).
Throttle and gear control will not be transferred from one control station
to another until both the gear and throttle positions qualify for the transfer.
In order to transfer from one Backup Panel to another Backup Panel,

the backup enable switch must be thrown and then the STATION
ACTIVE button must be pressed on the new Backup Panel to complete
the transfer.
To qualify for a station transfer, the gear position on the active station
must match the gear position on the station attempting to become qual-
ified. If the two gear positions do not match, then the MSCS will set engine
speed to programmed low idle and gear position to neutral. The gear
will not be qualified as active until the gear position is returned to neutral.
If the gear position is qualified, the previous throttle position will be held
until the throttle is qualified and increased to within 5% throttle of the
prior (pre-transfer) throttle position. If the throttle is not qualified within
10 seconds the throttle position will be ramped down to programmed
low idle at a rate of 20% throttle/second.
While the throttle or gears are not qualified the station active lamp will
flash at a rate of 1 Hz (0.5 second ON, 0.5 second OFF). After a suc-
cessful transfer of the control station, the station active lamp will stop
flashing and remain ON to indicate that the control station is active.
7-36
Deactivation of Backup System
• Deactivate the station by transferring to another station.
• Turn the backup enable switch to the OFF position. If the Backup
Panel is the active station, and the backup enable switch is turned
OFF, then the PCP will set the throttle to idle and the gear position to
neutral.
• The backup system is deactivated when the backup enable switch on
all Backup Panels is set to the OFF position.
MPD Operation with MSCS
Information Screens
There are two information screens available: the System Information
screen and the Control System Information screen. Pressing the button
labeled Menu will display the System Information screen or the Control
System Information screen. The System Information screen is the first
screen displayed by default. However, the MPD will retain the selected
information screen last displayed until a power-off/reset.
Menu Menu
Display Display
SYSTEM INFORMATION CONTROL SYSTEM INFORMATION
FIGURE 7.27
INFORMATION SCREENS
7-37
System Information Screen
The System Information screen will display the current user name, software
part number, ROM Bootloader software version, unit serial number, unit
location, engine location, display units, and vessel speed units. Pressing
the button labeled Menu will display the System Information menu screen.
On this screen, the button functionality is redefined as shown on the
right side of the screen, see Figure 7-28. If a diagnostic code is active
and the diagnostic code window is on screen, the button actions return
to their normal definitions. Pressing the up or down arrow button will
cause the top menu item (labeled Change Screen) to scroll through
the items to be changed (Change Screen, Change User, Change Unit
Location, Change Display Units, and Change Vessel Speed Units) and
cause the selected data to be displayed in reverse video . Pressing
the alarm button will cause the specified parameter to scroll through
each available value (i.e. Change Vessel Speed would scroll through
Knots, MPH, and KPH). Pressing the button labeled Exit will return the
display to the System Information screen and save any changed data
to non-volatile memory.
Display Screen Display User
SYSTEM INFORMATION SYSTEM INFORMATION

Exit User Name: Exit
FIGURE 7.28
SYSTEM INFORMATION MENU SCREENS
Change Screen
Pressing the alarm button will cause the Control System Information
screen to be displayed. This option is only available if the MPD has
detected a Powertrain Control Processor (PCP) on the CAN data link.
Change User
Pressing the alarm button will cause the displayed User Name text to
scroll through the available User Names.
7-38
Change Unit Location
Pressing the alarm button will cause the displayed Unit Location text
to scroll through the available location selections. The vessel locations
that are available are: Bridge, Port Wing, Starboard Wing, Tower, Engine
Room, Aft Station, Fly Bridge, and Bow Station.
Change Display Units

Pressing the alarm button will cause the displayed Display Units text
to scroll through the available units selections (English and Metric).
Change Vessel Speed Units

Pressing the alarm button will cause the displayed Vessel Speed Units
text to scroll through the available units selections (Knots, MPH, and KPH).
Control System Information Screen

The Control System Information screen will only be displayed if a
Powertrain Control Processor (PCP) is detected on the data link. This
screen will display the PCP software part number, Troll Mode, Troll Set
Engine Speed, Engine Sync Master, Station Active Location, Station
Active Button Status, and Station Active Lamp Status. Pressing the but-
ton labeled Menu will display the screen shown in Figure 7-29.
On this screen the button functionality is re-defined as shown on the

right side of the screen. However, in the presence of a diagnostic code,
window button actions return to their normal definitions.
Pressing the up or down arrows will cause the top menu item (labeled
Change Screen) to scroll through the items to be modified (Change
Screen, Change Troll Mode, Change Troll Speed, Change Sync Master,
and Change Station Location) and cause the selected data to be dis-
played in reverse video . Pressing the alarm button will cause the speci-
fied parameter to scroll through each available value. Pressing the button
labeled Exit will return the display to the Control System Information
screen and transmit any changed data items to the PCP.
7-39
P
Display Screen Display
Mode
CONTROL SYSTEM INFORMATION CONTROL SYSTEM INFORMATION
Exit Exit
Traditional
T
E
A
S
S
FIGURE 7.29
CONTROL SYSTEM INFORMATION MENU SCREENS
Change Screen
Pressing the alarm button will cause the System Information screen to
be displayed.
Change Troll Mode

Pressing the alarm button will cause the displayed Troll Mode to scroll
through the available troll modes (Traditional or Advanced Troll).
Change Troll Set Speed

Selecting Change Troll Speed will display the following screen. Pressing
+ will increase the set speed by 1 rpm and pressing – will decrease
the set speed by 1 rpm. Pressing Save will cause the MPD to send the
data to the PCP (and exit the screen), and pressing Cancel will cause
the MPD to exit the screen without sending any data to the PCP.
Save
Display
CONTROL SYSTEM INFORMATION
750
Cancel
FIGURE 7.30
CHANGE TROLL SET SPEED MENU
7-40
Change Throttle Sync Master
Engine speed must be 0 rpm. Pressing the alarm button will cause the
displayed Throttle Sync Master to scroll through the available sync mas-
ter selections (Port or Starboard).
Active Station Location

Displays the Active Station Location (Bridge, Port Wing, Starboard
Wing, Tower, Engine Room, Aft Station, Fly Bridge, and Bow Station).
Pressing the Change Unit Location button will change the name of the
Active Station location. If the PCP reports that there is no active sta-
tion, then the Active Station Location field will become blank.
Button Status Indicator

The Station Button Status indicators display the button status as read
by the active control station.
• SA – Station Active Button Status
• SVM – Slow Vessel Mode Button Status
• SYC – Throttle Synchronization Button Status
• N – Idle (Neutral) Lockout Button Status
• TR – Trolling Mode Button Status
Lamp Status Indicator

The Station Lamp Status indicators display the commanded lamp sta-
tus from the active control station.
• SA – Station Active Lamp Status
• SVM – Slow Vessel Mode Lamp Status
• SYC – Throttle Synchronization Lamp Status
• N – Idle (Neutral) Lockout Lamp Status
• TR – Trolling Mode Lamp Status
7-41
DIAGNOSTIC SVM NEUTRAL TROLL SYNC-P
15
Active Diagnostic 10 20 Throttle
Status or Active Synchronization
x100
Station Location 5 25 Status
RPM
0 1839 30
Troll Mode
SVM Status VESSEL SPEED
Status
KNOTS
0 50
COOLANT TEMP FUEL RATE XMSN PRES
Gear Position
124.8 DEG C 134.9 LPH 21.8 PSI
OIL PRES BATTERY XMSN TEMP
21.8 PSI 23.7 VOLTS 124.8 DEG C
PORT WING NEUTRAL SYNC-P

15
10 20
x100
5 25
RPM
0 1839 30
VESSEL SPEED
KNOTS
0 50
COOLANT TEMP FUEL RATE XMSN PRES
124.8 DEG C 134.9 LPH 21.8 PSI
OIL PRES BATTERY XMSN TEMP
21.8 PSI 23.7 VOLTS 124.8 DEG C
FIGURE 7.31
MPD STATUS BAR SCREEN
Vessel Status Bar

The status indicators are shown across the top of the screen in reverse
video and are only available on parameter screens, excepfor the Diag-
nostic icon, which is shown on all screens. The following status items
are displayed: Diagnostic, Active Station Location, Slow Vessel Mode,
Gear Position, Troll Mode, and Sync Mode. The Diagnostic icon overrides
the Active Station Location when there is an active diagnostic condition.
7-42
Parameter Status Display Text
Slow Vessel Mode SVM Active SVM
SVM Inactive No Text Displayed
Gear Position Forward AHEAD
Neutral NEUTRAL
Reverse ASTERN
Gear Lockout Active Gear L/O
Troll Mode Troll Active TROLL
Troll Inactive No Text Displayed
Throttle Sync Mode Synchronized Port SYNC-P
Synchronized Stbd SYNC-S
Port Master Sync Cruise Active CRUISE-P
Stbd Master Sync Cruise Active CRUISE-S
Sync not active No Text Displayed
Active Station* Bridge BRIDGE
Port Wing PORT WING
Starboard Wing STBD WING
Tower TOWER
Engine Room ENG ROOM
Aft Station AFT STATION
Fly Bridge FLY BRIDGE
Bow Station BOW STATION
*If there is an active diagnostic, the word DIAGNOSTIC is be displayed in place of
the active station location.
7-43
Instrument and Monitoring Systems
Instruments
Instrumentation is a valuable component of a well-designed installation.
The functions below are listed in their order of desirability for Helmsman’s
station instrument panel placement.
A = Must-Have instrumentation
B = Highly Desirable instrumentation
C = Useful instrumentation
D = Questionable, without special requirements
A Engine Lubrication Oil Pressure

Loss of lube oil pressure while operating at full power is likely to
result in severe engine damage. Quick action by the pilot in reduc-
ing the load and stopping the engine can save an engine. To pro-
tect the engine, the pilot must be able to see the status of engine oil
pressure continuously.
A Jacket Water Temperature

Increase of jacket water temperature is almost as serious as loss of
lube oil pressure and somewhat more likely. Similar quick action by
the pilot can minimize engine damage resulting from a high temper-
ature condition.
A Engine Speed (rpm)

Rather than a safety-oriented engine function, engine speed is an
operation-related measurement. Observing the relationship between
engine speed, vessel load, and throttle position will allow the pilot to make
informed judgments about engine load and need for maintenance.
B Transmission Oil Pressure

Transmission oil pressure measurement shows the pilot when the
transmission clutches have engaged and provides useful informa-
tion concerning the condition of the pump, filters, or clutches. Excessive
pressure can damage components in the hydraulic circuit. Low oil pres-
sure will allow the clutches to slip, causing damage to the clutch discs.
7-44
B Voltmeter
Voltage of the starter/alternator circuit gives the pilot useful infor-
mation regarding battery condition, alternator condition, state of
charge of the batteries, and condition of the battery cables. A Volt-
meter is highly recommended on electronically controlled engines
because if the system voltage drops below 9 volts the engine
will shut down.
C Transmission Oil Temperature

Many transmission problems, such as clutch slippage, insufficient clutch
pressure, bearing wear, cooler blockage, or loss of cooling water flow
will be manifested as an increase in transmission oil temperature.
C Exhaust Stack Temperature

Changes from normal exhaust stack temperatures will give useful
information concerning air filter restriction, aftercooler restriction,
injector condition, valve problems, and engine load.
D Individual Cylinder Exhaust Temperature

While these instruments will give immediate warning of individual
injector failure, the inevitable wide tolerance on the standard tem-
perature of ±42° C (75° F) often causes undue operator concern. In
general, advantages gained by this instrumentation are overshad-
owed by high cost (thermocouples need annual replacement) and
need for special operator training.
Alarm/Shutdown Contactors
These are preset contactors (switches) that will activate a customer-
supplied alarm, light, or engine shutdown solenoid, when certain lim-
its are exceeded.
Alarm switches available from Caterpillar will operate on AC or DC,

from 6 volts to 240 volts. These switches are of the single-pole double-
throw type.
7-45
With the exception of the overspeed function, propulsion engines should
not be automatically shut down. The pilot should be warned of impend-
ing failure but should retain the authority to decide whether to shut
down the engine or to continue to operate. Overspeed failures will result
in loss of engine power. If the engine is equipped with an overspeed
protection device, the engine will not be harmed as much as if the over-
speed failure had proceeded unimpeded.
A = Must-Have instrumentation
B = Highly Desirable instrumentation
C = Useful instrumentation
D = Questionable, without special requirements
A Low Lube Oil Pressure

There are two conditions that need to be alarmed: low lube oil pressure
at low engine load (idle conditions) and low lube oil pressure at high
engine speed and/or load. An oil pressure that would be perfectly
safe while operating at very low loads and/or speeds would be too
low at full load/speed conditions. A suitable system will include two
pressure-sensitive contactors and a speed (rpm) switch to decide
which pressure switch should have the authority to warn the operator.
A High Coolant Temperature

High coolant temperature contactors should be set to actuate within
2.8° C (5° F) of the highest normal temperature of the engine at the
point of installation.
A Overspeed
Overspeed faults occur when some part of the engine fails, causing
the fuel control mechanism to be locked in a high fuel flow condition.
When the engine load goes to a low level, the engine will continue
to receive a high fuel flow. Without the load, the engine speed increases
to a dangerously high level. Generally, the engine’s air supply and
fuel must be cut off to save the engine. On electronically controlled
engines the fuel will be shut off during an overspeed and turn back
on when the engine goes below the overspeed setting.
Overspeed contactors need to be set 12-15% over rated engine

speed to avoid nuisance engine shutdowns during sudden reduc-
tions in engine load.
7-46
B Water Level Alarm
Warning of coolant loss could allow the operator to save an engine
that would otherwise be lost to overheat failure.
Install level sensors in the highest part of the cooling system – gen-
erally in the auxiliary expansion tank. This will give warning of coolant
loss at the earliest possible time, before the coolant level has fallen
to a dangerous level.
C Low Seawater Pump Differential Pressure

The seawater flow to a heat exchanger-cooled engine is very impor-
tant. It is a good idea to install a differential pressure contactor across
the seawater pump to warn of any discontinuity in seawater flow.
C Intake Manifold Temperature Alarm Switches

Intake manifold temperature alarm switches are available for use on
some engines. High intake manifold temperature will warn of sea-
water pump failure, sea strainer plugging, or any other condition that
reduces or stops aftercooler water flow.
Alarm Panel
Caterpillar recommends the following features in alarm panels:
• Fault light lock-in circuitry keeps the fault light on when intermittent
faults occur.
• Lockout of additional alarm lights prevents subsequent alarm lights
from going on after the activated engine shutoff stops the engine.
This aids in troubleshooting.
• Alarm silence allows the operator to acknowledge the alarm without
having to continually listen to the alarm horn. The alarm light is left on.
• If more than one engine is connected to an alarm panel, a fault in a
second engine should activate the alarm even though the alarm horn
may have been silenced after a fault on another engine.
• Circuit test provides for periodic checking of alarm panel functions.
7-47
Instrumentation Problems
Without highly trained personnel and rigorous discipline, too much
instrumentation can be detrimental.
The weak link in any instrumentation system is the sensor unit (trans-
ducer). Too often, an otherwise fine system is sabotaged because of
frequent false alarms. Plan annual replacement of the sensor units
unless unusually high quality sensors are used.
High water temperature sensors will not warn in overheat conditions

unless their sensing bulbs are submerged in water. High water tem-
perature sensors will not warn of coolant loss. Low coolant alarms are
needed to warn of loss of coolant.
Electronically controlled engines

Electronically controlled engines have the sensors needed to control the
engines. These sensors also can be used for alarms and shutdowns and
to monitor the engine with instrument panels. There are several different
panels available. Consult price list for optional pilot-house panels for use
with these engines. Consult the Electronic Displays Installation Guide
(SENR5002) for installation requirements for these panels.
7-48
Starting Systems
General Information
Startability of a diesel engine is affected primarily by ambient temper-
ature, engine jacket water temperature, and lubricating oil viscosity.
Any parasitic loads (usually associated with the driven equipment) can
greatly influence the startability, as well.
The diesel engine relies on heat of compression to ignite fuel. When

the engine is cold, longer cranking periods or higher cranking speeds
are necessary to develop adequate ignition temperatures. The drag
due to the cold lube oil imposes a great load on the cranking motor.
Oil type and temperature drastically alter viscosity. SAE 30 oil approaches
the consistency of grease below 0° C (32° F).
Starter Types
There are three different types of starting systems normally used for
Caterpillar diesel engines. They differ in the method of storing and
recharging the energy required for restarting the engine.
Electric Starting Systems

Electrical systems use chemical energy stored in batteries, automati-
cally recharged by an engine-driven alternator or by an external source.
Air or Pneumatic Starting Systems

Pneumatic systems use compressed air in pressure tanks, automati-
cally recharged by an electric motor-driven air compressor.
Hydraulic Starting Systems

Hydraulic systems use hydraulic oil stored in steel pressure vessels
under high pressure automatically recharged by a small engine-driven
hydraulic pump with integral pressure relief valve.
Which One to Choose

The technology of all three of these systems is well developed. Any of
the systems are easily controlled and applied either manually or auto-
matically. Several of the factors that influence the choice of systems
have been tabulated below.
7-49
Electric
Battery-powered electric motors utilize low voltage direct current and
provide fast, convenient, pushbutton starting with lightweight, com-
pact, engine-mounted components. A motor contactor relieves control
logic circuits of high cranking currents.
STARTER MOTOR
TO
PO
INP WER
UT
BATTERIES
BATTERY
CHARGER
FIGURE 7.32
MAGNETIC
FLYWHEEL SWITCH
STARTING
MOTOR
BATTERIES
FIGURE 7.33
Electric System Considerations

• Lead/Acid storage batteries.
• Lowest relative cost.
• Batteries require considerable maintenance.
• Good starting reliability
• Hydrogen gas, released from the batteries during charging, is very
explosive; compartments containing lead acid batteries must be prop-
erly vented.
7-50
Batteries
Batteries provide power for engine cranking. Lead-acid types are readily
available, have high output capabilities, and are relatively inexpensive.
Nickel-cadmium batteries are costly, but have long shelf life and require
minimum maintenance. Nickel-cadmium types are designed for long life
and may incorporate thick plates that decrease high discharge capa-
bility. Consult the battery supplier for specific recommendations.
Ambient temperatures drastically affect battery performance and charg-

ing efficiencies. When operating in cold climates, the use of battery
heaters is recommended. The heaters should be set to maintain bat-
tery temperature in the range of 32° to 52° C (90° to 125° F) for maxi-
mum effectiveness. The significance of colder battery temperatures is
described below.
All battery connections must be kept tight and coated with grease to
prevent corrosion.
Temperature vs Battery Output

Percent of 27° C (80° F)
Ampere Hours
°F °C Output Rating
80 27 100
32 0 65
0 –18 40
Battery Location and Hydrogen Venting

Install batteries only in well-ventilated compartments. Visual inspection
for terminal corrosion and damage should be easy. Batteries emit hydro-
gen gas during the recharging cycle. Hydrogen gas is highly explo-
sive and very dangerous in even small concentrations. Hydrogen gas
is lighter than air and will escape harmlessly to atmosphere, if not trapped
by rising into a chamber from which there is no upward path to atmos-
phere. Devices which can discharge electrical sparks or cause open
flames must not be allowed in the same compartment or in the vent
path for the escaping hydrogen gas.
Battery Disconnect Switches (Battery Isolating Devices)

Solid-state electrical devices will suffer when installed in vessels whose
electrical system includes battery disconnect switches which can inter-
rupt load-bearing circuits. At the instant of a circuit disconnect, transient
currents and voltages will often cause failure in any component whose
transistors are not otherwise protected.
Use Battery Disconnect Switches (Battery Isolating Devices) that do

not cause voltage transients (spikes).
7-51
Battery Chargers
Various chargers are available to replenish a battery. Trickle chargers
are designed for continuous service on unloaded batteries and automat-
ically shut down to milliampere current when batteries are fully charged.
Overcharging shortens battery life and is recognized by excessive
water losses.
Conventional lead-acid batteries require less than 59.2 mL (2 oz) of

make-up water during 30 hours of operation.
Float-equalize chargers are more expensive than trickle chargers and

are used in applications demanding maximum battery life. These charg-
ers include line and load regulation, and current limiting devices that
permit continuous loads at rated output.
Chargers must be capable of limiting peak currents during cranking cycles

or have a relay to disconnect during cranking cycles. Where engine-
driven alternators and battery chargers are both used, the disconnect
relay is usually controlled to disconnect the battery charger during
engine cranking and running.
Engine-driven generators or alternators can be used but have the dis-

advantage of charging batteries only while the engine runs. Where gen-
erator sets are subject to long idle periods or many short stop-start cycles,
insufficient battery capacity could threaten dependability.
Continuous Cranking Time Limit with Electric Starter Motors

To avoid overheating of the starter motors, an engine should not be
cranked continuously for more than 30 seconds.
Starter Motor Cooling Period Between Cranking Periods

Allow the starter motor to cool for two minutes before resuming cranking.
Battery Cable Sizing (Maximum Allowable Resistance)

The start circuit between battery and starting motor, and the control
circuit between the battery, battery-switch, and motor solenoid must
be within maximum resistance limits shown below.
Magnetic Switch and Solenoid Starting
Series-Parallel Circuit Switch Circuit Motor Circuit
12 Volt System 0.048 Ohm 0.0067 Ohm 0.0012 Ohm
7-52
Not all this resistance is allowed for cables. Connections and contactors,
except the motor solenoid contactor, are included in the total allowable
resistance. Additional fixed resistance allowances are:
Contactors
Relays, Solenoid, Switches
0.0002 Ohm each
Connections
(series connector)
0.00001 Ohm each
The fixed resistance of connections and contactors is determined by

the cable routing. Fixed resistance (Rf) subtracted from total resistance
(Rt) equals allowable cable resistance (Rc): Rt – Rf = Rc.
Example:
6"
56 in.
6"
76 in.
THIS CIRCUIT USES FOUR

12-VOLT BATTERIES IN A
24-VOLT SYSTEM.
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-volt
STARTING MOTOR TYPE . . . . . . . . . . . . . . . . . . . . . HEAVY DUTY
MAXIMUM ALLOWABLE RESISTANCE . . . . . . . . . . 0.00200
MINUS FIXED RESISTANCE—
6 CONNECTIONS @ 0.00001 . . . . . . . . . . . . . . . . 0.00006 OHM
RESISTANCE REMAINING FOR CABLE . . . . . . . . . 0.00194
BATTERY CABLE LENGTH . . . . . . . . . . . . . . . . . . . 144 in.
FIGURE 7.34
With cable length and fixed resistance determined, select cable size
using the following chart. Only full-stranded copper wire should be
used. Arc welding cable is much more flexible and easier to install than
full stranded copper wire cable, but welding cable is not so durable
and will be damaged from corrosion in a much shorter time.
7-53
0.00300 #4 #2 #1 #0 #00 #000
0.00280
EL
0.00260
LL
RA
0.00240
PA
L
LE
0.00220
IN
AL
#0
R
0.00200
2-
PA
L
OR
LE
IN
0.00180 L
0
RA
#0
RESISTANCE
0.00160 PA
2-
IN
IN
OHMS 0.00140 00 EL
AT #0 LL
2- RA
80 F (27 C) 0.00120
PA
IN
0.00100 00
-#00
2
0.00080
0.00060
0.00040
0.00020
0.00000
0 100 200 300 400 500 600
INCHES
0 2.54 5.08 7.62 10.16 12.70 15.24
METERS
FIGURE 7.35
To meet cable length and resistance requirements, cable size must be

No. 1. To determine fixed resistance in a parallel circuit, only series con-
nections in one leg of the parallel circuit are counted.
Connections/Proper Practices
Electrical connections are often a source of problems for shipboard
electrical systems. Salt air and water are highly corrosive. Electrical
connections are almost always made of dissimilar metals. Corrosion is
more destructive between dissimilar metals.
The following lists good practices for marine electrical systems.
When making electrical connections between wires, connect wires

mechanically so tugging or pulling can be withstood without any other
treatment of the joint. Then coat the joint and the nearest portions of
each wire with electrical solder. Do not expect solder to increase joint
strength. The solder is for corrosion protection. Do not use crimp-type
connectors for marine service – the plastic sleeve tends to hide the
corrosion from view rather than protecting the joint.
7-54
Pneumatic (Air Starting)
FIGURE 7.36
Air starting, either manual or automatic, is highly reliable. Torque avail-

able from air motors accelerates the engine to twice the cranking speed
in about half the time required by electric starters.
Air is usually compressed to 758 to 1723 kPa (110 to 250 psi) and is
stored in storage tanks. Stored air is regulated to 759 kPa (110 psi) and
piped to the air motor. A check valve between the compressor and the
air receiver is good practice, to protect against a failure of plant air that
might deplete the air receivers’ supply. The air compressors are driven
by external power sources.
Air starter air supply piping should be short and direct and at least
equal in size to the motor intake opening. Black iron pipe is preferred.
The piping requires flexible connections at the starter. Deposits of oil
and water will accumulate in the air receiver and at low spots in the
piping. The accumulation of oil and water must be removed daily to
prevent damage to the starting motors. Manual or automatic traps
should be installed at the lowest parts of the piping and all piping
should slope toward these traps.
Air tanks are required to meet specific characteristics, such as the

specifications of the American Society of Mechanical Engineers (ASME).
Compressed air storage tanks must be equipped with a maximum pres-
sure valve and a pressure gauge. Check the maximum pressure valve
and pressure gauge often to confirm proper operation.
7-55
Air Storage Tank Sizing
Many applications require sizing air storage tanks to provide a speci-
fied number of starts without recharging. This is accomplished using
the following formula:
Vs ⳯ T ⳯ Pa
Vt = ____________
Pt – Pmin
Where:
Vt = Air storage tank capacity (cubic feet or cubic meters)
Vs = Air consumption of the starter motor (m3/sec or ft3/sec) – See
Air Starting Requirements Chart (page 7-57).
T = Total cranking time required (seconds): If six consecutive starts
are required, use seven seconds for first start (while engine is
cold), and two seconds each for remaining five starts, or a total
cranking time of seventeen seconds.
Pa = Atmospheric pressure (psi or kPa): Normally, atmospheric pres-
sure is 14.7 psi or 101 kPa.
Pt = Air storage tank pressure (psi or kPa): This is the storage tank
pressure at the start of cranking.
Pmin = Minimum air storage tank pressure required to sustain cranking
at 100 rpm (psi or kPa) – See Air Starting Requirements Chart
(page 7-57).
Cranking Time Required

The cranking time depends on the engine model, engine condition,
ambient air temperature, oil viscosity, fuel type, and design cranking
speed. Five to seven seconds is typical for an engine at 26.7° C (80° F).
Restarting hot engines usually take less than two seconds.
Air Consumption of the Starter Motor

The starter motor air consumption depends on these same variables
and also on pressure regulator setting. Normal pressure regulator set-
ting is 690 kPa (100 psi). Higher pressure can be used to improve start-
ing under adverse conditions up to a maximum of 1034 kPa (150 psi)
to the starting motor. The values shown on the Air Starting Requirements
chart (page 7-57) assume a bare engine (no parasitic load) at 10° C
(50° F).
7-56
Air Starting Requirements
Air Consumption of the Air Start Motor
Versus m3/sec (ft3/sec) of Free Air
Air Storage Tank Pressure Minimum
-Pt- Tank Pressure
793 kPaa 965 kPaa 1137 kPaa -Pmin-
(115 psia) (140 psia) (165 psia)
Engine 690 kPag 862 kPag 1034 kPag kPaa
Model (100 psig) (125 psig) (150 psig) (psia)
3176/96,
0.17 (6.2) 0.21 (7.3) 0.23 (8.3) 379 (55)
C9, C12
3406, C18 0.17 (6.2) 0.21 (7.3) 0.23 (8.3) 379 (55)
3408 0.18 (6.4) 0.21 (7.3) 0.24 (8.6) 372 (54)
3412,
0.25 (9.0) 0.29 (10.3) 0.33 (11.8) 310 (45)
C30, C32
3508C 0.26 (9.3) 0.30 (10.8) 0.36 (12.6) 310 (45)
3512C 0.28 (9.8) 0.32 (11.4) 0.38 (13.3) 345 (50)
3516C 0.30 (10.5) 0.34 (12.1) 0.40 (14.1) 448 (65)
Note: For engines equipped with pneumatic prelube: add 0.03 m3/sec (1 ft3/sec) air
consumption.
Operation
The supply of compressed air to the starting motor must be shut off as
soon as the engine starts, to prevent wasting starting air pressure and
prevent damage to starter motor by over-speeding.
Hydraulic
Hydraulic starting provides high cranking speeds and fast starts. It is
relatively compact. Recharging time, using the small engine-driven
recharging pump, is fast. Hydraulic systems can be recharged using
a hand pump provided for this purpose, but hand recharging is very
laborious. The high pressure of the system requires special pipes and
fittings and extremely tight connections. Oil lost through leakage can
easily be replaced, but because of high pressures in the accumula-
tors (usually 20,700 kPa [3000 psi] when fully charged) recharging the
accumulator/s requires special equipment.
Hydraulic System Considerations

• Repair to the system usually requires special tools.
• Hydraulic starting is most often used where the use of electrical con-
nections could pose a safety hazard.
• Hydraulic starting systems are not available from Caterpillar. Contact
your local Caterpillar dealer for the nearest available supplier.
• The Hydraulic Accumulators, if used, contain large amounts of stored
mechanical energy. They must be very carefully protected from per-
foration or breakage.
7-57
Starting Aids
The diesel engine depends on the heat of compression of the air in a
cylinder to ignite the fuel. Below some specified temperature, the crank-
ing system will not crank the engine fast enough or long enough to
ignite the fuel. One or more commonly used starting aids, such as jacket
water heaters and/or ether may be required.
Jacket Water Heaters

Jacket water heaters are electrical heaters that maintain the jacket
water at a temperature high enough to allow easy starting of the engine.
More heaters of higher ratings may be required in areas of extremely
cold temperature.
Ether
Ether is a volatile and highly combustible agent. Small quantities of
ether fumes added to the engine’s intake air during cranking reduce the
compression temperature required for engine starting. When using
ether, caution is required to prevent spread of fumes to atmosphere. A
proper ether system will meter the rate of ether consumption. Not more
than 1 cm3 (0.033 oz) of ether should be released per 100 rated hp for
each 10 seconds of cranking. Very low ambient temperatures may
require increasing the ether consumption rate. Under no circumstances
should ether be released into an engine while running.
NOTE: The 3126 Marine Engine is equipped with an air inlet heater.
Under no circumstances should ether be used on this engine.
Manifold Heaters
Heat added to the intake manifold of an engine during cranking will
significantly improve startability and reduce any white start-up smoke.
Manifold heaters are used on small engines available from Caterpillar.
Caterpillar does not offer manifold heaters on larger marine engines.
7-58
Starting Smoke
High performance engines are prone to have some white start-up smoke.
The white smoke is composed of unburned fuel.* Caterpillar Engines
have been designed to minimize this problem. Electronically controlled
engines have a cold mode strategy built into the software to reduce
start-up smoke.
Operators can do several things to improve the situation:

• Use jacket water heaters to raise the engine water temperature to
32 to 49° C (90 to 120° F) prior to starting.
• Keep warm-up idle speeds (rpm) low.
• Warm the air to the air cleaners and intake manifold.
*Diesel engines that are designed to have high output power, yet still be relatively
lightweight, generally have low compression ratios; i.e., in the range of 12.5 to 16:1.
This design factor makes them prone to misfire and run rough until the engine
reaches normal operating jacket water temperatures of 80 to 93° C (175 to 200° F).
7-59
Serviceability Considerations
Lubrication and Maintenance Charts
These recommendations vary depending on the model and rating selected.
Go to the Operations & Maintenance Manual or the Marine Data Wizard
to find Maintenance Interval Schedules and Fluid Recommendations
based on the model and rating you have selected.
Overhead Clearance for Disassembly of Engine
General Information
Well-designed engine compartments will include features that con-
tribute to the serviceability of the machinery. For example:
• Overhead lifting equipment for engine subassemblies that may be
heavier than one man can safely lift by hand, particularly in the often
close quarters of the machinery space.
• Hatches located directly above engines for simplified removal and
reinstallation during overhaul.
• Outlets for electricity and/or compressed air to drive high production
mechanic’s tools.
Access to those points on the engine that require periodic preventive

maintenance such as:
• lube oil filters and drain plug – engine and transmission
• fuel and air filters
• seawater and jacket water pump
• turbochargers
• zinc plugs
• heat exchanger – for core cleaning
7-60
Overhead Clearance for Connecting Rods
and Piston Removal
The following tables give the height above the crankshaft centerline
requirements to allow removal of a connecting rod and piston from the
engines. This information is offered to assist designers who wish to pro-
vide adequate overhead clearance for piston/connecting rod removal.
In-Line Engines
Engine Height Above Crankshaft Center
3126, 3126B, C7 626 mm (24.6 in.)
3196, C9 635 mm (25 in.)
3406C, 3406E, C12 786 mm (30.9 in.)
Vee Engines
Engine Height Above Crankshaft Center
3408C, 3412C&E, C30, C32 693 mm (27.28 in.)
3508C, 3512C, 3516C 969 mm (38.15 in.)
7-61
Caterpillar Inc.
Marine Engine Flash Codes
Desired for All 6 Cylinders
Flash Code Name
13 Fuel Temperature Sensor Fault
14 Injector Actuation Valve Fault
15 Fuel Level Sensor Fault
16 Low Fuel Level Warning
17 Battery Voltage Below Normal
21 Sensor Supply Voltage Fault
23 Engine Oil Temperature Sensor Fault
24 Engine Oil Pressure Sensor Fault
25 Turbo Outlet Pressure Fault
26 Atmospheric Pressure Sensor Fault
27 Engine Coolant Temperature Sensor Fault
28 Throttle Sensor Calibration
32 Throttle Position Sensor Fault
34 Engine Speed Sensor Fault
35 Engine Overspeed Warning
36 Unexpected Engine Shutdown
37 Fuel Delivery Pressure Sensor Fault
38 Inlet Air Manifold Temperature Sensor Fault
42 Check Sensor Calibration
Check Timing Sensor Calibration
Boost Pressure Sensor Calibration
43 Injector Actuation Pressure Sensor Fault
44 High Injector Actuation Pressure
45 Shut Off Solenoid
46 Low Oil Pressure Warning
Very Low Oil Pressure Warning
48 Excessive Engine Power
51 Intermittent Battery
52 Programmed Parameter Fault
53 ECM Fault
56 Check Customer/System Parameters
58 Low Coolant Level Warning
Very Low Coolant Level Warning
59 Incorrect Engine Software
61 High Coolant Temperature Warning
Very High Coolant Temperature Warning
62 Engine Coolant Level Sensor Fault
63 Fuel Pressure Warning
64 High Inlet Air Temperature Warning
Very High Inlet Air Temperature Warning
65 High Fuel Temp Warning
66 High Transmission Oil Temperature
67 Transmission Oil Temperature Sensor Fault
68 Transmission Oil Pressure Sensor Fault
69 High Transmission Oil Pressure Warning
7-62
Flash Code Name
71 Injector Cylinder #1
Desired for All 12 Cylinders

Flash Code Name
13 Fuel Temperature Sensor Fault
14 Injector Actuation Valve Fault
15 Fuel Level Sensor Fault
16 Low Fuel Level Warning
17 Battery Voltage Below Normal
21 Sensor Supply Voltage Fault
23 Engine Oil Temperature Sensor Fault
24 Engine Oil Pressure Sensor Fault
25 Turbo Outlet Pressure Fault
26 Atmospheric Pressure Sensor Fault
27 Engine Coolant Temperature Sensor Fault
28 Throttle Sensor Calibration
32 Throttle Position Sensor Fault
34 Engine Speed Sensor Fault
35 Engine Overspeed Warning
36 Unexpected Engine Shutdown
37 Fuel Delivery Pressure Sensor Fault
38 Inlet Air Manifold Temperature Sensor Fault
42 Check Sensor Calibration
Check Timing Sensor Calibration
Boost Pressure Sensor Calibration
43 Injector Actuation Pressure Sensor Fault
44 High Injector Actuation Pressure
45 Shut Off Solenoid
46 Low Oil Pressure Warning
Very Low Oil Pressure Warning
48 Excessive Engine Power
51 Intermittent Battery
52 Programmed Parameter Fault
53 ECM Fault
56 Check Customer/System Parameters
58 Low Coolant Level Warning
Very Low Coolant Level Warning
59 Incorrect Engine Software
61 High Coolant Temperature Warning
Very High Coolant Temperature Warning
62 Engine Coolant Level Sensor Fault
63 Fuel Pressure Warning
64 High Inlet Air Temperature Warning
Very High Inlet Air Temperature Warning
65 High Fuel Temp Warning
7-63
Flash Code Name
66 High Transmission Oil Temperature
67 Transmission Oil Temperature Sensor Fault
68 Transmission Oil Pressure Sensor Fault
69 High Transmission Oil Pressure Warning
C-9, 3126B Diagnostic Codes

CID-FMI Description
01-11 Injector Cylinder 1 Mechanical Failure
41-03 Digital Sensor Power Above Normal
41-04 Digital Sensor Power Below Normal
42-05 Injection Actuation Pressure Control Valve Open Circuit
42-06 Injection Actuation Pressure Control Valve Short Circuit
42-11 Injection Actuation Pressure Control Valve Open/Short
91-08 Throttle Position Signal Abnormal
91-13 Throttle Position Sensor Calibration Required
100-03 Oil Pressure Sensor Open/Short To +Battery
100-04 Oil Pressure Sensor Short To –Battery
102-03 Boost Sensor Open/Short To +Battery
102-04 Boost Sensor Short To –Battery
105-03 Inlet Manifold Temperature Open/Short To +Battery
105-04 Inlet Manifold Temperature Short To –Battery
110-03 Coolant Temperature Sensor Open/Short To +Battery
110-04 Coolant Temperature Sensor Short To –Battery
127-03 Transmission Oil Pressure Sensor
Open/Short To +Battery
127-04 Transmission Oil Pressure Sensor Short To –Battery
164-03 Injection Actuation Pressure Sensor
7-64
CID-FMI Description
164-04 Injection Actuation Pressure Sensor Short To –Battery
164-11 Injection Actuation Pressure Sensor Mechanical Failure
168-00 Battery Voltage Above Normal
168-01 Battery Voltage Below Normal
168-02 Battery Voltage Intermittent
177-03 Transmission Oil Temperature Sensor
177-04 Transmission Oil Temperature Sensor
Short to –Battery
190-02 Loss Of Primary Engine Speed/
Timing Signal
190-07 Primary Engine Speed/Timing Sensor Misinstalled
190-08 Primary Engine Speed/Timing Signal Abnormal
253-02 Personality Module Mismatch
254-12 ECM Fault
261-13 Timing Sensor Calibration Required
262-03 Analog Sensor Supply Above Normal
262-04 Analog Sensor Supply Below Normal
268-02 Check Programmable Parameters
320-11 Primary Speed/Timing Mechanical Failure
342-02 Loss Of Secondary Engine Speed/Timing Signal
342-07 Secondary Engine Speed/Timing Sensor Misinstalled
342-08 Secondary Engine Speed/Timing Signal Abnormal
342-11 Secondary Engine Speed/Timing Mechanical Failure
1249-08 Secondary Throttle Position Signal Abnormal
1249-13 Secondary Throttle Position Sensor Calibration Required
C-12, 3196, 3406E Diagnostic Codes

CID-FMI Description
100-01 Low Oil Pressure Warning
100-11 Very Low Oil Pressure Warning
105-00 High Inlet Air Manifold Temperature Warning
105-11 Very High Inlet Air Manifold Temperature Warning
110-00 High Coolant Temperature Warning
110-11 Very High Coolant Temperature Warning
110-01 Low Coolant Level Warning
111-11 Very Low Coolant Level Warning
127-00 High Transmission Oil Pressure Warning
168-01 Battery To ECM Below Normal
168-02 Intermittent Battery
174-00 High Fuel Temperature Warning
177-00 High Transmission Oil Temperature Warning
190-00 Engine Overspeed Warning
7-65
3412E Diagnostic Codes
CID-FMI Description
01-05 Injector Cylinder 1 Open Circuit
01-06 Injector Cylinder 1 Short
42-05 Injection Actuation Pressure Control Valve Open Circuit
42-06 Injection Actuation Pressure Control Valve Short To
–Battery
91-08 Throttle Position Signal Abnormal
91-13 Throttle Position Calibration Required
94-03 Fuel Pressure Open/Short to +Battery
94-04 Fuel Pressure Short to –Battery
100-03 Engine Oil Pressure Open/Short To +Battery
100-04 Engine Oil Pressure Short To –Battery
100-13 Engine Oil Pressure Calibration Required
100-03 Engine Coolant Temperature Open/Short To +Battery
110-04 Engine Coolant Temperature Short To –Battery
127-03 Transmission Oil Pressure Open/Short To +Battery
127-04 Transmission Oil Pressure Short To –Battery
164-03 Injection Actuation Pressure Open/Short To +Battery
168-00 System Voltage High
168-01 System Voltage Low
168-02 System Voltage Intermittent
174-03 Fuel Temperature Open/Short To +Battery
174-04 Fuel Temperature Short To –Battery
175-03 Engine Oil Temperature Open/Short To +Battery
175-04 Engine Oil Temperature Short To –Battery
177-03 Transmission Oil Temperature Open/Short To +Battery
177-04 Transmission Oil Temperature Short To –Battery
190-02 Loss Of Primary Engine Speed Signal
190-03 Engine Speed Open/Short To +Battery
7-66
CID-FMI Description
190-07 Primary Speed Sensor Misinstalled
190-08 Primary Speed Signal Abnormal
253-02 Personality Module Mismatch
254-12 ECM Fault
261-13 Engine Timing Calibration Required
262-03 5 Volt Sensor Supply Short To +Battery
262-04 5 Volt Sensor Supply Short To –Battery
263-03 Digital Sensor Supply Short To +Battery
263-04 Digital Sensor Supply Short To –Battery
268-02 Check Programmable Parameters
273-03 Turbo Outlet Pressure Open/Short To +Battery
273-04 Turbo Outlet Pressure Short To –Battery
273-13 Turbo Outlet Pressure Calibration Required
274-03 Atmospheric Pressure Open/Short To +Battery
274-04 Atmospheric Pressure Short To –Battery
342-02 Loss Of Secondary Engine Speed Signal
342-03 Secondary Engine Speed Open/Short To +Battery
342-07 Secondary Speed Sensor Misinstalled
342-08 Secondary Engine Speed Signal Abnormal
E015 High Engine Coolant Temperature Derate
E017 High Engine Coolant Temperature Warning
E030 High Transmission Oil Temperature Warning
E039 Low Engine Oil Pressure Derate
E057 Low Engine Coolant Level Derate
E059 Low Engine Coolant Level Warning
E100 Low Engine Oil Pressure Warning
E113 High Transmission Oil Pressure
E164 High Injection Actuation Pressure
E190 Engine Overspeed Warning
7-67
Continued on next page
7-68
Continued from previous page
7-69
7-70
CONVERSION
FACTORS
Conversion Factors
Handy Multipliers for Engineers

English measures — unless otherwise designated, are those used in the
United States, and the units of weight and mass are avoirdupois units.
Gallon — designates the U.S. gallon. To convert into the Imperial gallon,
multiply the U.S. gallon by 0.83267.
Exponents — the figures 10-1, 10-2, 10-3, etc. denote 0.1, 0.01, 0.001,
etc. respectively.
The figures 101, 102, 103, etc. denote 10, 100, 1000, etc. respectively.
Properties of water — it freezes at 32° F, and is at its maximum density
at 39.2° F. In the multipliers using the properties of water, calculations
are based on water at 39.2° F in a vacuum, weighing 62.427 pounds
per cubic foot, or 8.345 pounds per U.S. gallon.
Parts Per Million — designated as P.P.M., is always by weight and is
simply a more convenient method of expressing concentration, either
dissolved or undissolved material. Usually P.P.M. is used where per-
centage would be so small as to necessitate several ciphers after the
decimal point, as one part per million is equal to 0.0001 percent.
As used in the sanitary field, P.P.M. represents the number of pounds
of dry solids contained in one million pounds of water, including solids.
In this field, one part per million may be expressed as 8.345 pounds of
dry solids to one million U.S. gallons of water. In the Metric system, one
part per million may be expressed as one gram of dry solids to one
million grams of water, or one milligram per liter.
In arriving at parts per million by means of pounds per million gallons
or milligrams per liter, it may be mentioned that the density of the solu-
tion or suspension has been neglected and if this is appreciably dif-
ferent from unity, the results are slightly in error.
Multiply By To Obtain
Acres 43,560 Square feet

Acres 4047 Square meters
Acres 1.562 ⳯ 10-3 Square miles
Acres 4840 Square yards
Acre – feet 43,560 Cubic feet
Acre – feet 325,851 Gallons
Acre – feet 1233.48 Cubic meters
Atmospheres 76.0 Cms of mercury
Atmospheres 29.92 Inches of mercury
Atmospheres 33.90 Feet of water
Atmospheres 10,332 Kgs/sq meter
8-1
Atmospheres 14.70 Lbs/sq inch

Atmospheres 1.058 Tons/sq ft
Barrels – oil 42 Gallons – oil
Barrels – cement 376 Pounds – cement
Bags or sacks – cement 94 Pounds – cement
Board feet 144 sq in ⳯ 1 in Cubic inches
British Thermal Units 0.2520 Kilogram – calories
British Thermal Units 777.6 Foot – lbs
British Thermal Units 3.927 ⳯ 10-4 Horsepower – hrs
British Thermal Units 107.5 Kilogram – meters
British Thermal Units 2.928 ⳯ 10-4 Kilowatt – hrs
BTU/min 12.96 Foot – lbs/sec
BTU/min 0.02356 Horsepower
BTU/min 0.01757 Kilowatts
BTU/min 17.57 Watts
Centares (Centiares) 1 Square meters
Centigrams 0.01 Grams
Centiliters 0.01 Liters
Centimeters 0.3937 Inches
Centimeters 0.01 Meters
Centimeters 10 Millimeters
Centimeters of mercury 0.01316 Atmospheres
Centimeters of mercury 0.4461 Feet of water
Centimeters of mercury 136.0 Kgs/sq meter
Centimeters of mercury 27.85 Lbs/sq ft
Centimeters of mercury 0.1934 Lbs/sq inch
Centimeters/sec 1.969 Feet/min
Centimeters/sec 0.03281 Feet/sec
Centimeters/sec 0.036 Kilometers/hr
Centimeters/sec 0.6 Meters/min
Centimeters/sec 0.02237 Miles/hr
Centimeters/sec 3.728 ⳯10-4 Miles/min
Cms/sec/sec 0.03281 Feet/sec/sec
Cubic centimeters 3.531 ⳯10-5 Cubic feet
Cubic centimeters 6.102 ⳯10-2 Cubic inches
Cubic centimeters 10-6 Cubic meters
Cubic centimeters 1.308 ⳯ 10-6 Cubic yards
Cubic centimeters 2.642 ⳯ 10-4 Gallons
Cubic centimeters 9.999 ⳯ 10-4 Liters
Cubic centimeters 2.113 ⳯ 10-3 Pints (liq)
Cubic centimeters 1.057 ⳯ 10-3 Quarts (liq)
Cubic feet 2.832 ⳯ 104 Cubic cms
Cubic feet 1728 Cubic inches
8-2
Cubic feet 0.02832 Cubic meters

