Top Banner
M 20 C Project Guide Generator Set
79
Welcome message from author
This document is posted to help you gain knowledge. Please leave a comment to let me know what you think about it! Share it to your friends and learn new things together.
Transcript
  • M 20 CProject Guide Generator Set

  • mIntroduction

    Caterpillar Motoren GmbH & Co. KGP. O. Box, D-24157 KielGermanyPhone +49 431 3995-01Telefax +49 431 3995-2193

    Issue April 2007

    Information for the user of this project guide

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

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

    This edition supersedes the previous edition of this project guide.

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

  • m

  • mContents

    Page

    1. Engine description 1 - 2

    2. General data and outputs 3 - 4

    3. Restrictions for low load operation 5

    4. Load application and recovery behaviour 6 - 7

    5. Technical data 8 - 9

    6. Genset dimensions and weights 10 - 13

    7. Required dimensions of generator 14

    8. Space requirement for dismantling of charge air cooler and

    turbocharger cartridge 15

    9. System connections 16

    10. Fuel oil system 17 - 30

    11. Lubricating oil system 31 - 36

    12. Cooling water system 37 - 44

    13. Flow velocities in pipes 45

    14. Starting air system 46

    15. Combustion air system 47

    16. Exhaust system 48 - 53

    17. Air borne sound power level 54

    18. Foundation 55 - 58

    19. Control and monitoring system 59 - 67

    20. Diesel engine management system DIMOS 68

    21. Standard acceptance test run 69

    22. EIAPP certificate 70

    23. Painting/Preservation 71 - 72

    24. Lifting of gensets 73

    25. Engine parts 74

  • m1

    1. Engine description

    Free end Driving end

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

    In-line engine M 20 C

    Cylinder configuration: 6, 8, 9 in-lineBore: 200 mmStroke: 300 mmStroke/Bore-Ratio: 1.5Swept volume: 9.4 l/Cyl.Output/cyl.: 170/190 kWBMEP: 24.1/24.2 barRevolutions: 900/1000 rpmMean piston speed: 9/10 m/sTurbocharging: constant pressure systemDirection of rotation: counter-clockwise,

    viewed from driving end

    Control side

    Exhaust side

    6 5 4 3 2 1 Cyl. number

  • m2

    1. Engine description

    Engine design

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

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

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

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

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

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

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

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

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

    - Turbocharger with inboard plain bearings lubricated by engine lubricating system

    - No water cooling for turbocharger.

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

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

  • m3

    2. General data and outputs

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

    Output definition

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

    Reference conditions according to IACS (tropical conditions):air pressure 100 kPa (1 bar)air temperature 318 K (45 C)relative humidity 60 %seawater temperature 305 K (32 C)

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

    Fuel consumption

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

    900 rpm / 60 Hz 1000 rpm / 50 Hz

    EnginekWm

    GeneratorkWe

    EnginekWm

    GeneratorkWe

    6 M 20 C 1020 969 1140 1083

    8 M 20 C 1360 1292 1520 1444

    9 M 20 C 1530 1453 1710 1624

  • m4

    Lubricating oil consumption

    Actual data can be taken from the technical data.

    Nitrogen oxide emissions (NOx-values)

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

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

    General installation aspect:

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

    Heel to each side: 15Rolling to each side: + 22,5Trim by head and stern: 5Pitching: + 7,5

    2. General data and outputs

  • m5

    3. Restrictions for low load operation

    The engine can be started, stopped and run on heavy fuel oil under all operating conditions.

    The HFO system of the engine remains in operation and keeps the HFO at injection viscosity. The tem-perature of the engine injection system is maintained by circulating hot HFO and heat losses are com-pensated.The lube oil treatment system (lube oil separator) remains in operation, the lube oil is separated con-tinuously.The operating temperature of the engine cooling water is maintained by the cooling water preheater.Below 25 % output heavy fuel operation is neither efficient nor economical.A change-over to diesel oil is recommended to avoid disadvantages as e.g. increased wear and tear,contamination of the air and exhaust gas systems and increased contamination of lube oil.

    Cleaning run of engine

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

    PE %

    100

    70

    5040

    30

    20

    15

    10

    8

    6

    HFO-operation

    3 h 2 1 h 30 min 15 min 0

    Cleaning run after partial load operation

    Load increase periodapprox. 15 min.

    Restricted HFO-operation

    Emergency start in the event of black out

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

  • m6

    4. Load application and recovery behaviour

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

    1. max. load from 0 % to 33 % MCR2. max. load from 33 % to 55 % MCR3. max. load from 54 % to 75 % MCR4. max. load from 75 % to 100 % MCR

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

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

    BMEP at cont. rating of diesel engine

    [bar]

    6 8 10 12 14 16 18 20 22 24 26 28

    Limiting curve for1st load step

    Limiting curve for2nd load step

    Limiting curve for3rd load step

    100

    90

    80

    70

    60

    50

    40

    30

    20

    10

    [%]

    Load

    incr

    ease

    ref

    erre

    d to

    con

    tinuo

    us r

    atin

    g

    4. load step

    3. load step

    2. load step

    1. load step

  • m7

    4. Load application and recovery behaviour

    Standard settings:

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

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

    - Speed setting motor (24 V DC/100 % continuous duty) for a setting speed of 4 - 8 sec/Hz- Start fuel limiter- Shut-down solenoid (24 V DC/100 % continuous duty) for remote stop (not for automatic engine

    stop)- Infinitely adjustable from the outside at the governor, 0 - 10 % droop

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

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

  • m8

    5. Technical data(preliminary)

    Cylinder 6 8 9 Performance data Maximum continous rating acc. ISO 3046/1 kW 1020