Cubic feet 0.03704 Cubic yards
Cubic feet 7.48052 Gallons
Cubic feet 28.32 Liters
Cubic feet 59.84 Pints (liq)
Cubic feet 29.92 Quarts (liq)
Cubic feet/min 472.0 Cubic cms/sec
Cubic feet/min 0.1247 Gallons/sec
Cubic feet/min 0.4719 Liters/sec
Cubic feet/min 62.43 Pounds of water/min
Cubic feet/sec 0.646317 Millions gals/day
Cubic feet/sec 448.831 Gallons/min
Cubic inches 16.39 Cubic centimeters
Cubic inches 5.787 ⳯ 10-4 Cubic feet
Cubic inches 1.639 ⳯ 10-5 Cubic meters
Cubic inches 2.143 ⳯ 10-5 Cubic yards
Cubic inches 4.329 ⳯ 10-3 Gallons
Cubic inches 1.639 ⳯ 10-2 Liters
Cubic inches 0.03463 Pints (liq)
Cubic inches 0.01732 Quarts (liq)
Cubic meters 106 Cubic centimeters
Cubic meters 35.31 Cubic feet
Cubic meters 61023 Cubic inches
Cubic meters 1.308 Cubic yards
Cubic meters 264.2 Gallons
Cubic meters 999.97 Liters
Cubic meters 2113 Pints (liq)
Cubic meters 1057 Quarts (liq)
Cubic yards 764,554.86 Cubic centimeters
Cubic yards 27 Cubic feet
Cubic yards 46,656 Cubic inches
Cubic yards 0.7646 Cubic meters
Cubic yards 202.0 Gallons
Cubic yards 764.5 Liters
Cubic yards 1616 Pints (liq)
Cubic yards 807.9 Quarts (liq)
Cubic yards/min 0.45 Cubic feet/sec
Cubic yards/min 3.366 Gallons/sec
Cubic yards/min 12.74 Liters/sec
Decigrams 0.1 Grams
Deciliters 0.1 Liters
Decimeters 0.1 Meters
Degrees (angle) 60 Minutes
8-3
Degrees (angle) 0.01745 Radians

Degrees (angle) 3600 Seconds
Degrees/sec 0.01745 Radians/sec
Degrees/sec 0.1667 Revolutions/min
Degrees/sec 0.002778 Revolutions/sec
Dekagrams 10 Grams
Dekaliters 10 Liters
Dekameters 10 Meters
Drams 27.34375 Grains
Drams 0.0625 Ounces
Drams 1.771845 Grams
Fathoms 6 Feet
Feet 30.48 Centimeters
Feet 12 Inches
Feet 0.3048 Meters
Feet 1/3 Yards
Feet of water 0.0295 Atmospheres
Feet of water 0.8826 Inches of mercury
Feet of water 304.8 Kgs/sq meter
Feet of water 62.43 Lbs/sq ft
Feet of water 0.4335 Lbs/sq inch
Feet/min 0.5080 Centimeters/sec
Feet/min 0.01667 Feet/sec
Feet/min 0.01829 Kilometers/hr
Feet/min 0.3048 Meters/min
Feet/min 0.01136 Miles/hr
Feet/sec 30.48 Centimeters/sec
Feet/sec 1.097 Kilometers/hr
Feet/sec 0.5924 Knots
Feet/sec 18.29 Meters/min
Feet/sec 0.6818 Miles/hr
Feet/sec 0.01136 Miles/min
Feet/sec/sec 30.48 Cms/sec/sec
Feet/sec/sec 0.3048 Meters/sec/sec
Foot – pounds 1.286 ⳯ 10-3 British Thermal Units
Foot – pounds 5.050 ⳯ 10-7 Horsepower – hrs
Foot – pounds 3.240 ⳯ 10-4 Kilogram – calories
Foot – pounds 0.1383 Kilogram – meters
Foot – pounds 3.766 ⳯ 10-7 Kilowatt – hours
Foot – pounds/min 2.140 ⳯ 10-5 BTU/sec
Foot – pounds/min 0.01667 Foot – pounds/sec
Foot – pounds/min 3.030 ⳯ 10-5 Horsepower
Foot – pounds/min 5.393 ⳯ 10-3 Gm – calories/sec
8-4
Foot – pounds/min 2.260 ⳯ 10-5 Kilowatts

Foot – pounds/sec 7.704 ⳯ 10-2 BTU/min
Foot – pounds/sec 1.818 ⳯ 10-3 Horsepower
Foot – pounds/sec 1.941 ⳯ 10-2 Kg – calories/min
Foot – pounds/sec 1.356 ⳯ 10-3 Kilowatts
Gallons 3785 Cubic centimeters
Gallons 0.1337 Cubic feet
Gallons 231 Cubic inches
Gallons 3.785 ⳯ 10-3 Cubic meters
Gallons 4.951 ⳯ 10-3 Cubic yards
Gallons 3.785 Liters
Gallons 8 Pints (liq)
Gallons 4 Quarts (liq)
Gallons – Imperial 1.20095 US gallons
Gallons – US 0.83267 Imperial gallons
Gallons water 8.345 Pounds of water
Gallons/min 2.228 ⳯ 10-3 Cubic feet/sec
Gallons/min 0.06308 Liters/sec
Gallons/min 8.0208 Cu ft/hr
Grains (troy) 0.06480 Grams
Grains (troy) 0.04167 Pennyweights (troy)
Grains (troy) 2.0833 ⳯ 10-3 Ounces (troy)
Grains/US gal 17.118 Parts/million
Grains/US gal 142.86 Lbs/million gal
Grains/Imp gal 14.254 Parts/million
Grams 980.7 Dynes
Grams 15.43 Grains
Grams 0.001 Kilograms
Grams 1000 Milligrams
Grams 0.03527 Ounces
Grams 0.03215 Ounces (troy)
Grams 2.205 ⳯ 10-3 Pounds
Grams/cm 5.600 ⳯ 10-3 Pounds/inch
Grams/cu cm 62.43 Pounds/cubic foot
Grams/cu cm 0.03613 Pounds/cubic inch
Grams/liter 58.416 Grains/gal
Grams/liter 8.345 Pounds/1000 gals
Grams/liter 0.06242 Pounds/cubic foot
Grams/liter 1000 Parts/million
Hectares 2.471 Acres
Hectares 1.076 ⳯ 105 Square feet
Hectograms 100 Grams
Hectoliters 100 Liters
8-5
Hectometers 100 Meters

Hectowatts 100 Watts
Horsepower 42.44 BTU/min
Horsepower 33,000 Foot – lbs/min
Horsepower 550 Foot – lbs/sec
Horsepower 1.014 Horsepower (metric)
Horsepower 10.547 Kg – calories/min
Horsepower 0.7457 Kilowatts
Horsepower 745.7 Watts
Horsepower (boiler) 33,493 BTU/hr
Horsepower (boiler) 9.809 Kilowatts
Horsepower – hours 2546 BTU
Horsepower – hours 1.98 ⳯ 106 Foot – lbs
Horsepower – hours 641.6 Kilogram – calories
Horsepower – hours 2.737 ⳯ 105 Kilogram – meters
Horsepower – hours 0.7457 Kilowatt – hours
Inches 2.540 Centimeters
Inches of mercury 0.03342 Atmospheres
Inches of mercury 1.133 Feet of water
Inches of mercury 345.3 Kgs/sq meter
Inches of mercury 70.73 Lbs/sq ft
Inches of mercury (32° F) 0.491 Lbs/sq inch
Inches of water 0.002458 Atmospheres
Inches of water 0.07355 Inches of mercury
Inches of water 25.40 Kgs/sq meter
Inches of water 0.578 Ounces/sq inch
Inches of water 5.202 Lbs/sq foot
Inches of water 0.03613 Lbs/sq inch
Kilograms 980,665 Dynes
Kilograms 2.205 Lbs
Kilograms 1.102 ⳯ 10-3 Tons (short)
Kilograms 103 Grams
Kilograms – cal/sec 3.968 BTU/sec
Kilograms – cal/sec 3086 Foot – lbs/sec
Kilograms – cal/sec 5.6145 Horsepower
Kilograms – cal/sec 4186.7 Watts
Kilogram – cal/min 3085.9 Foot – lbs/min
Kilogram – cal/min 0.09351 Horsepower
Kilogram – cal/min 69.733 Watts
Kgs/meter 6.720 Lbs/foot
Kgs/sq meter 9.678 ⳯ 10-5 Atmospheres
Kgs/sq meter 3.281 ⳯ 10-3 Feet of water
Kgs/sq meter 2.896 ⳯ 10-3 Inches of mercury
8-6
Kgs/sq meter 0.2048 Lbs/sq foot

Kgs/sq meter 1.422 ⳯ 10-3 Lbs/sq inch
Kgs/sq millimeter 106 Kgs/sq meter
Kiloliters 103 Liters
Kilometers 105 Centimeters
Kilometers 3281 Feet
Kilometers 103 Meters
Kilometers 0.6214 Miles
Kilometers 1094 Yards
Kilometers/hr 27.78 Centimeters/sec
Kilometers/hr 54.68 Feet/min
Kilometers/hr 0.9113 Feet/sec
Kilomteters/hr 0.5399 Knots
Kilometers/hr 16.67 Meters/min
Kilometers/hr 0.6214 Miles/hr
Kms/hr/sec 27.78 Cms/sec/sec
Kms/hr/sec 0.9113 Ft/sec/sec
Kms/hr/sec 0.2778 Meters/sec/sec
Kilowatts 56.907 BTU/min
Kilowatts 4.425 ⳯ 104 Foot – lbs/min
Kilowatts 737.6 Foot – lbs/sec
Kilowatts 1.341 Horsepower
Kilowatts 14.34 Kg – calories/min
Kilowatts 103 Watts
Kilowatt – hours 3414.4 BTU
Kilowatt – hours 2.655 ⳯ 106 Foot – lbs
Kilowatt – hours 1.341 Horsepower – hrs
Kilowatt – hours 860.4 Kilogram – calories
Kilowatt – hours 3.671 ⳯ 105 Kilogram – meters
Liters 103 Cubic centimeters
Liters 0.03531 Cubic feet
Liters 61.02 Cubic inches
Liters 10-3 Cubic meters
Liters 1.308 ⳯ 10-3 Cubic yards
Liters 0.2642 Gallons
Liters 2.113 Pints (liq)
Liters 1.057 Quarts (liq)
Liters/min 5.886 ⳯ 10-4 Cubic ft/sec
Liters/min 4.403 ⳯ 10-3 Gals/sec
Lumber Width (in) ⳯
Thickness (in)
___________ Length (ft) Board feet
12
Meters 100 Centimeters
8-7
Meters 3.281 Feet

Meters 39.37 Inches
Meters 10-3 Kilometers
Meters 103 Millimeters
Meters 1.094 Yards
Meters/min 1.667 Centimeters/sec
Meters/min 3.281 Feet/min
Meters/min 0.05468 Feet/sec
Meters/min 0.06 Kilometers/hr
Meters/min 0.03728 Miles/hr
Meters/sec 196.8 Feet/min
Meters/sec 3.281 Feet/sec
Meters/sec 3.6 Kilometers/hr
Meters/sec 0.06 Kilometers/min
Meters/sec 2.237 Miles/hr
Meters/sec 0.03728 Miles/min
Microns 10-6 Meters
Miles 1.609 ⳯ 105 Centimeters
Miles 5280 Feet
Miles 1.609 Kilometers
Miles 1760 Yards
Miles/hr 44.70 Centimeters/sec
Miles/hr 88 Feet/min
Miles/hr 1.467 Feet/sec
Miles/hr 1.609 Kilometers/hr
Miles/hr 0.8689 Knots
Miles/hr 26.82 Meters/min
Miles/min 2682 Centimeters/sec
Miles/min 88 Feet/sec
Miles/min 1.609 Kilometers/min
Miles/min 60 Miles/hr
Milliers 103 Kilograms
Milligrams 10-3 Grams
Milliliters 10-3 Liters
Millimeters 0.1 Centimeters
Millimeters 0.03937 Inches
Milligrams/liter 1 Parts/million
Million gals/day 1.54723 Cubic ft/sec
Miner’s inches 1.5 Cubic ft/min
Minutes (angle) 2.909 ⳯ 10-4 Radians
Ounces 16 Drams
Ounces 437.5 Grains
Ounces 0.0625 Pounds
8-8
Ounces 28.3495 Grams

Ounces 0.9115 Ounces (troy)
Ounces 2.790 ⳯ 10-5 Tons (long)
Ounces 2.835 ⳯ 10-5 Tons (metric)
Ounces (troy) 480 Grains
Ounces (troy) 20 Pennyweights (troy)
Ounces (troy) 0.08333 Pounds (troy)
Ounces (troy) 31.10348 Grams
Ounces (troy) 1.09714 Ounces (avoir.)
Ounces (fluid) 1.805 Cubic inches
Ounces (fluid) 0.02957 Liters
Ounces/sq inch 0.0625 Lbs/sq inch
Parts/million 0.0584 Grains/US gal
Parts/million 0.07015 Grains/Imp gal
Parts/million 8.345 Lbs/million gal
Pennyweights (troy) 24 Grains
Pennyweights (troy) 1.55517 Grams
Pennyweights (troy) 0.05 Ounces (troy)
Pennyweights (troy) 4.1667 ⳯ 10-3 Pounds (troy)
Pounds 16 Ounces
Pounds 256 Drams
Pounds 7000 Grains
Pounds 0.0005 Tons (short)
Pounds 453.5924 Grams
Pounds 1.21528 Pounds (troy)
Pounds 14.5833 Ounces (troy)
Pounds (troy) 5760 Grains
Pounds (troy) 240 Pennyweights (troy)
Pounds (troy) 12 Ounces (troy)
Pounds (troy) 373.2417 Grams
Pounds (troy) 0.822857 Pounds (avoir.)
Pounds (troy) 13.1657 Ounces (avoir.)
Pounds (troy) 3.6735 ⳯ 10-4 Tons (long)
Pounds (troy) 4.1143 ⳯ 10-4 Tons (short)
Pounds (troy) 3.7324 ⳯ 10-4 Tons (metric)
Pounds of water 0.01602 Cubic feet
Pounds of water 27.68 Cubic inches
Pounds of water 0.1198 Gallons
Pounds of water/min 2.670 ⳯ 10-4 Cubic ft/sec
Pounds/cubic foot 0.01602 Grams/cubic cm
Pounds/cubic foot 16.02 Kgs/cubic meters
Pounds/cubic foot 5.787 ⳯ 10-4 Lbs/cubic inch
Pounds/cubic inch 27.68 Grams/cubic cm
8-9
Pounds/cubic inch 2.768 ⳯ 104 Kgs/cubic meter

Pounds/cubic inch 1728 Lbs/cubic foot
Pounds/foot 1.488 Kgs/meter
Pounds/inch 178.6 Grams/cm
Pounds/sq foot 0.01602 Feet of water
Pounds/sq foot 4.882 Kgs/sq meter
Pounds/sq foot 6.944 ⳯ 10-3 Pounds/sq inch
Pounds/sq inch 0.06804 Atmospheres
Pounds/sq inch 2.307 Feet of water
Pounds/sq inch 2.036 Inches of mercury
Pounds/sq inch 703.1 Kgs/sq meter
Quadrants (angle) 90 Degrees
Quadrants (angle) 5400 Minutes
Quadrants (angle) 1.571 Radians
Quarts (dry) 67.20 Cubic inches
Quarts (liq) 57.75 Cubic inches
Quintal, Argentine 101.28 Pounds
Quintal, Brazil 129.54 Pounds
Quintal, Castile, Peru 101.43 Pounds
Quintal, Chile 101.41 Pounds
Quintal, Mexico 101.47 Pounds
Quintal, Metric 220.46 Pounds
Quires 25 Sheets
Radians 57.30 Degrees
Radians 3438 Minutes
Radians 0.637 Quadrants
Radians/sec 57.30 Degrees/sec
Radians/sec 0.1592 Revolutions/sec
Radians/sec 9.549 Revolutions/min
Radians/sec/sec 573.0 Revs/min/min
Radians/sec/sec 0.1592 Revs/sec/sec
Reams 500 Sheets
Revolutions 360 Degrees
Revolutions 4 Quadrants
Revolutions 6.283 Radians
Revolutions/min 6 Degrees/sec
Revolutions/min 0.1047 Radians/sec
Revolutions/min 0.01667 Revolutions/sec
Revolutions/min/min 1.745 ⳯ 10-3 Radians/sec/sec
Revolutions/min/min 2.778 ⳯ 10-4 Revs/sec/sec
Revolutions/sec 360 Degrees/sec
Revolutions/sec 6.283 Radians/sec
Revolutions/sec 60 Revolutions/min
8-10
Revolutions/sec/sec 6.283 Radians/sec/sec

Revolutions/sec/sec 3600 Revs/min/min
Seconds (angle) 4.848 ⳯ 10-6 Radians
Square centimeters 1.076 ⳯ 10-3 Square feet
Square centimeters 0.1550 Square inches
Square centimeters 10-4 Square meters
Square centimeters 100 Square millimeters
Square feet 2.296 ⳯ 10-5 Acres
Square feet 929.0 Square centimeters
Square feet 144 Square inches
Square feet 0.09290 Square meters
Square feet 3.587 ⳯ 10-8 Square miles
Square feet 1/9 Square yards
1
__________ Overflow rate
8.0208
Sq ft/gal/min (ft/hr)
Square inches 6.452 Square centimeters
Square inches 6.944 ⳯ 10-3 Square feet
Square inches 645.2 Square millimeters
Square kilometers 247.1 Acres
Square kilometers 10.76 ⳯ 106 Square feet
Square kilometers 106 Square meters
Square kilometers 0.3861 Square miles
Square kilometers 1.196 ⳯ 106 Square yards
Square meters 2.471 ⳯ 10-4 Acres
Square meters 10.76 Square feet
Square meters 3.861 ⳯ 10-7 Square miles
Square meters 1.196 Square yards
Square miles 640 Acres
Square miles 27.88 ⳯ 106 Square feet
Square miles 2.590 Square kilometers
Square miles 3.098 ⳯ 106 Square yards
Square millimeters 0.01 Square centimeters
Square millimeters 1.550 ⳯ 10-3 Square inches
Square yards 2.066 ⳯ 10-4 Acres
Square yards 9 Square feet
Square yards 0.8361 Square meters
Square yards 3.228 ⳯ 10-7 Square miles
Temp (°C) + 273 1 Abs temp (°C)
Temp (°C) + 17.78 1.8 Temp (°F)
Temp (°F) + 460 1 Abs temp (°F)
Temp (°F) – 32 5/9 Temp (°C)
Tons (long) 1016 Kilograms
Tons (long) 2240 Pounds
8-11
Tons (long) 1.12000 Tons (short)

Tons (metric) 103 Kilograms
Tons (metric) 2205 Pounds
Tons (short) 2000 Pounds
Tons (short) 32,000 Ounces
Tons (short) 907.1848 Kilograms
Tons (short) 2430.56 Pounds (troy)
Tons (short) 0.89287 Tons (long)
Tons (short) 29166.66 Ounces (troy)
Tons (short) 0.90718 Tons (metric)
Tons of water/24 hrs 83.333 Pounds water/hr
Tons of water/24 hrs 0.16643 Gallons/min
Tons of water/24 hrs 1.3349 Cu ft/hr
Watts 0.05686 BTU/min
Watts 44.25 Foot – lbs/min
Watts 0.7376 Foot – lbs/sec
Watts 1.341 ⳯ 10-3 Horsepower
Watts 0.01434 Kg – calories/min
Watts 10-3 Kilowatts
Watt – hours 3.414 BTU
Watt – hours 2655 Foot – lbs
Watt – hours 1.341 ⳯ 10-3 Horsepower – hrs
Watt – hours 0.8604 Kilogram – calories
Watt – hours 367.1 Kilogram – meters
Watt – hours 10-3 Kilowatt – hours
Yards 91.44 Centimeters
Yards 3 Feet
Yards 36 Inches
Yards 0.9144 Meters
8-12
Volume Conversion
cc cu in quarts liters gallons cu ft
cc 1.0 0.06102 0.001056 0.001 0.000264 0.0000353
cu in 16.387 1.0 0.0173 0.016387 0.00433 0.000578
quarts 946.3 57.75 1.0 0.9464 0.250 0.0334
liters 0.1000 61.02 1.056 1.0 0.264 0.0353
gallons 3785.4 231 4 3.785 1.0 0.1337
cu ft 28314.8 1728 29.92 28.315 7.4805 1.0
drops tsp tbsp cup quart gallons ounces

drops 1.0 0.01666 0.00555 0.000347 0.0000866 0.0000216 0.00277
tsp 60 1.0 0.333 0.02083 0.0052 0.0013 0.166
tbsp 180 3.0 1.0 0.0625 0.0156 0.0039 0.5
cup 2,880 48.0 16 1.0 0.25 0.0625 8
quart 11,520 192 64 4.0 1.0 0.25 32
gallon 46,080 768 256 16.0 4.0 1.0 128
ounces 360 0.6 0.2 0.125 0.03125 0.00107 1
12 drops/ml
12,172 drops/l
29.576 ml/oz
0.03381 oz/ml
8-13
Celsius (Centigrade) Fahrenheit Conversion Table
F C or F C F C or F C F C or F C F C or F C
–148.0 –100 –73.33 69.8 21 –6.11 141.8 61 16.1 230 110 43
–139.0 – 95 –70.56 71.6 22 –5.56 143.6 62 16.7 248 120 49
–130.0 – 90 –67.78 73.4 23 –5.00 145.4 63 17.2 266 130 54
–121.0 – 85 –65.00 75.2 24 –4.44 147.2 64 17.8 284 140 60
–112.0 – 80 –62.22 77.0 25 –3.89 149.0 65 18.3 302 150 66
–103.0 – 75 –59.45 78.8 26 –3.33 150.8 66 18.9 320 160 71
– 94.0 – 70 –56.67 80.6 27 –2.78 152.6 67 19.4 338 170 77
– 85.0 – 65 –53.89 82.4 28 –2.22 154.4 68 20.0 356 180 82
– 76.0 – 60 –51.11 84.2 29 –1.67 156.2 69 20.6 374 190 88
– 67.0 – 55 –48.34 86.0 30 –1.11 158.0 70 21.1 392 200 93
– 58.0 – 50 –45.56 87.8 31 –0.56 159.8 71 21.7 410 210 99
– 49.0 – 45 –42.78 89.6 32 0 161.6 72 22.2 413 212 100
– 40.0 – 40 –40.00 91.4 33 0.56 163.4 73 22.8 428 220 104
– 31.0 – 35 –37.23 93.2 34 1.11 165.2 74 23.3 446 230 110
– 22.0 – 30 –34.44 95.0 35 1.67 167.0 75 23.9 464 240 116
– 13.0 – 25 –31.67 96.8 36 2.22 168.8 76 24.4 482 250 121
– 4.0 – 20 –28.89 98.6 37 2.78 170.6 77 25.0 500 260 127
5.0 – 15 –26.12 100.4 38 3.33 172.4 78 25.6 518 270 132
14.0 – 10 –23.33 102.2 39 3.89 174.2 79 26.1 536 280 138
23.0 – 5 –20.56 104.0 40 4.44 176.0 80 26.7 554 290 143
32.0 0 –17.80 105.8 41 5.00 177.8 81 27.2 572 300 149
33.8 1 –17.20 107.6 42 5.56 179.6 82 27.8 590 310 154
35.6 2 –16.70 109.4 43 6.11 181.4 83 28.3 608 320 160
37.4 3 –16.10 111.2 44 6.67 183.2 84 28.9 626 330 166
39.2 4 –15.60 113.0 45 7.22 185.0 85 29.4 644 340 171
41.0 5 –15.00 114.8 46 7.78 186.8 86 30.0 662 350 177
42.8 6 –14.40 116.6 47 8.33 188.6 87 30.6 680 360 182
44.6 7 –13.90 118.4 48 8.89 190.4 88 31.1 698 370 188
46.4 8 –13.30 120.2 49 9.44 192.2 89 31.7 716 380 193
48.2 9 –12.80 122.0 50 10.00 194.0 90 32.2 734 390 199
50.0 10 –12.20 123.8 51 10.60 195.8 91 32.8 752 400 204
51.8 11 –11.70 125.6 52 11.10 197.6 92 33.3 770 410 210
53.6 12 –11.10 127.4 53 11.70 199.4 93 33.9 788 420 216
55.4 13 –10.60 129.2 54 12.20 201.2 94 34.4 806 430 221
57.2 14 –10.00 131.0 55 12.80 203.0 95 35.0 824 440 227
59.0 15 – 9.44 132.8 56 13.30 204.8 96 35.6 842 450 232
60.8 16 – 8.89 134.6 57 13.90 206.6 97 36.1 860 460 238
62.6 17 – 8.33 136.4 58 14.40 208.4 98 36.7 878 470 243
64.4 18 – 7.78 138.2 59 15.00 210.2 99 37.2 896 480 249
66.2 19 – 7.22 140.0 60 15.60 212.0 100 37.8 914 490 254
68.0 20 – 6.67 932 500 260
The bold face numbers refer to temperatures in either Centigrade or Fahrenheit
degrees. If used to represent Centigrade degrees, the equivalent temperature in
Fahrenheit is listed in the “F” column. If used to represent Fahrenheit the equivalent
is listed in the “C” column.
8-14
Caterpillar Policy
One Worldwide Measurement System – SI

(SI – International System of Units – Modern Metric System)
Worldwide Interchangeability of Parts
Metric Drawing – Process and Inspect in Metric
Approximate Conversions
Multiply By To Get
or
Multiply By To Get
SI Conv Non-SI Conv SI
Unit Factor Unit Factor Unit
LENGTH
millimeter (mm) ⳯ 0.03937 = inch ⳯ 25.4 = mm
(1 inch = 25.4 mm exactly)
centimeter (cm) 10 mm ⳯ 0.3937 = inch ⳯ 2.54 = cm
meter (m) 1000 mm ⳯ 3.28 = foot ⳯ 0.305 = m
meter (m) ⳯ 1.09 = yard ⳯ 0.914 = m
kilometer (km) 1000 m ⳯ 0.62 = mile ⳯ 1.61 = km
AREA
millimeter2 (mm2) ⳯ 0.00155 = inch2 ⳯ 645 = mm2
centimeter2 (cm2) ⳯ 0.155 = inch2 ⳯ 6.45 = cm2
meter2 (m2) ⳯ 10.8 = foot2 ⳯ 0.0929 = m2
meter2 (m2) ⳯ 1.2 = yard2 ⳯ 0.836 = m2
hectare (ha) 10 000 m2 ⳯ 2.47 = acre ⳯ 0.405 = ha
kilometer (km) 1000 m ⳯ 0.39 = mile2 ⳯ 2.59 = km2
VOLUME
centimeter2 (cm2) ⳯ 0.061 = inch3 ⳯ 16.4 = cm3
liter ⳯ 61 = inch3 ⳯ 0.016 = L
milliliter (mL) ⳯ 0.034 = oz.-liq ⳯ 29.6 = mL
(1 mL = 1 cm3)
liter (L) 1000 mL ⳯ 1.06 = quart ⳯ 0.946 = L
liter (L) ⳯ 0.26 = gallon ⳯ 3.79 = L
meter3 (m3) 1000 L ⳯ 1.3 = yard2 ⳯ 0.76 = m2
MASS
gram (g) ⳯ 0.035 = ounce ⳯ 28.3 = g
kilogram (kg) 1000 g ⳯ 2.2 = pound ⳯ 0.454 = kg
metric ton (t) 1000 kg ⳯ 1.1 = ton (short) ⳯ 0.907 = t
FORCE (N = Kg – m/s2)
newton (N) ⳯ 0.225 = pound ⳯ 4.45 = N
kilonewton (kN) ⳯ 225 = pound ⳯ 0.00445 = kN
Working in SI will reveal its simplicity –

Try it you’ll like it. 01-085464-01 (11.00)
8-15
Making Metric Parts – Use Metric Tools
Approximate Conversions
Multiply By To Get
or
Multiply By To Get
SI Conv Non-SI Conv SI
Unit Factor Unit Factor Unit
TORQUE
newton meter (N•m) ⳯ 8.9 = lb in ⳯ 0.113 = N•m
newton meter (N•m) ⳯ 0.74 = lb ft ⳯ 1.36 = N•m
PRESSURE (Pa = N/m2)
kilopascal (kPa) ⳯ 4.0 = in H2O ⳯ 0.249 = kPa
kilopascal (kPa) ⳯ 0.30 = in Hg ⳯ 3.38 = kPa
kilopascal (kPa) ⳯ 0.145 = psi ⳯ 6.89 = kPa
STRESS (Pa = N/m2)
megapascal (MPa) ⳯ 145 = psi ⳯ 0.00689 = MPa
POWER (W = J/s)
kilowatt (kW) ⳯ 1.34 = hp ⳯ 0.746 = kW
kilowatt (kW) ⳯ 0.948 = Btu/s ⳯ 1.055 = kW
watt (W) ⳯ 0.74 = ft lb/s ⳯ 1.36 = W
ENERGY (J = N•m)
kilojoule (kJ) ⳯ 0.948 = Btu ⳯ 1.055 = kJ
joule (J) ⳯ 0.239 = calorie ⳯ 4.19 = J
VELOCITY AND ACCELERATION
meter per sec2 (m/s2) ⳯ 3.28 = ft/s2 ⳯ 0.305 = m/s2
meter per sec (m/s) ⳯ 3.28 = ft/s ⳯ 0.305 = m/s
kilometer per hour (km/h) ⳯ 0.62 = mph ⳯ 1.61 = km/h
TEMPERATURE
°C = (°F – 32) ÷ 1.8 °F = (°C ⳯ 1.8) + 32
SI is a System of Tens like our Money System.
SI PREFIXES
AMOUNT SYMBOL NAME
1 000 000 000 G giga jig' a (a as in about)
1 000 000 M megaas in megaphone
1 000 k kilo as in kilowatt
100 h hecto heck' toe
10 da deka deck' a (a as in about)
0.1 d deci as in decimal
0.01 c centi as in sentiment
0.001 m milli as in military
0.000 001 µ micro as in microphone
0.000 000 001 n nano nan' oh (an as in ant)
THINK METRIC!
8-16
MISCELLANEOUS
Miscellaneous
Table of Contents
Formulas
Physics Formulas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2
Math Formulas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-4
Marine Formulas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-4-A-1
Tables
Atlantic Distance Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-5
Pacific Distance Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-7
Geographic Range Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-9
Periodic Table of the Elements . . . . . . . . . . . . . . . . . . . . . . . . . 9-11
Elements Listed by Atomic Number. . . . . . . . . . . . . . . . . . . 9-12
Cat Marine Engines Tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-14
Propulsion Ratings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-14
Generator Ratings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-15
Electrical
Electrical Fundamentals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-17
Electrical Tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-23
Generator Set Start-up Checklist
All 3500 Engine Generator Sets . . . . . . . . . . . . . . . . . . . . . . . . 9-40
3500 Engine Performance Parameters. . . . . . . . . . . . . . . . . . . 9-44
Bibliography . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-52
9-1
Formulas
Physics Formulas
Distance
Velocity = ________ Distance = (Velocity)(Time)
Time
Difference
Distance in Velocity
Time = ________ Acceleration = _________________
Velocity Difference in Time
Force
Force = (Mass)(Acceleration) Mass = ____________
Acceleration
Force
Acceleration = ______ Momentum = (Mass)(Velocity)
Mass
Work = (Force)(Distance)
Work = (Mass)(Acceleration)(Distance)
Work
Power = _____
Time
Heat = (Mass)(Specific Heat)(Temperature Change) or Heat = (M)(C)(ΔT)
Where:
M = Mass
C = Specific Heat
ΔT = Temperature Change
Btu = Heat required to raise 1 pound of water 1° F.
Calorie = Heat required to raise 1 gram of water 1° C.
Absolute zero is the temperature at which matter has given up all ther-
mal energy.
Absolute zero = 0° Kelvin(K) or –460° Fahrenheit(F) or –273° Centi-

grade(C)
9-2
Physics Formulas (continued)
Boyle’s Law: If temperature is kept constant, the volume of a given
mass of gas is inversely proportional to the pressure which is exerted
upon it.
Initial Pressure ________________

_____________ Pressure Change
=
Initial Volume Volume Change
Charles Law: If the pressure is constant, the volume of a given mass

of gas is directly proportional to the absolute temperature.
Initial Volume
____________________ Volume Change
= ___________________
Initial Temperature °K Final Temperature °K
Theoretical Horsepower to Compress Air:
Hp = CFM ⳯ PSI ⳯ 0.0007575
Hp = Compressor Horsepower
CFM = Air flow in cubic feet per minute
PSI = Air pressure in pounds per square inch
(assumes Atmospheric Pressure = 14.7 psi, temperature 60° F)
9-3
Math Formulas
Circle
Circumference – π ⳯ diameter
Circumference = 2π r
Area = π r2
d
Area = π __
2
b Rectangle
Area = (a) (b)
If a = b then it is a square
Perimeter = 2(a +b)

Diagonal = 公僓僓僓僓僓僓僓
a2 + b2
Equilateral Triangle = all side equal
a a
Perimeter = 3 a
公僓僓
3
Area = a 2 __ Area = 0.433a2
4
9-4
Marine Formulas
Features Displacement Hulls Semi-Displacement Hulls Planing Hulls
¼ Beam buttock Į Į ≥8 Į=2–8 Į ≤2
SLR SLR ≤ 1.34 SLR = 1.4 – 2.9 SLR =
Speed 8.26
SLR = SLRMAX = 0.311 Very few accurate methods exist for
LWL § disp.T · determining power requirements and speed
¨ ¸
¨ (0.01 × LWL )3 ¸ predictions on full planing hulls.
Speed [in knots] © ¹
LWL = Loaded waterline lengt
[in feet] Disp. T= displacement in long tons (1 Crouch’s Planing Speed formula:
long ton = 2240 pounds)
LWL = Loaded waterline length [in feet] C
Speed =
Lbs HP
Speed
SLR ≤ SLRMAX SLR =
LWL C = Coefficient Defining Hull Speed.
Typical C used:
150 = Average runabouts, cruisers,
As a check before proceeding, the SLR passenger vessels
corresponding to the design speed of the
boat should be calculated to ensure that 190 = High-speed runabouts, light high-
it’s less than max attainable SLR. speed cruisers.
210 = Race boats

Lbs/Hp § 10.665 ·
3
§ 10.665 ·
3
Lbs Hp = ¨ ¸ Lbs Hp = ¨ ¸
© SLR ¹ © SLR ¹
Ability of a propeller to Pitch Ratio:

move a vessel forward Propeller TIP Speed
Propellers pitch
depends on: pitch.Ratio =
• Propeller Shaft RPM diameter d × Shaft.RPM × 60 × π
• T=
Pitch (angle of propeller
blades)
12 × 5280
Big diameter means 0.5-0.7 Pratio (tug boat, T = Tip speed [MPH]
• The diameter and blade river and work boats)
area D = propeller diameter [“]
0.8 – 0.9 (Medium wt. Round bottom
Thrust bearing, the principle

point where the forces
work boat)
0.9 – 1.2 (Planning hull) v = π ×d ×n v= m [ s]
generated by the rotating --------------------------- Cavitation expected T= ≥ 130 MPH
propeller act upon the hull,
and cause forward motion. Propeller Pitch Correction:
RPM 1
Load Reduction = 100% −
RPM 2 Engine/Propeller match optimization:
3
New Propeller Pitch [“] Pr = ª º
hp Rated N Sea.Trial
RPM overloaded =« »
Pr = Ppresent × hp New.reduced ¬ N New. Re duced . RPM ¼
RPM desired
Propeller demand ≤ Engine demand
9-4-A1
A well designed engine room Good routing: Metric:
Ventilation: ventilation will maintain the - Cold air enters low + far in the room and
room max. 8.5-11oC (15 - heat source H
20oF) above ambient - Hot air exits at highest point and right Qa = × FRouting
temperature. above the engine. Sa ⋅ 0.017 ⋅ Δt
Max. Engine room temp. =
49oC (120 oF) English Units:
Expect Derating of the Qa = Required inlet ventilation air (m3/min)
engine when intake temp. H H = Radiated heat (kW)
≥ 49 ºC Qa = × FRouting Sa = air density (kg/m3)
Sa ⋅ 0.24 ⋅ Δt 0.017 = Specific heat of air
¨t = Temperature rise (ºC)
Never combine the crankcase
fumes ventilation for Qa = Required inlet ventilation air (cfm) If combustion air has to be drawn from the
multiple engines. When one H = Radiated heat (btu/min) engine room. Than we add to the formula
(Qa + 12 ⋅ Qc ) × FRouting
engine is not running debris, Sa = air density (lb/cu.ft)
oil etc. from the running from above
0.24 = Specific heat of air
engine can enter in this ¨t = Temperature rise (ºF) Qc = required combustion air
engine and contaminate this.
If combustion air has to be drawn from the
Crankcase fumes must not be engine room. Than we add to the formula
(Qa + 12 ⋅ Qc ) × FRouting
discharged into air
ventilating ducts or exhaust from above
pipes. Qc = required combustion air for all the
engines in the room.
Max. Crankcase pressure
25.4 mm of water Needed duct cross-sectional area for Needed duct cross-sectional area for
Ventilation: Ventilation:
Velocity in air combustion
ducts should never exceed
144 × Qa Qa
2440 m/min (8000 ft/min)
AV = AV =
Combustion air:
Va Va
Rule of thumb to estimate the
required combustion air is: AV = Duct cross area in (square inches) AV = Duct cross area in (m2)
multiply the HP in the engine Qa = Amount of Ventilation and Qa = Amount of Ventilation and
room by 2.5. Combustion air in (cfm) Combustion air in (m3/min)
Recommended to look up the Va = Velocity of air, max. 2000 (ft/min) Va = Velocity of air, max. 609.6 (m/min)
information in TMI
9-4-A2
Exhaust Systems • Wet exhaust A steel pipe will expand about 0.11
• Dry exhaust mm/m for each 100 ºC rise of exhaust
Good system will have temperature.
minimum backpressure. Divide long runs of exhaust pipe into
sections having expansion joints between
PBack = PExhaust Pipe+PMuffler the sections.
English Units: Metric:
Excessive backpressure will
shorten exhaust valve and L⋅ S ⋅Q 2
3.6 × 10 6 ⋅ L ⋅ S ⋅ Q 2
turbocharger life. PBack = PBack =
PBack max. 27” of water for 187 ⋅ d 5 d5
turbo/aftercooled engines
PBack max. 34” of water for PBack=Backpressure limit (inches of PBack=Backpressure limit (kPa)
naturally aspirated engines. water) D= diameter exhaust pipe (mm)
Check always TMI for exact D= diameter exhaust pipe (inches) L= total length of pipe (m) [straight +
value. L= total length of pipe (feet) [straight + elbows]
No load or lightly loaded elbows] Q= exhaust gas flow m3/min. See TMI web
engines can create slobber in Q= exhaust gas flow ft3/min. See TMI S= specific weight of gas (kg/m3)
the exhaust. This is not an web
engine problem. S= specific weight of gas (lb/ft3)
A normal operating engine
352
should be expected to run
39,6 S=
for at least 1 hour without S= Exh.Temp + 273º C
significant slobber Exh.Temp + 460º F
Conversion elbows to straight pipe:
Exhaust gas velocity should
also be checked. vĹ will
Conversion elbows to straight pipe: • Standard Elbow
create excessive noise. • Standard Elbow L = 0,033 ⋅ D
VMax § 18000 (ft/min), 91,4 L = 2,75 ⋅ D • Long Radius Elbow
(m/s), • Long Radius Elbow L = 0,02 ⋅ D
L = 1,67 ⋅ D •
183 ⋅ Qe 45º Elbow
v= • 45º Elbow L = 0,015 ⋅ D
d2 L = 1,25 ⋅ D
V = (ft/min)
Qe = Exhaust gas flow rate
(cfm)
D = Pipe diameter (inches)
Function of oil: Additives in oil: TBN = Total Base Number.

Lubrication • Lubricates the wear • Detergents, help keep the engine The measure of the reserve Alkalinity in the
surfaces clean. oil is known as its TBN. Function of the
• Cools the engine • Oxidation, prevent increases in Alkalinity is to neutralize the sulfer acid
• Cleans viscosity. from the fuel.
• Seal • Dispersants, prevent sludge TBN 10x fuel sulfur content.
• Cushions the engine formation. Change oil when TBN value is the half of
bearings • Alkalinity agent, neutralize acids. the new value.
• Neutralize corrosive • Anti-wear agent, reduce friction.
combustion products • Pour-point dispersant, keep the oil English Units:
fluid at low temperatures. HP × LF × BSOC
• Viscosity improvers, prevent the oil Oil Con sup tion =
SOS oil sampling test from becoming too thin at high
7.5
consist of 3 basic tests: temperatures.
• Wear analysis Metric Units:
• Chemical & Physical kW × LF × BSOC
test Oil Con sup tion =
• Oil condition analysis
899
Oil Consumption = (Gal/h) / (L/h)
LF = Load factor in %
BSOC = (lb/bhp-h) / (gr/bkW-h)
9-4-A3
For optimum performance and increase Estimate fuel tank size: Cetane Number:
Fuel Systems injector life, fuel temperature should be Hp Average × HoursOperating DI-engines: minimum cetane =
maintained as low as possible. = x.liters 40
4 PC-engines minimum cetane =
Max. Fuel temp. = 66ºC 35
Sulfur will burn to sulfur trioxide SO4, but if
For each 6ºC above 38ºC we will notice it does contact with water the result is sulfur White exhaust smoke: not
1% power loss. acid H2SO4 highly corrosive compound enough heat in the combustion
which will cause severe engine damage. chamber.
APIº Gravity correction for temperature: Maintain engine JW above 74ºC to prevent
internal condensation of water. Viscosity of standard fuel: 1,4 –
141.5 20 cSt
ρ Fuel =
( API º measured +131.5) Power calculation:
Heavy fuel, required injection
viscosity is 10-17 cSt when
Fuel.Rate× ρ Fuel using Heavy fuel, fuel price
For every 1º F fuel will expand with a
coefficient of 0.00045 Power= must be compared to fuel
BSFC contaminants, reduced engine
Corr . Factor = 1 − ( t − 60º F × 0.00045)
components life, higher
Power = (HP) / (kW) maintenance + personal cost.
Fuel Rate = (GPH )/( L/hr) Oil TBN value for heavy fuel
ρ measured Fuel density = (Lb/GAL) / (gr/L) has to be 20x the sulfur %
Corr.ρ Fuel = BSFC = (Lbs/HP hr) / (gr/kW hr) content. Too high TBN value
Corr. Factor will control the acid corrosion
but will contain higher levels of
ash. Ash is a noncombustible
To calculate now the Corrected APIº residue of an oil or fuel.
@60ºF use the density [ ρ Fuel ] formula.
Fuel temperature correction in electronic

engines with fuel temperature sensor:
• ≤ 85º F: Hp increase due to the fuel
quality.
• 85-158º F: ECM is correcting the fuel
temperature to maintain rated Hp.
• 158-194º F: Calculated derate.
• ≥ 194º F: ECM stops acting at all,
now it’s like a mechanical engine.
9-4-A4
Cooling systems are designed to Maximum pressure of the system is controlled Expansion Tanks:
Cooling System keep an engine within a desired by a valve in the radiator cap or by the Functions:
temperature range. CAT engines pressure relieve valve. • Vent gases in the coolant
Δ t = 8º C (15º F) across the Never change pressure cap to increase the • Provide a positive head on
engine under full load. boiling pressure. Your system is not designed the system pump
to handle higher pressures. You will blow • Provide expansion volume
Temperature at which coolant hoses and seals. Standard radiator caps for • Place to fill system
boils depends on 3 factors: CAT engines: 7 and 10 Psi cap. • Place to monitor coolant
• Pressure level
• Altitude Thermostats configuration:
• Amount and type of • Inlet controlled (Mix cold coolant in Galvanic Corrosion:
antifreeze in coolant mixture expansion tank to prevent thermo chock, When 2 dissimilar metals are
less temperature variation) electrically connected and both
Coolant is normally composed of 3 • Outlet controlled (mixing occurs at the submerged in seawater, they
elements: water pump, temperature change more form a battery and
• Water sudden and drastic) electrochemical reaction takes
• Additives place. In this process the least
Ethylene Glycol noble metal is eaten away.
• Glycol
Concentration Freeze Boil 1
Protection Protection Electrolysis:
Glycol is less effective than
straight water at transferring heat. 30 % -15º C (5º F) 104 º C (219 º F)
However electrolysis is caused
by an external current rather than
Glycol helps to provide protection 40 % -24 º C (-12º F) 106 º C (222 º F) a current developed by the
against the following conditions: 50 % -37º C (-34º F) 108 º C (226 º F)
different metals in contact with
• Boiling electrolyte.
60 % -52 º C (-62 º F) 111 º C (232 º F) The greatest cause of electrolysis
• Freezing 1
At sea level is improper grounding of
• Water pump cavitation Propylene Glycol electrical equipment.
Minimum glycol % recommended Concentration Freeze Boil
for CAT diesel engines is 30%. Protection Protection
Δ t-flow relationship
pH level of coolant should be 50 % -32º C (-26º F) 106 º C (223 º F)
maintained between 8.5 – 10.5. Heat.rejection

pH ≥ 11.0 attacks aluminum, Δt =
Velocity of water in a pipe: Flow × ρ × Spec.Heat
copper and non-ferrous materials.
PH ≤ 7.0 attacks ferrous material
GPM × 0.408 Heat Rejection = (BTU/min) or
CC-FF for ǻt
v= (kW)
ǻt = Closer together
d2 Flow = (GPM) or (L/min)
(Smaller)ÆCapacity problem Density = (lb/Gal) or (kg/l)
GPM = Pump flow in (Gallons per minute) Spec. Heat = (BTU/lb*º F) or
ǻt = Further apart (Big)ÆFlow
D = Nominal pipe diameter (kW *min / kg *º C)
problem
Alignment & Propeller Drivelines: Shaft diameter formula: Alignment terms:

• In-line propeller • Parallel or Bore alignment
Vibrations 321000 × SHP × SF
• Vee drives d Shaft = 3 • Angular or Face alignment
• Z drive St × RPM • Indicator Sag
• Stern drives • Soft Foot
• Jet drives DShaft = Shaft diameter in inches • Shaft Droop
First shaft thrust bearing should be SF = Safety factor (depending of the rating)
located 12 – 20 or more shaft St = Yield strength in torsional shear PSI Vibrations:
diameters from the marine RPM = revolutions per minute of the shaft Vibration is defined as a periodic
transmission output. motion from a body around a
Shaft bearing spacing in feet equilibrium.
• Linear Vibrations
• Torsional Vibrations
3.21 × Ds 4 E
Ft = ×
RPM Dens F = m× a
Ft = Shaft bearing spacing
Ds = Propeller shaft diameter in inches Only ½, 1st and 2nd order are
RPM = Propeller shaft speed correctable.
E = Elasticity modulus material in PSI Maximum displacement = 5 mils
Dens = Density of shaft material in lb/in2
9-4-A5
Tables
Atlantic Distance Table
Azores to
Bermuda Cape Horn Cape Town Fastnet
2,201 6,282 5,040 1,377
Gibraltar Halifax Miami New York
946 1,785 2,900 2,246
Norfolk Panama Rio St. Thomas
2,401 3,439 3,875 2,393
Bermuda to
Azores Cape Horn Cape Town Fastnet
2,201 6,300 6,269 2,651
2,903 756 956 697
683 1,702 4,110 872
Cape Horn to
Azores Bermuda Cape Town Fastnet
6,282 6,300 4,731 7,151
6,452 6,800 6,882 6,920
6,900 4,093 2,338 5,886
Cape Town to
Azores Bermuda Cape Horn Fastnet
5,040 6,269 4,731 5,880
5,072 6,492 6,800 6,786
6,790 6,508 3,273 5,904
Fastnet to
Azores Bermuda Cape Horn Cape Town
1,377 2,651 7,151 5,880
977 2,364 3,578 2,815
2,979 4,247 4,873 3,279
Gibraltar to
946 2,903 6,452 5,072
Fastnet Halifax Miami New York
977 2,708 3,800 3,180
3,335 4,351 4,180 3,323
Halifax to
1,785 756 6,800 6,492
Fastnet Gibraltar Miami New York
2,364 2,708 1,413 600
790 2,338 4,630 1,595
9-5
Miami to
2,900 956 6,882 6,800
Fastnet Gibraltar Halifax New York
3,578 3,800 1,413 1,100
698 1,249 4,879 991
New York to
2,246 697 6,920 6,786
Fastnet Gibraltar Halifax Norfolk
2,815 3,180 600 271
Miami Panama Rio St. Thomas
1,100 2,016 4,770 1,434
Norfolk to
2,401 683 6,900 6,790
2,979 3,335 790 271
Miami Panama Rio St. Thomas
698 1,825 4,723 1,296
Panama to
3,439 1,702 4,093 6,508
4,247 4,351 2,338 2,016
Miami Norfolk Rio St. Thomas
1,249 1,825 4,284 1,072
Rio de Janeiro to
3,875 4,110 2,338 3,273
Fastnet Gibraltar Halifax Miami
4,873 4,180 4,630 4,879
New York Norfolk Panama St. Thomas
4,770 4,723 4,284 3,542
St. Thomas to
2,323 872 5,886 5,904
Fastnet Gibraltar Halifax Miami
3,279 3,323 1,595 991
New York Norfolk Rio Panama
1,434 1,296 3,542 1,072
9-6
Pacific Distance Table
Auckland to
Cape Horn Hong Kong Honolulu Los Angeles
6,232 5,060 3,820 5,658
Pago Pago Panama Papeete San Francisco
1,565 6,516 2,216 5,680
Sitka Sydney Vancouver Yokohama
6,176 1,280 6,191 4,789
Cape Horn to
Auckland Hong Kong Honolulu Los Angeles
6,232 10,404 6,644 6,100
5,381 4,162 4,333 6,458
7,705 7,301 7,248 9,642
Hong Kong to
Auckland Cape Horn Honolulu Los Angeles
5,060 10,404 4,857 6,380
4,948 9,195 6,132 6,044
5,136 4,086 6,361 1,585
Honolulu to
Auckland Cape Horn Hong Kong Los Angeles
3,820 6,644 4,857 2,228
2,276 4,685 2,381 2,091
2,386 4,420 2,423 3,395
Los Angeles to
Auckland Cape Horn Hong Kong Honolulu
5,658 6,100 6,380 2,228
4,163 2,913 3,571 349
1,640 6,511 1,091 4,836
Pago Pago to
1,565 5,381 4,948 2,276
Los Angeles Panama Papeete San Francisco
4,163 5,656 1,236 4,151
4,635 2,377 4,549 4,135
9-7
Panama to
6,516 4,162 9,195 4,685
Los Angeles Pago Pago Papeete San Francisco
2,913 5,656 4,493 3,245
4,524 7,674 4,032 7,682
Papeete to
2,216 4,333 6,132 2,381
Los Angeles Pago Pago Panama San Francisco
3,571 1,236 4,493 3,663
4,537 3,308 4,396 5,140
San Francisco to
5,680 6,458 6,044 2,091
Los Angeles Pago Pago Panama Papeete
349 4,151 3,245 3,663
1,302 6,448 812 4,536
Sitka to
6,176 7,705 5,136 2,386
1,640 4,635 4,524 4,537
San Francisco Sydney Vancouver Yokohama
1,302 6,595 823 3,640
Sydney to
1,280 7,301 4,086 4,420
6,511 2,377 7,674 3,308
San Francisco Sitka Vancouver Yokohama
6,448 6,595 6,814 4,330
Vancouver to
6,191 7,248 6,361 2,423
1,091 4,549 4,032 4,396
San Francisco Sitka Sydney Yokohama
812 823 6,814 4,262
Yokohama to
4,789 9,642 1,585 3,395
4,839 4,135 7,682 5,140
San Francisco Sitka Sydney Vancouver
4,536 3,640 4,330 4,262
9-8
Geographic Range Table
The following table gives the approximate range of visibility for an object
that may be seen by an observer at sea level. It also provides the
approximate distance to the visible horizon for various heights of eye.
To determine the geographic range of an object, you must add the range
for the observer’s height of eye and the range for the object’s height. For
instance, if the object seen is 65 feet, and the observer’s height of eye is
35 feet above sea level, then the object will be visible at a distance of no
more than 16.3 miles:
Height of eye: 35 feet Range = 6.9 nm

Object height: 65 feet Range = 9.4 nm
Computed geographic range = 16.3 nm
The standard formula is d = 1.17 ⳯ square root of H + 1.17 ⳯ square root

of h. Where d = visible distance, H = height of the object, and h the height
of eye of the observer.
HEIGHT DISTANCE
Feet Meters International Nautical Miles
5 1.5 2.6
10 3.0 3.7
15 4.6 4.5
20 6.1 5.2
25 7.6 5.9
30 9.1 6.4
35 10.7 6.9
40 12.2 7.4
45 13.7 7.8
50 15.2 8.3
55 16.8 8.7
60 18.3 9.1
65 19.8 9.4
70 21.3 9.8
75 22.9 10.1
80 24.4 10.5
85 25.9 10.8
90 27.4 11.1
95 29.0 11.4
100 30.5 11.7
110 33.5 12.3
120 36.6 12.8
130 39.6 13.3
9-9
(continued)
HEIGHT DISTANCE
Feet Meters International Nautical Miles
140 42.7 13.8
150 45.7 14.3
200 61.0 16.5
250 76.2 18.5
300 91.4 20.3
350 106.7 21.9
400 121.9 23.4
450 137.2 24.8
500 152.4 26.2
550 167.6 27.4
600 182.9 28.7
650 198.1 29.8
700 213.4 31
800 243.8 33.1
900 274.3 35.1
1000 304.8 37
Comments & Notes:
9-10
9-11
Elements Listed by Atomic Number
Atomic Atomic Atomic Atomic
number Name symbol number Name symbol
001 Hydrogen H 039 Yttrium Y
002 Helium He 040 Zirconium Zr
003 Lihtium Li 041 Niobium Nb
004 Beryllium Be 042 Molybdenum Mo
005 Boron B 043 Technetium Tc
006 Carbon C 044 Ruthenium Ru
007 Nitrogen N 045 Rhodium Rh
008 Oxygen O 046 Palladium Pd
009 Fluorine F 047 Silver Ag
010 Neon Ne 048 Cadmium Cd
011 Sodium Na 049 Indium In
012 Magnesium Mg 050 Tin Sn
013 Aluminium Al 051 Antimony Sb
014 Silicon Si 052 Tellurium Te
015 Phosphorus P 053 Iodine I
016 Sulphur S 054 Xenon Xe
017 Chlorine Cl 055 Caesium Cs
018 Argon Ar 056 Barium Ba
019 Potassium K 057 Lanthanum La
020 Calcium Ca 058 Cerium Ce
021 Scandium Sc 059 Praseodymium Pr
022 Titanium Ti 060 Neodymium Nd
023 Vanadium V 061 Promethium Pm
024 Chromium Cr 062 Samarium Sm
025 Manganese Mn 063 Europium Eu
026 Iron Fe 064 Gadolinium Gd
027 Cobalt Co 065 Terbium Tb
028 Nickel Ni 066 Dysprosium Dy
029 Copper Cu 067 Holmium Ho
030 Zinc Zn 068 Erbium Er
031 Gallium Ga 069 Thulium Tm
032 Germanium Ge 070 Ytterbium Yb
033 Arsenic As 071 Lutetium Lu
034 Selenium Se 072 Hafnium Hf
035 Bromine Br 073 Tantalum Ta
036 Krypton Kr 074 Tungsten W
037 Rubidium Rb 075 Rhenium Re
038 Strontium Sr 076 Osmium Os
9-12
Elements Listed by Atomic Number (continued)
Atomic Atomic Atomic Atomic
number Name symbol number Name symbol
077 Iridium Ir 094 Plutonium Pu
078 Platinum Pt 095 Americium Am
079 Gold Au 096 Curium Cm
080 Mercury Hg 097 Berkelium Bk
081 Thallium Tl 098 Californium Cf
082 Lead Pb 099 Einsteinium Es
083 Bismuth Bi 100 Fermium Fm
084 Polonium Po 101 Mendelevium Md
085 Astatine At 102 Nobelium No
086 Radon Rn 103 Lawrencium Lr
087 Francium Fr 104 Unnilquadium Unq
088 Radium Ra 105 Hahnium Ha
089 Actinium Ac 106 Unnilhexium Unh
090 Thorium Th 107 Neilsbohrium Ns
091 Protactinium Pa 108 Hassium Hs
092 Uranium U 109 Meitnerium Mt
093 Neptunium Np
9-13
Cat Marine Engines Tables
Propulsion Ratings
Engine bkW Rating bhp Rating
Model Range Range
3618 DITA 7200 9655
3616 DITA 4600-6180 6169-8287
3612 DITA 3460-4060 4640-5444
3608 DITA 2300-2710 3084-3634
3606 DITA 1730-2030 2320-2722
3516B HP DITA SW 1790-2238 2400-3000
3516B HD DITA SC 1398-2000 1875-2682
3516B DITA SC 1231-1641 1650-2200
3512B HP DITA SW 1342-1678 1800-2250
3512B HD DITA SC 1119-1380 1500-1850
3512B DITA SC 820-1231 1100-1650
3508B HP DITA SW 895-1119 1200-1500
3508B DITA SC 578-820 775-1100
3508 DITA JW** 526-858 705-1150
3512 DITA JW** 900-1305 1207-1750
3516 DITA JW** 1195-1641 1603-2200
C30 DITTA 1119-1156 1500-1550
3412E DITTA 559-1044 750-1400
3412E DITTA (fast craft) 559-895 750-1200
3412E DITA 317-570 425-764
3412C DITTA 615-746 825-1000
3412C DITA 375-570 503-764
3408C DITA 300-403 402-540
C18 DITTA 653-746 875-1000
3406E DITA 336-597 450-800
3406C DITA 186-433 250-580
C12 DITA 253-522 340-700
3196 DITA 253-492 340-660
3126 DITA 261-313 350-420
3126B DITA 186-336 250-450
3056 DITA 138-153 185-205
3056 DINA* 93 125
3054 DIT 80 108
3054B DINA 64 86
3034 DIT 60 80
3034 DINA 47 63
**Approval not required under 174 bhp (130 bkW).
**Non IMO compliant.
9-14
Generator Ratings
Engine 50 Hz ekW 60 Hz ekW
Model @ rpm @ rpm
3616 DITA 4700/5200 @ 1000 4400/4840 @ 900
3612 DITA 3520/3880 @ 1000 3300/3640 @ 900
3608 DITA 2350/2600 @ 1000 2200/2420 @ 900
3606 DITA 1760/1940 @ 1000 1650/1820 @ 900
3516B DITA 1460/1600 @ 1500 1825 @ 1800
3516B DITA 1180 @ 1000 1285 @ 1200
3512B DITA 965/1200 @ 1500 1070/1360 @ 1800
3512B DITA 880 @ 1000 1030 @ 1200
3508B DITA 630/800 @ 1500 715/910 @ 1800
3508B DITA 590 @ 1000 600 @ 1200
3412C DITA 350-500 @ 1500 400-590 @ 1800
3408C DITA 280 @ 1500 370 @ 1800
3406C DITA 200-245 @ 1500 250-320 @ 1800
3056 DIT 84 @ 1500 99 @ 1800
3054 DIT 60 @ 1500 72 @ 1800
3054 DINA 32-34 @ 1500 37-40 @ 1800
*Approval not required under 174 bhp (130 bkW).
For more information on IMO regulations and compliance contact:

• IMO headquarters for “Annex VI of MARPOL 73/78…” London,
phone: 011-44 (0) 171-735-7611
• EPA paper “Frequently Asked Questions about MARPOL 73/78…”
download from web site: epa.gov/oms/marine.htm or call
Michigan: (734) 214-4822
• ABS guide “Notes on Prevention of Air Pollution from Ships,”
Texas, phone: (281) 877-6306, fax: (281) 877-5801,
e-mail: [email protected]
For additional information on Cat Marine Power,

see our new marine site: www.cat-marine.com
9-15
Caterpillar Web Sites
Note: All URL’s that begin with https:// require a Caterpillar ID and
password to be able to access the web site.
https://psmktg.cat.com/srvtrng/index.htm – Service Training
https://engines.cat.com/infocast/frames/marine/ – Marine Business Group
https://engines.cat.com/infocast/frames/marine/applss/ – Cat Applica-

tion & Support Center
https://sis.cat.com/sisweb/servlet/cat.cis.sis.PController.CSSISMainServlet
– SIS Web
http://tmiweb.cat.com/tmi/servlet/cat.edis.tmiweb.tmihome.TMIHomeServlet
– TMI Web
http://emc.cat.com/ – Cat Electronic Media Center
https://3500.cat.com/ – 3500 Web Site
https://3600.cat.com/ – 3600 Web Site
https://engines.cat.com/infocast/frames/ep/power/mak_sis/ – MaK
Non-Caterpillar Web Sites of Interest

http://www.howstuffworks.com/category.htm?cat=Powr – How Stuff
Works Web Site
http://www.oceannavigator.com/ – Ocean Navigator Web Site
http://www.workboat.com/ – Work Boat Magazine Web Site
9-16
Electrical
Electrical Fundamentals*
Ohm’s Law
E = IR
where E = voltage in volts
I = current in amperes
R = resistance in ohms
By simple algebra this equation may be written:
E
I = __
R
or
E
R = __
I
Power
P = IE
where P = power in watts
I = current in amperes
E = voltage in volts
This equation for power may also be transposed to:
P
I = __
E
or
P
E = __
I
From Ohm’s law it is known that E = IR. If this expression for voltage is
substituted in the power law, we can derive the additional equation:
P = I2R
E , the equation
If we use the equation for current from Ohm’s law, I = __
for power becomes: R
E2
P = __
R
*See “Ugly’s Electrical Reference” (SEBD0983) for additional information.
9-17
Resistance
Series Circuits RT = R1 + R2 + R3 + . . . RN
1
Parallel Circuits RT = ____________________
1 + __
__ 1 + __
1 + . . . __
1
R1 R2 R3 RN
where RN = resistance in the individual resistors
where RT = total resistance in circuit
Reactance
XL = 2 π f L
where X L = inductive reactance in ohms
f = frequency in hertz
L = inductance in henries
π = 3.1416
1
X C = ______
2π f C
where X C = capacitive reactance in ohms
f = frequency in hertz
C = capacitance in farads
π = 3.1416
Impedance
Z = 公僓僒僓僓僓僓僓僓僓僓僓僓
R2 + (X L – X C)2
where Z = impedance in ohms
R = resistance in ohms
X L = inductive reactance in ohms
X C = capacitive reactance in ohms
Note that the impedance will vary with frequency, since both X C and X L
are frequency dependent. In practical AC power circuits, X C is often small
and can be neglected. In that case, the formula above simplifies to:
Z = 公僓僒僓僓僓僓僓
R2 + X L2
9-18
Transformer Voltage Conversion
NS
VS = VP __
NP
where VS = secondary voltage
VP = primary voltage
NS = number of secondary turns
NP = number of primary turns
Power Factor
Actual Power (watts)
Power Factor = _____________________
Apparent Power (V•A)
In mathematical terms, the power factor is equal to the cosine of the angle
by which the current leads or lags the voltage. If the current lags the
voltage in an inductive circuit by 60 degrees, the power factor will be 0.5,
the value of the cosine function at 60 degrees. If the phase of the cur-
rent in a load leads the phase of the voltage, the load is said to have a
leading power factor; if it lags, a lagging power factor. If the voltage
and current are in phase, the circuit has a unity power factor.
Equation Summary Diagram
9-19
Three Phase Connection Systems:
9-20
Electrical Enclosure Protection = IEC
The degrees of protection provided within an electrical enclosure is

expressed in terms of the letters IP followed by two numerals. Mechanical
protection against impact damage is defined by an optional third numeral.
First Numeral Second Numeral

Third Numeral
Protection against: Protecti
against: Weight Drop
Impact
kg m J
0 Non-protected 0 Non-protected
0 Non-protected
1 Object > 50 mm Dia. 1 Dripping Water
1 0.15 0.15 0.225
2 Object > 12 mm Dia. 2 Dripping Water (tilt up to
15°) 2 0.15
0.25 0.375
3 Object > 2.5 mm Dia. 3 Rain (tilt up to 60°)
3 0.25 0.20 0.50
4 Object > 1.0 mm Dia. 4 Splashing Water
5 Dust-protected 5 Water Jets
5 0.50 0.40 2
6 Dust Tight 6 Heavy Seas
7 Immersion Effects
7 1.5 0.40 6
8 Submersion Effects
9 5.0 0.40 20
Example: An IP55 enclosure protects its contents against dust and

spray from water jets.
References: DIN 40050 of July 1980, IEC 144 of 1963, IEC 529 of 1976,
NF C 20-010 of April 1977
9-21
Electrical Enclosure Protection – NEMA
Type Use Protection against

1 Indoor Contact with enclosed equipment.
2 Interior Limited amounts of falling water and dirt.
3 Outdoor Windblown dust, rain, sleet, and external ice formation.
3R Outdoor Falling rain, sleet, and external ice formation.
3S Outdoor Windblown dust, rain, sleet, and external ice formation. (Provision for external mechanism
operation when ice laden).
9-22
4 Indoor or Outdoor Windblown dust and rain, splashing and hose-directed water.
4X Indoor or Outdoor Corrosion, windblown dust and rain, splashing and hose-directed water.
5 Interior Dust and falling dirt.
6 Indoor or Outdoor Occasional temporary submersion at a limited depth.
6P Indoor or Outdoor Occasional prolonged submersion at a limited depth.
11 Indoor Corrosive liquids and gases (protection accomplished by oil immersion).
12 Indoor Dust, falling dirt, and dripping non-corrosive liquids.
12K Indoor Dust, falling dirt, and dripping non-corrosive liquids except at knockouts. (knockouts permitted)
13 Indoor Lint, dust, seepage, external condensation and spraying water, oil, and non-corrosive liquids.
Electrical Tables
Table 1
Electrical Formulae
Alternating Current
To Obtain Single-Phase Three-Phase Direct Current
Kilowatts V ⳯ I ⳯ P.F.
___________ 1.732 ⳯ V ⳯ I ⳯ P.F.
___________________ V⳯I
_____
1000 1000 1000
KV•A V⳯1
______ 1.732 ⳯ V ⳯ I
_____________
1000 1000
Horsepower required KW KW KW
9-23
__________________ _________________ _________________
when KW known 0.746 2 EFF. (Gen.) 0.746 ⳯ EFF. (Gen.) 0.746 ⳯ EFF. (Gen.)
(Generator)
KW input when HP HP ⳯ 0.746
___________ HP ⳯ 0.746
__________ HP ⳯ 0.746
__________
known (Motor) EFF. (Mot.) EFF. (Mot.) EFF. (Mot.)
Amperes when HP known HP ⳯ 746
_______________ HP ⳯ 746
_______________________ HP ⳯ 746
__________
V ⳯ P.F. ⳯ EFF. 1.732 ⳯ V ⳯ EFF. ⳯ P.F. V ⳯ EFF.
Amperes when KW known KW ⳯ 1000
___________ KW ⳯ 1000
________________ KW ⳯ 1000
___________
V ⳯ P.F. 1.732 ⳯ V ⳯ P.F. V
Amperes when KV•A known KV•A ⳯ 1000
_____________ KV•A ⳯ 1000
_____________
V 1.732 ⳯ V
Table 1 – Electrical Formulae (continued)
Frequency (c.p.s.) Poles ⳯ RPM
____________ Poles ⳯ RPM
____________
120 120
Reactive KV•A (KVAR) 1 – (P.F.)2

V ⳯ I ⳯公僓僒僓僓僓僓
_________________ 1 – (P.F.)2
1.732 ⳯ V ⳯ I ⳯公僓僒僓僓僓僓
________________________
1000 1000
% Voltage Regulation 100 (VNL – VFL)
______________ 100 (VNL – VFL)
______________ 100 (VNL – VFL)
______________
VFL VFL VFL
The following abbreviations are used in the table: Because the basic units of electrical quantities are often inconveniently large or small,
V = voltage in volts prefixes are often added to the terms which denote those units. The prefixes have the
9-24
I = current in amperes effect of multiplying or dividing the quantity by some factor, usually one thousand or one
KW = power in kilowatts (actual power) million. “kilo—” is used, for instance, to express a multiplication of one thousand. A kilo-
KV•A = kilovolt-amperes (apparent power) volt (kV) is therefore 1000 volts. A milliampere (mA) is one thousandth of an ampere.
HP = horsepower The commonly-used prefixes, their multiplying factors and their abbreviations are tabu-
RPM = revolutions per minute lated below:
KVAR = reactive kilovolt-amperes Prefix Factor Symbol
EFF. = efficiency as a decimal factor kilo— ⳯ 1000 k
NL = no load
FL = full load mega— ⳯ 1,000,000 M
milli— ⳰ 1000 m
micro— ⳰ 1,000,000 µ
Table 2
KV•A of AC Circuits
Single-Phase, Two-Wire LINE __________________________________
V⳯I
KV•A = _____ V
1000 LINE __________________________________
I
LINE __________________________________
I
V
Single-Phase, Three-Wire – Balanced NEUTRAL __________________________________
9-25
V⳯I
KV•A = _____
1000 LINE __________________________________
LINE __________________________________
I1
V1
Single-Phase, Three-Wire – Unbalanced NEUTRAL __________________________________
(V1 ⳯ I1) + (V2 ⳯ I2) V2
KV•A = ________________
1000 LINE __________________________________
I2
Table 2 – KV•A of AC Circuits (continued)
Three-Phase, Three-Wire – Balanced LINE __________________________________
I
1.732 ⳯ V ⳯ I V
KV•A = ____________
1000 LINE __________________________________
LINE __________________________________
9-26
Three-Phase, Three-Wire – Unbalanced LINE __________________________________
I1
I1 + I2 + I3
______________
KV•A =
(
1.732 ⳯ V ⳯ I1 + 32 +I3
______________________ ) LINE __________________________________
I2
1000
V
LINE __________________________________
I3
Table 2 – KV•A of AC Circuits (continued)
Three-Phase, Four-Wire – Balanced NEUTRAL __________________________________
KV•A = 1.73 ⳯V⳯I

__________ V
1000 LINE __________________________________
I
LINE __________________________________
LINE __________________________________
9-27
Three-Phase, Four-Wire – Unbalanced NEUTRAL __________________________________
I1 + I2 + I3
________________ V
1.73 ⳯ V ⳯ I(1 + 32 +I3
______________________ ) I1
LINE __________________________________
KV•A =
1000
I2
LINE __________________________________
I3
LINE __________________________________
Table 3
Copper Wire Characteristics
Ohms
Wire per Nearest
Size Diam. Circular 1000 ft. Diam. British
AWG in mil 77° F in SWG
(B & S) Mils Area (25° C) mm No.
1 289.3 83690 0.1264 7.348 1
2 257.6 66370 0.1593 6.544 3
3 229.4 52640 0.2009 5.827 4
4 204.3 41740 0.2533 5.189 5
5 181.9 33100 0.3195 4.621 7
6 162.0 26250 0.4028 4.115 8
7 144.3 20820 0.5080 3.665 9
8 128.5 16510 0.6405 3.264 10
9 114.4 13090 0.8077 2.906 11
10 101.9 10380 1.018 2.588 12
11 90.7 8234 1.284 2.305 13
12 80.8 6530 1.619 2.053 14
13 72.0 5178 2.042 1.828 15
14 64.1 4107 2.575 1.628 16
15 57.1 3257 3.247 1.450 17
16 50.8 2583 4.094 1.291 18
17 45.3 2048 5.163 1.150 18
18 40.3 1624 6.510 1.024 19
19 35.9 1288 8.210 0.912 20
20 32.0 1022 10.35 0.812 21
9-28
Table 4
Single-Phase AC Motors
Full Load Currents in Amperes
HP 115 V 208 V 230 V 440 V
1
⁄4 5.8 3.2 2.9
1
⁄3 7.2 4.0 3.6
1
⁄2 9.8 5.4 4.9
3
⁄4 13.8 7.6 6.9
11⁄2 16 8.8 8
1
1 ⁄2 20 11 10
21⁄2 24 13.2 12
31⁄2 34 19 17
51⁄2 56 31 28
1
7 ⁄2 80 44 40 21
101⁄2 100 55 50 26
9-29
Table 5
Three-Phase AC Motors – 80% Power Factor
Full Load Current in Amperes – Induction-Type,
Squirrel Cage and Wound Rotor
HP 110 V 208 V 220 V 440 V 550 V 2300 V
1
⁄2 4 2.1 2 1 0.8
3
⁄4 5.6 3.0 2.8 1.4 1.1
11⁄2 7 3.7 3.5 1.8 1.4
11⁄2 10 5.3 5 2.5 2.0
21⁄2 13 6.9 6.5 3.3 2.6
31⁄2 9.5 9 4.5 4
51⁄2 16 15 7.5 6
71⁄2 23 22 11 9
101⁄2 29 27 14 11
151⁄2 43 40 20 16
201⁄2 55 52 26 21
251⁄2 68 64 32 26 7
301⁄2 83 78 39 31 8.5
1
40 ⁄2 110 104 52 41 10.5
501⁄2 133 125 63 50 13
601⁄2 159 150 75 60 16
751⁄2 198 185 93 74 19
1
100 ⁄2 262 246 123 98 25
1251⁄2 330 310 155 124 31
1501⁄2 380 360 180 144 37
2001⁄2 510 480 240 192 48
1
250 ⁄2 697 657 328 262 65.7
3001⁄2 837 790 394.5 315 78.8
3501⁄2 976 922 461 368 92.2
4001⁄2 1114 1051 526 421 105.2
4501⁄2 1254 1192 592 473 118.3
5001⁄2 1393 1317 657 526 130
6001⁄2 1672 1578 789 632 157
7001⁄2 1950 1842 921 737 184
1
800 ⁄2 2220 2103 1051 842 210
9001⁄2 2504 2365 1194 947 233
10001⁄2 2789 2639 1316 1050 265
9-30
Table 6
Direct Current Motors
Full Load Current in Amperes
HP 115 V 230 V 550 V
1
⁄4 3 1.5
1
⁄3 3.8 1.9
1
⁄2 5.4 2.7
3
⁄4 7.4 3.7 1.6
11⁄2 9.6 4.8 2.0
1
1 ⁄2 13.2 6.6 2.7
21⁄2 17 8.5 3.6
31⁄2 25 12.5 5.2
51⁄2 40 20 8.3
1
7 ⁄2 58 29 12
101⁄2 76 38 16
151⁄2 112 56 23
201⁄2 148 74 31
1
25 ⁄2 184 92 38
301⁄2 220 110 46
401⁄2 292 146 61
501⁄2 360 180 75
1
60 ⁄2 430 215 90
751⁄2 536 268 111
1001⁄2 355 148
1251⁄2 443 184
1
150 ⁄2 534 220
2001⁄2 712 295
9-31
Table 7
Conduit Sizes for Conductors
Size
AWG
or Number of Conductors in One Conduit or Tubing*
MCM 1 2 3 4 5 6 7 8 9
18 11⁄2 11⁄2 11⁄2 11⁄2 11⁄2 11⁄2 11⁄2 13⁄4 13⁄4
16 11⁄2 11⁄2 11⁄2 11⁄2 11⁄2 11⁄2 13⁄4 13⁄4 13⁄4
14 11⁄2 11⁄2 11⁄2 11⁄2 13⁄4 13⁄4 10⁄0 10⁄0 10⁄0
1 1 1 3 3 0 0 0
12 1 ⁄2 1 ⁄2 1 ⁄2 1 ⁄4 1 ⁄4 1 ⁄0 1 ⁄0 1 ⁄0 11⁄4
1 3 3 3 0 0 0 1
10 1 ⁄2 1 ⁄4 1 ⁄4 1 ⁄4 1 ⁄0 1 ⁄0 1 ⁄0 1 ⁄4 11⁄4
1 3 3 0 1 1 1 1
8 1 ⁄2 1 ⁄4 1 ⁄4 1 ⁄0 1 ⁄4 1 ⁄4 1 ⁄4 1 ⁄2 11⁄2
6 11⁄2 10⁄0 10⁄0 11⁄4 11⁄2 11⁄2 20⁄0 20⁄0 20⁄0
1 1 1 1 1 0 0 0
4 1 ⁄2 1 ⁄4 †1 ⁄4 1 ⁄2 1 ⁄2 2 ⁄0 2 ⁄0 2 ⁄0 21⁄2
3 1 1 1 0 0 0 1
3 1 ⁄4 1 ⁄4 1 ⁄4 1 ⁄2 2 ⁄0 2 ⁄0 2 ⁄0 2 ⁄2 21⁄2
3 1 1 0 0 0 1 1
2 1 ⁄4 1 ⁄4 1 ⁄4 2 ⁄0 2 ⁄0 2 ⁄0 2 ⁄2 2 ⁄2 21⁄2
1 13⁄4 11⁄4 11⁄2 20⁄0 21⁄2 21⁄2 21⁄2 30⁄0 30⁄0
3 1 0 0 1 1 0 0
0 1 ⁄4 1 ⁄2 2 ⁄0 2 ⁄0 2 ⁄2 2 ⁄2 3 ⁄0 3 ⁄0 30⁄0
0 0 0 1 1 0 0 0
00 1 ⁄0 2 ⁄0 2 ⁄0 2 ⁄2 2 ⁄2 3 ⁄0 3 ⁄0 3 ⁄0 31⁄2
0 0 0 1 0 0 0 1
000 1 ⁄0 2 ⁄0 2 ⁄0 2 ⁄2 3 ⁄0 3 ⁄0 3 ⁄0 3 ⁄2 31⁄2
0000 11⁄4 20⁄0 21⁄2 30⁄0 30⁄0 30⁄0 31⁄2 31⁄2 40⁄0
1 1 1 0 0 1 0 0
250 1 ⁄4 2 ⁄2 2 ⁄2 3 ⁄0 3 ⁄0 3 ⁄2 4 ⁄0 4 ⁄0 50⁄0
1 1 1 0 1 0 0 0
300 1 ⁄4 2 ⁄2 2 ⁄2 3 ⁄0 3 ⁄2 4 ⁄0 4 ⁄0 5 ⁄0 50⁄0
1 0 0 1 1 0 0 0
350 1 ⁄4 3 ⁄0 3 ⁄0 3 ⁄2 3 ⁄2 4 ⁄0 5 ⁄0 5 ⁄0 50⁄0
400 11⁄2 30⁄0 30⁄0 31⁄2 40⁄0 40⁄0 50⁄0 50⁄0 50⁄0
1 0 0 1 0 0 0 0
500 1 ⁄2 3 ⁄0 3 ⁄0 3 ⁄2 4 ⁄0 5 ⁄0 5 ⁄0 5 ⁄0 60⁄0
0 1 1 0 0 0 0 0
600 2 ⁄0 3 ⁄2 3 ⁄2 4 ⁄0 5 ⁄0 5 ⁄0 6 ⁄0 6 ⁄0 60⁄0
0 1 1 0 0 0 0 0
700 2 ⁄0 3 ⁄2 3 ⁄2 5 ⁄0 5 ⁄0 5 ⁄0 6 ⁄0 6 ⁄0
750 20⁄0 31⁄2 31⁄2 50⁄0 50⁄0 60⁄0 60⁄0 60⁄0
0 1 0 0 0 0 0
800 2 ⁄0 3 ⁄2 4 ⁄0 5 ⁄0 5 ⁄0 6 ⁄0 6 ⁄0
900 20⁄0 40⁄0 40⁄0 50⁄0 60⁄0 60⁄0 60⁄0
0 0 0 0 0 0
1000 2 ⁄0 4 ⁄0 4 ⁄0 5 ⁄0 6 ⁄0 6 ⁄0
1250 21⁄2 50⁄0 50⁄0 60⁄0 60⁄0
1500 30⁄0 50⁄0 50⁄0 60⁄0
0 0 0
1750 3 ⁄0 5 ⁄0 6 ⁄0 60⁄0
0 0 0
2000 3 ⁄0 6 ⁄0 6 ⁄0
†Where a service run of conduit or metallic tubing does not exceed 50 feet (15.3 m)
in length and does not contain more than the equivalent of two quarter bends from
end to end, two No. 4 insulated and one No. 4 bare conductors may be installed in
1-inch (25.4 mm) conduit or tubing.
*Rubber covered: Types RF-2, RFH-2, R, RH, RW, RH-RW, RU, RUH, RUW
Thermoplastic: Types TF, T, and TW
9-32
Table 8
Allowable Current-Carrying Capacities of Insulated Copper Conductors*
60° C 75° C 85° C 110° C 125° C 200° C
Types of Insulation
Rubber Paper Asbestos
Size R, RW, RU, RUW Var-Cam-Type V Impregnated
AWG 14-2 90° C Thermoplastic Var-Cam Type A1 Type A
or Thermoplastic Type RH, Asbestos-TA Type AVA 14-8 14-8
MCM T, TW RHW Asbestos-Var-Cam-AVB Type AVL A1A AA
14 15 15 25 30 30 30
12 20 20 30 35 40 40
10 30 30 40 45 50 55
9-33
8 40 45 50 60 65 70
6 55 65 70 80 85 95
4 70 85 90 105 115 120
3 80 100 105 120 130 145
2 95 115 120 135 145 165
1 110 130 140 160 170 190
0 125 150 155 190 200 225
00 145 175 185 215 230 250
000 165 200 210 245 265 285
0000 195 230 235 275 310 340
*With not more than three conductors in a raceway or cable and a room temperature of 86° F (30° C).
Table 8 – Allowable Current-Carrying Capacities of Insulated Copper Conductors* (continued)
250 215 255 270 315 335
300 240 285 300 345 380
350 260 310 325 390 420
400 280 335 360 420 450
500 320 380 405 470 500
600 355 420 455 525 545
700 385 460 490 560 600
750 400 475 500 580 620
800 410 490 515 600 640
900 435 520 555
9-34
1000 455 545 585 680 730
1250 495 590 645
Correction Factors for Room Temperatures Over 30° C

F C
104 40 0.82 0.88 0.90 0.94 0.95
113 45 0.71 0.82 0.85 0.90 0.92
122 50 0.58 0.75 0.80 0.87 0.89
*With not more than three conductors in a raceway or cable and a room temperature of 86° F (30° C).
Table 9
Code Letters Usually Applied to Ratings
of Motors Normally Started on Full Voltage
Code Letters F G H J K L
Horse- 3-phase 15-up 10-71⁄2 5 3 2-11⁄2 1
power 1-phase — 5 3 2-11⁄2 1-3⁄4 1
⁄2
Table 10
Identifying Code Letters on AC Motors*
NEMA
Code Letter Starting KV•A per HP
A 0.00-3.14
B 3.15-3.54
C 3.55-3.99
D 4.00-4.49
E 4.50-4.99
F 5.00-5.59
G 5.60-6.29
H 6.30-7.09
J 7.10-7.99
K 8.00-8.99
L 9.00-9.99
M 10.00-11.19
N 11.20-12.49
P 12.50-13.99
R 14.00-15.99
S 16.00-17.99
T 18.00-19.99
U 20.00-22.39
V 22.40-
*Wound rotor motor has no code letter.
NOTE: Code letters apply to motors up to 200 HP.
9-35
Table 11
Conversion – Heat and Energy
1 – Kilowatt =
{ 1.341 horsepower
44,254 foot pounds/minute
56.883 Btu/minute
1 – Kilowatt Hour =
{ 1.341 horsepower hours
2,655,217 foot pounds
3413 Btu
{
1 – British Thermal 777.97 foot pounds
1 – Unit (Btu) = 1054.8 watt seconds
0.000293 kilowatt hours
0.293 watt hours
0.000393 horsepower hours
1 – Horsepower Hour =
{ 0.7457 kilowatt hours
1,980,000 foot pounds
2545 Btu
{
1 – Horsepower = 0.7457 kilowatt
745.7 watts
33,000 foot pounds/minute
42,418 Btu/minute
1.0139 metric horsepower
9-36
Table 12
Approximate Efficiencies –
Squirrel Cage Induction Motor
Full Load Full Load
HP KW Required Efficiency
1
⁄2 0.6 68%
3
⁄4 0.8 71%
10⁄0 1.0 75%
1
1 ⁄2 1.5 78%
20⁄0 1.9 80%
30⁄0 2.7 82%
50⁄0 4.5 83%
1
7 ⁄2 6.7 83%
100⁄0 8.8 85%
150⁄0 13.0 86%
200⁄0 16.8 89%
0
25 ⁄0 21.0 89%
300⁄0 24.9 90%
400⁄0 33.2 90%
500⁄0 41.5 90%
0
60 ⁄0 49.2 91%
750⁄0 61.5 91%
1000⁄0 81.2 92%
1250⁄0 101.5 92%
1500⁄0 122.0 92%
2000⁄0 162.5 92%
2500⁄0 203.0 92%
3000⁄0 243.0 92%
0
350 ⁄0 281.0 93%
4000⁄0 321.0 93%
4500⁄0 362.0 93%
5000⁄0 401.0 93%
0
600 ⁄0 428.0 93%
NOTE: Efficiencies listed are approximate only for new or near new motors. For accu-
rate efficiency figures check motor nameplate data with motor manufacturer
or manufacturer’s representative.
9-37
Table 13 – Approximate Electric Motor Efficiency to Use in Calculating Input
Motor
Sizes 1 to 3 HP 5 to 15 HP 30 to 60 HP
1 3 4 1 3 4 1 3 4
Load 2 4 4 2 4 4 2 4 4
Direct Current
(a) Shunt wound
(b) Compound wound 78 82 83 80 83 85 86 87 88
(c) Series wound
Alternating Current
Single-Phase
(a) Commutator type 65 72 75 75 78 80
Two- or Three-Phase
9-38
Squirrel Cage
(a) General Purpose
Normal starting current
Normal starting torque 78 80 80 84.5 85 85 85 88 89
(b) Low starting current
Normal starting torque 82 83 83 88 89 89
(c) Low starting current
High starting torque 83 83 82 88 89 89
Slip Ring Motor 81 82 83 88 89 90
Synchronous Motor 85 88 89
It is to be noted that efficiency of electric motors varies with speed, type and line voltage. The above percentages are therefore approximate and
are intended only to assist in calculating input. Where the margin of power of generator over actual requirements is shown to be quite close, it is
well to obtain true efficiency of motors from motor manufacturer.
Table 14
Reduced Voltage Starters
Line Current Starting Torque
Type of Motor Voltage % Full Voltage % of Full Voltage
Starter % Line Voltage Starting Current Starting Torque
Full Voltage Starter 100 100 100
Auto Transformer
80% tap 80 68 64
65% tap 65 46 42
50% tap 50 30 25
9-39
Resistor Starter
Single Step (adjusted for motor 80 80 64
voltage to be 80% of line voltage)
Reactor
50% tap 50 50 25
45% tap 45 45 20
37.5% tap 37.5 37.5 14
Part Winding
(low speed motors only)
75% winding 100 75 75
50% winding 100 50 50
Generator Set Start-up Checklist
All 3500 Engine Generator Sets
Exhaust Temperature Sensitivity Calculation

High exhaust temperature in an engine is a major contributor to reduced
engine component life. The life of turbochargers and valves are greatly
affected by continued exposure to exhaust temperatures in excess of
the maximum inlet to turbocharger temperatures, as published in the
Technical Marketing Information (TMI). This exhaust temperature sen-
sitivity calculation is applicable to all 3500 Series Engines.
There are several variables in every engine installation that can have
a significant impact on engine exhaust temperature. The “Exhaust Tem-
perature Sensitivity Calculation” ensures that the system design takes
all the different variables into consideration prior to engine installation.
The “Exhaust Temperature Sensitivity Calculation Worksheets” on the

following pages should be used as a guide by customers and dealers
when sizing a system for 3500 and 3500B Engines. This worksheet will
help determine the critical factors that must be considered at the time
an engine installation is being planned. When the worksheet calcula-
tion is completed using the expected maximum altitude, ambient
temperature, restriction (air inlet and exhaust), and aftercooler tem-
perature for the engine, the result will be an “expected inlet to turbo-
charger temperature”.
If the calculated temperature is below the maximum “inlet-to-turbo-

charger” temperature, as shown in TMI, and the charts in this publica-
tion, normal engine life can be expected. If the temperature is above
the maximum “inlet-to-turbocharger” temperature, changes in the instal-
lation must be made to reduce the maximum expected exhaust tempera-
ture. If changes are not made, engine component life can be affected.
Do not perform any procedure outlined in this article or order any parts
until you have read and understood the information contained within
this article.
9-40
TMI Exhaust Maximum (measured at inlet to turbocharger)
MAXIMUM EXHAUST TEMPERATURES

Normal Operating Extreme Condition
Temperature Temperature
(maximum) (maximum)
EPG Dry Manifold
Continuous 1200° F (650° C) 1275° F (692° C)
Prime 1250° F (677° C) 1325° F (718° C)
Standby 1300° F (704° C) 1375° F (746° C)
Exhaust Temperature Sensitivity Worksheet Metric Units
(A) (B) (C) (D) (E) (F)

Site TMI Sensitivity
Data Standard B–C Factor D⳯E
Air filter inlet 25° C 1.8° C increase
temperature per 1.0° C (D)
Aftercooler water TMI 1.25° C increase
temperature per 1.0° C (D)
Air inlet restriction 4 kPa 6.8° C increase
per 1 kPa (D)
Exhaust restriction 0 kPa 4.0° C increase
per 1 kPa (D)
Altitude 0 meters 3.6° C increase
per 100 meters (D)
Total Column “F”
Air Filter Inlet Temperature

1. Record, in column B, temperature at engine’s air filters when oper-
ating at rated.
2. Subtract column C from column B and record the answer in column D.
3. Multiply 1.8 times column D and record the answer in column F.
9-41
Aftercooler Water Temperature
1. Record, in column B, the engine’s aftercooler water when operating
at rated.
2. Record, in column C, the engine’s TMI aftercooler water temperature.
Example: 3500 MUI Engines are 90° C for JWAC and 30° C for SCAC,
and 3500 EUI Engines may be 30° C, 60° C, or 90° C.
Air Inlet Restriction

1. Record, in column B, engine’s air filter restriction when operating at rated.
Exhaust Restriction
1. Record, in column B, engine’s exhaust restriction when operating
at rated.
Altitude
1. Record in column B, altitude of installation.
2. Subtract column C from column B and divide by 100, then record
the answer in column D.

1. Degrees Centigrade that ambient site operating conditions affect
the turbocharger inlet exhaust temperature.
2. Add “Total Column F” to engine’s TMI “EXH MANF TEMP” and the
answer is the expected turbocharger inlet exhaust temperature of the
engine at rated, when operating at these ambient site conditions.
9-42
Exhaust Temperature Sensitivity Worksheet English Units
(A) (B) (C) (D) (E) (F)

Site TMI Sensitivity
Data Standard B–C Factor D⳯E
Air filter inlet 77° F 1.8° F increase
temperature per 1.0° F (D)
Aftercooler water TMI 1.25° F increase
temperature per 1.0° F (D)
Air inlet restriction 16 inches H2O 3.0° F increase
(0.6 psi) per 1 inch H2O
(0.036 psi) (D)
Exhaust restriction 0 inches H2O 1.8° F increase
per 1 inch H2O
(0.036 psi) (D)
Altitude 0 feet 20.0° F increase
per 1000 feet (D)
Air Filter Inlet Temperature

1. Record, in column B, temperature at engine’s air filters when oper-
ating at rated.
Aftercooler Water Temperature

1. Record, in column B, the engine’s aftercooler water when operating
at rated.
2. Record, in column C, the engine’s TMI aftercooler water temperature.
Example: 3500 MUI Engines are 194° F for JWAC and 86° F for SCAC,
and 3500 EUI Engines may be 86° F, 140° F, or 194° F.
Air Inlet Restriction

1. Record, in column B, engine’s air filter restriction when operating at rated.
9-43
Exhaust Restriction
1. Record, in column B, engines exhaust restriction when operating
at rated.
3. Multiply 1.8 times column D and record in column F.
Altitude
1. Record, in column B, altitude of installation.
2. Subtract column C from column B and divide by 1000, then record
the answer in column D.

1. Degrees Fahrenheit that ambient site operating conditions affect the
turbocharger inlet exhaust temperature.
2. Add “Total Column F” to engine’s TMI “EXH MANF TEMP” and the
answer is the expected turbocharger inlet exhaust temperature of
engine at rated, when operating at these ambient site conditions.
3500 Engine Performance Parameters

Air System
Air filter inlet ducting (design) 2 inches H2O (0.5 kPa)

Maximum temperature differential 20° F (11° C)
(inlet to air filter vs. ambient)
Maximum dirty air filter restriction 25 inches H2O (6.5 kPa)
Maximum air inlet temperature (filter) 120° F (49° C)
Maximum intake air manifold temperature 245° F (118° C)
Maximum air intake room pressure differential 0.5 inches H2O (0.1245 kPa)
Boost pressure range Consult your dealer
Ventilation 120° F (49° C)
maximum inlet to air cleaner
at maximum ambient
9-44
Exhaust System
Exhaust temperature (ITT) Consult with your dealer

Inlet-to-turbocharger
Cylinder head port temperatures (CHP) @ rated load
Normal (hottest to coldest cylinder) 100° F to 125° F
(56° C to 70° C)
Alert condition (deviation from average) 90° F (50° C)
Corrective action (deviation from average) 180° F (100° C)
Maximum exhaust backpressure of the system 201 inches H2O (5 kPa)
Maximum design exhaust back 10 inches H2O (2.5 kPa)
pressure of system
1
Certain ambient conditions and rating criteria may allow up to 27 inches H2O back-
pressure. Consult your Caterpillar dealer.
Oil System
Oil pressure range 45 to 61 psi (310 to 420 kPa)

Alarm 40 psi (276 kPa)
Shutdown 30 psi (207 kPa)
Oil filter differential pressure 15 psi (105 kPa)
Maximum oil temperature 230° F (110° C)
Fuel System
Fuel rate Consult with your dealer

Maximum fuel temperature 150° F (65° C)
Fuel pressure range 55 to 90 psi (379 to 620 kPa)
Fuel filter differential pressure 10 psi (70 kPa)
Water System
Alarm 215° F (101° C)

Shutdown 225° F (107° C)
9-45
Generator
Bearing bracket temperature

Standby Alarm 185° F (85° C)
Prime Alarm 185° F (85° C)
Main stator winding temperature
Standby Alarm 356° F (180° C)
Prime Alarm 284° F (140° C)
Air temperature differential across generator
Standby 130° F (54° C)
Prime 105° F (41° C)
9-46
3500 Generator Set Start-up Checklist
Customer Data
Name Start-up date
Contact Time
Telephone
Site
Type of installation
Application PP Continuous Peak Standby Marine Industrial Other
Shaving
Engine Data Generator Data
Engine model Serial number
Serial number Arrangement
Arrangement Rating
TMI specification Voltage
Rating bhp bkw Amperage
Environment
Ambient temperature Room temperature
Elevation Relative humidity
Atmospheric condition Salty Dusty Wet Clean Comments
Storage Information
Location Clean _____________ Dry _____________
Megger voltage
Initial megger reading Temperature corrected
Megger readings during shortage Temperature corrected
Safety
Heat shields on engine OK Not OK N/A All guards in place OK Not OK N/A
Emergency stops operate OK Not OK N/A Floor openings covered OK Not OK N/A
Engine room noise level OK Not OK N/A Floors clean OK Not OK N/A
Warning decals and plates installed OK Not OK N/A Hot pipes wrapped OK Not OK N/A
Fire extinguisher OK Not OK N/A Secure wiring OK Not OK N/A
Fire suppression system activated OK Not OK N/A Secure hoses and piping OK Not OK N/A
Access to fluid fill areas prevent spills OK Not OK N/A OK Not OK N/A
Serviceability
Overhead clearance Gauges accurate
Side clearance Oil
Air filters accessible OK Not OK N/A Water OK Not OK N/A
Oil filters accessible OK Not OK N/A Fuel OK Not OK N/A
Fuel filters accessible OK Not OK N/A Air OK Not OK N/A
Site glasses visible OK Not OK N/A Exhaust OK Not OK N/A
Level indicators accessible OK Not OK N/A Other OK Not OK N/A
Customer Orientation
Safety practices (refer to Operation and Maintenance Manual) OK Not OK N/A
Maintenance Schedule and preventive maintenance practices (refer to O&M manual) OK Not OK N/A
Manuals OK Not OK N/A
“Operation and Maintenance Manual” delivered and explained OK Not OK N/A
Reviewed start-up procedure OK Not OK N/A
“Service Manual” delivered and explained OK Not OK N/A
“Parts Manual” delivered and explained OK Not OK N/A
Proper levels OK Not OK N/A
Proper fluids OK Not OK N/A
Warranty information OK Not OK N/A
S•O•S advantages OK Not OK N/A
Maintenance contract advantages OK Not OK N/A
9-47
Engine Checklist
Governor
Governor/actuator type
Linkage free OK Not OK N/A
Oil level
Fuel System Information
High idle set Specification
Low idle setting Specification
Fuel type Fuel treatment OK Not OK N/A
Fuel API Fuel line isolated OK Not OK N/A
Fuel filter ⌬P (pressure change across fuel filter) Fuel tanks full and valves open OK Not OK N/A
Fuel pressure Check for leaks OK Not OK N/A
Cooling System Protection
Fuel load temperature Check coolant level OK Not OK N/A
Antifreeze Check for leaks OK Not OK N/A
⌬T radiator (temperature change across radiator) Corrosion protection OK Not OK N/A
Lubrication System
Oil filter ⌬P Check level OK Not OK N/A
Oil pressure Check for leaks OK Not OK N/A
Combustion Air
Temperature in Duct isolation OK Not OK N/A
Temperature AC Check for leaks OK Not OK N/A
Air filter ⌬P (pressure change across air filter)
Boost (inlet manifold pressure)
Exhaust System
Exhaust backpressure Exhaust pipe isolation OK Not OK N/A
Exhaust temperature before turbocharger Check for leaks OK Not OK N/A
Exhaust temperature stack
Port temperatures
Right-hand bank Cylinder 1 Left-hand bank Cylinder 2
Cylinder 3 Cylinder 4
9-48
Mechanical
Loose bolts OK Not OK N/A Attachments OK Not OK N/A
Inspect belts OK Not OK N/A Alternator OK Not OK N/A
Inspect fan OK Not OK N/A Air shut-off OK Not OK N/A
Inspect hoses and connections OK Not OK N/A Other OK Not OK N/A
Inspect supports OK Not OK N/A Other OK Not OK N/A
Check for leaks OK Not OK N/A Other OK Not OK N/A
Unusual noises OK Not OK N/A
Lubrication points Fan drive ________ Air starter ________ Other ________
Prelube pump ____ Other ___________ Other ________
Vibration isolators correct OK Not OK N/A
Vibration Levels
Locations EFV EFH ERV ERH ERA Comments
Mils
In/sec
Locations GRV GRH GRA Other Other Comments
Mils
In/sec
Batteries
Charged OK Not OK N/A Trickle charger OK Not OK N/A
Electrolyte OK Not OK N/A Charge rate OK Not OK N/A
Isolated from floor OK Not OK N/A
Jacket Water Heaters
Block temperature Wired correctly OK Not OK N/A
Power on OK Not OK N/A
Starter
Type Inspect wiring OK Not OK N/A
Alarms
High water temperature OK Not OK N/A Low water OK Not OK N/A
Low oil pressure OK Not OK N/A Shutdown devices OK Not OK N/A
High oil temperature OK Not OK N/A Other OK Not OK N/A
High air inlet manifold OK Not OK N/A Other OK Not OK N/A
9-49
Generator Checklist
Rating Information
Engine serial number Arrangement number
Generator serial number Arrangement number
Generator Name Plate Information
Voltage Package (prime, continuous, standby)
Amperage Kilowatts
Storage location ______________________________
Main stator megger reading: Before storage After storage
Generator dried for 24 hours prior to start-up? (Y/N) Drying method
Space Heaters Yes No Comments

Space heaters operating properly
Space heaters operated 24 hours prior to start-up
Space heaters OFF when engine is running
Megger Test 30 second 60 second 30 second 60 second Ambient
(SEHS9124) reading reading corrected corrected temperature Comments
Beginning
of storage Main stator
Main rotor
Exciter stator
Exciter rotor
PMG stator
Start-up Main stator
Main rotor
Exciter stator
Exciter rotor
PMG stator
Regulator Voltage Amps Comments
No load F1 to F2 DC
20 to 22 AC
20 to 24 AC
22 to 24 AC
26 to 28 (PM only) AC
Full load Generator excitation name plate information DC Compare to “F1” to “F2”
F1 to F2 DC
20 to 22 AC
20 to 24 AC
22 to 24 AC
9-50
Generator Checklist (continued)
Electrical Yes No Comments
Unit properly grounded
Check diodes
Overcurrent protection
Overvoltage protection
Check for loose wiring
Adjust voltage
Adjust frequency
Mechanical Data Comments
Bearing temperature readings at full load Front ______ Rear ______
Stator temperature readings at full load A______ B______ C ______
Air gap on main stator Top _______ Bottom_____
Air gap on exciter stator Top _______ Bottom_____
Air gap of PMG Top _______ Bottom_____
Ambient air to generator @ full load Temperature _____________
Supplier air opening to generator Size of opening __________
Switch Gear/Parallel Operation
Manufacturer:
Setting 1 Setting 2 Setting 3 Comments
Circuit breaker type
Overload setting
Reverse power relay
VAR/PF Controller
Load share
Droop or cross current
compensation
Installation and Load Information
Neutral grounding system UPS
Enclosure type Size
Motor Other loads
Total SKVA Lighting
Total HP Computers
Welding
Non-linear
Other
Full Load Data

Voltage Amps KW KYARS P.F.
9-51
Bibliography
Introduction to Steel Shipbuilding, Second Edition, by Elijah Baker III,
McGraw-Hill Book Company,1953
Caterpillar Service Training Meeting Guide No.180, 1973
Propeller Handbook, by Dave Gerr, International Marine Publishing Com-

pany, 1989, Camden, Maine
The Speed and Power of Ships, by Adm. D.W. Taylor, U.S. Maritime
Administration
Theoretical Naval Architecture, by Attwood and Pengelly, Longmans, Green,

and Company, NY
Modern Marine Engineer’s Manual, Editor in Chief Alan Osbourne, Cornell

Maritime Press
The Bluejackets’ Manual, by Bill Wedertz Twentieth Edition, United States

Naval Institute 1978
9-52
GLOSSARY
Glossary of Terms
A Ampere
ABDC After Bottom Dead Center
ABS American Bureau of Shipping Absolute
ABRASION – Wearing or rubbing away of a part.
ABSOLUTE HUMIDITY – Amount of moisture in the air, indicated in grains
per cubic foot.
ABSOLUTE PRESSURE – Gauge pressure plus atmospheric pressure
(14.7 lb per in2).
ABSOLUTE TEMPERATURE – The temperature measured using
absolute zero as a reference. Absolute zero is –459.69° F (–273.16° C)
and is the lowest point of temperature known.
AC Alternating Current
A/C Aftercooler
ACCELERATION – The rate of increase of velocity per time unit (exam-
ple: feet/sec
_______ or feet/sec2).
sec
ACCOMMODATION LADDER – The stairs used to go aboard a ship.
ACCUMULATOR – A device used for storing liquid under pressure
(sometimes used to smooth out pressure surges in a hydraulic system).
ACTIVE POWER – The real power supplied by the generator set to the
electrical load. Active power creates a load on the set’s engine and is
limited by the horsepower of the engine. Active power does the work
of heating, turning motor shafts, etc., and is measured in watts, kilowatts,
and megawatts.
ACTUATOR – A device which uses fluid power to produce mechanical
force and motion.
ADDITIVE – 1. A compound which is added to improve fuel. 2. A sub-
stance added to oil to give it certain properties. For example, a material
added to engine oil to lessen its tendency to congeal or thicken at low
temperatures.
ADVANCE – To move the timing of the injection pump or injectors to an
earlier injection point.
ADVANCED DIESEL ENGINE MANAGEMENT (ADEM) – The name for
current generation of the electronic engine control system.
AFRC Air-Fuel Ratio Control
AFTS Automatic Fuel Transfer System
A/F DYNAMIC SETTING – The dynamic (engine running) setting of a
device on the engine which limits the amount of fuel injected per stroke as
a function of the boost.
AFT – Toward, at, or near the stern.
AFTERCOOLER – A heat exchanger inserted into the induction system of
an engine after any device used to compress combustion air.
Ah Ampere-hour
10-1
AIMS A (cluster) – Information Management System
AIR BLEEDER – A device used to remove air from a hydraulic system.
Types include a needle valve, capillary tubing to the reservoir, and a
bleed plug.
AIR CLEANER – A device (filter) for removing unwanted solid impuri-
ties from the air before the air enters the intake manifold.
AIR COMPRESSOR – A device used to increase air pressure.
AIR CONDITIONING – The simultaneous control of all or at least the first
three of the following factors affecting the physical and chemical con-
ditions of the atmosphere within a structure: temperature, humidity,
motion, distribution, dust, bacteria, odors, toxic gases and ionization –
most of which affect, in greater or lesser degree, human health or comfort.
AIR COOLED CONDENSER – Heat of compression is transferred from
condensing coils to surrounding air. This may be done either by con-
vection or by a fan or blower.
AIR DIFFUSER – Air distribution outlet designed to direct airflow into
desired patterns.
AIR-FUEL RATIO – The ratio (by weight or by volume) between fuel
and air.
AIR-FUEL RATIO CONTROL (AFRC) – A feature on Cat engines which
measures actual engine speed and boost pressure to reduce smoke
and lower fuel consumption.
AIR GAP – The distance between two components; clearance between
internal rotating member and stationary outside member. Refers to gap
per side.
AIR INLET SHUTOFF – An engine protection measure used to sup-
plement the fuel shutoff, when blocking the air supply is the quickest
way to stop the engine. Often this approach is used on larger engines
when operating in combustible environments or to achieve fast shut-
downs. Air shutoffs are not used for routine shutdowns.
AIR POLLUTION – Contamination of the earth’s atmosphere by pollu-
tants such as smoke, harmful gases, etc.
AIR (SPECIFIC HEAT OF) – The quantity of heat absorbed by a unit
weight of air per unit temperature rise.
AIR (STANDARD) – Air with a density of 0.075 lb per ft3 and an absolute
viscosity of 0.0379 ⳯ 10-5 lb mass per (ft) (sec). This is substantially
equivalent to dry air at 70° F and 29.92 in. Hg barometric pressure.
AIR STARTING VALVE – A valve which admits compressed air to the
air starter for starting purposes.
AIR-TO-AIR AFTERCOOLER (ATAAC) – A means of cooling intake
air after the turbocharger, using ambient air for cooling. The intake air
is passed through an aftercooler (heat exchanger) mounted in front of
the radiator before going to the intake manifold.
ALDEHYDES – A chemical compound formed by incomplete combustion.
ALIGN – To bring two or more components of a unit into the correct posi-
tions with respect to one another.
10-2
ALLOWANCE – The difference between the minimum and the maximum
dimensions of proper functioning.
ALLOY – A mixture of two or more different metals, usually to produce
improved characteristics.
ALTERNATING CURRENT (AC) – An electric current that reverses its
direction at regularly recurring intervals such as 50 or 60 times per sec-
ond in 50 Hz and 60 Hz, respectively.
ALTERNATING CURRENT (AC) METERING MODULE – An apparatus
which displays generator set volts, amps, and frequency.
ALTERNATOR – An electromechanical device which produces alter-
nating current.
AMBIENT – The surrounding atmosphere; encompassing on all sides;
the environment surrounding a body but undisturbed or unaffected by it.
AMBIENT TEMPERATURE – Temperature of fluid (usually air) which
surrounds object on all sides.
AMD Authorized Marine
AMMETER – An instrument used to indicate, in amperes, the current flow-
ing through the phases from a generator to the load.
AMMONIA – Chemical combination of nitrogen and hydrogen (NH3).
Ammonia refrigerant is identified by R-117.
AMORTISSEUR WINDINGS – Apparatus formed by copper rotor end
plates and damper bars to help stabilize a generator set during parallel
operation.
AMPERAGE – A measure of the current or number of electrons pass-
ing a given point per unit of time.
AMPERE (A) – A unit of measurement defined as the current that 1 V
can send through 1W resistance.
AMPERE-HOUR CAPACITY (Ah) – A measurement of the battery’s
capacity to deliver a specified current over a specified length of time.
ANALOG – A continuous performance signal representing the value
of an engine performance characteristic.
ANEROID – A pressure-measuring device containing no liquid.
ANGLE – Inclination of two lines to each other.
ANGULARITY – Having or being at an angle.
ANNEAL – To toughen metals by heating and then cooling.
ANNULAR – In the form of an annulus; ring-shaped.
ANNULUS – A figure bounded by concentric circles or cylinders (e.g.,
a washer, ring, sleeve, etc.).
ANNUNCIATOR – An alarm which produces audible and/or visual sig-
nals to give warnings of shutdown or fault conditions. Annunciators are
typically used in applications where the equipment monitored is not
located in a portion of the facility that is normally attended.
ANSI American National Standards Institute
ANTIFREEZE – A chemical such as alcohol, glycerin, etc., added to the
coolant in order to lower its freezing point.
10-3
ANTIFRICTION BEARING – A bearing constructed with balls, rollers
or the like between the journal and the bearing surface to provide rolling
instead of sliding friction.
API GRAVITY – Gravity expressed in units of standard API (hydrometer).
ARC – Portion of a curved line or of the circumference of a circle.
AIR GAP – The clearance between internal rotating member and sta-
tionary outside member. Refers to gap per side.
AIR WELDING – A method of utilizing the heat of an electric current jump-
ing an air gap to provide heat for welding metal.
API American Petroleum Institute
APU Auxiliary Power Unit
ARMATURE – The movable part of a relay, regulator, or horn, or the rotat-
ing part of a generator or starter.
AS Air Shut-off (Solenoid)
ASBESTOS – A heat-resistant and nonburning organic mineral.
ASME American Society of Mechanical Engineers
asp Engine aspiration
ASPHALT EPOXY – Additional protective coating on winding coil heads
on the intake end of a generator.
ASPIRATE – To breathe (to draw out gas by suction).
ASPIRATION – The method used to move inlet air into the combustion
chamber; e.g. Naturally Aspirated (NA), Turbocharged (T), and Turbo-
charged-Aftercooled (TA).
ASTM American Society of Testing Materials
ATAAC Air-To-Air AfterCooling
ATA LINK – An analog terminal adapter that allows a Northern Trans-
com Norstar digital phone system to use analog devices such as a fax,
answering machine, or modem.
ATDC After Top Dead Center
ATHWARTSHIP – Across the ship, at right angles to the fore-and-aft
center line of the ship.
ATMOSPHERE – The mass or blanket of gases surrounding the earth.
ATMOSPHERIC PRESSURE (BAROMETRIC PRESSURE) – The pres-
sure exerted by the atmosphere, averaging 14.7 psi at sea level with
a decrease of approximately 1⁄2 lb per 1000 ft of altitude gained.
ATOM – The smallest particle of an element.
ATOMIZER – A device which disperses liquid (e.g. fuel) into fine par-
ticles (pulverized spray).
ATS Automatic Transfer Switch
ATTRITION – Wearing down by rubbing or by friction: abrasion.
AUSTEMPERING – A method of hardening steel by quenching from the
austenitizing temperature into a heat extracting medium (usually salt)
which is maintained at some constant temperature level between 400° F
and 800° F (usually near the higher temperature) and holding the steel
10-4
in this medium until transformation is substantially complete and then
cooling to room temperature.
AUTOMATIC DEFROST – System of removing ice and frost from evap-
orators automatically.
AUTOMATIC SYNCHRONIZER – A magnetic-type control relay which
will automatically close the generator switch/circuit breaker when the
conditions for paralleling are satisfied.
AUTOMATIC TRANSFER SWITCH (ATS) – Automatically switches
electrical load from the normal (or preferred) power source to an alter-
nate supply, should normal voltage fail or be substantially reduced. It
retransfers load to the normal source when voltage has been restored.
AUTOMATIC VALVE – A valve assisted by a spring, which is opened
by a difference of pressure acting in one direction and closed by a dif-
ference in pressure acting in the opposite direction.
AUTOMATIC VOLTAGE REGULATOR – Controls the output voltage
produced by a generator by controlling excitation.
AUX GEN Auxiliary Generator
AUXILIARY – An aid to the main device which may only be used
occasionally.
AVOIDED COSTS – The decremental cost for the electric utility to gen-
erate or purchase electricity that is avoided through the purchase of
power from a cogeneration facility.
AVR Automatic Voltage Regulator
AXIAL FAN – A shaft mounted fan on some designs between bearing
and revolving field assembly to provide additional air movement within
the unit for cooling; also used for balancing.
AVOIDED COST (Regulatory) – The amount of money that an electric
utility would need to spend for the next increment of electric generation
production to produce or purchase elsewhere the power that it instead
buys from a cogenerator or small power producer.
BABBITT – An antifriction metal used to line bearings, thereby reduc-
ing the friction of the moving components.
BACKFIRE – Ignition of the mixture in the intake manifold by flame from
the cylinder such as might occur from a leaking inlet valve.
BACKLASH – The distance (play) between two movable components
such as meshed gears.
BACKPRESSURE – A pressure exerted contrary to the pressure pro-
ducing the main flow. Also called suction pressure or low side pressure.
BACK-UP POWER – Electric energy available from or to an electric
utility during an unscheduled outage to replace energy ordinary gener-
ated by the facility or the utility. Frequently referred to as standby power.
BAFFLE OR BAFFLE PLATE – A device which slows down or diverts the
flow of gases, liquids, sound, etc.
BAINITE – The structure that is obtained when steel is quenched as a
constant subcritical temperature.
10-5
BALL BEARING – A bearing using steel balls as its rolling element
between the inner and outer ring (race).
BALL CHECK VALVE – A valve consisting of a ball held against a
ground seat by a spring. It is used to check the flow or to limit the pressure.
BALLAST – Weight added in a ship’s inner bottom to balance her top-
side weight, or to keep her down in the water under light loads. Some
ships carry permanent concrete ballast. Others pump salt water into the
tanks for the same purpose.
BAROMETER – An instrument which measures atmospheric pressure.
BARS – The term “bars” includes rounds, squares, hexagons, etc.;
small standard shapes (angles, channels, tees, etc.) under 3"; flats 6"
or under in width and 13⁄64" or over in thickness.
BASE LOAD – The lowest level of power production needs during a
season or year.
BASE LOAD UNIT – A power generating facility that is intended to run
constantly at near capacity levels, as much of the time as possible.
BASE LOADING – Use of on-site generating equipment to supply a
set amount of power for a specific time period – usually on a daily basis.
BASELINE FORECAST – A prediction of future energy needs which
does not take into account the likely effects of new conservation pro-
grams that have not yet been started.
BASIC SIZE – The theoretical or nominal standard size from which all
variations are made.
BAT Battery
BATTERY – A connected group of cells storing an electrical charge
and capable of furnishing a current from chemical reactions.
BBDC Before Bottom Dead Center
BDC Bottom Dead Center
BEAM – An athwartship horizontal member supporting a deck or flat.
Also, the extreme width of a ship.
BEARING – The contacting surface on which a revolving part rests.
BEARING CLEARANCE – The distance between the shaft and the
bearing surface.
BELL HOUSING (CLUTCH HOUSING) – The metal covering around
the clutch or torque converter assembly.
BELOW DECK/GO BELOW – To move to a deck located under the
main deck.
BENDIX-TYPE STARTER DRIVE (Inertia Starter Drive) – A type of
starter drive that causes the gear to engage when the armature starts
rotating and to automatically disengage when it stops.
BERNOULLI’S PRINCIPLE – Given a fluid flowing through a tube, any
constriction or narrowing of the tube will create an increase in that fluid’s
velocity and a decrease in pressure.
BERNOULLI’S THEOREM – In a stream of liquid, the sum of elevation
head, pressure head, and velocity remains constant along any line of
10-6
flow provided no work is done by or upon the liquid in its course of flow,
and decreases in proportion to energy lost in the flow.
BES Brushless Excitation System
BESSEMER PROCESS – A process for making steel by blowing air
through molten pig iron contained in a suitable vessel. The process is
one of rapid oxidation mainly of silicon and carbon.
bhp Engine brake horsepower without fan
BILGE – Curved section between the bottom and the side of a ship; the
recess into which all water drains.
BILGE KEELS – Long, narrow fins fitted to both side of the hull at the
turn of the bilge to prevent the ship from rolling.
BIMETAL STRIP – Temperature regulating or indication device which
works on the principle that two dissimilar metals with unequal expan-
sion rates, welded together, will bend as temperatures change.
bkW Engine brake kilowatts without fan
BLACK SMOKE – A soot-like substance emitted by engines resulting
from incomplete combustion.
BLACK START – Refers to the starting of a power system with its own
power sources, without assistance from external power supplies.
BLENDED OR HEAVY FUEL – A mixture or residual fuel and a lighter
fuel. This fuel type tends to create more combustion chamber deposit
formations which can cause increased cylinder and ring wear, espe-
cially in smaller, higher speed engines.
BLISTER – A defect in metal produced by gas bubbles either on the
surface or formed beneath the surface.
BLOCK RATE SCHEDULES – Utility rate schedules that charge dif-
ferent rates for certain increments of energy consumed. For example:
3 cents for the first 1000 kW-hr, 4 cents for the next 1000 kW-hr, 5 cents
for the next 1000 kW-hr, etc.
BLOCK WALL – A concrete structure which is sometimes used to muf-
fle the noise from an operating generator set.
BLOWBY – Combustion gas leakage into the engine crankcase. The
leakage is normally from the combustion chamber past the piston rings
or through the valve guides. Specific blowby is the volume of blowby
at atmospheric pressure divided by the engine power.
BLOWER – A low-pressure air pump, usually of one rotary or centrifu-
gal type.
BLOWHOLE – A hole produced during the solidification of metal by
evolved gas which, in failing to escape, is held in pockets.
BLUE BRITTLENESS – Brittleness occurring in steel when worked in
the temperature range of 300-700° F or when cold after being worked
within this temperature range.
B/M Bill of Material
BMEP Brake Mean Effective Pressure
10-7
BOILING POINT – The temperature at which bubbles or vapors rise to
the surface of a liquid and escape.
BOILING TEMPERATURE – Temperature at which a fluid changes from
a liquid to a gas.
BOND – The holding together of different parts.
BOOST – The gauge pressure as measured in the inlet manifold of a
diesel engine. Adjusted boost is calculated value or boost that would
exist if an engine were running at nominal power. Boost is not synony-
mous with inlet manifold pressure.
BORE – The diameter of each cylinder in an engine.
BORING– Enlarging the cylinders by cutting or honing them to a spec-
ified size.
BORING BAR (Cylinder) – A tool used to machine the cylinders to a
specific size.
BOSCH METERING SYSTEM – A metering system with a helical groove
in the plunger which covers or uncovers ports in the pump barrel.
BOTTOM DEAD CENTER (BDC) – The lowest point a piston reaches
in its movement within a cylinder.
BOTTOMING CYCLE – A means to increase the thermal efficiency of
a steam electric generating system by converting some waste heat
from the condenser into electricity rather than discharging all of it into
the environment.
BOUND ELECTRONS – the inner-orbit electrons around the nucleus of
the atom.
BOW – The front part of a ship, where the two sides meet. To move in that
direction is to go forward.
BOYLE’S LAW OF PHYSICS – The absolute pressure which a given
quantity of gas at constant temperature exerts against the walls of the
containing vessel is inversely proportional to the volume occupied.
Examples: If pressure is doubled on the quantity of gas, volume becomes
one-half. If volume becomes doubled, gas has its pressure reduced
by one-half.
BRAKE HORSEPOWER (bhp) – A measurement of the power devel-
oped by an engine in actual operation. It subtracts the F.H.P. (friction
losses) from the I.H.P. (pure horsepower).
BRAKE MEAN EFFECTIVE PRESSURE (BMEP) – Mean effective pres-
sure acting on the piston which would result in the given brake horse-
power output, if there were no losses due to friction, cooling, and exhaustion.
Equal to mean indicated pressure times mechanical efficiency.
BRAKE SPECIFIC FUEL CONSUMPTION (BSFC) – The quantity of
fuel burned to produce one horsepower for one hour.
BRAKE THERMAL EFFICIENCY – Ratio of power output in the form of
brake horsepower to equivalent power input in the form of heat from fuel.
BRAZE – To join two pieces of metal using a comparatively high-melt-
ing-point material. An example is to join two pieces of steel by using
brass or bronze as a solder.
10-8
BREAK-IN – The process of wearing in to a desirable fit between the
surfaces of two new of reconditioned parts.
BREATHER – A device that allows fumes to escape from the crankcase.
BREATHER PIPE – A pipe opening into the crankcase to assist ventilation.
BRIDGE – A crosswise platform above the main deck of a ship from which
the ship is controlled.
BRINE – Water saturated with chemical such as salt.
BRINELL HARDNESS – The surface hardness of a metal, alloy, or sim-
ilar material according to J.A. Brinell’s method of measurement. A
metal’s surface is struck at a given force by a rigid steel ball of given
diameter, and the indentation is measured.
BRITISH GALLON (Imperial Gallon, gal [Imp.]) – A gallon measure-
ment of 277.4 in3.
BRITISH THERMAL UNIT (Btu) – Approximate definition: The amount
of heat required to raise 1 lb of water 1° F. Exact definition: The amount
of heat required to raise 1 lb. of water from freezing to boiling at stan-
dard atmospheric pressure.
BROAD VOLTAGE – A term used to denote 12-lead unit, which allows
low and high voltage connections by customer.
BROWNOUT – A controlled power reduction in which the utility
decreases the voltage on the power lines, so customers receive weaker
electric current.
BRUSH – The pieces of carbon or copper that make a sliding contact
against the commutator or slip rings.
BRUSHLESS – A synchronous machine having a brushless exciter with
its rotating armature and semiconductor devices on a common shaft
with the field of the main machine.
BSFC Brake Specific Fuel Consumption
BSOC Brake Specific Oil Consumption
BTDC Before Top Dead Center
Btu British therma unit
BULKHEADS – This refers to inner walls of a ship, also called partitions.
BULWARKS – Vertical extensions above the deck edge of the shell plat-
ing. Bulwarks are built high enough to keep men and equipment from
going overboard.
BUOYANCY – The upward or lifting force exerted on a body by a fluid.
BURNING – The heating of a metal to temperatures sufficiently close the
melting point to cause permanent damage to the metal.
BURNISH – To polish or shine a surface with a hard, smooth object.
BURSTS – Ruptures made in forging or rolling.
BUS – An electrical conductor that serves as a common connection for
two or more electrical circuits.
10-9
BUS – Refers to the devices that connect the generators and loads in
a paralleling system, or any point fed by multiple sources and/or sup-
plying multiple loads.
BUS BARS – A set of common conductors on the load side of a circuit
breaker used to conduct generator output to the distribution system.
BUS CAPACITY – The maximum load that can be carried on a system
without causing degradation of the generator frequency. In other words,
the full load capacity of the system.
BUSHING – A metallic or synthetic lining for a hole which reduces or
prevents abrasion between components.
BUTANE – A hydrocarbon gas formed synthetically by the action of zinc
or ethyl iodide. This gas becomes a liquid when under pressure.
BUTTERFLY VALVE – A valve in the venturi to control the airflow.
BYPASS FILTER – An oil filter that only filters a portion of the oil flow-
ing through the engine lubrication system.
BYPASS VALVE – A valve that opens when the set pressure is exceeded.
This allows the fluid to pass through an alternative channel.
CAC Charge Air Cooler
CACo Caterpillar Americas Company
CAGE – A housing in which a valve operates and seats.
CALCIUM SULFATE – Chemical compound (CaSO4) which is used as
a drying agent or desiccant in liquid line driers.
CALIBRATE – To make an adjustment to a meter or other instrument so
that it will accurately indicate its input.
CALIPER – A tool for measuring diameter, usually having curved legs and
resembling a pair of compasses.
CALORIE – Heat required to raise temperature of one gram of water
one degree centigrade.
CALORIFIC VALUE – The amount of heat produced by burning one pound
of fuel. (See Heating Value.)
CALORIMETER – Device used to measure quantities of heat or deter-
mine specific heats.
CAM – A component of irregular shape. It is used to change the direc-
tion of the motion of another part moving against it, e.g., rotary into
reciprocating or variable motion.
CAM FOLLOWER (Valve Lifter) – A part which is held in contact with
the cam and to which the cam motion is imparted and transmitted to
the pushrod.
CAM-GROUND PISTON – A piston ground to a slightly oval shape
which under the heat of operation becomes round.
CAM NOSE – That portion of the cam that holds the valve wide open.
It is the high point of the cam.
CAMPAR Computer Aided Marine PAR
CAMSHAFT – The shaft containing lobes or cams to operate the engine
valves.
10-10
CAMSHAFT GEAR – The gear that is fastened to the camshaft.
CAPABILITY – The maximum load which a generating unit, generating
station, or other electrical apparatus can carry under specified condi-
tions for a given period of time, without exceeding approved limits of
temperature and stress.
CAPACITOR – An arrangement of insulated conductors and dielectrics
for the accumulation of an electric charge with small voltage output.
CAPACITY (electric utility) – The maximum amount of electricity that
a generating unit, power plant, or utility can produce under specified
conditions. Capacity is measured in megawatts and is also referred to
as the nameplate rating.
CAPACITY CREDITS – The value incorporated into the utility’s rate for
purchasing energy, based upon the savings due to the reduction or
postponement of new generation capacity resulting from the purchase
of power from cogenerators.
CAPACITY FACTOR – The ratio of the actual annual plant electricity
output to the rated plant output.
CAPACITY-NET COOLING – The cooling capacity of an air-condi-
tioning system or heat pump on the cooling cycle is the amount of
Sensible and Latent heat (total heat) removed from the inside air.
CAPSTAN – A revolving device with a vertical axis, used for heaving-in
mooring lines.
CARB California Air Resources Board
CARBON – One of the nonmetallic elements constituting fuel and lubri-
cating oil.
CARBON DIOXIDE (CO2) – A “greenhouse” gas produced as a result
of combustion of any hydrocarbon fueled engine, including a human.
The highest efficiency engines produced the least CO2.
CARBON MONOXIDE (CO) – A poisonous gas formed by combustion
taking place with a shortage of oxygen. Measured in parts per million
by volume.
1034 ⳯ CO mass
CO Concentration
emissions (g/hr)
(ppm) =
Exhaust mass flow (kg/hr)
CARBON PILE – Carbon disks or plates capable of carrying high current.
CARBON TETRACHLORIDE – A colorless liquid, the fumes of which
are toxic. Used in fire extinguishers and for cleaning.
CARBONIZE – The process of carbon formation within an engine, such
as on the spark plugs and within the combustion chamber.
CARBURETOR – A device for automatically mixing gasoline fuel in the
proper proportion with air to produce a combustible vapor.
CARBURETOR “ICING” – A term used to describe the formation of ice
on a carburetor throttle plate during certain atmospheric conditions.
CARBURIZING (cementation) – Adding carbon to the surface of iron-
base alloys by heating the metal below its melting point in contact with
carbonaceous solids, liquids, or gases.
10-11
CAT DATA LINK – A communication data link which displays status of
various engine parameters on the Computerized Monitoring System.
CAT PC Caterpillar Engine Power Connection
CB Circuit Breaker
CDL Cat Data Link
CEILING – The absolute maximum to which the high limit of an engine
performance specification may rise.
CEMENTITE – A compound of iron and carbon always containing
6.68% carbon and 93.32% iron.
CENTRAL COOLING – Same as central heating except that cooling
(heat removal) is supplied instead of heating; usually a chilled water
distribution system and return system for air conditioning.
CENTRAL HEATING – Supply of thermal energy from a central plant
to multiple points of end-use, usually by steam or hot water, for space
and/or service water heating. Central heating may be large-scale as in
plants serving central business districts, university campuses, medical
centers, and military installations or in central building systems serving
multiple zones; also district heating.
cemf counterelectromotive force
CETANE – Measure of ignition quality of diesel fuel – at what pressure
and temperature the fuel will ignite and burn.
CHAMFER – A bevel or taper at the edge of a hole.
CHARGE AIR COOLER (CAC) – An air-to-air or water-to-air heat
exchanger to cool turbocharged combustion air.
CHASE – To straighten up or repair damaged threads.
CHOKE – A device such as a valve placed in a carburetor air inlet to
restrict the volume of air admitted.
CHP Combined Heat and Power (also referred to as cogeneration)
CIM Customer Interface Module
CIPS Caterpillar International Power Systems
CIRCUIT – The complete path of an electric current including, usually,
the source of electrical energy.
CIRCUIT BREAKER – A device used to open and close a circuit by
nonautomatic means, and to open the circuit automatically on a pre-
determined overload of current.
CIS Corporate Information Services
CLOSING RATING – The maximum fault current into which an automatic
transfer switch of a generator set can close.
CLS Caterpillar Logistics Services
CMS Computerized Monitoring System
COEFFICIENT OF EXPANSION – The change in length per unit length or
the change in volume per unit volume per degree change in temperature.
COEFFICIENT OF PERFORMANCE (COP) – The ratio of the rate of heat
removal to the rate of energy input in consistent units.
10-12
COFFERDAM – A narrow empty space between two bulkheads that
prevents leakage into the adjoining compartments.
COGENERATION – Utilizing a prime power generator set, this process
involves harnessing “free” heat energy from engine cooling and exhaust
systems for heating or steam generation, or to power air conditioning,
absorption chillers, or other equipment.
COHESIVE STRENGTH – The strength property of a metal that resists the
tensile, disruptive stress across a plane at right angles to the load applied.
COIL SPRING – A spring-steel wire wound in a spiral pattern.
COIL WEDGE – A mechanical device which prevents coil bundle from
coming out of rev. field slot passage during rotation of rev. field. Two types:
expansion wedges – 360, 440, and 580, 680 frames; compression
wedges – 800 frame.
COLD – Cold is the absence of heat; a temperature considerably
below normal.
COLD DRAWING – The process for finishing a hot rolled rod or bar at
room temperature by pulling it through the hole of a die of the same
shape but smaller in size.
COLD FINISHING – The process of reducing the cross sectional area
without heating by cold rolling, cold drawing, cold and grinding, turn-
ing and polishing, or turning and grinding.
COLD ROLLING – The cold working of hot rolled material by passing
it between power-driven rolls. The process applies to flat bars of such
a size that they cannot be pulled through a die.
COLD WORKING – Plastic deformation of a metal at a temperature low
enough to ensure strain hardening.
COLOR CODE – Colored markings or wires to identify the different circuits.
COMBUSTION – The process of burning.
COMBUSTION CHAMBER – The chamber in reciprocating engines
between the cylinder head and piston, in which combustion occurs.
COMBUSTION-CHAMBER VOLUME – The volume of the combustion
chamber (when the piston is at TDC) measured in cubic centimeters.
COMBUSTION CYCLE – A series of thermodynamic processes through
which the working gas passes to produce one power stroke. The cycle
is: intake, compression, power, and exhaust.
COMFORT AIR-CONDITIONING – A simultaneous control of all, or at
least the first three, of the following factors affecting the physical and
chemical conditions of the atmosphere within a structure of the purpose
of human comfort; temperature, humidity, motion, distribution, dust, bac-
teria, odors, toxic gases, and ionization, most of which affect in greater
or lesser degree human health or comfort.
COMMUTATOR – A number of copper bars connected to the armature
windings but insulated from each other and from the armature. Rotation
of the armature will, in conjunction with fixed brushes, result in unidi-
rectional current output.
COMPARTMENT – A subdivision of space or room in a ship.
10-13
COMPOUND – A combination of two or more elements that are mixed
together.
COMPRESSED AIR – Air that at any pressure in excess of atmospheric
pressure is considered to be compressed.
COMPRESSIBILITY – The property of a substance (e.g., air) by virtue
of which its density increases with increase in pressure.
COMPRESSION – The process by which a confined gas is reduced in
volume through the application of pressure.
COMPRESSION CHECK – A measurement of the compression of each
cylinder at cranking speed or as recommended by the manufacturer.
COMPRESSION GAUGE – A test instrument used to test the cylinder
compression.
COMPRESSION IGNITION – The ignition of fuel through the heat of
compression.
COMPRESSION PRESSURE – Pressure in the combustion chamber
at the end of the compression stroke, but without any of the fuel being
burned.
COMPRESSION RATIO – Compares the minimum and maximum vol-
umes between the piston crown and the cylinder head.
COMPRESSION RELEASE – A device to prevent the intake or exhaust
valves from closing completely, thereby permitting the engine to be
turned over without compression.
COMPRESSION RING – The piston rings used to reduce combustion
leakage to a minimum.
COMPRESSION STROKE – That stroke of the operating cycle during
which air is compressed into a smaller space, creating heat by molec-
ular action.
COMPRESSOR – A mechanical device to pump air, and thereby
increase the pressure. The pump of a refrigerating mechanism which
draws a vacuum or low pressure cooling side of refrigerant cycle and
squeezes or compresses the gas into the high pressure or condensing
side of the cycle.
COMPRESSOR-BRAKE HORSEPOWER – A function of the power
input to the ideal compressor and to the compression, mechanical, and
volumetric efficiency of the compressor.
COMPRESSOR EFFICIENCY – A measure of the deviation of the actual
compression from the perfect compression cycle. Is defined as the work
done within the cylinders.
COMPRESSOR, OPEN-TYPE – Compressor in which the crankshaft
extends through the crankcase and is driven by an outside motor.
COMPRESSOR OUTLET PRESSURE – Gauge pressure of the combus-
tion air at the turbocharger compressor outlet of a spark ignited engine.
COMPRESSOR, RECIPROCATION – Compressor which uses a piston
and cylinder mechanism to provide pumping action.
COMPRESSOR, ROTARY – Compressor which uses vanes, eccentric
mechanisms, or other rotating devices to provide pumping action.
10-14
COMPUTERIZED MONITORING SYSTEM (CMS) – An electronic dis-
play for marine or industrial engines to display engine parameters and
diagnostics.
CONCENTRIC – Having the same center.
CONCEPTUAL DESIGN – The specification of the major components
of a system and their operating characteristics, layout, space needs, and
operating and maintenance requirements.
CONDENSATE – Fluid which forms on an evaporator.
CONDENSATE PUMP – Device used to remove fluid condensate that
collects beneath an evaporator.
CONDENSATION – Liquid or droplets which form when a gas or vapor
is cooled below its dew point.
CONDENSE – Action of changing a gas or vapor to a liquid.
CONDENSER, AIR-COOLED – A heat exchanger which transfers heat
to surrounding air.
CONDENSER, ELECTRICAL – An arrangement of insulated conduc-
tors and dielectrics for the accumulation of an electric charge.
CONDENSER, EVAPORATIVE – A condenser in which heat is absorbed
from the surface by the evaporation of water sprayed or flooded over
the surface.
CONDENSER,THERMAL – The part of a refrigeration mechanism which
receives hot, high pressure refrigerant gas from the compressor and
cools gaseous refrigerant until it returns to liquid state.
CONDENSER, WATER-COOLED – Heat exchanger which is designed
to transfer heat from hot gaseous refrigerant to water.
CONDENSING UNIT – The part of the refrigeration mechanism which
pumps vaporized refrigerant from the evaporator, compresses it, liquifies
it in the condenser, and returns the liquid refrigerant to refrigerant control.
CONDUCTION, THERMAL – The process of heat transfer through a
material medium in which kinetic energy is transmitted by the particles
of the material from particle to particle without gross displacement of
the particles.
CONDUCTIVITY, THERMAL – “k” factor – The time rate of heat flow
through unit area of a homogeneous material under steady conditions
when a unit temperature gradient is maintained in the direction perpen-
dicular to the area. In English units its value is usually expressed in Btu
per (hour) (square foot) (Fahrenheit degree per inch of thickness).
Materials are considered homogeneous when the value of “k” is not
affected by variation in thickness or in size of sample within the range
normally used in construction.
CONDUCTOR – Any material whose properties allow electronic to move
with relative ease. Typical examples are copper and aluminum.
CONNECTING ROD – A reciprocating rod connecting the crankshaft
and piston in an engine.
CONSERVATION – Steps taken to cause less energy to be used than
would otherwise be the case.
10-15
CONSTANT-PRESSURE COMBUSTION – Combustion which occurs
without a change in pressure. In an engine, this is obtained by a slower
rate of burning than with constant-volume combustion.
CONTAMINANT – A substance (dirt, moisture, etc.) foreign to refriger-
ant or refrigerant oil in system.
CONTAMINATION – The presence of harmful foreign matter in a fluid
or in air.
CONTINUOUS CYCLE ABSORPTION SYSTEM – System which has a
continuous flow of energy input.
CONTINUOUS POWER – Output available without varying load for an
unlimited time. Continuous power in accordance with ISO8528,
ISO3046/1, AS2789, DIN6271, and BS5514.
CONTOUR – Outline.
CONTRACT – To reduce in mass or dimension; to make smaller.
CONTROL – To regulate or govern the function of a unit.
CONTROL VOLTAGE TERMINAL STRIP – Strips provided to allow easy
customer connections of generator sets to regulators, space heaters, or
other devices.
CONVECTION – Transfer of heat by means of movement or flow or a fluid
or gas.
CONVECTION, FORCED – Transfer of heat resulting from forced move-
ment of liquid or gas by means of fan or pump.
CONVECTION, NATURAL – Circulation of a gas or liquid due to the dif-
ference in density resulting from temperature difference.
CONVENTIONAL – According to the most common or usual mode.
CONVERGE – To incline to or approach a certain point; to come together.
CONVERTER – As used in connection with LP gas, a device which con-
verts or changes LP gas from a liquid to a vapor for use by the engine.
CONVOLUTION – One full turn of a screw.
COOLANT – A liquid used as a cooling medium.
COOLING LOAD – The rate of heat removed from the chilled water pass-
ing through the evaporator – measured in tons.
COOLING SYSTEM – The complete system for circulating coolant.
COOLING TOWER – Device which cools water by water evaporation in
air. Water is cooled to wet bulb temperature of air.
COOPERATIVE (electric utility) – A joint venture organized by consumers
to make electric utility service available in their area.
COP Coefficient of Performance
COPRODUCTION – The conversion of energy from a fuel (possibly
including solid or other wastes) into shaft power (which may be used to
generate electricity) and a second or additional useful form. The process
may entail a series topping and bottoming arrangement for conversion
to shaft power and either process or space heating. Cogeneration is a
form of coproduction; however, the concept also includes a single heat
10-16
producer serving several different mechanical and/or thermal require-
ments in parallel.
CORE – The central or innermost part of an object.
CORRECTION FACTOR – A number by which an engine performance
characteristic is multiplied to show the value which would have been
obtained if the engine were operating under some other set of conditions.
CORROSION – The slow destruction of material by chemical agents
and electromechanical reactions.
COUNTERBALANCE – A weight, usually attached to a moving com-
ponent, that balances another weight.
COUNTERBORE – A cylindrical enlargement of the end of a cylinder
bore or bore hole.
COUNTERELECTROMOTIVE FORCE (cemf) – The electromotive force
(voltage) that opposes the applied voltage.
COUNTERSINK – To cut or shape a depression in an object so that the
head of a screw may set flush or below the surface.
COUNTERWEIGHT – Weights that are mounted on the crankshaft oppo-
site each crank throw. These reduce the vibration caused by putting the
crank in practical balance and also reduce bearing loads due to iner-
tia of moving parts.
COUPLING – A device used to connect two components.
CPS Cycles Per Second
C/R Compression Ratio
CRANKCASE – The lower housing in which the crankcase and many
other parts of the engine operate.
CRANKCASE DILUTION – When unburned fuel finds its way past the
piston rings into the crankcase oil, where it dilutes or “thins” the engine
lubricating oil.
CRANKCASE SCAVENGING – Scavenging method using the pump-
ing action of the power piston in the crankcase to pump scavenging air.
CRANKING – Rotating an engine with a source of power external to the
engine.
CRANKPIN – The portion of the crank throw attached to the connect-
ing rod.
CRANKSHAFT – The main drive shaft of an engine which takes recip-
rocating motion and converts it to rotary motion.
CRANKSHAFT COUNTER-BALANCE – A series of weights attached
to or forged integrally with the crankshaft to offset the reciprocating
weight of each piston and rod.
CRANK THROW – One crankpin with its two webs (the amount of off-
set of the rod journal).
CRANK WEB – The portion of the crank throw between the crankpin
and main journal. This makes up the offset.
CREST – The top surface joining the two sides of a thread.
10-17
CREST CLEARANCE – Defined on a screw form as the space between
the top of a thread and the root of its mating thread.
CRITICAL COMPRESSION RATIO – Lowest compression ratio at which
any particular fuel will ignite by compression under prescribed test
procedure. The lower the critical compression ratio the better ignition
qualities that fuel has. (Gasoline engine, 4:1; oil engine, 7:1; diesel
engine, 12.5:1.)
CRITICAL PRESSURE – Condition of refrigerant at which liquid and
gas have the same properties.
CRITICAL SPEEDS – Speeds at which the frequency of the power
strokes synchronize with the crankshaft’s natural frequency of torsional
damper. If the engine is operated at one of its critical speeds for any
length of time, a broken crankshaft may result.
CRITICAL TEMPERATURE – Temperature at which vapor and liquid
have the same properties.
CROCUS CLOTH – A very fine abrasive polishing cloth.
CROSS CURRENT COMPENSATING TRANSFORMER – A unit which
senses circulating currents between generators in parallel operation.
CROSS CURRENT COMPENSATION – Method of controlling the reac-
tive power supplied by generators in a paralleling system so that they
equally share the total reactive load on the bus, without significant volt-
age droop.
CROWNED – A very slight curve in a surface (e.g. on a roller or raceway).
CRUDE OIL – Petroleum as it comes from the well (unrefined).
CRUSH – A deliberate distortion of an engine’s bearing shell to hold it
in place during operation.
CRYOGENIC FLUID – Substance which exits as a liquid or gas at ultra-
low temperatures (–250° F or lower).
CRYOGENICS – Refrigeration which deals with producing temperatures
at –250° F and lower.
CSFC Corrected Specific Fuel Consumption
CSTG Caterpillar Service Technology Group
CT Current Transformer, Crank Terminate (ESS)
cu in cubic inch
CURRENT – A flow of electric charge and the rate of such a flow meas-
ured in amperes.
CURRENT TRANSFORMER – An auxiliary instrument used to reduce
generator current to that of the instruments and apparatus. Current trans-
formers are used to step down the higher line current to the lower cur-
rents that the control system is designed for. These signals are utilized
by AC meters, protective relays, and control devices.
CUSTOM ALARM MODULE (CAM) – A Cat unit which provides flexi-
ble annunciation capabilities for engines.
CUSTOMER COMMUNICATION MODULE (CCM) – Apparatus which
allows users of electronic engines to monitor up to eight Cat power systems
10-18
remotely, perform system diagnostics, and receive parameter readouts
in real time.
CUSTOMER INTERFACE MODULE (CIM) – A device which decodes
Cat electronic engine monitoring information and provides a link to
remote alarms and annunciators.
CUT-IN – Temperature or pressure valve which closes control circuit.
CUTLESS BEARING – The bearing used in conjunction with the “stern
strut” to support the propeller and or propeller shaft. This bearing usu-
ally water lubricated.
CUT-OUT – Temperature or pressure valve which opens the control unit.
CYANIDING – Surface hardening by carbon and nitrogen absorption
of an iron-base alloy article portion of it by heating at a suitable tem-
perature in contact with a cyanide salt, followed by quenching.
CYCLE – One complete rise and fall of the voltage of alternating cur-
rent, from zero to maximum positive/back to zero and from zero to max-
imum negative and back to zero again.
CYCLIC – Variation in the performance characteristics which vary as
the engine runs; especially, but not exclusively, those characteristics
which vary in a repetitive fashion.
CYCLIC IRREGULARITY – A nondimensional ratio describing the
degree of crankshaft twist occurring between two successive firings of
cylinders of an engine during steady-state operation.
rpm (maximum) – rpm (minimum)
Cyclic Irregularity = ______________________________
rpm (average)
CYLINDER – The chamber in which a piston moves in a reciprocating
engine.
CYLINDER BLOCK – the largest single part of an engine. The basic or
main mass of metal in which the cylinders are bored or placed.
CYLINDER HEAD – The replaceable portion of the engine fastened
securely to the cylinder block that seals the cylinder at the top. It often con-
tains the valves, and in some cases, it is part of the combustion chamber.
CYLINDER HONE – A tool used to bring the diameter of a cylinder to spec-
ification and at the same time smooth its surface.
CYLINDER LINER – A sleeve or tube interposed between the piston and
the cylinder wall or cylinder block to provide a readily renewable wearing
surface for the cylinder.
CYLINDER, REFRIGERANT – Cylinder in which refrigerant is purchased
and dispensed. The color code painted on cylinder indicates the kind
of refrigerant the cylinders contains.
D – Diode; Distance from plane of reference to assembled unit center
of gravity location.
D1 – Distance from plane of reference aft to generator center of gravity.
D2 – Distance from plane of reference forward to engine center.
10-19
DALTON’S LAW – Vapor pressure exerted on container by a mixture of
gases is equal to sum or individual vapor pressures of gases contained
in mixture.
DAVIT – Any of various small cranes used on ships to hoist boats, anchors
and cargo.
DC Direct Current
DDT Digital Diagnostic Tool
DEAD BUS – The de-energized state of the power connections between
outputs of paralleled generator sets.
DEAD CENTER – Either of the two positions when the crank and con-
necting rod are in a straight line at the end of the stroke.
DEAD FRONT – A term used to describe the lack of accessibility of bare
connections or apparatus on the panel face of controls or switchgear.
DECARBURIZATION – The removal of carbon (usually refers to the sur-
face of solid steel) by the (normally oxidizing) action of media which react
with carbon.
DECELERATION – Opposite of acceleration; that is, implying a slowing
down instead of a speeding up. Also called negative acceleration.
DECIBEL – Unit used for measuring relative loudness of sounds. One
decibel is equal to the approximate difference of loudness ordinarily
detectable by the human ear, the range of which is about 103 decibels
on a scale beginning with one for faintest audible sound.
DECK – The floor. There may be several decks to a ship. The main deck is
the deck exposed (open) to atmosphere.
DEFERRABLE OR SCHEDULED LOADS – Loads which can be dis-
connected for extended periods of time and restarted later without a
great effect on a facility’s operation. Delaying energy use to a time or
lower demand is effective in minimizing peak demand.
DEFLECTION – Bending or movement away from the normal position,
due to loading.
DEGLAZER – A tool used to remove the glaze from cylinder walls.
DEGREE, CIRCLE – 1⁄360 of a circle.
DEGREE-DAY – Unit that represents one degree of difference from
given point in average outdoor temperature of one day and is often used
in estimating fuel requirements for a building. Degree-days are based on
average temperature over a 24-hour period. As an example, if an average
temperature for a day is 50° F, the number of degree-day for that day would
be equal to 65° F minus 50° F or 15 degree-days (65–15=50). Degree-
days are useful when calculating requirements for heating purposes.
DEGREE WHEEL – A wheel marked in degrees to set the lifter height.
DEHUMIDIFY – To remove water vapor from the atmosphere. To remove
water or liquid from stored goods.
DEHUMIDIFY EFFECT – The difference between the moisture contents,
in pounds per hour, of the entering and leaving air, multiplied by 1.060.
DEHYDRATE – To remove water in all forms from matter. Liquid water, hygro-
scopic water, and water of crystallization or water of hydration are included.
10-20
DEHYDRATED OIL – Lubricant which has had most of water content
removed (a dry oil).
DEHYDRATION – The removal of water vapor from air by the use of absorb-
ing or absorbing materials; the removal of water from stored goods.
DELTA CONNECTION – the connection of the three windings of a gen-
erator into a triangular or delta configuration. Most commonly used by
utility companies. Has no neutral point.
DELTA-T – The temperature rise of the engine coolant from the jacket water
pump inlet to the engine coolant outlet.
DEMAND (UTILITY) – The level at which electricity or natural gas is
delivered to users at a given point in time. Electric demand is expressed
in kilowatts.
DEMAND, ANNUAL – The greatest of all demands which occurred dur-
ing a prescribed demand interval in a calendar year.
DEMAND CHARGE – The sum to be paid by a large electricity consumer
for its peak usage level.
DEMAND, COINCIDENT – The sum of two or more demands which occur
in the same demand interval.
DEMAND, INSTANTANEOUS PEAK – The maximum demand at the
instant of greatest load.
DENDRITES – A crystal formed by solidification, or in any other way,
having many branches and a tree-like pattern; also termed “pine tree”
and “fir tree” crystals.
DENSITY (FUEL) – The mass of fuel per unit volume. The units of den-
sity used in this specification are degrees API at 60 degrees Fahrenheit.
(API = American Petroleum Institute)
DEO Diesel Engine Oil
DEPTH OF ENGAGEMENT – The depth of a thread in contact with two
mating parts measured radially. It is the radial distance by which their
thread forms overlap each other.
DESIGN VOLTAGE – The nominal voltage for which a line or piece of
equipment is designed. This is a reference level of voltage for identifi-
cation and not necessarily the precise level at which it operates.
DETERGENT – A compound of a soap-like nature used in engine oil to
remove engine deposits and hold them in suspension in the oil.
DETONATION – Burning of a portion of the fuel in the combustion cham-
ber at a rate faster than desired (knocking).
DEW POINT – Temperature at which vapor (at 100 percent humidity)
begins to condense and deposit as liquid.
DFD Diode Fault Detector
DI Direct Injection
DIAGNOSIS – In engine service, the use of instruments to troubleshoot
the engine parts to locate the cause of a failure.
DIAL INDICATOR (dial gauge) – A precision measuring instrument.
DIAPHRAGM – Any flexible dividing partition separating two compartments.
10-21
DICHLORODIFLUOROMETHANE – Refrigerant commonly known as
R-12. Chemical formula is CCI2F2. Cylinder color code is white. Boiling
point at atmospheric pressure is –21.62° F.
DIE, THREAD – A thread-cutting tool.
DIELECTRIC – A nonconductor of direct electric current.
DIESEL ENGINE – A type of internal combustion engine that burns fuel
oil; the ignition is brought about by heat resulting from air compression,
instead of by an electric spark, as in a gasoline engine.
DIESEL INDEX – A rating of fuel according to its ignition qualities. The
higher the diesel index number, the better the ignition quality of the fuel.
DIFFERENTIAL – As applied to refrigeration and heating, the differ-
ence between cut-in and cut-out temperature or pressure of a control.
DIFFERENTIAL FUEL PRESSURE – The gas pressure supplied to the
carburetor of a spark ignited engine minus the carburetor inlet pressure.
DIFFERENTIAL PRESSURE FUEL VALVE – A closed fuel valve with a
needle or spindle valve which seats onto the inner side of the orifices.
The valve is lifted by fuel pressure.
DIFFERENTIAL PROTECTION (Line) – Leads pass through current
transformers for the purpose of sensing current imbalance line-leads.
DIGITAL – A numeric valve representing the valve of an engine perform-
ance characteristic.
DIGITAL VOLTAGE REGULATOR (D.V.R.) – A microprocessor-based
unit which regulates voltage output of a generator.
DILUTION – Thinning, such as when fuel mixes with lubricant.
DINA Direct Injection Naturally Aspirated
DIODE – A device which allows current to pass but only in one direction.
DIP AND BAKE – The process of treating a wound electrical element
with varnish to provide protection/insulation and to secure the winding
in place.
DIPSTICK – A device to measure the quantity of oil in the reservoir.
DIRECT CURRENT (DC) – An electric current flowing in one direction only.
DIRECT-COOLED PISTON – A piston which is cooled by the internal
circulation of a liquid.
DIRECTIONAL CONTROL VALVE – A valve which selectively directs
or prevents flow to or from specific channels. Also referred to a selector
valve, control valve, or transfer valve.
DISCHARGE – A draw of current from the battery.
DISPLACEMENT – The total weight of the ship when afloat, including
everything aboard, equals the weight of water displaced. Displacement
may be expressed in either cubic feet or long tons. A cubic fool of sea
water weighs 64 pounds and one of fresh water weighs 62.5 pounds;
consequently, one long ton is equal to 35 cubic feet of sea water or
35.9 cubic feet of fresh water. One long ton equals 2240 pounds.
DISPLACEMENT OR SWEPT VOLUME – In a single-acting engine, the
volume swept by all pistons in making one stroke each. The displacement
10-22
on one cylinder in cubic inches is the circular area (in square inches)
times the stroke (in inches) times the number of cylinders.
DISTA Direct Injection Series Turbocharged-Aftercooled
DISTILLATION – Heating a liquid and then condensing the vapors given
off by the heating process.
DISTILLING APPARATUS – Fluid reclaiming device used to reclaim used
refrigerants. Reclaiming is usually done by vaporizing and then recon-
densing refrigerant.
DISTORTION – A warpage or change in form from the original shape.
DISTRIBUTION CIRCUIT BREAKER – A device used for overload and
short circuit protection of loads connected to a main distribution device.
DISTRIBUTION SWITCHGEAR – May include automatic transfer switches,
circuit breakers, fusible switches, or molded case breakers. This equip-
ment distributes utility or generator power to the site electrical loads.
DIT Direct Injection Turbocharged
DITA Direct Injection Turbocharged-Aftercooled
DITA–JW Direct Injection Turbocharged-Aftercooled Jacket Water
DITT Direct Injection Turbocharged (Dual Turbo)
DITTA Direct Injection Turbocharged-Aftercooled (Dual Turbo)
DIVISION PLATE – A diaphragm surrounding the piston rod of a cross-
head-type engine, usually having a wiper ring to remove excess oil
from the piston rod as it slides through. It separates the crankcase from
the lower end of the cylinder.
D/N Dealer/Net
DOG LEG – A colloquialism applied to the shape of a torque curve
which has been modified to provide a steep torque rise at a speed just
above the full load point to prevent excessive shifting of transmissions.
DOUBLE ACTING – An actuator producing work in both directions.
DOUBLE FLARE – A flared end of the tubing having two wall thicknesses.
DOWEL – A pin, usually of circular shape like a cylinder, used to pin or
fasten something in position temporarily or permanently.
DOWN DRAFT – A type of carburetor in which the fuel-air mixture flows
downward to the engine.
DRAFT – The vertical distance from the waterline to the keel. Draft is
measured in feet and inches, by scaled marked on the hull at the stem
and stern post. Draft numbers are six inches high and spaced six
inches apart. The bottom of each number indicates foot marks, the top
indicates half-foot marks.
DRAW-OUT RELAY – An AC protective relay that is door mounted, and
can be removed from its case without disturbing the wiring to the case,
or interrupting the connected circuits. This allows for easy testing and
calibration of the relay.
DRAW-OUT UNIT – A structure that holds a circuit breaker in an enclo-
sure. It has a movable carriage and contact structures that permit the
10-23
breaker to be removed from the enclosure without manually discon-
necting power cables and control wires.
DRAWBAR HORSEPOWER – Measure of the pulling power of a machine
at the drawbar hitch point.
DRIBBLING – Unatomized fuel running from the fuel nozzle.
DRILL – A tool used to bore holes.
DRILL PRESS – A fixed machine to drive a tool in rotary motion.
DRIVE FLANGE – Presses on shaft of revolving field rabbet pilot and
mounting bolt pattern for mounting to engine drive discs.
DRIVE FIT– A fit between two components, whose tolerance is so small
that the two parts must be pressed or driven together.
DROOP LOAD SHARING – A method of making two or more parallel
generator sets share a system kW load. This is accomplished by having
each governor control adjusted so that the sets have the same droop
(reduction of speed).
DROOP (or Speed Droop) – The decrease from no load speed to full
load speed when full load is applied to a generator set, expressed as
a percentage of the full load speed.
DROOP TRANSFER – A small transformer provided for mounting cur-
rent flow through output line leads. A loop of one or two turns of one of
the line leads passes through the coil/plane of the transformer to pro-
duce sensing.
DROP-FORGED – Formed by hammering or forced into shape by heat.
DRY BULB – An instrument with a sensitive element which measures
ambient (moving) air temperature.
DRY BULB TEMPERATURE – Air temperature as indicated by an ordi-
nary thermometer.
DRY CELL, DRY BATTERY – A battery that uses no liquid electrolyte.
DRY-CHARGED BATTERY – A battery in a pre-charged state but with-
out electrolyte. The electrolyte is added when the battery is to be placed
in service.
DRY SLEEVE – A cylinder sleeve (liner) where the sleeve is supported
over its entire length. The coolant does not touch the sleeve itself.
DST Detonation Sensitive Timing
DSU Data Sending Unit
DUAL ELEMENT (DE) – Number of elements in an assembly, espe-
cially filters.
DUAL FUEL – A term used to describe an engine which starts on one
type of fuel and runs on another type.
DUAL SERVICE – Utilizing a prime power generator set for a regular,
but noncritical load. When a utility outage occurs, the unit automati-
cally switches to provide emergency power immediately.
DUAL VALVES – Refers to cylinders having two valves performing one
function, e.g. two intake valves, two exhaust valves.
10-24
DUAL VOLTAGE – The term used to denote 10-lead machine – 240/480,
300/600.
DUCTILITY – The ability of a metal to withstand plastic deformation
without rupture.
D.V.R. Digital Voltage Regulator
DYNAMIC BALANCE – Condition when the weight mass of revolving
object is in the same plane as the centerline of the object.
DYNAMIC PRESSURE – The pressure of a fluid resulting from its
motion, equal to one-half the fluid density times the fluid velocity
squared. In incompressible flow, dynamic pressure is the difference
between total pressure and static pressure.
DYNAMOMETER – A device for absorbing the power output of an engine
and measuring torque or horsepower so that it can be computed into
brake horsepower.
EBULLIENT COOLED ENGINE – An engine cooled by boiling water
The cooling is accomplished by turning water into steam. The latent
heat of evaporation absorbed in this process cools the engine.
EBULLIENT SYSTEM – A type of high temperature heat recovery sys-
tem. Also known as solid water system.
ECAP Electronic Control Analyzer Programmer
ECCENTRIC – One circle within another circle but with different center
of rotation. An example of this is a driving cam on a camshaft.
ECM Electronic Control Module
ECS Electronic Control System
ECU Electronic Control Unit
ECONOMIZER – A device installed in a carburetor to control the amount
of fuel used under certain conditions.
EDGE FILTER – A filter which passes liquid between narrowly sepa-
rated disks or wires.
EDS Engine Data System
EFFICIENCY – In general, the proportion of energy going into a
machine which comes out in the desired form, or the proportion of the
ideal which is realized.
EFH Engine Front Horizontal
EFV Engine Front Vertical
EIS Electronic Ignition System, Engine Information System, Environ-
mental Impact Statement
EkW Electrical kilowatts with fan
ELAPSED TIME METER – Totals the hours of generator set operation
ELASTIC LIMIT – The greatest stress which a material is capable of
developing without a permanent deformation remaining upon complete
release of the stress.
ELECTRIC POWER GENERATION (EPG) – Producing energy through
the use of a generator set.
10-25
ELECTRIC POWER GENERATION DESIGNER (EPG DESIGNER) –
A Cat software program which guides Cat dealers and consulting engi-
neers through “specing” and installing generator set packages.
ELECTRICAL OPERATOR – The electric motor-driven closing and trip-
ping (opening) devices that permit remote control of a circuit breaker.
ELECTROLYTE – A solution of sulfuric acid and water.
ELECTROMOTIVE FORCE (emf) – Forces that move or tend to move
electricity.
ELECTRONIC CONTROL ANALYZER PROGRAMMER (ECAP) – An
electronic service tool developed by Caterpillar used for programming
and diagnosing a variety of Caterpillar electronic controls using a data link.
ELECTRONIC CONTROL MODULE (ECM) – The engine control com-
puter that provides power to the truck engine electronics. It accepts inputs
that monitor and outputs that control or change to act as a governor to
control engine rpm.
ELECTRONIC MODULAR CONTROL PANEL (EMCP) – A micro-
processor-based feature on all Cat generator sets which provides
improved reliability through precise engine control.
ELECTRONIC TECHNICIAN (ET) – A software program to run on a serv-
ice tool like a personal computer (PC). This program will supplement
and eventually replace ECAP.
ELEMENT, BATTERY – A group of plates – negative and positive.
ELONGATION – The amount of permanent extension in the vicinity of the
fracture in the tension test, usually expressed as a percentage of the
original gauge length, such as 25 percent in two inches.
EMBEDDED STATOR TEMPERATURE DETECTOR – Thermocouple
embedded in a generator’s stator winding.
EMCP Electronic Modular Control Panel
EMERGENCY SYSTEM – Independent power generation equipment
that is legally required to feed equipment or systems whose failure may
present a hazard to persons or property.
emf electromotive force
EMISSION STANDARD – The maximum amount of a pollutant legally
permitted to be discharged from a single source.
EMISSIONS – The gaseous products emitted in engine exhaust.
EMS Engine Monitoring System, Equipment Management System
EMULSIFY – To suspend oil in water in a mixture where the two do not
easily separate.
ENCAPSULATION – An impervious material to surround and protect an
item from the environment.
END MOUNTED TERMINAL BOX (EMTB) – The latest design on very
large generators; 580, 680, and 800 frames; for covering customer line
lead connections (bus bars or circuits breakers) and regulator assemblies.
END PLAY – The amount of axial movement in a shaft that is due to clear-
ance in the bearings or bushings.
10-26
ENDURANCE LIMIT – A limiting stress, below which metal will withstand
without fracture an indefinitely large number of cycles of stress.
ENERGIZE – To make active.
ENERGIZED SYSTEMS – A system under load (supplying energy to
load) or carrying rated voltage and frequency, but not supplying load.
ENERGY – Capacity for doing work.
ENERGY CHARGE – That portion of the billed charge for electric service
based upon the electric energy (kilowatt-hours) supplied, as contrasted
with the demand charge.
ENERGY CONSUMPTION – The amount of energy consumed in the
form in which it is acquired by the user (excluding electrical generation
and distribution losses).
ENERGY EFFICIENCY RATIO (EER) – The heat transfer ability of the
refrigeration system, expressed in Btu/h, compared to watts of electrical
energy necessary to accomplish the heat transfer. This comparison is
expressed in Btu/h/Watt of electrical energy.
ENGINE – The prime source of power generation used to propel the
machine.
ENGINE COOLANT LEVEL – On the EMS II module, a flashing red light
and horn annunciate when a customer-provided coolant level switch
is activated. This information is provided to EMS II directly and then
sent on the datalink. In the event that coolant level input is not provided,
the input will be shorted on the terminal strip.
ENGINE DISPLACEMENT – The volume each piston displaces when
it moves from BDC to TDC times the number of cylinders. (Also see
Displacement.)
ENGINE LOAD – The Engine power is determined as a function of man-
ifold pressure and speed from dynamometer test data.
ENGINE MONITORING SYSTEM (EMS) – An electronic display for marine
or industrial engines to display engine parameters and diagnostics.
ENGINE MOUNTING RING – A rabbet fit ring with mounting holes on end
of the stator frame for engine mounting.
ENSIGN STAFF – A flagstaff at the stern of a vessel from which the
national ensign maybe flown.
ENTHALPY – Total amount of heat in one pound of a substance cal-
culated from accepted temperature base. Temperature of 32° F is the
accepted base for water vapor calculation. For refrigerator calcula-
tions, the accepted base is 40° F.
ENVIRONMENTAL PROTECTION AGENCY (EPA) – A Federal agency.
EPA Environmental Protection Agency
EPG Electric Power Generation
ERH Engine Rear Horizontal
ERODE – To wear away.
ERR Engine Rear Roll
ERV Engine Rear Vertical
10-27
ESC Extended Service Coverage, Energy Service Company
ESS Electronic Speed Switch, Engine Supervisory System
ET Engine Test, Electronic Technician
ETCHING – A process which determined the structure and defects
in metals.
ETDS Engine Technical Data System (TMI)
ETHER – A volatile, colorless, and highly flammable chemical compound
which is used as a starting aid.
ETHYLENE GLYCOL – A compound added to the cooling system to
reduce the freezing point.
ETR Energize To Run
EUI Electronic Unit Injector
EUTECTOID – Nearly all iron contains some carbon. In annealed steel,
iron carbide mixes with iron (ferrite) in alternate thin layers and is called
pearlite. As the carbon content increases, it causes an increase in
pearlite and a decrease in ferrite. At the point of increase where all the
ferrite is in combination with carbon, the structure will be entirely of
pearlite. This is called the eutectoid, and the structure is the eutectoid
composition.
EVAPORATION – The process of changing from a liquid to a vapor,
such as boiling water to produce steam. Evaporation is the opposite of
condensation.
EVAPORATIVE COOLING SYSTEM – A cooling system in which the heat
finally passes to the atmosphere by evaporation. This system may be
either open or closed.
EVAPORATOR – Part of a refrigerating mechanism in which the refrig-
erant vaporizes and absorbs heat.
EVAPORATOR, DRY TYPE – An evaporator into which refrigerant is
fed from a pressure reducing device. Little or no liquid refrigerant col-
lects in the evaporator.
EVAPORATOR, FLOODED – An evaporator containing liquid refrigerant
at all times.
EXCESS AIR – Air present in the cylinder over and above that which
is theoretically necessary to burn the fuel.
EXCESS OXYGEN – The amount of free oxygen in the products of com-
bustion. It may be expressed as a percentage of either volume or mass.
EXCITATION – The power required to energize the magnetic field of
generators in an electric generating station.
EXCITATION CURRENT – Amperage required by the exciter to pro-
duce a magnetic field.
EXCITE – To pass current through a coil or starter.
EXCITER – A generator or static rectifier assembly that supplies the
electric current used to produce the magnetic field in another generator.
EXHAUST – Air removed deliberately from a space by fan or other means,
usually to remove contaminants from a location near their source.
10-28
EXHAUST ANALYZER (SMOKE METER) – A test instrument used to
measure the density of the exhaust smoke to determine the combustion
efficiency.
EXHAUST FAN – Normally shipped with MCE generators, designed to
mount on engine drive disc to run inside of generator exhaust opening.
EXHAUST GAS – The products of combustion in an internal-combus-
tion engine.
EXHAUST GAS ANALYZER – An instrument for determining the effi-
ciency with which an engine is burning fuel.
EXHAUST MANIFOLD – The passages from the engine cylinders to the
muffler which conduct the exhaust gases away from the engine.
EXHAUST PORT – The opening through which exhaust gas passes from
the cylinder to the manifold.
EXHAUST VALVE – The valve which, when opened, allows the exhaust
gas to leave the cylinder.
EXPANSION – An increase in size. For example, when a metal rod is
heated it increases in length and perhaps also in diameter. Expansion
is the opposite of contraction.
EXPANSION RATIO – Ratio of the total volume when the piston is at
BDC to the clearance volume when the piston is at TCD. (Nominally
equal to compression ratio.)
EXPANSION VALVE – A device in refrigerating system which main-
tains a pressure difference between the high side and low side and is
operating by pressure.
EXTENDED SERVICE COVERAGE (ESC) – A Cat service offering
maintenance and or repair (up to five years) beyond that offered in a
particular product’s warranty.
EYE BOLT – A bold threaded at one end and bent to a loop at the other end.
FAHRENHEIT (°F) – A designated temperature scale in which the freez-
ing temperature of water is 32° F and boiling point 212° F (at standard
atmospheric pressure).
FANTAIL – The rear portion of the main deck of a ship.
FATHOM – A measure of length, equivalent to 6 linear feet, used for depths
of water and lengths of rope or chain.
FATIGUE – Deterioration of material caused by constant use.
FAULT – (1) The failure of an operating piece of equipment, and the
specific reason for the failure, or (2) an electrical distribution system
failure, where there is a line-to-ground or line-to-line short circuit.
FEDERAL ENERGY REGULATORY COMMISSION (FERC) – An inde-
pendent regulator commission within the U.S. Department of Energy
that has jurisdiction over energy producers that sell or transport fuels
for resale in interstate commerce; the authority to set oil and gas pipeline
transportation rates and to set the value of oil and gas pipelines for
rate making purposes; and regulates wholesale electric rates and
hydroelectric plant licenses.
10-29
FEEDER – An electric line for supplying electric energy within an elec-
tric service are of sub-area.
FEELER GAUGE – A strip of steel ground to a precise thickness used
to check clearance.
FERC Federal Energy Regulator Commission
FERRITE – Solid solutions in which alpha iron (or delta iron) is the solvent.
F.F.T. Fast Fourier Transform – As used at Caterpillar, it is the term
given to the vibration analyzer process that converts the sinusoidal
wave measured by the vibration analyzer to a spectral plot. Fourier was
a French mathematician who invented the process.
FGR Flue Gas recirculation
fhp friction horsepower
FID Flame Ionization Detector
FIELD – A space or region where magnetism exists.
FIELD COIL – An insulated wire wound around an (iron) pole piece.
FILLET – A curved joint between two straight surfaces.
FILTER: OIL, WATER, GASOLINE, ETC. – A unit containing an ele-
ment, such as a screen of varying degrees of fineness. The screen or
filtering element is made of various materials depending upon the size
of the foreign particles to be eliminated from the fluid being filtered.
FIN (Flash) – A thin fin of metal formed at the sides of a forging or weld
where a small portion of th metal is forced out between the edges of the
forging or welding dies.
FINISHING STONE (hone) – A honing stone with a fine grid.
FIRE POINT – Lowest temperature at which an oil heated in standard
apparatus will ignite and continue to burn.
FIRING ORDER – The order in which the cylinders deliver their power stroke.
FIRING PRESSURE – The highest pressure reached in the cylinder
during combustion.
FIRM ENERGY – Power supplies that are guaranteed to be delivered under
terms defined by contact.
FIT – The closeness of contact between machined components.
FIXED DISPLACEMENT PUMP – A type of pump in which the volume
of fluid per cycle cannot be varied.
FLAKE – Internal fissures in large steel forgings or massive rolled
shapes. In a fractured surface or test piece, they appear as sizeable
areas of silvery brightness and coarser grain size than their surround-
ings. Sometimes known as “chrome checks” and (when revealed by
machining) “hairline cracks.” Not to be confused with “woody fracture.”
FLAME HARDENING (Shorterizing) – A method for hardening the
surface without affecting the remainder of the part, used mainly for
gears or other parts where only a small portion of the surface is hard-
ened and where the part might distort in a regular carburizing or heat-
treating operation. The operation consists of heating the surface to be
hardened by an acetylene torch to the proper quenching temperature
10-30
followed immediately by a water-quench and proper tempering. A spe-
cial tool is required, and either the torch or part may be rotated so that
the flame passes over the surface at a speed that will produce the proper
quenching temperature. Water quenching follows immediately, and the
part is neither scaled nor pitted by the operation.
FLANGE – A metal part which is spread out like a rim; the action of work-
ing a piece or part spread out.
FLANK, SIDE OR THREAD – The straight part of the thread which con-
nects the crest with the root.
FLANK ANGLES – The angle between a specified flank of a thread
and the plane perpendicular to the axis (measured in an axial plane).
FLARE – To open or spread outwardly.
FLARING TOOL – A tool used to form a flare on a tubing.
FLASH POINT – The temperature at which a substance, usually a fluid,
will give off a vapor that will flash or burn momentarily when ignited.
FLAT CRANK – A crankshaft in which one of the bearing journals is
not round.
FLOATING PISTON PIN – A piston pin which is not locked in the con-
necting rod or the piston, but is free to turn or oscillate in both the con-
necting rod and the piston.
FLOODING – Act or filling a space with a liquid.
FLOOR – The absolute minimum to which the low limit of an engine
performance specification may fall.
FLOW CONTROL VALVE – A valve which is used to control the flow rate
of fluid in a fluid power system.
FLOWMETER – An instrument used to measure the quantity of flow rate
of a fluid in motion.
FLSFS Full Load Static Fuel Setting
FLUCTUATING – Wavering, unsteady, not constant.
FLUID – A liquid, gas, or mixture thereof.
FLUID FLOW – The stream or movement of a fluid; the rate of a fluid’s
movement.
FLUID POWER – Power transmitted and controlled through the use of
fluids, either liquids or gases, under pressure.
FLUSH – An operation to remove any material of fluids from refrigera-
tion system parts by purging them to the atmosphere using refrigerant
or other fluids.
FLUTE – The grooves of a tap that provide the cutting rake and chip
clearance.
FLUTTER OR BOUNCE – In engine valves, refers to a condition where
the valve is not held tightly on its seat during the time the cam is not lift-
ing it.
FLYBALL GOVERNOR (Flyweight Governor) – Conventional type of
centrifugal governor commonly called a mechanical governor.
10-31
FLYWHEEL – A device for storing energy in order to minimize cyclical
speed variations.
FLYWHEEL RING GEAR – A circular steel ring having gear teeth on the
outer circumference.
FOAMING – Formation of a foam in an oil-refrigerant mixture due to rapid
evaporation of refrigerant dissolved in the oil. This is most likely to occur
when the compressor starts and the pressure is suddenly reduced.
FOOT-POUND (ft-lb) – The amount of work accomplished when a force
of 1 lb produced a displacement of 1 ft.
FORCE – The action of one body on another tending to change the state
of motion of the body acted upon. Force is usually expressed in pounds
(kilograms).
FORCE CONVECTION – Movement of fluid by mechanical force such
as fans or pumps.
FORCE-FEED LUBRICATION – A lubricating system in which oil is
pumped to the desired points at a controlled rate by means of positive
displacement pumps.
FORECASTLE – (Foc’sle) The forward portion of the main deck, con-
tains anchor windlass, etc.
FORGED – Shaped with a hammer or machine.
FOSSIL FUEL – Oil, coal, natural gas, or their by-products. Fuel that
was formed in the earth in prehistoric times from remains of living-cell
organisms.
FOUNDATION – The structure on which an engine is mounted. It per-
forms one or more of the following functions: holds the engine in align-
ment with the driven machine, adds enough weight to the engine to
minimize vibration, adds to rigidity of the bed plate.
FOUR-CYCLE ENGINE – Also known as Otto cycle, where an explo-
sion occurs every other revolution of the crankshaft, a cycle being con-
sidered as 1⁄2 revolution of the crankshaft. These strokes are (1) intake
stroke, (2) compression stroke, (3) power stroke, (4) exhaust stroke.
FOUR-STROKE ENGINE – Cycle of events which is completed in four
strokes of the piston, or two crankshaft revolutions.
FRAME – The main structural member of an engine.
frame Generator frame size
FRC Fuel Ratio Control
FREEBOARD – The vertical distance from the waterline to the weather deck.
FREE ELECTRONS – Electrons which are in the outer orbit of the
atom’s nucleus.
FREE FLOW – Flow which encounters little resistance.
FREON – Trade name for a family of synthetic chemical refrigerants
manufactured by DuPont, Inc.
FREQUENCY – The number of cycles completed within a one-second
period, expressed as hertz.
10-32
FREQUENCY METER – A unit which monitors a generator set’s output
frequency.
FREQUENCY RELAY – This relay can be configured to operate when
the monitored frequency is above or below a given setpoint.
FRICTION – The resistance to motion due to the contact of two surfaces,
moving relatively to each other.
FRICTION HORSEPOWER (FHP) – A measure of the power lost to the
engine through friction or rubbing of parts.
FS Fuel Solenoid
FSS Floor Standing Switchgear
ft-lb foot-pound
FTSFS Full Torque Static Fuel Setting
FUEL CELL – A device or an electrochemical engine with no moving
parts that converts the chemical energy of a fuel, such as hydrogen,
and an oxidant, such as oxygen, directly into electricity. The principal
components of a fuel cell are catalytically activated electrodes for the
fuel (anode) and the oxidant (cathode) and an electrolyte to conduct
ions between the two electrodes, thus producing electricity.
FUEL-FLOW OIL FILTER – All engine oil passes through this oil filter
before entering the lubrication channels.
FUEL KNOCK – See Detonation.
FUEL LEVEL – On the EMS II module, a flashing red light and horn
annunciate when a customer provided fuel level switch is activated.
This information is provided to EMS II directly and then sent on the
datalink. In the even that coolant level input is not provided, the input
will be shorted on the terminal strip.
FUEL MIXTURE – A ratio of fuel and air.
FUEL PRESSURE – The fuel pressure supplied to the injection pumps
of a diesel engine.
FUEL RATE (Diesel) – The mass of fuel burned by an engine in a spec-
ified time. Corrected fuel rate is the actual or observed fuel rate cor-
rected for fuel density.
FUEL RATE (Spark Ignited) – The volume or fuel burned by an engine
in a specified time at the pressure and temperature being supplied to
the engine. Corrected fuel rate is the volume of fuel at standard con-
ditions multiplied by the lower heating value of the fuel.
FUEL TRANSFER PUMP – A mechanical device used to transfer fuel
from the tank to the injection pump.
FUEL VALVE – A valve admitting fuel to the combustion chamber. In a
more general sense, this term may also apply to any manual or auto-
matic valve controlling flow of fuel.
FULCRUM – The pivot point of a lever.
FULL-FLOATING PISTON PIN – A piston pin free to turn in the piston
boss of the connecting-rod eye.
10-33
FULL LOAD – The maximum power an engine can develop when run-
ning at rated speed with the fuel system opened to its maximum spec-
ified condition.
GALLERY – Passageway inside a wall or casting.
GALLEY – The kitchen of a ship.
GALVANIC ACTION – When two dissimilar metals are immersed in cer-
tain solutions, particularly acid, electric current will flow from one to the
other.
GAS – A substance which can be changed in volume and shape
according to the temperature and pressure applied to it. For example,
air is a gas which can be compressed into smaller volume and into any
shape desired by pressure. It can also be expanded by the applica-
tion of heat.
GASKET – A layer of material used between machined surfaces in
order to seal against leakage.
GASSING – Hydrogen bubbles rising from the electrolyte when the
battery is being charged.
GATE VALVE – A common type of manually operated valve in which a
sliding gate is used to obstruct the flow of fluid.
GAUGE CONSTRUCTION – Shell is a cosmetic wrapper. Only advan-
tage – no varnish clean-up of shell required.
GAUGE, LOW PRESSURE – Instrument for measuring pressures in
range of 0 psig and 50 psig.
GAUGE, HIGH PRESSURE – Instrument for measuring pressures in
range of 0 psig to 500 psig.
GAUGE PRESSURE – Pressure above atmospheric pressure.
GAUGE SNUBBER – A device installed in the fuel line to the pressure
gauge used to dampen pressure surges and thus provide a steady
reading. This helps protect the gauge.
GCCS landfill Gas Collection and Control Systems
GCM Generator Control Module
GEAR RATIO – The number of revolutions made by a driving gear as
compared to the number of revolutions made by a driven gear of dif-
ferent size. For example, if one gear makes three revolutions while the
other gear makes one revolution, the gear ratio would be 3 to 1.
GEAR-TYPE PUMP – A pump which uses the spaces between the
adjacent teeth of gears for moving the liquid.
GENERATOR, ELECTRICAL – An electromagnetic device used to gen-
erate electricity.
GENERATOR, COOLING – A device used in absorption-type refriger-
ation systems to heat the absorbing liquid to drive off the refrigerant
vapor for condensing to a liquid before entering the evaporator.
GENERATOR POWER SYSTEM (GPS) – EPG power system that uses
energy off an electric generator.
GHOST (Ferrite Ghost) – A faint brand of ferrite.
10-34
GLAND – A device to prevent the leakage of gas or liquid past a joint.
GLAZE – As used to describe the surface of the cylinder, an extremely
smooth or glossy surface such as a cylinder wall highly polished over
a long period of time by the friction of the piston rings.
GLAZE BREAKER – A tool for removing the glossy surface finish in an
engine cylinder.
GLOW PLUG – A heater plug for the combustion chamber. It has a coil
of resistance wire heated by a low voltage current.
GMM Generator Monitoring System
gov governor
GOVERNOR – A device that maintains a constant engine speed under
various load conditions. The governor must have provision for adjust-
ment of speed (which controls generator frequency) and of the amount
of speed droop from no load to full load.
GPD Gallons Per Day
gpm gallons per minute
GPS Generator Power System
GRA Generator Rear Axial
GRAIN – A unit of weight equal to one 7000th of a pound. It is used to indi-
cate the amount of moisture in the air.
GRAIN SIZE – There are two type of grains in steel which affect the
physical properties of steel; the austenite grain and the ferrite grain.
The ferrite grain tends to remain stable in size at temperatures below
the transformation range unless the steel is cold worked a critical
amount, in which case the grains grow rapidly. When steel is heated
above the transformation range, the newly formed austenite grain is
small but tends to grow in size with increasing temperature and time at
temperature. Grain size, as commonly used, is the size of the grain that
is developed in the austenite at the final heat treating temperature and
does not refer to the ferrite grain. Except for the austenitic steels, the
austenite grain size does not exist at room temperature; but its pattern
can be developed by special methods.
GRAVITY – The force which tends to draw all bodies toward the center
of the earth. The weight of a body is the result of all gravitational forces
on the body.
GRAVITY, SPECIFIC – The specific gravity of a solid or liquid is the
ratio of the mass of the body to the mass of an equal volume or water
at some standard temperature. At the present time a temperature of a
4° C (39° F) is commonly used by physicists, but the engineer uses
16° C (60° F). The specific gravity of a gas is usually expressed in terms
of dry air at the same temperature and pressure as the gas.
GRH Generator Rear Horizontal
GRID – The electric utility companies’ transmission and distribution
system that links power plants to customers through high power trans-
mission line service (110 kilovolt [kV] to 765kV); high voltage primary
service for industrial applications and street rail and bus systems (23 kV
10-35
to 138 kV); medium voltage primary service for commercial and indus-
trial applications (4 kV to 35 kV); and secondary service for commer-
cial and residential customers (120 V to 480 V). Grid can also refer to
the layout of a gas distribution system of a city or town in which pipes
are laid in both directions in the streets and connected at intersections.
GRID, BATTERY – The lead frame to which the active material is affixed.
GRID INTERCONNECTION – The intertie of a cogeneration plant to
an electric utility’s system to allow electricity flow in either direction.
GRINDING – Removing metal from an object by means of a revolving
abrasive wheel, disk, or belt.
GRINDING COMPOUND – Abrasive for resurfacing valves, etc.
GROUND, BATTERY – The battery terminal that is connected to the
engine of the framework.
GROUND FAULT PROTECTION – This function trips (opens) a circuit
breaker or sounds an alarm in the event that there is an electrical fault
between one or more of the phase conductors and ground (earth). This
ground fault protection function may be incorporated into a circuit breaker.
GROUNDING BAR – A copper or aluminum bar that electrically joins
all the metal sections of the switchgear. This bar is connected to the
earth or ground connection when the system is installed. The grounding
or earthing protects personnel.
GROWLER – A test instrument used for testing the armature of a starter
of generator for open, short, and grounded circuits.
GRV Generator Rear Vertical
GSC Genset Status Control
GSC+ (S)YNCHRONIZING – General Status Control plus Synchronizing
GSE Generator Set Engine
HALF-MOON KEY – A fastening device in a shape somewhat similar
to a semicircle. (See Key.)
HARDENABILITY – This relates to the ability of steel to harden deeply
upon quenching and takes into consideration the size of the part and
the method of quenching. In testing for hardenability, standards are
established governing the method of quenching and the quenching
medium which makes it possible to compare the hardenability of steels
of various analysis and grain size.
HARDNESS – The ability of a metal to resist penetration. The principal
methods of hardness determination are described under hardness test-
ing and the correlation of these determinations with the other mechan-
ical properties are described under physical properties.
HARDNESS TESTING – The determination of the ability of a metal to resist
penetration; the hardness of the metal may be determined by several
methods (i.e., Brinell, Rockwell, Superficial).
HARMONICS – Waveforms whose frequencies are multiples of the fun-
damental (60 Hz) wave. The combination of harmonics and funda-
mental waves causes a non-sinusoidal, periodic wave. Harmonics in
power systems are the result of non-linear effects. Typically, harmonics
10-36
are associated with rectifiers and inverters, arc furnaces, arc welders,
and transformer magnetizing current. There are both voltage and cur-
rent harmonics.
HATCH – An opening in the deck of a ship leading to the “hold”. Any
small door or opening.
HAWSER PIPE – Casting extending through deck and side of a ship
for passage of an anchor chain, for storage in most cases.
HCR High Compression Rating
HD Heavy Duty
HEAD – The toilet facilities aboard a ship.
HEAD PRESSURE – Pressure which exists in the condensing side of a
refrigerating system.
HEAD, STATIC – Pressure of fluid expressed in terms of height of col-
umn of the fluid, such as water or mercury.
HEAD, VELOCITY – In flowing fluid, heat of fluid equivalent to its veloc-
ity pressure.
HEAD-PRESSURE CONTROL – Pressure operating control which
opens electrical circuit if high side pressure becomes excessive.
HEAT – Form of energy the addition of which causes substances to rise
in temperature; energy associated with random motion of molecules.
HEAT BALANCE – Energy flow in a power generating system.
HEAT COIL – A heat transfer device which releases heat.
HEAT EXCHANGER – Device used to transfer heat from a warm or hot
surface to a cold or cooler surface. Evaporators and condensers are
heat exchangers.
HEAT, LATENT – Heat characterized by a change of state of the sub-
stance concerned, for a given pressure and always at a constant tem-
perature for a pure substance, i.e., heat of vaporization or of fusion.
HEAT LOAD – Amount of heat, measured in Btu, which is removed dur-
ing a period of 24 hours.
HEAT OF COMPRESSION – Mechanical energy or pressure trans-
formed into energy of heat.
HEAT OF FUSION – The heat released in changing a substance from
a liquid state to a solid state. The heat of fusion of ice is 144 Btu per
pound.
HEAT PUMP – A name given to an air-conditioning system that is
reversible so as to be able to remove heat from or add heat to a given
space or material upon demand.
HEAT PUMP – AIR SOURCE – A device that transfers heat between
two different air quantities, in either direction, upon demand.
HEAT PUMP – WATER SOURCE – A device that uses a water supply
as a source of heat or for disposal of heat depending upon the opera-
tional demand.
HEAT RATE – A measure of generating station thermal efficiency, gen-
erally expressed in Btu (per net kilowatt-hour).
10-37
HEAT RECOVERY – The capture and utilization of heat energy which
is normally wasted as a by-product of a diesel or gas engine.
HEAT, SENSIBLE – A term used in heating and cooling to indicate any
portion of heat which changes only the temperature of the substances
involved.
HEAT SINK – An aluminum plate or extrusion under the rectifier assem-
bly which dissipates heat generated by the rectifier.
HEAT SOURCE – The material from which the refrigeration system
extracts heat.
HEAT, SPECIFIC – The heat absorbed (or given up) by a unit mass of a
substance when its temperature is increased (or decreased) by 1-degree
Common Units: Btu per (pound) (Fahrenheit degree), calories per (gram)
(Centigrade degree). For gases, both specific heat and constant pres-
sure (cp) and specific heat at constant volume (cv) are frequently used.
In air-conditioning, cp is usually used.
HEAT TRANSFER – Movement of heat from one body or substance to
another. Heat may be transferred by radiation, conduction, convention,
or a combination of these three methods.
HEAT TREATMENT – A combination of heating and cooling operations
timed and applied to a metal in a solid state in a way that will produce
desired properties.
HEATING VALUE – The amount of heat produced by burning 1 lb or fuel.
HELICAL GEAR – A gear wheel or a spiraling shape. (The teeth are cut
across the face at an angle with the axis.)
HERMETICALLY SEALED UNIT – A sealed hermetic-type condens-
ing unit is a mechanical condensing unit in which the compressor and
compressor motor are enclosed in the same housing with no external
shaft or shaft seal, the compressor motor operating in the refrigerant
atmosphere. The compressor and compressor motor housing may be
of either the fully welded or brazed type, or of the service-sealed type.
In the fully welded or brazed type, the housing is permanently sealed
and is not provided with means or access of servicing internal parts in
the field. In the service-sealed type, the housing is provided with some
means of access of servicing internal parts in the field.
HERMETIC MOTOR – Compressor drive motor sealed within same
casing which contains compressor.
HERMETIC SYSTEM – Refrigeration system which has a compressor
driven by a motor contained in compressor dome or housing.
HERTZ (hz) – A unit of frequency equal to one cycle per second.
HEUI Hydraulically actuated Electronically controlled Unit Injector
Hg (Mercury) – Heavy silver-white metallic element; only metal that is
liquid at ordinary room temperature.
HHV High Heat Value
HIGH COOLANT TEMPERATURE – On the EMS II module, a flashing
red light and a horn will indicate the engine has started a high coolant
temperature. If the ECM triggers an engine shutdown due to high
10-38
coolant temperature, the light and horn will continue, and the system
shutdown light will also begin flashing.
HIGH HEAT VALUE (HHV) – The total energy content of a fuel available
by complete combustion and all products of combustion at 60° F and
water in a vapor state. Equals to the High Heat Value less the latent heat
of vaporization.
HIGH IDLE SETTING – The maximum speed at which an engine will run
with the governor wide open at no load condition.
HIGH SIDE – Parts of a refrigerating system which are under condens-
ing or high side pressure.
HIGH VOLTAGE – Any AC voltage above 15,000V.
HOLD – The interior of a ship below decks where cargo is stored.
HONE – A tool with an abrasive stone used for removing metal, such
as correcting small irregularities or differences in diameter in a cylinder.
HORSEPOWER (hp) – A unit used to measure power of an engine. An
electric motor develops one horsepower by lifting weight of 550 pounds
through a distance of one foot in one second. It represents the prod-
uct of force and rate of motion (See Brake Horsepower and Indicated
Horsepower.)
HORSEPOWER-HOUR (hp-h) – A unit of energy equivalent to that
expended in 1 hp applied for 1 hour. Equal to approximately 2545 Btu.
HOT SHORTNESS – Brittleness in metal when hot.
HOT SPOT – Refers to comparatively thin section or area of the wall
between the inlet and exhaust manifold of an engine, the purpose being
to allow the hot exhaust gases to heat the comparatively cool incom-
ing mixture. Also used to designate local areas of the cooling system
which have attained above average temperatures.
HOT WELL (expansion tank) – A system used when static head exceeds
17.4 m (57 ft), or a boost pump imposes excessive dynamic head.
HP High Performance
hp Horsepower
HULL – The outer walls of the ship, the outer skin of the ship that is
exposed to the water.
HUMIDIFIER – Device used to add to and control the humidity in a con-
fined space.
HUMIDISTAT – An electrical control which is operated by changing
humidity.
HUMIDITY – Moisture; dampness. Relative humidity is a ratio of quan-
tity of vapor present in air to the greatest amount possible at given tem-
perature.
HUNTING – Alternate overspeeding and underspeeding of the engine
caused by governor instability.
HV High Voltage
HWTS High Water Temperature Switch
10-39
HYBRID – An engine which combines the features of reciprocating and
rotating engines.
HYDRAULIC GOVERNOR – A governor which used a control valve to allow
oil pressure to work directly on the terminal shaft through a power piston.
HYDRAULICALLY ACTUATED ELECTRONICALLY CONTROLLED
UNIT INJECTOR (HEUI) – A Cat system which manages precise injec-
tion of fuel in an engine to achieve optimal efficiency and performance.
HYDRAULICS – That branch of mechanics or engineering which deals
with the action or use of liquids forced through tubes and orifices under
pressure to operate various mechanisms.
HYDROCARBONS (HC) – Emissions consisting of unburned fuel or
lubricating oil, which cause eye irritation and unpleasant odors. Meas-
ured in parts per million by volume.
2067⳯ HC mass emissions (g/hr)
HC concentration (ppm) = _______________________________
HYDROGEN – One of the elements constituting fuel and lubricating oil.
HYDROMECHANICAL GOVERNOR – A governing system which used
engine or it’s own lubricating oil pressure to support the action of a
mechanical control – any mechanical governor assisted by a hydraulic
servo valve.
HYDROMETER – A test instrument for determining the specific gravi-
ties of liquids.
Hz Hertz
IAPCV Injector Actuator Pressure Control Valve
ID Inside Diameter
IDLE – To operate (an engine) without transmitting power.
IDLING – Refers to the engine operating at its slowest speed with a
machine not in motion. An engine running without load.
IEC International Electromechanical Commission
IGNITION – The start of combustion.
IGNITION DELAY – The period between when fuel injection begins
and when fuel actually starts to burn.
IGNITION LAG – The time between start of injection and ignition.
ihp indicated horsepower
IMMERSED – To be completely under the surface of a fluid.
IMPACT TESTING – Method to determinate the tendency of a metal
toward brittleness. Samples are mounted and struck with a single pen-
dulum-type blow of such force as to fracture the specimen. The energy
required is measured in foot-pounds and is affected by the striking
velocity, temperature, form, and size of sample. If the sample resists
fracture in the test, it is described as tough; if it fractures easily, it is brit-
tle or notch sensitive. See Cohesive Strength.
IMPORT/EXPORT CONTROL – Requires varying generator set power
output with site load to keep the amount of power “imported” from or
“exported” to the utility near constant. The generator sets operate in
10-40
parallel with the utility, and their output is raised and lowered to match
changes in the site load. This scheme requires a monitoring device at
the point in the system to be kept near constant and is typically accom-
plished with a programmable logic controller (PLC).
in inch
INBOARD – Inside the ship; toward the center line.
INBOARD EXCITER – Exciter components are physically inborad of
ball bearing. This design is okay where shaft deflection between bear-
ing center and engine drive flange mounting is not a problem.
INCLUSION – Particles of impurities, usually oxides, sulphides, sili-
cates, and such, which are mechanically held during solidification or
which are formed by subsequent reaction of the solid metal. These
impurities are called nonmetallic inclusions and may or may not be
harmful depending on their type, size, distribution, and and the end
product to be manufactured.
INDICATED HORSEPOWER (ihp) – An elevated engine power meas-
urement which includes the entire amount of horsepower developed
in the combustion chamber, before any is lost through friction or operation
of satellite systems.
INDICATED THERMAL EFFICIENCY – The ratio of indicated horsepower
to equivalent power input in the form of heat from fuel.
INDICATOR – An instrument for recording the variation of cylinder pres-
sure during the cycle.
INDICATOR CARD – A graphic record of the cylinder pressures made by
an indicator.
INDIRECTLY COOLED PISTON – A piston cooled mainly by the con-
duction of heat through the cylinder walls.
INDUCTION GENERATOR – A nonsynchronous AC generator similar
in construction with an AC motor, and which is driven above synchronous
speed by external sources of mechanical power.
INDUCTION HARDENING – A method of hardening the surface of a part
electrically. A high frequency current, varying from a few thousand cycles
to several million cycles per second, is passed through a coil that is
held very close to the surface to be hardened. This induces eddy currents
into the surface of the part which, together with hysteresis effect of the
rapid reversal, heats the surface, and by conduction may through heat the
part, if desired. Quenching may be done immediately in water, or in some
cases the cold core of the steel itself may be the quenching medium. The
surface finish is in no way affected by this method nor is the part distorted.
INDUCTION MOTOR – An AC motor which operates on the principle of
rotating magnetic field. The rotor has no electrical connection, but receives
electrical energy by transformer action from field windings.
INDUCTION SYSTEM – Those components of an engine involved in pro-
viding combustion air to an engine.
10-41
INDUCTOR – An apparatus formed by wrapping a number of turns of
insulated wire around a form; used to introduce inductance into an
electric circuit.
INDUSTRIAL AIR CONDITIONING – Air-conditioning for uses other
than comfort.
INDUSTRIAL GRADE RELAY – An AC protective relay that is installed
within the switchgear enclosure and cannot be easily removed for testing
and calibration.
INERTIA – That property of matter which causes it to tend to remain at rest
if already motionless or to continue in the same straight line of motion if
already moving.
INHIBITOR – Any substance which retards or prevents such chemical
reactions as corrosion or oxidation.
INJECTION PUMP – A high-variable pressure pump delivering fuel
into the combustion chamber.
INJECTOR SYSTEM – the components necessary for delivering fuel to
the combustion chamber in the correct quantity, at the correct time, and
in a condition satisfactory for efficient burning.
INJECTOR – A device used to bring fuel into the combustion chamber.
INJECTOR ACTUATION PRESSURE CONTROL VALVE (IAPCV) – A
component of the Cat HEUI fuel system that controls the pressure of the
oil which actuates the unit injector.
INLET AIR PRESSURE – The dry air pressure supplied to the inlet of an
engine. This is normally barometric pressure minus water vapor pressure
minus inlet air restriction.
INLET AIR RESTRICTION – The pressure drop of the combustion air from
atmospheric pressure to the compressor inlet of a supercharged engine
or to the inlet manifold of a naturally aspirated engine.
INLET FUEL PRESSURE – The fuel pressure supplied to the fuel inlet of
a diesel engine.
INLET FUEL PRESSURE (ABS) – The gas pressure supplied to the fuel
inlet of a spark ignited engine.
INLET FUEL TEMPERATURE – The temperature of the fuel supplied
to the fuel inlet of either a diesel or spark ignited engine.
INLET MANIFOLD PRESSURE – Absolute pressure in the inlet man-
ifold of a spark ignited engine.
INLINE – A type of cylinder arrangement in an engine where the cylinders
are aligned in a row.
INPUT SHAFT – The shaft carrying the driving gear, such as in a trans-
mission by which the power is applied.
INSERT BEARING – A removable, precision-made bearing.
INSULATED CASE CIRCUIT BREAKER – A power circuit breaker that
is provided in a preformed case, similar to a molded case breaker.
INSULATOR – Materials or substances that effectively block the move-
ment of electrons. An example is glass.
10-42
INTAKE MANIFOLD – A connecting casting between the air filter or
turbocharger and the port openings to the intake valves.
INTAKE VALVE – The valve which allows air to enter into the cylinder and
seals against exit.
INTEGRAL – The whole, made up of parts.
INTERCOOLER – Heat exchanger for cooling the air between stages of
compression.
INTERNAL RATE OF RETURN – Discount rate at which the present value
of an investment is equal to the investment.
INTERNAL-COMBUSTION ENGINE – An engine that burns fuel within
itself as a means of developing power.
INTERRUPTED QUENCHING – Refers to the use of two or more quench-
ing media to obtain the final structure required. The part may be removed
after a definite time in the original quenching medium and then finish cooled
in another medium. Several methods have been developed. See Austem-
pering, Isothermal Quenching, Martempering.
INTERRUPTIBLE – This refers to the practice of operating on-site power
systems, at the request of a utility, to reduce electrical demand on the util-
ity grid during periods of high consumption.
INTERRUPTIBLE LOADS – Loads which can be temporarily discon-
nected without damage or any apparent reduction in facility performance.
Such loads may include electric motors, driving pumps and fans, or
lighting circuits.
INTERRUPTIBLE POWER – Electric energy supplied by an electric util-
ity subject to interruption by the electric utility under specified conditions.
INTERRUPTING CAPACITY – The magnitude of electrical current that a
device can safely interrupt (open against), without failure of the component.
INTERRUPTING RATING – The maximum current allowed by the normal
source protective device on a generator set, that the automatic transfer
switch is capable of interrupting. It applies when line voltage falls below
the preset value of the voltage sensing relay, and the standby source is
present. The switch then could transfer before the normal service pro-
tective device clears the fault.
INVERTER – An electromechanical or electronic device for converting
direct current into alternating current.
IR Infrared
IRREGULAR STRAIGHTENERS – Used to straighten hexagons, flats,
and squares. Essentially consisting of two groups of rolls placed at
right angles to each other. Each group of rolls consists of five or more
rolls set in the same plane and adjusted to provide reciprocate bend-
ing of the steel in the same plane.
ISO Independent System Operator, International Standards Organization
ISOCHRONOUS – The condition of maintaining constant speed, regardless
of load, at steady-state conditions, for constant electrical frequency output.
ISOCHRONOUS GOVERNOR – A governor having zero speed droop.
10-43
ISOCHRONOUS LOAD SHARING – A method of controlling the speed
or paralleled generator sets so that all sets share the load equally, without
any droop in frequency.
ISOLATORS – Materials used between the foundation of a generator set
and its mounting surface.
ISOTHERMAL QUENCHING – A method of hardening steel by quench-
ing from the austenitizing temperature into an agitated salt bath which
is maintained at a constant temperature level above the point at which
martensite is formed (usually 450° F or higher), holding in this for suf-
ficient time to permit transformation, transferring the steel immediately
to some medium maintained at some higher temperature level for tem-
pering and cooling in air. The advantages of this method of interrupted
quenching are a minimum of distortion and residual strains with higher
hardness which can be tempered to produce the needed physical
properties. Larger sections can be hardened by this method than by
austempering.
JACKET – A covering used to isolate or insulate, especially engine heat.
JACKET WATER – Cooling water which circulates through the engine.
JACK STAFF – A flagpole at the bow of a vessel, from which the union
jack maybe displayed.
JET COOLING – A method of passing cooling oil below the piston by
means of a jet or nozzle.
JIT Just-in-Time (Juran lingo)
JOIMINY HARDENABILITY TEST – A test used to determine the hard-
enability of any grade of steel. It is based on the premise that (1) irre-
spective of their chemistry, steel bars of the same size lose heat at a
predetermined number of degrees per second under fixed conditions
and (2) that the structure and physical properties vary with the rate of
cooling. See Hardenability and Quenching.
JOURNAL – The portion of a shaft, crank, etc., which turns in a bearing.
JW Jacket Water
JWAC Jacket Water After-Cooling
JWH Jacket Water Heater
kAIC k Amps Interrupting Capacity
KEEL – The principal structural member of a ship, extending from bow
to stern and forming the backbone of the ship.
KELVIN SCALE (K) – A temperature scale having the same size divi-
sions as those between Celsius degrees, but having the zero point at
absolute zero.
KEY – A fastening device wherein two components each have a partially
cut groove, and a single square is inserted in both to fasten them together
such as between the shaft and hub to prevent circumferential movement.
KEYWAY OR KEYSEAT – The groove cut in a component to hold the key.
KILLED STEEL – A steel sufficiently deoxidized to prevent gas evolution
during solidification. The top surface of the ingot freezes immediately
and subsequent shrinkage produces a central pipe. A semikilled steel,
10-44
having been less completely deoxidized, develops sufficient gas evo-
lution internally in freezing to replace the pipe by a substantially equiv-
alent volume of rather deep-seated blow holes.
KILOMETER (km) – A metric measurement of length equal to 0.6214 mi.
KILOVOLT (kV) – 1000 volts.
KILOWATT (kW) – 1000 watts. A term for rating electrical devices. Gen-
erator sets in the United States are usually rated in kW. Sometimes
called active power, kW loads the generator set engine.
KILOWATT-HOUR (kW-h) – The most commonly used unit of measure
telling the amount of electricity consumed over time. It means one kilo-
watt of electricity supplied for one hour.
KINETIC ENERGY – The energy which an object has while in motion.
KNOCK – A general term used to describe various noises occurring in an
engine; may be used to describe noises made by loose or worn mechan-
ical parts, preignition, detonation, etc.
KNOT – A speed measurement of one nautical mile per hour, a nauti-
cal mile being about 11⁄7 land miles (6080 feet or 1⁄60 of a degree at the
equator.)
KNURLING – A method of placing ridges in a surface, thereby forcing the
areas between these ridges to rise.
kV•A – The abbreviation for Kilo-Volt-Amperes, a common term for rating
electrical devices. A device’s kV•A rating is equal to its rated output in
amps multiplied by its rated operating voltage.
kVAR – The abbreviation for Kilo-Volt-Amperes Reactive. It is associated
with the reactive power that flows in a power system. Reactive power
does not load the set’s engine but does limit the generator thermally.
kW Kilowatt
L Liter
LACQUER – A solution of solids in solvents which evaporate with great
rapidity.
LADDERS – Any stairway aboard a ship.
LAG – To slow down or get behind; time interval, as in ignition lag.
LAND – The projecting part of a grooved surface; for example, that
part of a piston on which the rings rest.
LAP – A surface defect appearing as a seam caused from folding over
hot metal, fins, or sharp corners and then rolling or forging, but not weld-
ing them into the surface.
LAP (lapping) – A method of refinishing (grinding and polishing) the sur-
face of a component.
LATENT HEAT – Heat energy absorbed in process of changing form
of substance (melting, vaporization, fusion) without change in temper-
ature or pressure.
LCD Liquid Crystal Display
LCR Low Compression Rating
10-45
LENGTH OVER ALL – The length of a ship from the forward most point
of the stem to the after most point of the stern.
LETTER DRILLS – Drills on which the size is designated by a letter.
LFG Landfill Gas
LFGTE Landfill Gas-To-Energy
LH Left Hand
L-HEAD ENGINE – An engine design in which both valves are located
on one side of the engine cylinder.
LHV Low Heat Value
LIFELINES – Light wire ropes supported on stanchions. They serve the
same purpose as bulwarks.
LINE – A tube, pipe, or hose which is used as a conductor of fluid.
LINEAR – Moving in one direction only.
LINER – The sleeve forming the cylinder bore in which the piston recip-
rocates.
LINKAGE – A movable connection between two units.
LIQUID – Matter which has a definite volume but takes the shape of
any container.
LIQUID ABSORBENT – A chemical in liquid form which has the property
to “take on” or absorb moisture.
LIQUID CRYSTAL DISPLAY (LCD) – A device for alphanumeric displays
using a pattern of tiny sealed capsules which contain a transparent liq-
uid crystal that becomes opaque when an electric field is applied to it;
the contrast between the transparent and opaque areas forms letters
or numbers.
LIQUEFIED NATURAL GAS (LNG) – Natural gas that has been con-
densed to a liquid, typically by cryogenically cooling the gas to –327.2° F
(below zero).
LIQUEFIED PETROLEUM GAS (LPG) – A mixture of gaseous hydro-
carbons, mainly propane and butane that change into liquid form under
moderate pressure.
LIST – Refers to athwartships balance. A ship with one side higher than
the other side has a starboard list or port list. List is measured in
degrees by an inclinometer, mounted on the bridge, exactly on the cen-
ter line of the ship. Also called “Heeling”.
LITER (L) – A metric measurement of volume equal to 0.2642 gal (U.S.).
LIVE WIRE – A conductor which carries current.
LLDPE Liner Low Density Polyethylene
LOAD – The power that is being delivered by any power-producing
device. The equipment that used the power from the power-producing
device. (Also see Cooling Load and Engine Load.)
LOAD CURRENT – Amperage required by the load that is supplied by
an electrical power source.
10-46
LOAD CURVE – A curve on a chart showing power (kilowatts) sup-
plied, plotted against time of occurrence, and illustrating the varying
magnitude of the load during the period covered.
LOAD FACTOR – The mathematical ratio of the actual load divided by
the connected load.
LOAD FOLLOWING – Operation of equipment to match production to
demand.
LOAD LINE – A center line indicating the points of contact where the load
passes within the bearing.
LOAD MANAGEMENT – The utilization of generator sets in order to
control the amount of electrical power purchased from a utility. This can
be accomplished by switching specific loads from utility power to gen-
erator power, or operating generator(s) in parallel with the utility.
LOAD SENSE DEMAND – A paralleling system operating mode in
which the system monitors the total kW output of the generator sets,
and controls the number of operating sets as a function of the total load
on the system. The purpose of load demand controls is to reduce fuel
consumption and limit problems caused by light load operation of recip-
rocating diesel generator sets.
LOAD SHEDDING – The process by which the total load on a parallel-
ing system is reduced, on overload of the system bus, so that the most
critical loads continue to be provided with reliable electrical service.
Overload is typically determined as a bus underfrequency condition.
LOAD-LINE ANGLE – The angle of a load line with respect to the shaft
center or bearing radial centerline.
LOAD WATER LINE – Line of the surface of water on a ship when loaded
to maximum allowance in salt water in the summertime.
LOBE – The projecting part, usually rounded, on a rotating shaft.
LOPS Low (rev/min) Oil Pressure Switch
LOW COOLANT TEMPERATURE – On the EMS II module, a flashing
red light and horn annunciate when the coolant temperature falls below
a value programmed within EMS II.
LOW HEAT VALUE (LHV) – The total heat produced by burning a given
mass of fuel minus the latent heat of evaporation of water produced by
the combustion process.
LOW VOLTAGE – Any AC voltage between 120V and 600V.
LP-GAS, LIQUEFIED PETROLEUM GAS – Made usable as a fuel for
internal combustion engines by compressing volatile petroleum gases
to liquid form. When so used, must be kept under pressure or at low
temperature in order to remain in liquid form, until used by the engine.
LUBRICANT – A substance to decrease the effects of friction, commonly
a petroleum product (grease, oil, etc.)
LUBRICATOR – A mechanical oiler which feeds oil at a controlled rate.
LUG – Condition when the engine is operating at or below its maximum
torque speed, or slowing the speed of an engine by adding load.
LWLS Low Water Level Switch
10-47
MACHINABILITY – The factors involved in determining machinability
are cutting speed and feed, resultant surface produced, and tool life.
There are, however, many variables involved in each of these factors
such as hardness, grain size, structure, inclusions, size and shape of
tool, coolant, etc. The standard for machinability ratings is SAE 1112
(AISI B.1112) Bessemer screw stock rated as 100% although other
materials may be used.
MAGNAFLUX – A method used to check components for cracks.
MAGNAFLUX TESTING – A method of inspection used to locate
cracks, cavities or seams in steel bars at or very close to the surface.
Special equipment has been developed for this test and several meth-
ods are used. In principle the part is magnetized and magnetic pow-
der is applied, wet or dry. Flaws that are not otherwise visible will be
indicted by the powder clinging to them. Due to many variables that
may be present in this test, considerable experience is needed for uni-
form interpretation or results.
MAGNETIC FIELD – The affected area of the magnetic lines of force.
MAGNETIZING CURRENT – Transformers, motors and other electro-
magnetic devices containing iron in the magnetic circuit must be mag-
netized in order to operate. It is customary to speak of the lagging
inductive current as a magnetizing current.
MAIN BEARING – A bearing supporting the crankshaft on its axis.
MAIN BREAKER – A circuit breaker at the input or output of the bus,
through which all of the bus power must flow. The generator main
breaker is the device that interrupts the set’s power output. Main break-
ers provide overcurrent protection and a single disconnect point for all
power in a switchboard or device.
MAINTENANCE COSTS – The cost of servicing and repair of equipment,
including parts and labor.
MAINTENANCE POWER – Electric energy supplied by an electric util-
ity during scheduled outages of the cogenerator.
MAKEUP WATER – The water required to replace the water lost from a
cooling tower by evaporation, drift, and bleedoff.
MANDREL – A mounting device for a stone, cutter, saw, etc.
MANIFOLD – A pipe with one inlet and several outlets, used to collect and
direct fluids and gases.
MANOMETER – A device for measuring a vacuum. It is a U-shaped
tube partially filled with fluid. One end of the tube is open to the air and
the other is connected to the chamber in which the vacuum is to be
measured. A column of Mercury 30 in. high equals 14.7 lbs. per square in.,
which is atmospheric pressure at sea level. Readings are given in terms
of inches of Mercury.
MANUAL CONTROL – A device which allows manual control of output
voltage.
MANUAL VALVE – A valve which is opened, closed, or adjusted by hand.
10-48
MARINE DUTY – A generator with features to meet marine duty certifi-
cation. PM, thermocouples in winding for heat sensing, green paint, and
space heaters.
MARINE POWER SYSTEM (MPS) SOFTWARE – A Cat computer pro-
gram which automatically sizes engines, gears, and propellers, based
on desired vessel performance. A complete report is compiled for buy-
ers to reference comparisons between various system configurations.
MARMON CLAMPS – Circular clamps used for air pipe connection. They
include metal rings to aid in sealing.
MARTEMPERING – A method of hardening steel by quenching from
the austenitizing temperature into some heat extracting medium (usu-
ally salt) which is maintained at some constant temperature level above
the point at which martensite starts to transform (usually about 450° F),
holding the steel in this medium until the temperature is uniform through-
out, cooling in air for the formation of martensite and tempering by the
conventional method. The advantages of this method of interrupted
quenching are a minimum of distortion and residual strains. The size of
the part can be considerably larger than for austempering.
MARTENSITE – A microconstituent or structure in quenched steel char-
acterized by an acicular or needle-like pattern on the surface polished
and etched. It has the maximum hardness of any of the decomposition
products of austenite. It is a transition lattice formed by the partial trans-
formation of austenite.
MASH Machine Sales History, Marine Analyst Service Handbook
MASS ELASTIC SYSTEM – Pistons, rods, crankshaft, flywheel, coupling,
driven equipment, and associated shafting.
MATH Maintenance & Technical Handbook
MATTER – Any substance which occupies space and has weight. The
three forms of matter are solids, liquids, and gases.
MBH 1000 Btu/hour
MD Medium Duty
MEAN EFFECTIVE PRESSURE (mep) – The calculated combustion
in pounds per square inch (average) during the power stroke, minus the
pounds per square inch (average) of the remaining three strokes.
MEAN INDICATED PRESSURE (mip) – Net mean gas pressure act-
ing on the piston to produce work.
MECHANICAL ADVANTAGE – The ratio of the resisting weight to the
acting force. The distance through which the force is exerted divided
by the distance the weight is raised.
MECHANICAL EFFICIENCY – (1) The ratio of brake horsepower to
indicated horsepower, or ratio of brake mean effective pressure to mean
indicated pressure. (2) An engine’s rating which indicates how much of
the potential horsepower is wasted through friction within the moving parts
of the engine.
MECHANICAL GOVERNOR – A simple type of governor using flyweights
for speed sensing and throttle control.
10-49
MECHANICAL INJECTION – Mechanical force pressurizing the metered
fuel and causing injection.
MECHANICAL PROPERTIES – Those properties that reveal the reac-
tion, elastic and inelastic, of a material to an applied force or that involve
the relationship between stress and strain; for example, Young’s modulus,
tensile strength, fatigue limit. These properties have often been desig-
nated as physical properties, but the term mechanical properties is much
to be preferred. See Physical Properties.
MECHANICALLY OPERATED VALVE – A valve which is opened and
closed at regular points in a cycle of events by mechanical means.
MEDART – Equipment developed for straightening cold drawn bars
measuring from about 1⁄2" to 2 7⁄8" in diameter. These straighteners have
one concave and one straight roll which revolve the bar as it passes
between them. Much of the sizing of the bar and the brightness of the
finish is accomplished in this operation.
MEDIUM VOLTAGE – Any AC voltage between 1000 and 15,000 VAC.
MEGAWATT (MW) – One million watts.
MEGAWATT HOUR (MWh) – One thousand kilowatt-hours, or an amount
of electricity that would supply the monthly power needs of a typical
home having an electric hot water system.
MEP Mean Effective Pressure
MEPS Marine Engine Power Systems
METAL FATIGUE – When metal crystallizes and is in jeopardy of break-
ing because of vibration, twisting, bending, etc.
METERING FUEL PUMP – A fuel pump delivering a controlled amount
of fuel per cycle.
METHYL CHLORIDE (R-40) – A chemical once commonly used as a
refrigerant. The chemical formula is CH3Cl. Cylinder color code is orange.
The boiling point at atmospheric pressure is –10.4° F.
METRIC SIZE – Size of a component, part, etc., in metric units of meas-
urement (e.g., meters, centimeters).
MG Million megagrams
MHA Material Handling Arrangement
MICROMETER (M) – One one-millionth of a meter or 0.000039 in.
MICROMETER (mike) – A precision measuring tool that is accurate to within
one one-thousandth of an inch or one one-hundredth of a millimeter.
MILLIMETER (mm) – One one-thousandth of a meter or 0.039370 in.
MILLING MACHINE – A machine used to remove metal, cut splices, gears,
etc., by the rotation of its cutter or abrasive wheel.
MINIMUM GENERATION – Generally, the required minimum generation
level of a utility system’s thermal units. Specifically, the lowest level of
operation of oil-fired and gas-fired units at which they can be currently
available to meet peak load needs.
MIP Mean Indicated Pressure, Membrane Interface Probe
10-50
MISFIRING – When the pressure of combustion of one or more cylin-
ders is lower than the remaining cylinders, one or more cylinders have an
earlier or later ignition than the others.
MIXED CYCLE – Where fuel burns partly at constant volume and partly
at constant pressure. Sometimes applied to the actual combustion cycle
in most high-speed internal combustion engines.
MIXTURE CONTROL – A screw or adjustable valve to regulate the air/fuel
provided by a carburetor.
mm millimeter
MMS Marine Monitoring System
MODULUS OF ELASTICITY – The ratio, within the limit of elasticity, of the
stress to the corresponding strain. The stress in pounds per square inch
is divided by the elongation in fractions of an inch for each inch of the orig-
inal gauge length of the specimen.
MOLDED CASE CIRCUIT BREAKER – Automatically interrupts the cur-
rent flowing through it when the current exceeds the trip rating of the
breaker. Molded case refers to the use of molded plastic as the medium
of electrical insulation for enclosing the mechanisms, and for separating
conducting surfaces from one another and from grounded metal parts.
MONOCHLORODIFLUOROMETHANE – A refrigerant better known as
Freon 12 or W-22. The chemical formula is CHCIF2. Cylinder color code
is green.
MONOCOQUE CONSTRUCTION – Integral construction of stator assem-
bly where outside shell provides a major portion of construction strength.
MOTOR – An actuator which converts fluid power or electric energy to
rotary mechanical force and motion. This term should be used in con-
nection with an electric motor and should not be used when referring
to the engine of a machine.
MOTOR INRUSH CURRENT – The current required to start an electric
motor at rest. This current is equal to the current that would be drawn by
the motor if the rotor were not allowed to turn.
mph miles per hour
MPS Marine Power System
MPU Magnetic Pick-Up
MR Medium Range, Mid-Range
MT Multi-Torque
MUFFLER – A chamber attached to the end of the exhaust pipe which
allows the exhaust gases to expand and cool. It is usually fitted with
baffles or porous plates and serves to subdue much of the noise created
by the exhaust.
MUI Mechanical Unit Injector
MULTIFUEL – A term used to describe an engine which can burn a vari-
ety of different fuels.
MULTIMEGAWATT – Many million watts.
10-51
MULTIPLE RATING ENGINE – An engine which has a variable full load
fuel setting to provide more than one full load power.
MULTIVISCOSITY OIL – An oil meeting SAE requirements.
MW Megawatt
MWh Megawatt hour
NA Naturally Aspirated
NATIONAL ELECTRICAL MANUFACTURERS ASSOCIATION (NEMA) –
A non-profit U.S. trade association of manufacturers of electrical appa-
ratus and supplies. This organization facilitates understanding between
manufacturers and users of electrical products.
NATURAL CONVECTION – Movement of a fluid caused by temperature
differences (density changes).
NATURAL GAS – Hydrocarbon gas found in the earth, composed of
methane, ethane, butane, propane and other gases.
NATURALLY ASPIRATED – A term applied to an engine which has no
method of compressing air supplied to the inlet manifold.
NEEDLE BEARING – A roller-type bearing in which the rollers are smaller
in diameter than in length proportional to the race.
NEGATIVE TERMINAL – A terminal from which the current flows back to
its source.
NEMA 1 ENCLOSURE – This enclosure designation is for indoor use only
when dirt, dust, and water are not a consideration. Personnel protection
is the primary purpose of this type of enclosure.
NEOPRENE – A synthetic rubber highly resistant to oil, light, heat, and
oxidation.
NETWORK – A system of transmission or distribution lines so cross-
connected and operated as to permit multiple power supply to any
principal point on it.
NEUTRON – A neutral charged particle of an atom.
NEW MATERIAL RELEASE – Announces new or different items of
interest that would be of value to dealers and sales representatives.
NEWTON’S THIRD LAW – For every action there is an equal, opposite
reaction.
NITROGEN OXIDE (NO) – The combination of nitrogen and oxygen that
occurs during the combustion process.
NOMINAL – The specified or target value of an engine performance
characteristic. The nominal value is usually accompanied by tolerances
defining the acceptable range of the characteristic relative to the nominal.
NONFERROUS METALS – Any metals not containing iron.
NON-INTERRUPTIBLE LOADS – Loads which cannot tolerate even a
momentary power outage without causing damage or severe functional
loss to a facility. A computer is a non-interruptible load, as any power
lapse could result in loss of vital data or computer-controlled action.
NONLINEAR LOADS – Any load for which the relationship between
voltage and current is not a linear function. Some common nonlinear loads
10-52
are fluorescent lighting, SCR motor starters, and UPS systems. Nonlinear
loads cause abnormal conductor heating and voltage distortion.
NOT IN AUTO (EPG only) – On the EMS II module, a flashing red light
annunciates when the engine control switch is not in auto. The engine
control switch information will be available on the datalink.
NOTCHING – A method of producing stator laminations by indexing
and punching stator slots one at a time.
NOx [combination of nitric oxide (NO) and nitrogen dioxide (NO2)] –
A harmful chemical present in combustion air formed by decomposition
and recombination of molecular oxygen and nitrogen. Measured in parts
per million by volume.
629 ⳯ NOx
NOx mass emissions (g/hr)
Concentration (ppm) = _______________________
NOx RACT – Reasonable Available Control Technology being applied
to NOx on existing stationary sources in nonattainment areas.
NOZZLE – The component containing the fuel valve and having one or
more orifices through which fuel is injected.
NUMBER DRILLS – Drills on which the size is designated by a number.
OA Outside Air
OCTANE – Measurement which indicates the tendency of a fuel to det-
onate or knock.
OD Outside Diameter
OEM Original Equipment Manufacturer
OFF-PEAK – Time periods when power demand are below average.
For electric utilities, generally nights and weekends; for gas utilities,
summer months.
OHM (W) – A unit used to measure the opposition or resistance to flow
of electric current in a circuit.
OHMMETER – An instrument for measuring the resistance in a circuit or
unit in ohms.
OHM’S LAW – The number of amperes flowing in a circuit is equal to the
number of volts divided by the number of ohms.
OIL COOLER – A heat exchanger for lowering the temperature of oil.
OIL FILTER – A device for removing impurities from oil.
OIL GALLERY – A pipe-drilled or cast passage in the cylinder-head
block and crankcase that is used to carry oil from the supply to an area
requiring lubrication or cooling.
OIL PRESSURE – The engine oil pressure at full load at a specified
location on the engine.
OIL PUMP – A mechanical device to pump oil (under pressure) into the
various oil galleries.
OIL PUMPING – An engine condition wherein excessive oil passes by
the piston rings and is burned during combustion.
10-53
OIL, REFRIGERATION – Specifically prepared oil used in refrigerator
mechanism circulates to same extent with refrigerant. The oil must be
dry (entirely free of moisture), otherwise, moisture will condense out and
freeze in the refrigerant control and may cause refrigerant mechanism
to fail. An oil classified as a refrigerant oil must be free of moisture and
other contaminants.
OIL SEAL – A mechanical device used to prevent oil leakage, usually
past a shaft.
OIL SEPARATOR – Device used to remove oil from gaseous refrigerant.
OIL SLINGER – A special frame disk fastened to a revolving shaft. When
the shaft rotates and oil contacts the disk, it is thrown outward away from
the seal, and thus reduces the force on the seal.
OIL-BATH AIR CLEANER – An air filter that utilizes a reservoir of oil to
remove the impurities from the air before it enters the intake manifold or
the compressor of the turbine.
OPEN CIRCUIT – A circuit in which a wire is broken or disconnected.
OPEN-TYPE SYSTEM – A refrigerating system which uses a belt-driven
compressor or a coupling-driven compressor.
OPPOSED – A type of cylinder arrangement in an engine where the
cylinders are placed opposite one another.
OPPOSED PISTON ENGINE – An engine having two pistons operat-
ing in opposite ends of the same cylinder, compressing air between them.
OPSS Oil Pressure Step Switch (ESS)
ORDERLY TURBULENCE – Air motion which is controlled as to direction
or velocity.
ORIFICE – Accurate size openings for controlling fluid flow.
OS Overspeed (ESS)
OSCILLATE – To swing back and forth like a pendulum; to vibrate.
OSCILLOSCOPE – A device for recording wave forms on a fluorescent
screen, proportional to the input voltage.
OSHA Occupational Safety and Health Administration
OTTO CYCLE – Also called four-stroke cycle. Named after the man
who adopted the principle of four cycles of operation for each explosion
in an engine cylinder. They are (1) intake stroke, (2) compression stroke,
(3) power stroke, (4) exhaust stroke.
OUTBOARD EXCITER – Exciter components are physically located
outboard of the ball bearing. This design is used to keep shaft deflec-
tion between the bearing center and the engine drive flange mounting to
a minimum.
OUTAGE (Electric Utility) – An interruption of electric service that is
temporary (minutes or hours) and affects a relatively small area (build-
ings or city blocks).
OUTPUT SHAFT – The shaft which delivers the power.
OVERCRANK (EPG only) – On the EMS II module, a flashing red light
and a horn annunciate when an overcrank has occurred. The ECM will
10-54
determine when an overcrank has occurred and will provide the infor-
mation on the datalink.
OVERCURRENT RELAY – Operates when the monitored current exceeds
the relay setpoint. Overcurrent protection usually consists of an instan-
taneous setting and a timed setting. Low voltage circuit breakers usu-
ally include a trip unit that incorporates these functions.
OVERHEAD CAMSHAFT – A camshaft which is mounted above the
cylinder head.
OVERHEADS – The ceilings aboard a ship.
OVERRUNNING CLUTCH – A clutch mechanism that transmits power
in one direction only.
OVERRUNNING-CLUTCH STARTER DRIVE – A mechanical device
that locks in one direction but turns freely in the opposite direction.
OVERSPEED – Engine running higher than the operational speed
range. A dangerous engine condition where the combustion system is
receiving more fuel than the engine load demands. On the EMS II mod-
ule, a flashing red light and a horn annunciate when an engine overspeed
has occurred. The ECM will determine when an engine overspeed has
occurred and will shut down the engine by shutting off the fuel to the engine
and tripping the air shutoffs (if provided).
OVERSPEED GOVERNOR – A governor that shuts off the fuel or stops
the engine only when excessive speed is reached.
OVERSQUARE ENGINE – An engine that has a larger bore diameter than
the length of its stroke.
OVERVOLTAGE RELAY – Operates when the monitored voltage exceeds
the relay setpoint. If monitoring a generator set the generator set’s cir-
cuit breaker is typically tripped open and the generator set is shut down.
OXIDATION – That process by which oxygen unites with some other
substance causing rust or corrosion.
PACKING GLAND – The seal used to keep sea water from entering the
ship through the stern tube from around the prop shaft.
PAPER AIR CLEANER – An air filter with a special paper element through
which the air is drawn.
PAR Performance Analysis Report
PARALLEL CIRCUIT – An electric circuit with two or more branch circuits.
It is wired to allow current to flow through all branches at the same time.
PARALLELING – Two or more AC generator sets (or one generator set
and the utility) supplying power to a common load. Connection of the
power sources is made so that the sources electrically function as a
single source of power. Parallel operation requires that the two sources
of electrical power match in voltage, frequency, and number of phases.
PARTICLE EMISSIONS – Emitted substances including soot (unburned
carbon), soluble organic fraction (SOF), and sulfates.
PASCAL’S LAW – Pressure applied anywhere to a body of confined
fluid is transmitted undiminished to every portion of the surface of the
containing vessel.
10-55
PASSAGEWAYS – Aisle ways through the ship for personnel to walk,
also referred to as corridors.
PAYBACK PERIOD – The time required to completely recover the orig-
inal capital investment.
PC Personal Computer, Pre-Combustion Chamber
PCNA Pre-chambered Naturally Aspirated
PCT Pre-chambered Turbocharged
PCTA Pre-chambered Turbocharged Aftercooled
PEAK DEMAND – The maximum electrical power (kilowatt) demand for
a given facility for a given time.
PEAK LOAD – The highest electrical demand within a particular period
of time. Daily electric peaks on weekdays occur in late afternoon and early
evening. Annual peaks occur on hot summer days.
PEAK LOAD POWER PLANT – A power generating station that is nor-
mally used to produce extra electricity during peak load times.
PEAK SHARING – Power customers directly assisting utilities by gen-
erating electricity during times of peak demand on the utility system.
PEAK SHAVING – The process by which loads in a facility are reduced
for a short time to limit maximum electrical demand in a facility and to
avoid a portion of the demand charges from the local utility. This is typ-
ically accomplished by turning off low priority loads, transferring spe-
cific loads to generator power, or generating electrical power in parallel
with the utility.
PEAK-TO-PEAK VOLTAGE – Measurement of voltage from the maxi-
mum value of one polarity to the maximum of the opposite polarity.
PEAK VOLTAGE – Measurement of voltage at the maximum points of
the waveform.
PEAKING UNIT – A power generator used by a utility to produce extra
electricity during peak load times.
PEARLITE – The lamellar aggregate of ferrite and carbide resulting from
the direct transformation of austenite at Arl. It is recommended that this
word be reserved for the microstructures consisting of thin plates of
lamellae; that is, those that may have a pearly luster in white light.
PEEC Programmable Electronic Engine Control
PEEN – The thin end of a hammer head (opposite to the face).
PEENING – Flattening the end of a rivet, etc., using the force of a hammer.
PENETRATING OIL – A special oil that aids the removal of rusted parts.
PERFORATE – To make full of holes.
PERIPHERY – The external boundary or circumference.
PERMISSIVE PARALLELING – A feature of manual and automatic par-
alleling switchboards that prevents out-of-phase manual paralleling. A
synchronizing check relay prevents the electrical closing of the elec-
trically operated circuit breaker if the incoming set is outside of the fre-
quency or phase angle limits required for proper paralleling to a bus.
10-56
PERSONALITY MODULE (PM) – The apparatus which houses the soft-
ware in a Cat electronic engine’s ECM.
PETROLEUM – An oil-liquid mixture made up of numerous hydrocarbons
chiefly of the paraffin series.
PHASE – The relationship in time between two waveforms of the same
frequency. For practical use, refer to single- and three-phase.
PHASE ROTATION – (Or phase sequence) describes the order (A-B-C,
R-S-T, or U-V-W) of the phase voltages at the output terminals of a three-
phase generator. The generator phase rotation must match the facility
phase rotation.
PHASE SELECTOR SWITCH – Allows one meter to supply power to the
voltage regulator and main exciter.
PHOSPHOR-BRONZE – A bearing material composed of tin, lead,
and copper.
PHYSICAL CHANGE – A change which does not alter the composition
of the molecules of a substance.
PHYSICAL PROPERTIES – It has been established that fully hard-
ened steels have the same mechanical properties when tempered to
the same hardness, regardless of composition. Any one of several com-
positions having the desired hardenability would produce the same
results. Since service stresses determine tensile strength requirements, a
knowledge of this factor will permit the determination of the other prop-
erties of hardness, tempering temperature, elongation, reduction of area
and yield. See Mechanical Properties.
PICKLING – A treatment given hot rolled rods prior to cold drawing. Its
purpose is to remove hot rolled scale and other foreign matter from the
rod; and this is commonly done by immersing in a hot acid, generally
a sulfuric acid solution. The rolls are then rinsed in cold water, followed
most generally by lime coating by dipping in a vat of lime emulsion,
and are then heated to dry the lime and remove acid embrittlement.
PILOT SHAFT – A shaft position in or through a hole of a component
as a means of aligning the components.
PILOT VALVE – A valve used to control the operation of another valve.
PINION – A small gear having the teeth formed in the hub.
PINTLE-TYPE NOZZLE – A closed-type nozzle having a projection on
the end of the fuel valve which extends into the orifice when the valve
is closed.
PIPE – In diesel applications, that type of fluid line, the dimensions of
which are designated by nominal (approximate) inside diameter.
PIPE (Steel Defect) – A cavity formed in metal (especially ingots) dur-
ing the solidification of the last portion of liquid metal. Contraction of the
metal causes the cavity pipe.
PISTON – A cylindrical part closed at one end which is connected to
the crankshaft by the connecting rod. The force of the expansion in the
cylinder is exerted against the closed end of the piston, causing the
connecting rod to move the crankshaft.
10-57
PISTON BOSS – The reinforced area around the piston-pin bore.
PISTON COLLAPSE – A condition describing a collapse or a reduc-
tion in diameter of the piston skirt due to heat or stress.
PISTON DISPLACEMENT – The volume of air moved or displaced by
a piston when moved from BDC to TDC.
PISTON HEAD – The portion of the piston above the top ring.
PISTON LANDS – That space of the piston between the ring grooves.
PISTON PIN (wrist pin) – A cylindrical alloy pin that passes through the
piston bore and is used to connect the connecting rod to the piston.
PISTON RING – A split ring of the expansion type placed in a groove
of the piston to seal the space between the piston and the wall.
PISTON RING END CAP – The clearance between the ends of the ring
(when installed in the cylinder).
PISTON RING EXPANDER – A spring placed behind the piston ring in
the groove to increase the pressure of the ring against the cylinder wall.
PISTON RING GAP – The clearance between the ends of the piston ring.
PISTON RING GROOVE – The grooves cut in between the sides of the
ring and the ring lands.
PISTON SKIRT – The portion of the piston which is below the piston bore.
PISTON SPEED – The total distance traveled by each piston in 1 minute.
The formula is:
(stroke (ft) ⳯ rpm ⳯ 2) or
(stroke (in) ⳯ rpm)
Piston speed = _______________________
6
PIVOT – The pin or shaft on which a component moves.
PLATE (battery) – A flat, square, rigid body of lead peroxide or porous lead.
PLAY – The movement or slack between two components.
PLENUM CHAMBER – Chamber or container for moving air or other gas
under a slight positive pressure.
PLC Programmable Logic Controller
PLUNGER PUMP – A pump which displaces fluid by means of a plunger.
PM Personality Module, Preventive Maintenance
PMS Problem Monitoring System
PNEUMATICS – That branch of physics pertaining to the pressure and
flow of gases.
POLAR TIMING DIAGRAM – A graphic method of illustrating the events
of an engine cycle with respect to crankshaft rotation.
POLARITY – Refers to the grounded battery terminal or to an electric
circuit or to the north and south pole of a magnet.
POLARIZING – To develop polarization of the pole shoes in respect to
battery polarity.
POLE (magnet) – The pole from which the lines of force emanate (there-
after entering the south pole).
PORT – The left side of a ship, when facing the front of the ship.
10-58
PORT BRIDGE – The portion of a cylinder or liner between two exhaust
or scavenging ports.
PORT SCAVENGING – Introducing scavenging air through ports in
the cylinder wall when they are uncovered by the power piston near the
end of the power stroke.
PORTS – Openings in the cylinder block and cylinder head for the
passage of oil and coolant. (Also exhaust-intake connection and valve
openings.)
POSITIVE TERMINAL – The terminal which has a deficiency of electrons.
POTENTIAL ENERGY – The energy possessed by a substance because
of its position, its condition, or its chemical composition.
POTENTIAL TRANSFORMER (PT) – An instrument used to reduce
the voltage to be measured by a known ratio to a level suitable for the
meter movement.
POUNDS PER SQUARE INCH (PSI) – A unit of measurement for pressure.
POUR POINT – The lowest temperature at which an oil will flow.
POWER – The rate of doing work. Power is the actual or observed power
corrected to standard conditions of atmospheric pressure, inlet air tem-
perature, and fuel density.
POWER, APPARENT – A quantity of power proportional to the math-
ematical product of the volts and amperes of a circuit. This product is
generally designated in kilovoltamperes (kV•A), and is comprised of
both real and reactive power.
POWER CONDITIONER – A device which removes undesirable tran-
sients and distortion from a power source.
POWER FACTOR – A correction factor used to figure the actual power
being consumed. It is defined as the ratio of the actual power to the appar-
ent power (current/voltage):
Actual Power (watts)
Power Factor = _____________________
Apparent Power (kV•A)
POWER FACTOR METER – Indicates the ratio between true power
(kW) and apparent power (kV•A).
POWER FACTOR/VAR CONTROLLER – A device to maintain con-
stant generator set reactive power output while operating in parallel
with a utility or other large source. The controller interfaces with the
generator automatic voltage regulator and can usually be set to main-
tain a constant power factor or constant kVAR outlet.
POWER POOL – Two or more interconnected electric systems planned
and operated to supply power in the most reliable and economical man-
ner for their combined load requirements and maintenance program.
POWER, REAL – The energy or work-producing part of “apparent power.”
It is the rate of supply of energy, measured commercially in kilowatts.
POWER TAKE-OFF (PTO) – Accessory engine drive which is used to
power auxiliary equipment.
ppm parts per million
10-59
PRCM Programmable Relay Control Module
PRECISION INSERT BEARING – A precision type of bearing consist-
ing of an upper and lower shell and a replaceable wear surface.
PRE-COMBUSTION CHAMBER – A portion of the combustion cham-
ber connected to the cylinder through a narrow port. Fuel is injected into
and is partly burned in the pre-combustion chamber. Heat released by
the burning causes the CO in the pre-combustion chamber to be
ejected into the cylinder with considerable turbulence.
PRE-IGNITION – Ignition occurring earlier than intended. For example,
the explosive mixture being fired in a cylinder as by a flake of incan-
descent carbon before the electric spark occurs.
PRE-LOADING – Adjusting taper roller bearings so that the rollers are
under mild pressure.
PRE-ROTATION VANES (PRVs) – Vanes which are located at the com-
pressor inlet. These vanes can be rotated through the use of an actu-
ator to vary the load.
PRESS-FIT – Also known as a force-fit or drive-fit. This term is used when
the shaft is slightly larger than the hole and must be forced into place.
PRESS-FIT PRESSURE – Force exerted per unit of area. (See Drive-fit.)
PRESSURE – An energy impact on a unit area; force or thrust exerted on
a surface.
PRESSURE CAP – A special radiator cap with a pressure-relief and
vacuum valve.
PRESSURE DIFFERENTIAL – The difference in pressure between any
two points of a system or a component.
PRESSURE DROP – The pressure difference at two ends of a circuit,
part of a circuit, or the two sides of a filter, or the pressure difference
between the high side and low side in a refrigerator mechanism.
PRESSURE LUBRICATION – A lubricating system in which oil at a
controlled pressure is brought to the desired point.
PRESSURE REGULATOR, EVAPORATOR – An automatic pressure
regulating valve. Mounted in suction line between evaporator outlet
and compressor inlet. Its purpose is to maintain a pre-determined pres-
sure and temperature in the evaporator.
PRESSURE TIME (PT) CURVE – A visual representation of the pres-
sure within the combustion chamber during an engine’s working cycle.
PRESSURE-RELIEF VALVE – A valve that limits the maximum system
pressure.
PRIMARY DISTRIBUTION FEEDER – An electric line supplying power
to a distribution circuit, usually considered to be that portion of the pri-
mary conductors between the substation or point of supply and the
center of distribution.
PRIME MOVER – The engine, turbine, water wheel, or similar machine
which drives an electric generator.
10-60
PRIME POWER – An application where the generator set(s) must supply
power on a continuous basis and for long periods of time between shut-
downs. No utility service is present in typical prime power applications.
PRINTED CIRCUIT – An electric circuit where the conductor is pressed
or printed in or on an insulating material (panel) and at the same time is
connected to the resistor, diodes, condenser, etc.
PROBABILITY OF ON-SITE POWER ECONOMIC TEST (PROSPECT) –
A Cat menu-driven personal computer software package which quickly
analyzes peak shaving economic feasibility and return on investment.
PRODUCT INFORMATION – A book designed to educate dealers on
a product or product line, and serve as a resource guide to aid in the
sales process. It is comprehensive, yet quickly read, with a bulleted
text format. Product features, benefits, and diagrams; servicing infor-
mation; maintenance schedules; performance and competitive data;
schematics; and other material may be included.
PRODUCT NEWS – A publication used to update dealers on the devel-
opment and availability of a new product, product update, product
change, or feature. In addition to a basic description of the new item,
among the contents may be specifications, detailed feature breakdown,
performance data, schematics, pricing and shipping information, prod-
uct contacts, and any other pertinent statistics.
PROGNOSTICS – Predict failure or potential problems before occurrence.
PROGRESSIVE – Normally refers to a compound die where all slots are
gang punched at one time.
PROOF STRESS – The load per unit area which a material is capable
of withstanding without resulting in a permanent deformation of more
than a specified amount per unit of cage length after complete release
of load; i.e., the stress that will produce a very small permanent defor-
mation, generally specified as 0.01% of the original gauge length.
Because this is difficult to determine by the alternate loading and releas-
ing which is generally prescribed, the offset method is frequently
employed.
PROPELLER – The device used to propel the ship through the water.
PROPELLER GUARDS – Steel braces at the stern, directly above the pro-
pellers. They prevent the propellers from striking a dock, pier or other ship.
PROTON – The positively charged particle in the nucleus of an atom.
PRUSSIAN BLUE – A blue pigment, obtainable in tubes, which is used
to find high spots in a bearing.
PS – PFERDESTARKE (horsepower) – German designation for metric
horsepower.
PSA Power Systems Associates
PSD Power Systems Distributor
psi pounds per square inch
psig pounds per square inch gauge
PSYCHROMETRIC CHART – A chart that shows the relationship between
the temperature, pressure, and moisture content of the air.
10-61
PT Pressure Time, Potential Transformer
PTO Power Take-Off
PUC Public Utility Commission
PULL DOWN – An expression indicating action of removing refrigerant
from all or a part of a refrigerating system.
PULSATE – To move with rhythmical impulse.
PULSE WIDTH MODULATION (PWM) – A signal consisting of variable
width pulses at fixed intervals, whose ratio of “TIME ON” versus total
“TIME OFF” can be varied. (Also referred to as “duty cycle.”)
PULVERIZE – To reduce or become reduced to powder or dust.
PUMP – A device for moving fluids.
PUMP DOWN – The act of using a compressor or a pump to reduce
the pressure in a container or a system.
PUMP SCAVENGING – Using a piston-type pump to pump scaveng-
ing air.
PUMPING LOSS – The power consumed by replacing exhaust gas in the
cylinder with fresh air.
PUNCH PRESS – A method of straightening which employs a punch
press, “V” block supports, a dial gauge, and a straightedge. The bar
to be straightened in placed on “V” blocks under the punch and rotated
against a dial gauge or straightedge. The punch is then used to
straighten the bar by deflecting the bar in the direction indicated by
the gauge or straightedge. Neither the size nor finish is affected by this
operation.
PURGING – Releasing compressed gas to the atmosphere through
some part of parts for the purpose of removing contaminants from the
part or parts.
PUSH FIT – The part of the bearing that can be slid into place by hand
if it is square with its mounting.
PUSH ROD – A connecting link in an operating mechanism, such as
the rod interposed between the valve lifter and rocker arm on an over-
head valve engine.
PVC Polyvinyl Chloride
PWM Pulse Width Modulated
PYROMETER – A temperature indicator used for indicating exhaust
temperature.
QUALIFIED FACILITY – A cogeneration facility which has been granted
a “qualified” status by the FERC. To obtain the qualified status a facil-
ity must meet the ownership requirements (i.e., less than 50% electric
utility ownership) and operating efficiency standards as outlined in the
Public Utility Regulatory Policies Act of 1978 (PURPA).
QUALIFYING FACILITY – A cogenerator or small power producer
which, under federal law, has the right to sell its excess power output
to the public utility.
QUARTERDECK – The deck on which you go aboard a ship.
10-62
QUENCHING – The rapid cooling by immersion in liquids or gases or
by contact with metal. The operation of hardening steel consists of
slowly and uniformly heating to the proper austenitizing temperature
above the upper critical (AC3), holding for sufficient time for through
heating, and then quickly cooling by plunging the part into the quench-
ing medium.
QUICKSILVER – Metallic mercury.
R-11, TRICHLOROMONOFLUOROMETHANE – Low pressure, syn-
thetic chemical refrigerant which is also used as a cleaning fluid.
R-113,TRICHLOROTRIFLUOROETHANE – Synthetic chemical refrigerant.
R-12, DICHLORODIFLUOROMETHANE – A popular refrigerant known
as Freon 12.
R-134a – A commercially available, environmentally friendly hydrofluo-
rocarbon (HFC) refrigerant for use as a long-term replacement for R-12 in
new equipment and for retrofitting medium temperature CFC-12 systems.
R-160, ETHYL CHLORIDE – Refrigerant which is seldom used at the
present time.
R-170, ETHANE – Low temperature application refrigerant.
R-22, MONOCHLORODIFLUOROMETHANE – Synthetic chemical
refrigerant.
R-290, PROPANE – Low temperature application refrigerant.
R-40, METHYL CHLORIDE – Refrigerant which was used extensively
in the 1920s and 1930s.
R-500 – Refrigerant which is azeotropic mixture of R-12 and R-152A.
R-502 – Refrigerant which is azeotropic mixture of R-22 and R-115.
R-600, BUTANE – Low temperature application refrigerant, also used
as a fuel.
R-611, METHYL FORMATE – Low pressure refrigerant.
R-717, AMMONIA – Popular refrigerant for industrial refrigerating sys-
tems; also a popular absorption system refrigerant.
R-764, SULPHUR DIOXIDE – Low pressure refrigerant used exten-
sively in the 1920s and 1930s. Not in use at present; chemical is often
used as an industrial bleaching agent.
RACE (bearing) – A finished inner and outer surface in which balls or
rollers operate.
RACEWAY – The surface of the groove or path which supports the
balls or rollers of a bearing roll.
RACK SHUTOFF – An engine protection measure involving a hydraulic
fuel rack actuator installed on an engine’s injection pump housing.
When activated, the piston of the actuator moves the rack to the fuel
“off” position.
RADIAL – A type of cylinder arrangement in an engine where the cylin-
ders are placed radially like wheel spokes.
10-63
RADIAL CLEARANCE (radial displacement) – The clearance within
the bearing and between the balls and races, perpendicular to the shaft.
RADIAL LOAD – A “round-the-shaft” load; that is, one that is perpen-
dicular to the shaft through the bearing.
RADIATOR – A heat exchanger in which cooling water gives up heat
to the air without coming into direct contact with it.
RADIATOR COOLING – A type of cooling system used on generator
sets which involves a fan forcing air through an engine’s radiator, low-
ering the temperature of the coolant.
RADIUS – The distance from the center of a circle to its outer edge or
the straight line extending from the center of the edge of a circle.
RANDOM WOUND – The type of winding style which refers to flexible
bundles of main stator winding with round wire.
RATE SCHEDULE – Price list showing how the utility will bill a class of
customers.
RATED – The advertised value of an engine when full load is removed,
expressed as a percentage of full load speed.
RATED HORSEPOWER – Value used by the engine manufacturer to
rate the power of his engine, allowing for safe loads, etc.
RATIO – The relation or proportion of one number or quantity to another.
REACTIVE DROOP COMPENSATION – One method used in paral-
leled generator sets to enable them to share reactive power supplied
to a load. This system causes a drop in the internal voltage of a set
when reactive currents flow from that generator. Typically, at full load,
0.8 PF, the output voltage of a set is reduced by 4% from that at no
load when reactive droop compensation is used.
REACTIVE POWER – Power that flows back and forth between the
inductive windings of the generator and the inductive windings of
motors, transformers, etc., which are part of the electrical load. This
power does no useful work in the electrical load nor does it present
load to the engine. It does apply load to the generator and limits the
capacity of the generator.
REAM – To finish a hole accurately with a rotating fluted tool.
REBORE – To bore a cylinder to a size slightly larger than the original.
RECIPROCATING ACTION (motion) – A back-and-forth (alternating)
movement.
RECIPROCATING ENGINE – A type of engine where pistons with pres-
surized gas move back and forth (reciprocate) within the cylinders.
RECTIFIER – A device which exhibits a very high resistance to the flow
of current in one direction and a very low resistance to flow in the oppo-
site direction. Rectifiers are used to change AC voltages to DC before
applying it to the generator field.
REDUCTION OF AREA – The difference between the original cross
sectional area and that of the smallest area at the point of rupture. It is
usually stated as a percentage of the original area, also called “con-
traction of area.”
10-64
RECTIFIER ASSEMBLY – An electronic device which rectifies AC cur-
rent (produced by exciter rotor winding) to DC current and applies it to
the revolving field winding.
REFRIGERANT – Substance used in refrigerating mechanism to
absorb heat in evaporator coil by change or state from a liquid to a
gas, and to release its heat in a condenser as the substance returns
from the gaseous state back to a liquid state.
REFRIGERANT CHARGE – Quantity of refrigerant in a system.
REFRIGERATING EFFECT – The amount of heat in Btu/h or Cal/hr the
system is capable of transferring.
REFRIGERATION – The process of transferring heat from one place to
another by the change in state of a liquid.
REFRIGERATION SYSTEM – A system composed of parts necessary
to accomplish heat transfer by the change in state of the refrigerant.
REFRIGERANT-ABSORPTION – Refrigerating effect produced by the
change in pressure in the system produced by the changes in the abil-
ity of a substance to retain a liquid dependent upon the temperature of
the substance.
REFRIGERATION-MECHANICAL – Refrigerating effect produced by
the changes in pressure in the system produced by mechanical action
of a compressor.
REGULATOR – An electronic device which senses AC current, com-
pares current to a set value, rectifies AC to DC and applies it to the
exciter stator winding in order to maintain constant output voltage in
the main stator winding. ( See VR1, 2, 3, 4)
REGULATOR, ELECTRICAL – An electromagnetic or electronic device
used to control generator voltage.
RELATIVE HUMIDITY – Ratio of the amount of water vapor present in
air to the greatest amount possible at the same temperature.
RELAY – An electromagnetic switch which utilizes variation in the
strength of an electric circuit to affect the operation of another circuit.
RELIEF VALVE – An automatic valve which is held shut by a spring of
correct strength. Excess pressure opens the valve and releases some
of the gas or liquid. This valve is for protecting filters, air tanks, etc.
from dangerous pressures.
REMAN Remanufactured
REMANUFACTURED EXTENDED COVERAGE – A Caterpillar pro-
gram which protects buyers from repair expenditures beyond the stan-
dard warranty period on remanufactured truck engines.
RESIDUAL FUEL – A fuel resembling tar and containing abrasive and
corrosive substances. It is composed of the remaining elements from
crude oil after the crude has been refined into diesel fuel, gasoline, or
lubricating oil.
RESISTANCE, ELECTRICAL – The opposition offered by a body when
current passes through it.
10-65
RESISTOR – A device placed in a circuit to lower the voltage, to reduce
the current, or to stabilize the voltage.
RESPONSE CHECK – A measure of the engines’ ability to develop
increasing torque at constant speed.
RESPONSE CHECK IDLE SPEED – The engine speed specified for
the cooldown portion of the response check.
RESPONSE CHECK SPEED – The constant engine speed at which the
engine is loaded to determine the time to develop a specified torque.
RESPONSE TIME – A measure of the time required for an engine to
develop a specified torque or power.
RETARD (injection timing) – To set the timing so that injection occurs
later than TDC or fewer degrees before TDC.
REVERSE FLUSH – To pump water or a cleaning agent through the
cooling system in the opposite direction to normal flow.
REVERSE POWER RELAY – A device which is sensitive to the cur-
rent flow direction. Reverse currents trip the relay, activating auxiliary
switches that control the circuit breaker and/or alarm devices.
REVERSE ROTATION – An engine condition caused by a transmis-
sion shift from forward to reverse, or vice versa, when sufficient engine
torque is not available at idle speed to overcome propeller and drive-
line inertia. It causes the engine to stall or reverse itself.
REVERSE VAR RELAY – Detects VAR flow into generator set (leading
power factor). This condition occurs in a paralleled generator set if the
system is not adjusted properly or a failure has occurred in the excita-
tion system.
REVOLUTIONS PER MINUTE (RPM) – The number of revolutions an
engine’s crankshaft makes in one minute.
RFI Radio Frequency Interference
RH Right Hand
RHEOSTAT – A device to regulate current flow by varying the resist-
ance in the circuit.
RIMMED STEEL – An incompletely deoxidized steel normally con-
taining less than 0.25% carbon and having the following characteris-
tics: (a) During solidification an evolution of gas occurs sufficient to
maintain a liquid ingot top (“open” steel) until a side and bottom rim of
substantial thickness has formed. If the rimming action is intentionally
stopped shortly after the mold is filled, the product is termed capped
steel. (b) After complete solidification, the ingot consists of two distinct
zones: a rim somewhat purer than when poured and a core containing
scattered blowholes with a minimum amount of pipe and having an
average metalloid content somewhat higher than when poured and
markedly higher in the upper portion of the ingot.
RING GROOVE – A groove machined in the piston to receive the pis-
ton ring.
RING JOB – The service work on the piston and cylinder including the
installation of new piston rings.
10-66
RISERS – Bus bars that connect circuit beakers to the system bus.
RIVET – A soft-metal pin having a head at one end.
ROCKER ARM – A first-class lever used to transmit the motion of the
pushrod to the valve stem.
ROCKER ARM SHAFT – The shaft on which the rocker arms pivot.
ROCKWELL HARDNESS – A measurement of the degree of surface
hardness of a given object by pressing a steel ball or diamond cone
into a sample and using scales which indicate differences between
depths penetrated by major and minor loads.
ROD – Refers to a connecting rod.
ROLLER BEARING – An antifriction bearing using straight (cupped
or tapered) rollers spaced in an inner and outer ring.
ROLLER TAPPETS (Roller Lifters) – Refers to valve lifters having a
roller at one end which is in contact with the camshaft and is used to
reduce friction.
ROOTS BLOWER – An air pump or blower similar in principle to a gear-
type pump.
ROPE BRAKE – A friction brake used for engine testing.
ROTARY BLOWER – Any blower in which the pumping element fol-
lows rotary motion, centrifugal blowers being the exception.
ROTARY COMPRESSOR – Mechanism which pumps fluid by using
rotating motion.
ROTARY MOTION – A circular movement, such as the rotation of a
crankshaft.
ROTATING ENGINE OR TURBINE – An engine which sends pressur-
ized gas through a wheel, forcing it to turn.
ROTATION OF ENGINE – The direction of rotation of the engine fly-
wheel as viewed from the rear of an engine, usually expressed as clock-
wise or counterclockwise. The rotation of an engine is normally
counterclockwise.
ROUGING STONE (hone) – A coarse honing stone.
RPM Revolutions per minute
RUDDER – A vertically hinged plate mounted at the rear of a vessel
used for directing or altering its course.
RUNBACKS – Bus extensions from the circuit breaker that provided a
location for connection of the cables coming from a generator set.
RUNNING-FIT – A machine fit with sufficient clearance to provide for
expansion and lubrication.
S Single turbocharger
SAE Society of Automotive Engineers
SAE HORSEPOWER (Rated Horsepower) – Formula to determine
power: bore diameter 2 ⳯ number of cylinders/2.5 = hp
SAE VISCOSITY NUMBERS – Simplified viscosity ratings of oil based
on Saybolt viscosity.
10-67
SAFETY FACTOR – Providing strength beyond that needed as an extra
margin of insurance against parts failure.
SAND BLAST (Glass Blast) – A cleaning method using an air gun to
force the sand at low pressure (about 150 psi) against the surface to
be cleaned.
SATURATION – A condition existing when a substance contains the
maximum of another substance for that temperature and pressure.
SC Speed Control
SCA Supplemental Coolant Additives
SCAB – A rough projection on a casting caused by the mold breaking
or being washed by the molten metal or occurring where the skin from
a blowhole has partly burned away and is not welded.
SCALE – A flaky deposit occurring on steel or iron. Ordinarily used to
describe the accumulation of minerals and metals accumulating in an
engine cooling system.
SCAVENGING – The displacement of exhaust gas from the cylinder
by fresh air.
SCAVENGING AIR – The air which is pumped into a cylinder to dis-
place exhaust gas.
SCAVENGING BLOWER – A device for pumping scavenging air.
SCAVENGING PUMP – A piston-type pump delivering scavenging air
to an engine.
SCHEDULED OIL SAMPLING (S•O•S) – A Cat service which offers
insight into engine wear through periodic analysis of oil samples.
SCORE – A scratch, ridge or groove marring a finished surface.
SCRAPER RING – An oil control ring.
SCREW – Another name for the propeller.
SCREW EXTRACTOR – A device used to remove broken bolts, screws,
etc. from holes.
S-CURVE – The curve that results from plotting the time for austenite
transformation against the temperature at which the transformation
takes place. These curves were originally developed by Davenport &
Bain and reported in their paper entitled “Transformation of Austenite
and Constant Subcritical Temperatures.”
SE (Excitation Type) – A self-excited generator where residual mag-
netism found in the revolving field lamination initiates current flow in the
main stator winding.
SEALED BEARING – A bearing which is lubricated and sealed at the
factory and which cannot be lubricated during service.
SEALED UNIT – (See Hermetic System) A motor-compressor assembly
in which motor and compressor operate inside a sealed dome or housing.
SEAM – A crack on the surface of metal which has been closed but not
welded, usually produced by blowholes which have become oxidized.
If very fine, a seam may be called a hair crack or hair seam.
10-68
SEAT – A surface, usually machined, upon which another part rests or
seats. For example, the surface upon which a valve face rests.
SEAT (Rings) – Rings fitted or seated properly against the cylinder wall.
SECOND LAW OF THERMODYNAMICS – Heat will flow only from
material at certain temperature to material at lower temperature.
SECONDARY DISTRIBUTION SYSTEM – A low-voltage alternating-
current system which connects the secondaries of distribution trans-
formers to the customer’s services.
SEDIMENT – Solid impurities in a liquid.
SEGREGATION – Steel is a mixture of compounds and elements which,
when cooled from the molten state, solidify at different temperatures.
Segregation is the resulting concentration of the various ingredients in
different parts of the ingot with the maximum concentration generally
found at the base of the pipe.
SELECTIVE ENERGY SYSTEM – The name previously used to describe
a form of cogeneration in which part, but not all of the site’s electrical
needs were met with on-site generation with additional electricity pur-
chased from a utility as needed.
SELF EXCITED (SE) – Excitation Type – Generator where residual
magnetism found in the revolving field lamination initiates current flow
in the main stator winding.
SEMICONDUCTOR – An element which is neither a good conductor
nor a good insulator.
SEMIFLOATING PISTON PIN – A piston pin which is clamped either
in the connecting rod or piston bosses.
SENSIBLE HEAT – Heat which causes a change in temperature of a
substance.
SEPARATE CIRCUIT AFTERCOOLED (SCAC) – Removal of the after-
cooler from the jacket water circuit, and provision of cooling from an
independent source. It is necessary on all turbocharged engines and
high temperature jacket water systems used in heat recovery applications.
SEPARATE CIRCUIT AFTERCOOLER – A heat exchanger for cool-
ing combustion air cooled by a source of water external to the engine.
SEPARATOR, BATTERY – A porous insulation material placed between
the positive and negative plates.
SEPARATOR, OIL – A device used to separate refrigerant oil from
refrigerant gas and return the oil to the crankcase of the compressor.
SERIES BOOST – An additional electronic device added into the gen-
erator power system which provides a power source for approximately
10 seconds after a short occurs to allow protective trip devices to func-
tion correctly.
SERIES CIRCUIT – An electric circuit wired so that the current must
pass through one unit before it can pass through the other.
SERIES-PARALLEL CIRCUIT – A circuit with three or more resistance
units in a combination of a series and a parallel circuit.
10-69
SERVICE AREA – Territory in which a utility system is required or has
the right to supply electric service to ultimate customers.
SERVICEABLE HERMETIC – Hermetic unit housing containing motor
and compressor assembled by use of bolts or threads.
SHAFT – The shaft that connects the reduction gear, marine transmis-
sion, to the propeller
SHAFT ALLEY – A watertight casing covering propeller shaft, large
enough to walk in, extending from the engine room to after peak bulk-
head, to provide access and protection to shaft in way of after cargo holds.
SHAFT HORSEPOWER – Power delivered at the engine crankshaft.
This term is commonly used instead of brake horsepower to express
output of large marine engines.
SHELL-TYPE CONDENSER – Cylinder or receiver which contains con-
densing water coils or tubes.
SHELL-AND-TUBE FLOODED EVAPORATOR – Device which flows
water through tubes built into cylindrical evaporator or vice-versa.
SHIM – A thin, flat piece of brass or steel used to increase the distance
between two components.
SHORT CIRCUIT – A circuit whose resistance is reduced in power
owing to one or more coil layers contacting one another.
SHRINK-FIT – A fit between two components made by heating the
outer component so that it will expand and fit over the inner compo-
nent. As the outer component cools, it shrinks and thereby fits tight to
the inner component.
SHROUD – The enclosure around the fan, engine, etc., which guides
the airflow.
SHUNT – A parallel circuit where one resistance unit has its own ground.
SHUNT TRIP – Feature modification allows for tripping the beakers with
an electrical signal from a remote location.
SHUNT WINDING – A resistance coil with its own ground.
SHUTOFF VALVE – A valve which opens and thereby stops the flow of
a liquid, air, or gas.
SI Spark Ignited
SIGNIFICANT FIGURES – The number of digits in a number defining
the precision of the number.
SILENCER – A device for reducing the noise of intake or exhaust.
SILICA GEL – Chemical compound used as a drier, which has the abil-
ity to absorb moisture when heated. Moisture is released and the com-
pound may be reused.
SILICON-CONTROLLED RECTIFIER (SCR) – A device that passes
current in one direction only, like an ordinary rectifier, but includes a
switch to control the current flow.
SINGLE ELEMENT (SE) – Number of elements in an assembly, espe-
cially filters.
10-70
SINGLE PHASE – An AC system having one voltage of given frequency.
SINGLE VOLTAGE – Term used to denote 4-lead unit – 480V or 600V.
SINGLE-ACTING CYLINDER – An actuating cylinder in which one
stroke is produced by pressurized fluid, and the other stroke is pro-
duced by some other force, such as gravity or spring tension.
SLIDING-FIT – Where sufficient clearance has been allowed between
the shaft and journal to allow free running without overheating.
SLIP-IN-BEARING – A liner made to precise measurements which can
be used for replacement without additional fitting.
SLOBBER – Unburned lubricating oil or fuel discharged into the
exhaust system along with exhaust gasses.
SLOT CELL – Passage into which magwire is inserted. Either in stator
lamination or revolving field lamination.
SLOT FILL – Calculated and actual percentage area of the wire.
Compared to the available slot area in the lamination minus the slot
and coil insulation.
SLOT LINERS – Insulation between top and bottom magwire coil in
slot passage.
SLOT SEPARATOR – The insulation between top and bottom magwire
coil in the slot passage.
SLUDGE – A composition of oxidized petroleum products along with
an emulsion formed by the mixture of oil and water. This forms a pasty
substance and clogs oil lines and passages and interferes with engine
lubrication.
SMALL BRUSHLESS – The existing line of small generators; 360, 440,
and 580 frames; where customer line lead connection and regulator
assembly is covered with a top-mounted, front-covered terminal box.
SMALL POWER-PRODUCTION FACILITY – As defined in the Public
Utility Regulatory Policies Act (PURPA), a facility that produces energy
solely by using as a primary energy source, biomass, waste, renewable
resources, or any combination thereof, and has a power production
capacity that, together with any other facilities located at the same site
(as determined by the Commission), is not greater than 80 megawatts.
SNAP RING – A fastening device in the form of a split ring that is
snapped into a groove in a shaft or in a groove in a bore.
SNUBBERS – Material used to absorb energy produced by a sudden
change in motion.
SODIUM VALVE – A valve designed to allow the stem and head to be
partially filled with metallic sodium.
SOLAR CELL – A photovoltaic cell that can convert light directly into
electricity. A typical solar cell uses semiconductors made from silicon.
SOLENOID – An electrically magnetic device used to do work.
SOLID INJECTION – The system used in diesel engines where fuel as
a fluid is injected into the cylinder rather than a mixture of fuel and air.
10-71
SOLID WATER SYSTEM – A type of high temperature heat recovery
system. Also known as ebullient system.
SOLVENT – A solution which dissolves some other material. For exam-
ple, water is a solvent for sugar.
SORBITE – A late stage in the tempering of martensite when the car-
bide particles have grown so that the structure has a distinctly granu-
lar appearance. Further and higher tempering causes globular carbides
to appear clearly.
S•O•S Scheduled Oil Sampling
SOUND ATTENUATED (SA) – A term used to describe a generator
set enclosure which has been specially designed to reduce the amount
and severity of escaping noise.
SOUND POWER LEVEL – The total sound power being radiated from
a source, such as a generator set. The magnitude of the sound is inde-
pendent of the distance from the source.
SPACE HEATERS – Heating elements mounted in the unit to keep
windings warm during shutdown periods which eliminate condensa-
tion on the electric components.
SPARK IGNITED ENGINE – For purposes of this specification, Spark
Ignited Engine is synonymous with Gaseous Fueled Engine.
SPARK TESTING – An inspection method for quickly determining the
approximate analysis of steel. It is intended primarily for the separa-
tion of mixed steel and, when properly conducted, is a fast, accurate,
and economical method of separation. It consists in holding the sam-
ple against a high speed grinding wheel and noting the character and
color of spark, which is compared with samples of known analysis.
SPECIFIC FUEL CONSUMPTION – The fuel rate divided by the power.
Corrected specific fuel consumption is the value obtained when the
corrected fuel rate is divided by corrected power.
SPECIFIC GRAVITY – The ratio of the weight of a given volume of any
substance to that of the same volume of water.
SPECIFIC HEAT – Ratio of quantity of heat required to raise the tem-
perature of a body one degree to that required to raise the temperature
of an equal mass of water one degree.
SPECIFICATION SHEET – A technical overview of a particular engine
or engine-related product. Sales features, engine specifications, per-
formance data and curves, dimensions and weight, standard and
accessory equipment, and rating definitions and conditions are among
the standard contents.
SPLINE – A long keyway. The land between two grooves.
SPLIT SYSTEM – Refrigeration or air-conditioning installation which
places condensing unit outside or remote from evaporator. Also appli-
cable to heat pump installations.
SPOOL VALVE – A hydraulic directional control valve in which the direction
of the fluid is controlled by means of a grooved cylindrical shaft (spool).
10-72
SPOT WELD – To attach in spots by localized fusion of the metal parts
with the aid of an electric current.
SPUR GEAR – A toothed wheel having external radial teeth.
sq ft square foot
sq in square inch.
SQUISH AREA – The area confined by the cylinder head and flat sur-
face of the piston when on compression stroke.
SR Slave Relay
STA Series Turbocharged-Aftercooled
STABILITY – The resistance of a fluid to permanent change such as
that caused by chemical reaction, temperature changes,etc.
STABILIZED – The steady or cyclic condition of an engine perform-
ance characteristic which remains unchanged with time while the
engine is running under a given steady state condition.
STANDARD ATMOSPHERE – Condition when air is at 14.7 psia pres-
sure, at 68° F temperature.
STANDARD CONDITIONS – Used as a basis for air-conditioning cal-
culations. Temperature of 68° F, pressure of 29.92 in Hg and relative
humidity of 30 percent.
STANDBY CAPACITY – The capacity that is designed to be used when
part or all of the prime source of power is interrupted.
STANDBY POWER – Output available with varying load for the dura-
tion of the interruption of the normal source power. Fuel stop power in
accordance with ISO3046/1, AS2789, DIN6271, and BS5541.
STANDBY RATE – The utility charge for standby electricity.
STARBOARD – The right side of a ship, when facing the front of the ship.
STARTING AIR – Compressed air used for starting an engine.
STARTING-AIR VALVE – A valve which admits compressed starting
air to the cylinder.
STATIC ELECTRICITY – Electricity at rest; pertaining to stationary
charges.
STATIC FUEL SYSTEM SETTING – A setting of a fuel system, either
mechanical or electronic, made in an attempt to obtain the desired fuel
rate at a particular engine operating point. Settings are normally made
to provide either full load fuel rate or the fuel rate at torque check rpm.
They are identified respectively as Full Load Static Fuel Setting (FLSFS)
or Full Torque Static Fuel Setting (FTSFS).
STATIC HEAD – The maximum height the coolant water is raised.
STATIC PRESSURE – The pressure exerted against the inside of a duct
in all directions. Roughly defined as bursting pressure.
STATOR – The fixed or stationary portion of a generator.
STAYBOLT – A stress bolt running diagonally upward from the bed-
plate to the opposite side of the frame.
STD Standard
10-73
STEADY FLOW – A flow in which the velocity components at any point
in the fluid do not vary with time.
STEM – The point of the hull at the bow, where port and starboard sides
meet, extending from keel to forecastle deck.
STERN – The back part of a ship, where the two sides meet. To move
in that direction is to go aft.
STERN STRUT – A device used to help support the propeller and pro-
peller shaft.
STERN TUBE – The part of the ship where the prop shaft goes through
the hull of the ship.
STETHOSCOPE – A device for conveying the sound of a body (engine
noise) to the technician.
STRAIGHTENING – Cold finished bars may require straightening fol-
lowing cold drawing, turning, or furnace treatment in order to meet the
standard established for the particular type or grade being produced.
These bars may be straightened by several different types of equip-
ment designed to deflect the bar so that equalizing stresses are set up
in the bar which keep it straight. See Irregular Straighteners, and Medart,
Punch Press.
STREAMLINE FLOW – A nonturbulent flow, essentially fixed in pattern.
STRESS – The force or strain to which a material is subjected.
STRESS RELIEF – A method of relieving the internal stress set up in
metal by forming or cooling operations. It consists in heating to a tem-
perature of approximately 1050° F for a sufficient length of time to
through heat the part, and cooling in air.
STROBOSCOPE (timing light) – An instrument used to observe the
periodic motion of injection visible only at certain points of its path.
STROKE – A single movement (usually repeated continuously) of a
piston within a cylinder from one end of its range to the other; consti-
tutes a half revolution of an engine.
STROKE-TO-BORE RATIO – The length of the stroke divided by the
diameter of the bore.
STRUCTURAL SHAPES – The general term applied to the rolled,
flanged sections having at least one dimension of their cross section
3 inches or greater.
STUD – A rod with threads cut on both ends, such as a cylinder stud
which screws into the cylinder block on one end and has a nut placed
on the other end to hold the cylinder head in place.
STUD PULLER – A device used to remove or to install stud bolts.
STUFFING BOX – A chamber having a manual adjustment device for
sealing.
SUBCOOLING – Cooling of liquid refrigerant below its condensing
temperature.
SUCTION – Suction exists in a vessel when the pressure is lower than
the atmospheric pressure, also see Vacuum.
10-74
SUCTION LINE – Tube or pipe used to carry refrigerant gas from evap-
orator to compressor.
SUCTION VALVE – Often used interchangeably with intake valve.
SULFUR – An undesirable element found in petroleum in amounts vary-
ing from a slight trace to 4 or 5 percent.
SULFUR DIOXIDE (SO2) – An engine emission made up of the oxidized
portion of sulfur in fuel.
SUMP – A receptacle into which liquid drains.
SUMP PUMP – A pump which removes liquid from the sump tank.
SUPERCHARGER – A blower or pump which forces air into the cylin-
ders at higher-than atmospheric pressure. The increased pressure
forces more air into the cylinder, thus enabling more fuel to be burned
and more power produced.
SUPERFICIAL HARDNESS – Measure of the degree of surface hard-
ness with a more sensitive depth measuring system than is used with
regular Rockwell machines. It is recommended for use on thin strip or
sheet material, nitrided or lightly carburized pieces.
SUPERSTRUCTURE – The part of the ship above the main deck.
SUPPLEMENTAL THERMAL – The heat required when recovered
engine heat is insufficient to meet thermal demands.
SUPPLEMENTARY FIRING – The injection of fuel into the recovered
heat stream (such as turbine exhaust) to raise the energy content (heat
of the stream).
SUPPLEMENTARY POWER – Electric energy supplied by an electric
utility in addition to that which the facility generates itself.
SUPPLY LINE – A line that conveys fluid from the reservoir to the pump.
SURGE – A momentary rise and fall of pressure or speed in a system
or engine.
SWITCHGEAR – The equipment between a generator and the lines of
distribution that switches the electrical load to and from a generator,
protects the generator from short circuits, monitors generator output,
provides the means to parallel two or more units onto the system, and
controls the operation of the engine.
SYNCHRONIZATION – The act of matching a generator set’s frequency
and phase with that of the system bus, before paralleling the set.
SYNCHRONIZE – To make two or more events or operations occur at
the proper time with respect to each other.
SYNCHRONIZER – An electronic device that monitors the phase rela-
tionship between two voltage sources and provides a correction signal
to an engine governor, to force the generator set to synchronize with a
system bus.
SYNCHRONIZING CHECK RELAY – A device used in conjunction with
both types of circuit beakers to assure that the incoming unit is within
specified voltage and frequency limits before paralleling is accomplished.
SYNCHRONIZING LIGHTS – Lamps connected across a circuit breaker
of a generator set. The lights indicate when the voltage wave forms of
10-75
the incoming and operating power sources coincide and paralleling
can be completed. When the lights fade from light to dark, and they
are at their darkest, the two sources are synchronized and paralleling
can be accomplished.
SYNCHRONOUS – Recurring operation at exactly the same time. The
speed at which a rotating AC electrical machine would rotate if there
were no slip. Example: Four-pole, 60 Hz generator has a synchronous
speed of 1800 rpm.
SYNCHROSCOPE – A meter that indicates the relative phase angle
between an incoming set voltage and the bus voltage. The synchro-
scope pointer indicates whether the set is faster or slower than the bus
and allows the operator to adjust the frequency (speed) accordingly
before manually paralleling to the bus.
SYNTHETIC MATERIAL – A complex chemical compound which is arti-
ficially formed by the combining of two or more compounds or elements.
SYSTEM SHUTDOWN – On the EMS II module, a flashing red light
and a horn annunciate if the ECM initiates a system controlled emer-
gency shutdown of if there is an active system fault.This may be an
overspeed, low oil pressure, or high coolant temperature shutdown.
SYSTEM VOLTAGE – On the EMS II module, a flashing red light and
a horn annunciate when the DC system falls below 20 volts.
T Turbocharged
TA Turbocharged-Aftercooled
TACHOMETER – An instrument indicating rotating speeds. Tachometers
are sometimes used to indicate crankshaft rpm.
TAP – A cutting tool used to cut threads in a bore. (See Chamfer.)
TAP AND DIE SET – A set of cutting tools used to cut internal and
external threads.
TAPERED ROLLER BEARING – See Roller Bearing.
TAPPET – The adjusting device for varying the clearance between the
valve stem and the cam. May be built into the valve lifter in an engine
or may be installed in the rocker arm on an overhead valve engine.
TAPPET NOISE – The noise caused by the excessive clearance between
the valve stem and the rocker arm.
TC Top Center
TDR Time Delay Relay (ESS)
TEMPER – The condition of a metal with regard to harness achieved
through heating and then suddenly cooling.
TEMPER BRITTLENESS – The term applied to the brittleness or low
impact resistance that may occur in medium carbon and many alloy
steels that are slowly cooled from the tempering temperature. It may be
corrected by water quenching after tempering. Molybdenum in amounts
of 25% to 50% tend to retard the formation of temper brittleness.
TEMPERATURE OF COMPRESSION – The temperature of the com-
pressed air charge in a power cylinder at the end of the compression
stroke before combustion begins.
10-76
TEMPORARY HARDNESS – Dissolved substances which precipitate
out when water is heated.
TENSILE STRENGTH – The maximum load in pounds per square inch
that the sample will carry before breaking under a slowly applied grad-
ually increasing load. In the stress/strain diagram, this is the highest
point on the curve and is probably the most used steel specification.
TENSION – Stress applied on material or body.
TERMINAL – The connecting point (post) of a conductor.
T-HEAD ENGINE – An engine design wherein the inlet valves are
placed on one side of the cylinder and the exhaust valves are placed
on the other.
THEORY – A scientific explanation tested by observations and experiments.
THERMAL CAPACITY – The maximum amount of heat that a system
can produce.
THERMAL EFFICIENCY – A gallon of fuel contains a certain amount
of potential energy in the form of heat when burned in the combustion
chamber. Some of this heat is lost and some is converted into power.
The thermal efficiency is the ratio of work accomplished to the total
quantity of heat in the fuel. (See also Brake Thermal Efficiency and
Indicated Thermal Efficiency.)
THERMAL EXPANSION – The increase of volume of a substance
caused by temperature change.
THERMAL GROWTH – The tendency for materials to expand when
exposed to heat. Exhaust piping of a generator set undergoes this
phenomenon.
THERMOCOUPLE – The part of a pyrometer which consists of two dis-
similar metal wires welded together at the inner end and held in a pro-
tective housing.
THERMODYNAMICS –
1st law of: Energy can neither be created nor destroyed – it can
only be changed from one form to another.
2nd law of: To cause heat energy to travel, a temperature (heat
intensity) difference must be created and maintained.
THERMOMETER – An instrument for measuring temperature.
THERMOSTAT – A temperature-responsive mechanism used for con-
trolling heating systems, cooling systems, etc. (such as between the
cylinder block and the radiator) usually with the object of maintaining
certain temperatures without further personal attention.
THIMBLES – Separate the exhaust pipe from walls or ceiling to provide
mechanical and thermal isolation.
THREE PHASE – An AC system having three voltages of the same fre-
quency but displaced in phase by 120 degrees relative to another.
THROTTLING – Reducing the engine speed (flow of fuel).
THROW – The distance from the center of the crankshaft main bearing
to the center of the connecting rod journal.
10-77
THRU-BOLT – Term usually applied to the stress rod passing through
the engine frame to carry combustion stresses.
THRUST BEARING (Washer) – A bearing or washer of bronze or steel
which restrains endwise motion of a turning shaft, or withstands axial
loads instead of radial loads as in common bearings.
THRUST LOAD – A load which pushes or reacts through the bearing
in a direction parallel to the shaft.
THYRISTOR CONTROL – A method of powering a DC motor by an
AC generator.
TIF Technical Information File
TIME-OF-USE RATES – Electricity prices that vary depending on the
time periods in which the energy is consumed. In a time-of-use struc-
ture, higher prices are charged during utility peak-load times.
TIMING (Diesel) – The angular position of the crankshaft relative to top
dead center at the start of injection.
TIMING GEARS – Gears attached to the crankshaft, camshaft, idler
shaft, or injection pump to provide a means to drive the camshaft and
injection pump and to regulate the speed and performance.
TIMING MARKS – The marks located on the vibration damper, flywheel,
and throughout an engine to check injection and valve opening timing.
TIMING (Spark Ignited) – The angular position of the crankshaft rela-
tive to top dead center at the time the spark plugs are energized.
TMI Technical Marketing Information
TOLERANCE – A permissible variation between the two extremes of a
specification of dimensions. Used in the precision fitting of mechani-
cal parts.
TON – 12,000 Btu/Hour.
TON OF REFRIGERATION – Refrigerating effect equal to the melting
of one ton of ice in 24 hours. This may be expressed as follows:
288,000 Btu/24 hr, 12,000 Btu/1 hr, 200 Btu/min, 3.52 kW.
TOP CENTER (TC) – The position of the crankshaft at the time the pis-
ton is at its highest position.
TOP-DOWN – Must meet the most stringent law, but, based on envi-
ronmental, energy, and economic considerations could step down to
a less stringent law
TOPPING-CYCLE – A cogeneration facility in which the energy input
to the facility is first used to produce useful power, with the heat recov-
ered from power production then used for other purposes.
TORQUE – A measure of the tendency of a force to cause rotation,
often used in engine specifications. Equal to the force multiplied by the
perpendicular distance between the line of action of the force and the
center of rotation.
TORQUE AT TC RPM – The steady state torque developed by an
engine at the torque check speed.
TORQUE CHECK SPEED – The speed at which an engine is run to
check the low speed performance characteristics.
10-78
TORQUE CURVE OR LUG CURVE – A performance map created for
a diesel engine, using high idle setting and rack setting values.
TORQUE SHAPING – A way to optimize engine response through con-
trol of horsepower at a given engine speed.
TORQUE WRENCH – A special wrench with a built-in indicator to meas-
ure the applied turning force.
TORSIONAL STUDY – An analysis used to predict operating charac-
teristics of the vibrating system of an engine, which includes pistons,
rods, the crankshaft, the flywheel, coupling, the driven equipment, and
associated shafting.
TORSIONAL VIBRATION – The vibration caused by twisting and
untwisting a shaft.
TOTAL ENERGY SYSTEMS – The name previously used to refer to a
form of cogeneration in which all electrical and thermal energy needs
were met by on-site systems. A total energy system was usually com-
pletely isolated from or completely served by the electrical utility sys-
tem for back-up. Generally a user was not served simultaneously by
the electric utility grid and the cogenerator.
TRANSDUCER – A device for converting a variable physical param-
eter to a proportional electrical signal. The inputs can be temperature,
pressure, position, voltage, current, or any other physical parameter.
Outputs are typically 4-20 ma, 0-10 volts or some other signal easily
accommodated by instruments and controlling devices.
TRANSFER PUMP – A mechanical device for moving fuel from one
tank to another or bringing fuel from the tank to the injection pump.
TRANSFER SWITCH – An electrical device for switching loads
between alternate power sources. An automatic transfer switch moni-
tors the condition at the sources and signals for starting of the emer-
gency system if the preferred source fails. When the emergency source
is available the load is switched. Upon return of the normal source the
load is retransferred to normal power and the start signal is removed.
TRANSFORMER – A device used to convert from one voltage level to
another with very little loss of power.
TRANSMISSION – The act or process of transporting electric energy
in bulk from a source or sources of supply to other principal parts of the
system or to other utility systems.
TRAP – A receptacle often installed at the lowest point in generator set
exhaust piping to drain moisture that could reach and damage the sys-
tem’s silencer.
TRG Time Requirement Guide
TRICHLOROTRIFLUOROETHANE – Complete name of refrigerant R-113.
Group 1 refrigerant in rather common use. Chemical compounds which
make up this refrigerant are chlorine, fluorine, and ethane.
TRIM – The relationship between the fore and aft draft. A ship properly
balanced fore and aft is in trim, other-wise she is down by the head or
down by the stern.
10-79
TRIP UNIT – A device within a low voltage circuit breaker that provides
overcurrent protection.
TROOSTITE – A microconstituent of hardened and tempered steel
which etches rapidly and therefore usually appears dark. It consists of
a very fine aggregate of ferrite and cementite and is normally not
resolved under the microscope.
TROPICALIZATION – Thoroughly insulating rotor and stator with epoxy
to provide high insulating and mechanical properties under severe
moisture and temperate conditions.
TROUBLESHOOTING – A process of diagnosing or locating the source
of the trouble or troubles from observation and testing. Also see
Diagnosis.
TT Twin Turbocharged
TTA Twin Turbocharged-Aftercooled
TUBE CUTTER – A tube cutting tool having a sharp disk which is
rotated around the tube.
TUBING – That type of fluid line whose dimensions are designated by
actual measured outside diameter.
TUBE-UP – The act of checking, testing, measuring, repairing, and adjust-
ing the engine components in order to bring the engine to peak efficiency.
TURBINE – An engine or motor having a drive shaft driven either by
steam, water, air, gas, etc., against curved vanes of a wheel or set of
wheels, or by the reaction of fluid passing out through nozzles located
around the wheel(s).
TURBINE GENERATOR – A device that uses steam, heated gases, water
flow, or wind to cause spinning motion that activates electromagnetic
forces and generates electricity.
TURBOCHARGER – A type of charger driven by a turbine powered
by exhaust gases.
TURBOCHARGING – Increasing the intake air charge to a reciprocating
engine by using a turbine driven by the energy of the engine’s exhaust.
TURBULENCE – A disturbed, irregular motion of fluids or gases.
TURBULENCE CHAMBER – A combustion chamber connected to the
cylinder through a throat. Fuel is injected across the chamber and
turbulence is produced in the chamber by the air entering during
compression.
TURNING AND POLISHING – Whereas cold drawing reduces the
cross sectional area by subjecting the bar to compressive and elon-
gating forces, turning and polishing accomplishes the same by turning
1
⁄16 to 3⁄16 inches from the diameter, depending on the bar size, usually
following by polishing and straightening in a combination straightening
and polishing machine.
TWIST DRILL – See Drill.
TWO-CYCLE ENGINE – An engine design permitting a power stroke
once for each revolution of the crankshaft.
10-80
TWO-STAGE COMBUSTION – Combustion occurring in two distinct
steps such as in a precombustion chamber engine.
TWO-STROKE CYCLE – The cycle of events which is complete in two
strokes of the piston or one crankshaft revolution.
“U” FACTOR – The amount of heat energy in Btu/h that will be absorbed
by one square foot of surface for each degree of mean temperature
difference through the surface material.
UNDERVOLTAGE RELAY – Operates when the monitored voltage is
below the relay setpoint. It can be used to detect a failure in a power
system or to indicate that a generator set is ready to be connected to
a load on initial start-up.
UNIFLOW SCAVENGING – Scavenging method in which air enters
one end of the cylinder and exhaust leaves the opposite end.
UNINTERRUPTED POWER SUPPLY (UPS) – A power supply which
maintains regulated power during a shortage to under- or overvoltage
or no voltage.
UNIT INJECTOR – A combined fuel injection pump and fuel nozzle.
UPDRAFT – A carburetor type in which the mixture flows upward to
the engine.
UPS Uninterrupted Power System
U.S. GALLON [GAL (U.S.)] – United States gallon (231 in3).
UTILITY – A commercial power source that supplies electrical power
to specific facilities from a large power grid.
UTILITY GRADE RELAY – Refers to a draw-out relay.
UTILIZATION FACTOR – The ratio of the maximum demand of a sys-
tem (or part of a system) to its rated capacity.
VACUUM – A perfect vacuum has not been created as this would
involve an absolute lack of pressure. The term is ordinarily used to
describe a partial vacuum; that is, a pressure less than atmospheric
pressure – in other words a suction.
VACUUM FLUORESCENT (VF) – A type of visual display, often used
on system control/ monitoring panels, which provides excellent visibil-
ity in a variety of lighting conditions.
VACUUM GAUGE – A gauge used to measure the amount of vacuum
existing in a chamber or line.
VACUUM PUMP – Special high efficiency compressor used for creat-
ing high vacuums for testing or drying purposes.
VALVE – Any device or arrangement used to open or close an open-
ing to permit or restrict the flow of a liquid, gas, or vapor.
VALVE CLEARANCE – The air gap allowed between the end of the
valve stem and the valve lifter or rocker arm to compensate for expan-
sion due to heat.
VALVE DURATION – The time (measured in degrees of engine crank-
shaft rotation) that a valve remains open.
10-81
VALVE EXPANSION – Type of refrigerant control which maintains pres-
sure difference between high side and low side pressure in a refriger-
ating mechanism. Valve is caused to operate by pressure in low or
suction side. Often referred to as an Automatic Expansion Valve or AEV.
VALVE FACE – That part of a valve which mates with and rests upon
a seating surface.
VALVE FLOAT – A condition where the valves are forced open because
of valve-spring vibration or vibration speed.
VALVE GRINDING – Also called valve lapping. A process of lapping
or mating the valve seat and valve face usually performed with the aid
of an abrasive.
VALVE GUIDE – A hollow-sized shaft pressed into the cylinder head to
keep the valve in proper alignment.
VALVE HEAD – The portion of the valve upon which the valve face is
machined.
VALVE KEEPER (valve retainer) – A device designed to lock the valve
spring retainer to the valve stem.
VALVE LASH – Clearance set into the valve mechanism to assure that
when hot, the valve will not be held open.
VALVE LIFT – The distance a valve moves from the fully closed to the
fully open position.
VALVE LIFTER – A push rod or plunger placed between the cam and
the valve on an engine. It is often adjustable to vary the length of the
unit. (Also see Cam Follower.)
VALVE MARGIN – The distance between the edge of the valve and
the edge of the face.
VALVE OIL SEAL – A sealing device to prevent excess oil from enter-
ing the area between the stem and the valve guide.
VALVE OVERLAP – The period of crankshaft rotation during which
both the intake and exhaust valves are open. It is measured in degrees.
VALVE ROTATOR – A mechanical device locked to the end of the valve
stem which forces the valve to rotate about 5° with each rocker-arm action.
VALVE SEAT – The surface on which the valve face rests when closed.
VALVE SEAT INSERT – A hardened steel ring inserted in the cylinder
head to increase the wear resistance of the valve seat.
VALVE SPRING – A spring attached to a valve to return it to the seat
after it has been released from the lifting or opening means.
VALVE STEM – That portion of a valve which rests within a guide.
VALVE STEM GUIDE – A bushing or hole in which the valve stem is
placed which allows lateral motion only.
VALVE, SUCTION – Valve in refrigeration compressor which allows
vaporized refrigerant to enter cylinder from suction line and prevents
its return.
VALVE TIMING – The positioning of the camshaft (gear) to the crank-
shaft (gear) to ensure proper valve opening and closing.
10-82
VALVE-IN-HEAD ENGINE – Same as Overhead Valve Engine.
VALVE-SEAT INSERT – A hardened steel ring inserted in the cylinder
head to increase the wear resistance of the valve seat.
VANES – Any plate, blade, or the like attached to an axis and moved
by or in air or a liquid.
VAPOR – Word usually used to denote vaporized refrigerant rather than
the word gas.
VAPOR LOCK – A condition wherein the fuel boils in the fuel system,
forming bubbles which retard or stop the flow of fuel to the carburetor.
VAPORIZATION – The process of converting a liquid into vapor.
VAPORIZER – A device for transforming or helping to transform a liq-
uid into vapor; often includes the application of heat.
VDC DC to DC Voltage Converter (75 to 24 Vdc)
VEE – A type of cylinder arrangement in an engine where the cylinders
form the shape of the letter “V”.
VENTURI – A specially shaped tube with a small or constricted area
used to increase velocity and reduce pressure.
VI Viscosity Index
VIBRATION DAMPER – A device to reduce the torsional or twisting
vibration which occurs along the length of the crankshaft used in multi-
cylinder engines; also known as a harmonic balancer.
VISCOSITY – The property of an oil by virtue of which it offers resist-
ance to flow.
VISCOSITY INDEX (VI) – Oil decreases in viscosity as temperature
changes. The measure of this rate of change of viscosity with temper-
ature is called the viscosity index of the oil.
VOLATILE – Evaporating readily at average temperature on exposure
with air.
VOLATILITY – The tendency for a fluid to evaporate rapidly or pass off in
the form of vapor. For example, gasoline is more volatile than kerosene
as it evaporates at a lower temperature.
VOLT (V) – A unit of electromotive force that will move a current of one
ampere through a resistance of 1 ft.
VOLTAGE – Electric potential or potential difference expressed in volts.
VOLTAGE ADJUST POTENTIOMETER – Controls generator voltage
output through the generator voltage regulator.
VOLTAGE DIP – The momentary drop of generator output voltage that
occurs whenever a load is added to the system. There is momentary
increase in output voltage whenever a load is removed from the sys-
tem. This is called “Voltage Rise”. “Voltage Rise” is seldom of concern
with an adequate voltage regulator.
VOLTAGE DROOP – Gradual fall of voltage with increase in electrical load.
VOLTAGE DROP – Voltage loss due to added resistance caused by
undersized wire, poor connection, etc.
10-83
VOLTAGE FLICKER – Term commonly used to describe a significant
fluctuation of voltage.
VOLTAGE REGULATOR – A circuit which senses the generator out-
put voltage and automatically adjusts the field coil current to maintain
the desired output.
VOLTMETER – A test instrument for measuring the voltage or voltage
drop in an electric circuit.
VOLTS-PER-HERTZ REGULATION – Providing fast recovery under
block loading conditions, maintaining close voltage control over the
normal load range, and producing rapid response of an engine/gen-
erator set by matching generator output to engine performance.
VOLUME – The amount space within a given confined area.
VOLUMETRIC EFFICIENCY – The difference between the volume of air
drawn in on the intake stroke and the air mechanically entering the cylinder.
VOP Valve Opening Pressure
VORTEX – A whirling movement of a mass of liquid or air.
VR3 – This new regulator replaces both VR1 and VR2 conversion of
existing product line complete through 580 frame. VR3 meets all Cat
premium custom specs.
VR4 – This new generator is used for alternate energy applications.
Premium custom specs do not apply.
WATER BRAKE – A device for engine testing in which the power is
dissipated by churning water.
WATER JACKET – The enclosure directing the flow of cooling water
around the parts to be cooled.
WATER LOOP – The test cell water piping is plumbed to allow flow
and temperature control to the evaporator, measured in tons.
WATER-COOLED CONDENSER – Condensing unit which is cooled
through use of water.
WATERLINE – The line where the hull meets the sur-face of the water.
WATER-STEAM CIRCUIT – Piping to direct the flow of steam.
WATER VAPOR PRESSURE – The partial pressure of the water vapor
in the combustion air being supplied to an engine.
WATT – The unit of measure for electrical power.
WATT-HOUR DEMAND METER – Similar to a watt-hour meter except
that it also provides an indication of the highest kW load level achieved
during operation.
WATT-HOUR METER – A recording device that totals the average
power (kW) passing through it in a period of time. The reading is kilo-
watt hours – a measure of the total energy consumed by the load.
WATTMETER – Simultaneously measures voltage current and power
factor, and automatically multiplies the results to measure true power.
WAVEFORM – The graphic representation of a voltage plotted against time.
WEAR TESTING – Wear is due to several unrelated actions such as cut-
ting, abrasion, corrosion, galling, and fatigue. In wear testing, first the
10-84
type of wear developed in service is determined, then suitable labora-
tory equipment is developed for the test, duplicating service conditions.
WEATHER PROTECTIVE (WP) – A type of enclosure often used for
generator sets to prevent damage from natural elements.
WET BULB – Device used in the measurement of relative humidity.
Evaporation of moisture lowers temperature of wet bulb compared to
dry bulb temperature in the same area.
WET SLEEVE – A cylinder sleeve which is about 70 percent exposed
to the coolant.
WHEEL – Another name for the “screw” or “propeller”.
WHEEL HOUSE – The area of the ship which has the controls for the
rudders. This control can be a “ship’s wheel” or a “tiller”. This may or
may not be the same area as the “Bridge”.
WHEELING – The use of the transmission facilities of one system to
transmit power for another system.
WHITE SMOKE – The emission caused by vaporized but unburned fuel
passing through an engine; usually occurs during startup of a cold engine.
WITHSTAND RATING – The maximum current of an automatic trans-
fer switch on a generator set a fault condition when the switch is closed
and on normal service. The ATS is required to withstand the energy let
through the normal service protective device while that device inter-
rupts the fault.
WRIST PIN – The journal for the bearing in the small end of an engine
connecting rod which also passes through piston walls. Also known as
a piston pin.
WYE CONNECTION – A means of connecting generator windings with
the option of using the neutral connection.
Y2 Year 2000
YIELD POINT – The load per unit of original cross section at which, in
soft steel, a marked increase in deformation occurs without increase in
load. In other steels and in nonferrous metals, yield point is the stress
corresponding to some definite and arbitrary total deformation, per-
manent deformation or slope of the stress deformation; this is more
properly termed the yield strength. See Yield Strength.
YIELD STRENGTH – Stress corresponding to some fixed permanent
deformation such as 1% or 2% offset from the modulus slope. Not to
be confused with yield point which, for steel, may occur over a wide
range of elongation. It is the result of an effort to obtain the equivalent
of the yield point by a standard means that provide reliable, easily repro-
ducible determination. In general, the determination may be made by
the offset method or by the use of the extensometer or other appropri-
ate measuring device.
YOKE – A link which connects two points.
ZENER DIODE – A diode that allows current to flow in reverse bias at
the designed voltage.
10-85
10-86
INDEX
Auxiliary Mounting Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-71
Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-77
Alignment of Remote-Mounted Driven Equipment. . . . . . . . 5-77
Factors Affecting Alignment . . . . . . . . . . . . . . . . . . . . . . . . . 5-77
Bases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-71
Base Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-71
Mounting and Alignment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-94
Allowance for Expansion due to Thermal Growth . . . . . . . . 5-95
Available Installation and Alignment Instructions. . . . . . . . . 5-94
Collision Blocks for Marine Engines . . . . . . . . . . . . . . . . . . . 5-95
Dial Indicator Quick Check . . . . . . . . . . . . . . . . . . . . . . . . . 5-97
General Torque Specifications . . . . . . . . . . . . . . . . . . . . . . . 5-98
Marine Engine Final Alignment Conditions . . . . . . . . . . . . . 5-94
Pressure on Supporting Material . . . . . . . . . . . . . . . . . . . . . 5-97
Required Foundation Depth for Stationary Installations. . . . 5-97
Types of Misalignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-96
Mounting Auxiliary Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-82
Anti-Vibration Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-83
Commercial Isolators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-88
Crankshaft Deflection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-93
Determination of Center of Gravity of
Combined Engine and Generator . . . . . . . . . . . . . . . . . . 5-87
Isolator Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-85
Mounting Bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-91
Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-84
Shimming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-90
Sources of Disturbing Vibrations . . . . . . . . . . . . . . . . . . . . . 5-84
Three-Point Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-83
Vibration Limit (No Load) . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-84
Boat Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-13

Basic Propulsion Theory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-37
Cavitation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-41
Multiple Propellers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-44
Number of Propeller Blades . . . . . . . . . . . . . . . . . . . . . . . . . 1-40
Propeller Overhang . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-43
Propeller Rotation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-43
Propeller Tip Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-41
Propellers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-37
Reduction Gears. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-42
Displacement Hull Calculation . . . . . . . . . . . . . . . . . . . . . . . . . 1-27
Ducted Propellers (Kort Nozzles) . . . . . . . . . . . . . . . . . . . . . . . 1-19
10-87
Formula for Calculating Horsepower . . . . . . . . . . . . . . . . . . . . 1-26
Horsepower Requirements for Displacement Hulls . . . . . . . . . 1-28
Horsepower Requirements for Planing Hulls . . . . . . . . . . . . . . 1-33
Horsepower Requirements for Semi-Displacement Hulls . . . . 1-30
Hull Speed vs Wave Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-36
Hull Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-21
Displacement Hull . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-21
Planing Hull. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-23
Semi-Displacement Hull . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-23
Onset of Shallow Water Effect . . . . . . . . . . . . . . . . . . . . . . . . . 1-70
“Critical” Speed at which shallow water effect drops off . . . 1-70
Effects of shallow water on the wake of a boat . . . . . . . . . . 1-71
Propeller Formulas and Related Tables . . . . . . . . . . . . . . . . . . 1-47
Actual Blade Loading Formula. . . . . . . . . . . . . . . . . . . . . . . 1-53
Advance Coefficient Formula . . . . . . . . . . . . . . . . . . . . . . . . 1-56
Allowable Blade Loading Formula . . . . . . . . . . . . . . . . . . . . 1-53
Analysis Pitch Formula . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-48
Apparent Slip Formula . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-52
Approximate Bollard Pull Formula . . . . . . . . . . . . . . . . . . . . 1-54
Blade-Thickness Fraction Formula. . . . . . . . . . . . . . . . . . . . 1-51
Block Coefficient Formula . . . . . . . . . . . . . . . . . . . . . . . . . . 1-56
Brake Horsepower vs LOA Formula – Tugs . . . . . . . . . . . . . 1-59
Crouch’s Planing Speed Formula. . . . . . . . . . . . . . . . . . . . . 1-48
D.W.T. of Barges Towed vs BHP Formulas . . . . . . . . . . . . . 1-60
Developed Area for Any Hub Diameter
and MWR Formula . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-51
Developed Area to Projected Area Formula . . . . . . . . . . . . 1-49
Developed Area vs Disc-Area Ratio Formula . . . . . . . . . . . 1-50
Developed Area vs Mean-Width Ratio Formula . . . . . . . . . . 1-50
DIA-HP-RPM Formula . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-52
Disc-Area Ratio vs Mean-Width Ratio . . . . . . . . . . . . . . . . . 1-50
Disc-Area Ratio. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-50
Displacement – Length Ratio Formula . . . . . . . . . . . . . . . . . 1-47
Displacement Speed Formula . . . . . . . . . . . . . . . . . . . . . . . 1-47
Displacement Speed with Efficiency Formula . . . . . . . . . . . 1-57
Four-Bladed Propeller Weight . . . . . . . . . . . . . . . . . . . . . . . 1-59
Maximum Speed-Length Ratio vs DL Ratio Formula . . . . . . 1-48
Mean-Width Ratio Formula . . . . . . . . . . . . . . . . . . . . . . . . . . 1-49
Minimum Diameter Formula . . . . . . . . . . . . . . . . . . . . . . . . . 1-53
Optimum Pitch Ratio Formulas. . . . . . . . . . . . . . . . . . . . . . . 1-53
Pitch Ratio Formula . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-48
Planing Speed With Efficiency Formula . . . . . . . . . . . . . . . . 1-57
Power Factor Formula . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-56
Propeller Horsepower Curve Formula . . . . . . . . . . . . . . . . . 1-47
10-88
Propeller Weight Formulas (with 0.33 mean width ratio
and a hub diameter of 20%) . . . . . . . . . . . . . . . . . . . . . . 1-59
Rake Ratio Formula . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-51
Shaft Diameter Formula for Monel 400 Propeller Shafts . . . 1-58
Shaft Diameter Formula Solid Tobin Bronze
Propeller Shafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-58
Shaft-Bearing Spacing Formula . . . . . . . . . . . . . . . . . . . . . . 1-59
Slip vs Boat Speed Formula. . . . . . . . . . . . . . . . . . . . . . . . . 1-52
Speed of Advance Formula . . . . . . . . . . . . . . . . . . . . . . . . . 1-55
Taylor Wake Fraction Formula . . . . . . . . . . . . . . . . . . . . . . . 1-55
Theoretical Thrust Formula . . . . . . . . . . . . . . . . . . . . . . . . . . 1-49
Three-Bladed Propeller Weight . . . . . . . . . . . . . . . . . . . . . . 1-59
Thrust Formula . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-54
Towing Speed vs Brake Horsepower Formula . . . . . . . . . . . 1-59
Wake Factor Formula . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-55
Wake Factor vs Block Coefficient Formulas
for vessels with an SLR of under 2.5 . . . . . . . . . . . . . . . . 1-55
Wake Factor vs Speed Formula . . . . . . . . . . . . . . . . . . . . . . 1-56
Propeller Pitch Correction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-45
Ducted Propellers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-46
Propeller Sizing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-14
Eliminating Engine Overloading on
Over-wheeled Vessels . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-14
General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-14
Propeller Errors and Propeller Measurement . . . . . . . . . . . . 1-17
Propeller Measurement Tools . . . . . . . . . . . . . . . . . . . . . . . . 1-18
Propeller Pitch Correction. . . . . . . . . . . . . . . . . . . . . . . . . . . 1-17
Related Propeller Tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-62
Rules of Thumb. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-25
Fuel Consumption. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-25
Power to Reach Hull Speed . . . . . . . . . . . . . . . . . . . . . . . . . 1-25
Rules of Thumb for Propeller Selection . . . . . . . . . . . . . . . . . . 1-61
Tolerances on Hull, Propeller and Engine . . . . . . . . . . . . . . . . 1-13
Caterpillar Multi-Station Control System . . . . . . . . . . . . . . . . . . . . 7-17

Backup System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-35
Activate Backup Panel Station . . . . . . . . . . . . . . . . . . . . . . . 7-35
Backup Panel Station Transfer . . . . . . . . . . . . . . . . . . . . . . . 7-36
Deactivation of Backup System . . . . . . . . . . . . . . . . . . . . . . 7-37
Gear Lockout using the Backup Panel . . . . . . . . . . . . . . . . 7-36
Control Station Button Panel Functionality . . . . . . . . . . . . . . . . 7-24
Adjusting Lamp Intensity . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-31
Adjusting Slow Vessel Mode Idle Speed . . . . . . . . . . . . . . . 7-30
Advanced Troll . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-33
Deactivate Station. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-26
10-89
Inhibit Gear Control Mode (Gear Lockout). . . . . . . . . . . . . . 7-34
Lamp Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-34
Panic Mode. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-26
Setting Minimum and Maximum Throttle Position (Travel) . . 7-31
Setting Sync Master . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-27
Slow Vessel Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-29
Station Lockout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-30
Station Transfer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-25
Sync Cruise Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-28
Throttle Synchronization . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-26
To Activate a Station . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-24
Traditional Troll . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-32
Trolling Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-32
Hardware Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-18
Backup Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-22
Button Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-22
Control Station Processor (CSP). . . . . . . . . . . . . . . . . . . . . . 7-21
Integrated Control Head (ICH) . . . . . . . . . . . . . . . . . . . . . . . 7-18
Slim Line Control Head. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-19
Wing Station . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-19
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-17
MPD Operation with MSCS. . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-37
Active Station Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-41
Button Status Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-41
Change Display Units. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-39
Change Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-38, 7-40
Change Throttle Sync Master. . . . . . . . . . . . . . . . . . . . . . . . 7-41
Change Troll Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-40
Change Troll Set Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-40
Change Unit Location. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-39
Change User . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-38
Change Vessel Speed Units. . . . . . . . . . . . . . . . . . . . . . . . . 7-39
Control System Information Screen . . . . . . . . . . . . . . . . . . . 7-39
Information Screens . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-37
Lamp Status Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-41
System Information Screen . . . . . . . . . . . . . . . . . . . . . . . . . 7-38
Vessel Status Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-42
Control Systems – Pilot House . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2

Engine Stall and Reversal. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-9
Controllable Pitch Propeller to
Avoid Engine Stall and Reversal . . . . . . . . . . . . . . . . . . . 7-16
Determined Likelihood of Stalling During Sea Trial . . . . . . . 7-16
Need for Sequencing Control Systems . . . . . . . . . . . . . . . . 7-11
When Engine Stall and Reversal Could Be a Problem . . . . 7-10
10-90
Types of Control Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
Electronic Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7
Engine/Transmission Mounted Bracket Design . . . . . . . . . . . 7-4
Hydraulic Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7
Multiple Control Stations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
Pneumatic Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-9
Push-Pull Cable System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4
Single-Lever Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
Two-Lever Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
Conversion Factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1

Caterpillar Policy. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-15
Handy Multipliers for Engineers . . . . . . . . . . . . . . . . . . . . . . . 8-1
Cooling Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2

Aftercooler Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-12
Heat Exchanger for Aftercooler . . . . . . . . . . . . . . . . . . . . . . 4-16
Jacket Water Aftercooling . . . . . . . . . . . . . . . . . . . . . . . . . . 4-12
Overcooling of Aftercooler Air . . . . . . . . . . . . . . . . . . . . . . . 4-16
Seawater Aftercooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-13
Separate Circuit Aftercooling . . . . . . . . . . . . . . . . . . . . . . . . 4-12
Auxiliary Expansion Tanks and Sizing . . . . . . . . . . . . . . . . . . . 4-45
Aftercooler Circuit Auxiliary Expansion Tank
(Fabricated by the Engine Installer). . . . . . . . . . . . . . . . . 4-46
Auxiliary Expansion Tank Sizing . . . . . . . . . . . . . . . . . . . . . . 4-48
Cooling System Protective Devices . . . . . . . . . . . . . . . . . . . 4-50
Jacket Water Circuit Auxiliary Expansion Tank
(Fabricated by the Engine Installer). . . . . . . . . . . . . . . . . 4-45
Sizing the Volume of Auxiliary Expansion Tanks . . . . . . . . . 4-47
Central Cooling Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-53
Advantages of a Central Cooling System . . . . . . . . . . . . . . 4-53
Disadvantages of a Central Cooling System . . . . . . . . . . . . 4-54
Suggestions for Design of a
Successful Central Cooling System . . . . . . . . . . . . . . . . . 4-55
Chemical Water Treatment for Engine Corrosion Inhibiting . . . . 4-7
Antifreeze . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-8
Chromate Corrosion Inhibitors . . . . . . . . . . . . . . . . . . . . . . . . 4-7
Soluble Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-8
Water Softener-Treated Water. . . . . . . . . . . . . . . . . . . . . . . . . 4-7
Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-65
3606 (8RB), 3608 (6MC), 3612 (9RC),
3616 (1PD) Industrial Engines . . . . . . . . . . . . . . . . . . . . . 4-73
Coolant Expansion Rates . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-75
Electro-chemical Series . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-79
10-91
Helpful Formula’s for the Marine Analyst . . . . . . . . . . . . . . . 4-67
Marine Growth . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-78
New Temperature Regulators 1330, 1355 . . . . . . . . . . . . . . 4-73
pH Scale for Coolant Mixture . . . . . . . . . . . . . . . . . . . . . . . . 4-72
Strainers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-66
Supplemental Coolant Additive (Conditioner or Inhibitor) . . 4-76
Corrosion. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-56
Dissimilar Metal Combinations to Avoid. . . . . . . . . . . . . . . . 4-56
Galvanic Corrosion in Seawater . . . . . . . . . . . . . . . . . . . . . . 4-56
The Protective Role of Zinc . . . . . . . . . . . . . . . . . . . . . . . . . 4-57
Corrosion Rates of Various Metals in Seawater . . . . . . . . . . . . 4-81
(Mils per year) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-81
Deaerators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-44
Electrolysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-82
Auxiliary Fresh Water Pump Connections . . . . . . . . . . . . . . 4-52
Auxiliary Seawater Pump Connections . . . . . . . . . . . . . . . . 4-51
Jacket Water Pump Connections . . . . . . . . . . . . . . . . . . . . . 4-51
Engine Cooling Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
Jacket Water System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3
Expansion Tanks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-43
Engine-Mounted Expansion Tank
(Manufactured by Caterpillar) . . . . . . . . . . . . . . . . . . . . . 4-44
Fill Rate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-44
Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-43
Flexible Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
Need for Cleanliness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
Seawater Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-21
Seawater Inlet Design Considerations . . . . . . . . . . . . . . . . . 4-21
Seawater Pumps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-22
Size . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-21
Suction Line Design Considerations . . . . . . . . . . . . . . . . . . 4-21
System Coolers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-26
Heat Exchanger Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-26
Heat Exchanger Sizing Worksheet. . . . . . . . . . . . . . . . . . . . 4-28
Keel Coolers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-30
Keel Cooler Sizing Worksheet . . . . . . . . . . . . . . . . . . . . . . . 4-31
Marine Gear Oil Cooling Circuit Keel Cooler Area Graph . . 4-34
Packaged Keel Cooler Sizing Worksheet. . . . . . . . . . . . . . . 4-37
Radiator Cooling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-39
System Pressure Drop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-55
10-92
Tables Useful to Designers of Cooling Systems. . . . . . . . . . . . 4-58
Electrochemical Series . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-63
Resistance of Valves and Fittings to Flow of Fluids . . . . . . . 4-62
Water Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6
Fresh Water. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6
Seawater . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6
Water-makers, Domestic Water Heaters, Cabin Heaters . . . . . . 4-8
Interconnecting Engines. . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-11
Water-maker Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-9
When the Water-maker is Far from the Engine. . . . . . . . . . . 4-11
Dredge Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-72

Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-72
Dredge Nomenclature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-77
Hydraulic Dredges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-73
Mechanical Dredges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-72
The Bucket Dredge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-73
The Cutterhead Pipeline Dredge . . . . . . . . . . . . . . . . . . . . . 1-76
The Dipper Dredge. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-72
The Grapple Dredge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-72
The Plain Suction Dredge. . . . . . . . . . . . . . . . . . . . . . . . . . . 1-74
The Self-Propelled Hopper Dredge . . . . . . . . . . . . . . . . . . . 1-75
Engine Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-79
Combustion Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-81
Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-83
Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-82
Exhaust, Ventilation, and Crankcase Vent Systems . . . . . . . 1-81
Fuel Treatment and Plumbing. . . . . . . . . . . . . . . . . . . . . . . . 1-81
Mounting and Alignment Mounting Rails . . . . . . . . . . . . . . . 1-79
Ratings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-82
Safety System Considerations on Tandem/
Compound Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-84
Tandem Engine Governor Settings (Low Idle rpm) . . . . . . . 1-80
Tandem Engine Thermal Growth Considerations. . . . . . . . . 1-79
Tandem Engine Timing Considerations . . . . . . . . . . . . . . . . 1-79
Pump Engine Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . 1-78
Engine Operation to Avoid Overload . . . . . . . . . . . . . . . . . . 1-78
Horsepower (Engine Load) Versus
Discharge Line Length. . . . . . . . . . . . . . . . . . . . . . . . . . . 1-78
Horsepower Versus Pump Speed . . . . . . . . . . . . . . . . . . . . 1-78
Horsepower Versus Specific Gravity (Percent Solids) . . . . . 1-78
10-93
Driveline Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
Driveline Couplings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-13
Rigid Couplings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-13
Soft Couplings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-22
Jet Drives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
Advantages of Jet Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
Definition of Jet Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
Disadvantages of Jet Drives . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
Screw Propeller Drivelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
Conventional In-Line Propeller Systems. . . . . . . . . . . . . . . . . 5-2
Stern Drives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
Vee Drives. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
Z Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
Torsional Vibration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10
Mathematical Torsional Vibration Analysis . . . . . . . . . . . . . . 5-11
Sources of Torsional Vibration . . . . . . . . . . . . . . . . . . . . . . . 5-10
Electrical . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-17
Electrical Fundamentals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-17
Electrical Tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-23
Engine Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2

Application Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
Annual Operating Hours. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
Propeller Match . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
Time at Full Throttle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
Auxiliary Engine Ratings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-12
Engine Configuration Effects on Ratings . . . . . . . . . . . . . . . . . 1-11
Naturally Aspirated . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-11
Turbocharged . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-11
Turbocharged/Aftercooled . . . . . . . . . . . . . . . . . . . . . . . . . . 1-12
Engine Rating Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5
General Comments. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6
Marine Engine Ratings to DIN Standards . . . . . . . . . . . . . . . 1-5
Engine Rating Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
A Rating (Unrestricted Continuous) . . . . . . . . . . . . . . . . . . . . 1-3
B Rating (Heavy Duty) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
C Rating (Maximum Continuous) . . . . . . . . . . . . . . . . . . . . . . 1-3
D Rating (Intermittent Duty) . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
E Rating (High Performance) . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
TM5748 Marine Rating Definitions (3600 only) . . . . . . . . . . . 1-4
Performance Curves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-7
Features of the Performance Curve . . . . . . . . . . . . . . . . . . . 1-10
Marine Performance Curves. . . . . . . . . . . . . . . . . . . . . . . . . 1-10
10-94
Exhaust Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13
Combustion Air Formulas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-34
Dry Exhaust System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-19
Dry Exhaust System Pipe Supports . . . . . . . . . . . . . . . . . . . 2-23
Dry Exhaust System Warnings . . . . . . . . . . . . . . . . . . . . . . . 2-19
Exhaust Ejector – Automatic Ventilation . . . . . . . . . . . . . . . . 2-23
Flexible Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-20
Exhaust Backpressure Limits . . . . . . . . . . . . . . . . . . . . . . . . . . 2-30
Measuring Backpressure . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-30
Exhaust System Formulas. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-36
Dry Exhaust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-37
Water Cooled Exhaust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-36
Formulae . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-26
Formulae for Straight Pipe Equivalent Length
of Various Elbows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-28
Formulae for System Diameter to Backpressure Limits . . . . 2-26
Mufflers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-29
Sizing Combustion Air Ducts . . . . . . . . . . . . . . . . . . . . . . . . . . 2-35
Slobber (Extended Periods of Insufficient Load) . . . . . . . . . . . 2-31
Ventilation Air Duct Sizing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-33
Ventilation System Formulas . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-32
Warning Against Common Exhaust Systems . . . . . . . . . . . . . . 2-31
Wet Exhaust System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13
Exhaust Risers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14
Hose vs Rigid Exhaust Pipe . . . . . . . . . . . . . . . . . . . . . . . . . 2-17
Location of Exhaust Discharge Opening . . . . . . . . . . . . . . . 2-19
Preventing Wave Action From Forcing Water
Into Wet Exhaust Systems . . . . . . . . . . . . . . . . . . . . . . . . 2-17
Valves in Exhaust Water Cooling Lines . . . . . . . . . . . . . . . . 2-18
Water Lift Mufflers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-15
Formulas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2
Math Formulas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-4
Physics Formulas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2
Fuel Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-17

API° Gravity Correction for Temperature . . . . . . . . . . . . . . . . . 3-42
Appendix. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-39
BSFC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-52
Additional Formulas Used to
Develop Marine Par Curves . . . . . . . . . . . . . . . . . . . . . . . 3-55
Altitude Capability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-54
Engine Power (Net) Is the Corrected Flywheel Power
(Gross) Less External Auxiliary Load. . . . . . . . . . . . . . . . 3-54
10-95
Measurement Location for Inlet Air Temperature . . . . . . . . . 3-53
Performance Definitions DM9600. . . . . . . . . . . . . . . . . . . . . 3-52
Reference Atmospheric Inlet Air . . . . . . . . . . . . . . . . . . . . . 3-53
Reference Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-53
Regulations and Product Compliance . . . . . . . . . . . . . . . . . 3-54
Filters. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-31
Duplex Fuel Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-31
Filter Micron Ratings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-31
Primary Fuel Filter Element Specification. . . . . . . . . . . . . . . 3-31
Fuel Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-22
Material . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-22
Routing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-22
Sizing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-22
Fuel Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-23
Cetane Number or Index . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-23
Cloud Point . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-24
Contaminants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-26
Flash Point . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-24
Pour Point . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-25
Specific Gravity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-26
Viscosity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-25
Fuel System – Miscellaneous . . . . . . . . . . . . . . . . . . . . . . . . . . 3-33
Corrosion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-34
Crude Oils. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-34
Disposal of Used Lube Oil . . . . . . . . . . . . . . . . . . . . . . . . . . 3-33
Fuel System Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . 3-37
Heavy/Blended/Residual Fuels . . . . . . . . . . . . . . . . . . . . . . 3-35
Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-44
Air in Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-18
Cleanliness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-17
Day Tanks (Auxiliary Fuel Tanks) . . . . . . . . . . . . . . . . . . . . . 3-20
Heat in Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-18
Standpipe Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-19
Lubrication System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-56
Additives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-56
Anti-Wear Additive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-57
API . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-57
API Engine Service Categories . . . . . . . . . . . . . . . . . . . . . . 3-58
Ash Content . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-59
ASTM (American Society for Testing and Materials) . . . . . . 3-59
Base Stock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-60
Bid Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-60
Blow-By. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-60
BMEP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-60
10-96
Borderline Pumping Temperature °C (ASTDM D3829) . . . . 3-60
Bulk Delivery. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-60
Colloid. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-61
Color Scale . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-61
Crude Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-61
Demerit Rating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-61
Detergent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-62
Dispersant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-62
Engine Deposits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-62
EPA (Environmental Protection Agency) . . . . . . . . . . . . . . . 3-62
Fighting Grade Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-62
Flashpoint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-62
Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-63
Merit Rating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-63
Mineral Oil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-63
Oil TBN vs. Fuel Sulfur Content . . . . . . . . . . . . . . . . . . . . . . 3-56
OSHA (Occupational Safety and Health Administration). . . 3-63
Oxidation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-63
Oxidation Inhibitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-63
Oxidation Stability. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-64
Pass-Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-64
Pour Point . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-64
Ring Land . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-64
Ring Sticking. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-64
SAE Oil Viscosity Classification . . . . . . . . . . . . . . . . . . . . . . 3-65
SAE (Society of Automotive Engineers) . . . . . . . . . . . . . . . . 3-64
Scote. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-66
Shear Stability. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-66
Single-Grade Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-65
Sludge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-66
Soot. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-66
Synthetic Lubricant. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-66
Total Base Number (TBN). . . . . . . . . . . . . . . . . . . . . . . . . . . 3-67
Toxicology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-67
Viscosity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-67
Viscosity Index (VI) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-67
Zinc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-68
Tank Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-21
Drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-22
Grounding/Bonding (Electrical Connections). . . . . . . . . . . . 3-21
Material . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-21
Sizing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-21
10-97
Generator Set Start-up Checklist . . . . . . . . . . . . . . . . . . . . . . . . . 9-40
3500 Engine Performance Parameters. . . . . . . . . . . . . . . . . . . 9-44
3500 Generator Set Start-up Checklist . . . . . . . . . . . . . . . . 9-47
Engine Checklist. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-48
Generator Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-50
All 3500 Engine Generator Sets . . . . . . . . . . . . . . . . . . . . . . . . 9-40
Aftercooler Water Temperature . . . . . . . . . . . . . . . . . . 9-42, 9-43
Air Filter Inlet Temperature . . . . . . . . . . . . . . . . . . . . . 9-41, 9-43
Air Inlet Restriction . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-42, 9-43
Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-42, 9-44
Exhaust Restriction . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-42, 9-44
Exhaust Temperature Sensitivity Calculation . . . . . . . . . . . . 9-40
TMI Exhaust Maximum
(measured at inlet to turbocharger) . . . . . . . . . . . . . . . . . 9-41
Total Column “F” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-42, 9-44
Bibliography . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-52
Glossary of Terms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1
Instrument and Monitoring Systems . . . . . . . . . . . . . . . . . . . . . . . 7-44

Alarm/Shutdown Contactors . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-45
A High Coolant Temperature . . . . . . . . . . . . . . . . . . . . . . . . 7-46
A Low Lube Oil Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-46
A Overspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-46
Alarm Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-47
B Water Level Alarm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-47
C Intake Manifold Temperature Alarm Switches . . . . . . . . . 7-47
C Low Seawater Pump Differential Pressure . . . . . . . . . . . . 7-47
Instrumentation Problems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-48
Electronically controlled engines . . . . . . . . . . . . . . . . . . . . . 7-48
Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-44
A Engine Lubrication Oil Pressure. . . . . . . . . . . . . . . . . . . . 7-44
A Engine Speed (rpm). . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-44
A Jacket Water Temperature . . . . . . . . . . . . . . . . . . . . . . . . 7-44
B Transmission Oil Pressure . . . . . . . . . . . . . . . . . . . . . . . . 7-44
B Voltmeter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-45
C Exhaust Stack Temperature . . . . . . . . . . . . . . . . . . . . . . . 7-45
C Transmission Oil Temperature . . . . . . . . . . . . . . . . . . . . . 7-45
D Individual Cylinder Exhaust Temperature . . . . . . . . . . . . 7-45
Starter Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-49
Air or Pneumatic Starting Systems. . . . . . . . . . . . . . . . . . . . 7-49
Electric Starting Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-49
Hydraulic Starting Systems . . . . . . . . . . . . . . . . . . . . . . . . . 7-49
Which One to Choose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-49
10-98
Starting Aids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-58
Ether . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-58
Jacket Water Heaters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-58
Manifold Heaters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-58
Starting Smoke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-59
Starting Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-49
Lubrication Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2

Auxiliary Oil Sumps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12
Auxiliary Oil Sump System Considerations . . . . . . . . . . . . . 3-12
Changing Lubrication Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
Contamination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
Diagnostic Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
Recognizing the Causes & Effects of Contamination . . . . . . 3-6
Duplex Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11
Transmissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10
Filter Change Technique. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10
Additives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
Cleanliness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
Total Base Number (TBN). . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
Viscosity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
Lubricating Oil Heaters. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10
Oil Publications Available From Caterpillar . . . . . . . . . . . . . . . 3-16
Prelubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13
Recommended Oils for Various Caterpillar Products. . . . . . . . . 3-4
Special Marking of Engine Crankcase Dipstick . . . . . . . . . . . . 3-14
Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14
Synthetic Lubricants and Special Oil Formulations . . . . . . . . . 3-15
Special Oil Formulations. . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16
Types of Synthetic Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-15
Marine Engines Sea Trial Guide . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2

Additional Information Sources. . . . . . . . . . . . . . . . . . . . . . . . . 6-67
Analysis of Sea Trial Test Results (Propulsion System) . . . . . . 6-22
Analysis of Sea Trial Results (Auxiliary Systems). . . . . . . . . 6-26
CAMPAR Software Description (LEXM7082) . . . . . . . . . . . . 6-22
Sea Trial Test Procedure (Auxiliary Systems) . . . . . . . . . . . . 6-25
10-99
Caterpillar Marine Engine Performance Analysis Report
(PAR) (Mechanically Governed Engines) . . . . . . . . . . . . 6-27
Acceleration Time to Plane. . . . . . . . . . . . . . . . . . . . . . . . . . 6-32
Additional Data for Diagnostic Purposes . . . . . . . . . . . . . . . 6-31
Analysis of Test Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-33
Engine Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-27
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-27
Pre-Test Data Information . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-28
Vessel Data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-27
Vessel Type. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-27
Cooling System Evaluation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-51
Cooling System Evaluation . . . . . . . . . . . . . . . . . . . . . . . . . . 6-52
Test Conditions for Full Throttle Specifications . . . . . . . . . . 6-55
Design and Construction Review . . . . . . . . . . . . . . . . . . . . . . . 6-87
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-87
Vessel Data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-87
Vessel Type. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-87
Determine the Type of Sea Trial Test to be Performed. . . . . . . 6-11
Additional Tooling – Electronically and
Mechanically Controlled Engines. . . . . . . . . . . . . . . . . . . 6-16
Diagnostic Tools Needed –
Electronically Controlled Engines . . . . . . . . . . . . . . . . . . 6-12
Diagnostic Tools Needed –
Mechanically Controlled Engines. . . . . . . . . . . . . . . . . . . 6-14
Installation and Connection of a
Fuel Monitor System (FMS) . . . . . . . . . . . . . . . . . . . . . . . 6-18
Review of Test Specifications . . . . . . . . . . . . . . . . . . . . . . . . 6-12
Explanation of the TMI Sea Trial TMI Data . . . . . . . . . . . . . . . . 6-65
Explanation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-65
Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-65
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
Preparation for a Sea Trial Test. . . . . . . . . . . . . . . . . . . . . . . . 6-2
Sea Trial Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-9
User Interview. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-85
Explanation of Design and Construction Review Form . . . . 6-86
Marine Engine and Transmission Performance Guidelines . . . 6-48
Proposed Consist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-88
Auxiliary Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-92
Marine Generator Set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-93
Propulsion System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-88
Reference Documentation . . . . . . . . . . . . . . . . . . . . . . . . . . 6-94
Sea Trial Data Acquisition Procedure – Electronically
Controlled Engines (Propulsion System) . . . . . . . . . . . . . . . 6-18
10-100
Sea Trial Data Acquisition Procedure – Mechanically
Controlled Engines (Propulsion System) . . . . . . . . . . . . . . . 6-21
Vessel Operating Procedure for Acquiring Sea Trial
Data Points (Both Electronically and Mechanically
Controlled Engines) (Propulsion System) . . . . . . . . . . . . 6-21
Using CAMPAR for Data Analysis . . . . . . . . . . . . . . . . . . . . . . 6-36
Analysis of the CAMPAR Boost Pressure Graph
(Electronically Recorded Data from Cat ET) . . . . . . . . . . 6-40
(Electronically Recorded Data from Cat ET) . . . . . . . . . . 6-36
(Manual Data Input) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-43
Fuel Rate and Performance Analysis . . . . . . . . . . . . . . . . . . 6-36
Marine Engine Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-46
Mounting and Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-24

Appendix. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-57
Crankshaft Deflection Test . . . . . . . . . . . . . . . . . . . . . . . . . . 5-69
Marine Mount Installation Instructions . . . . . . . . . . . . . . . . . 5-62
Miscellany . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-60
Resilient (Soft) Mounts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-61
Shims, Spacers, Chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-57
Installation/Alignment Instructions . . . . . . . . . . . . . . . . . . . . . . 5-38
Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-38
Preliminary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-38
Record Final Readings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-43
Step 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-39
Step 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-40
Step 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-41
Step 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-42
Step 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-43
Foundations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-44
Mounting Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-46
Mounting Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-45
Preliminary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-44
Marine Transmission Installation – Alignment. . . . . . . . . . . . . . 5-33
Alignment Terms and Parameters . . . . . . . . . . . . . . . . . . . . 5-33
Marine Transmission Installation – Propeller Shaft Droop . . . . 5-24
Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-24
Propeller Shaft Droop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-24
10-101
Serviceability Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-60
Caterpillar Inc. Marine Engine Flash Codes. . . . . . . . . . . . . . . 7-62
Lubrication and Maintenance Charts . . . . . . . . . . . . . . . . . . . . 7-60
Overhead Clearance for Disassembly of Engine . . . . . . . . . . . 7-60
Overhead Clearance for Connecting Rods
and Piston Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-61
Tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-5
Atlantic Distance Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-5
Cat Marine Engines Tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-14
Caterpillar Web Sites . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-16
Non-Caterpillar Web Sites of Interest . . . . . . . . . . . . . . . . . . 9-16
Geographic Range Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-9
Pacific Distance Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-7
Ventilation Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2

Combustion Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
Air Cleaner Service Indicators . . . . . . . . . . . . . . . . . . . . . . . . 2-7
Air Cleaners . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
Duct Restriction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
Velocity of Air in Combustion Air Ducts . . . . . . . . . . . . . . . . . 2-7
Water Traps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
Crankcase Fumes Disposal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9
Common Crankcase Vent Piping Systems. . . . . . . . . . . . . . . 2-9
Crankcase Volumes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11
Maximum Pressure in the Engine Oil Sump. . . . . . . . . . . . . 2-11
Pipe Sizing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9
Combustion Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
Crankcase Fumes Disposal . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
Ventilation Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
Sizing of Combined Combustion and Ventilation Air Ducts . . . . 2-9
Special Ventilation Considerations . . . . . . . . . . . . . . . . . . . . . . 2-12
Air Velocity for Personnel Comfort . . . . . . . . . . . . . . . . . . . . 2-12
Exhaust Pipe Insulation Recommended . . . . . . . . . . . . . . . 2-12
Refrigeration Equipment. . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12
Test With Doors and Hatches Closed . . . . . . . . . . . . . . . . . 2-12
Ventilation Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
Engine Room Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
Fans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
Relative Efficiency of Various Routing of Ventilation Air. . . . . 2-3
Routing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
Through-Hull Opening Design . . . . . . . . . . . . . . . . . . . . . . . . 2-4
10-102
Vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-100
Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-105
Parameters for Face and Bore Calculations . . . . . . . . . . . 5-105
Vibration Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-100
Amount of Imbalance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-103
Data Interpretation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-100
First Order Vibration Frequencies for
Standard Rated Speeds. . . . . . . . . . . . . . . . . . . . . . . . . 5-102
Location of Imbalance . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-103
Order of Firing Frequency . . . . . . . . . . . . . . . . . . . . . . . . . 5-100
Order of Vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-100
Placement of Trial Weight . . . . . . . . . . . . . . . . . . . . . . . . . . 5-103
10-103
CAT, CATERPILLAR, their respective logos and “Caterpillar Yellow,”
as well as corporate and product identity used herein, are trademarks
of Caterpillar and may not be used without permission.
LEBV4830-08 Printed in U.S.A.

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What topics are covered in the handbook?

What topics are covered in the handbook?

What information is provided about engine performance?

What information is provided about engine performance?

Marine

November 2009 – 8th Edition

Time at Full Throttle

Annual Operating Hours

A Rating (Unrestricted Continuous)

Typical hrs/yr: 5000 to 8000.

Typical applications: For vessels operating at rated load and rated

B Rating (Heavy Duty)

Typical time at full load: 10 hrs out of 12.

Typical hrs/yr: 3000 to 5000.

Typical applications: For vessels operating at rated load and speed up

C Rating (Maximum Continuous)

Typical time at full load: 6 hrs out of 12.

Typical hrs/yr: 2000 to 4000.

Typical applications: For vessels operating at rated load and rated

Typical time at full load: 2 hrs out of 12.

Typical hrs/yr: 1000 to 3000.

Typical applications: For vessels operating at rated load and rated

E Rating (High Performance)

Typical time at full load: 1/2 hr out of 6.

Typical hrs/yr: 250 to 1000.

Typical applications: For vessels operating at rated load and rated

TM5748 Marine Rating Definitions (3600 only)

Maximum Continuous (MC) Rating is generally used for vessel appli-

Fast Commercial Vessel (fvcr) Rating – For high speed commercial

Marine Engine Ratings to DIN Standards

A condition in the “Continuous Output A” definition is that the output-

In each case, it is mandatory that reference be made to the applicable

Useful output as described under DIN 6270 is defined as the output

Marine Engine Performance

600 800 1000 1200 1400 1600 1800 2000 2200

Engine Speed - rpm

Engine Engine Engine Fuel

600 800 1000 1200 1400 1600 1800 2000 2200

Engine Speed - rpm

Engine Engine Engine Fuel

Horizontal Axis – Graduated in units of Engine Speed [Revolutions

Propeller Demand Curve: describes the power demanded by a fixed

Maximum Power Curve: the maximum power capability of the engine

Marine Performance Curves

Zone 1-2 – Operation limited to a 4-hour period at full power, followed

Zone 2-3 – Operation limited to 1-hour period at full power, followed

Max limit/Zone 4 – Operation limited to a 5-minute period at full power,

Curve P – Power curve P represents the power demand of a typical

Max power data curve M – Maximum power the engine is capable of

Extended Periods of Low Load

Auxiliary Engine Ratings

Normally, other auxiliary power requirements, such as hydraulic pumps,

Proper component sizing is very important to the life and performance

Mechanically controlled marine engine power may be expected to vary

The propeller power absorption may be as much as 5% higher or lower

Table of Engine rpm at Sea Trials

Eliminating Engine Overloading on Over-wheeled Vessels

Excessive hull fouling – Solvable by cleaning the hull and re-running

Low engine power – Resolved by measuring and recording engine

Incorrect transmission or propeller – A detailed listing of four alter-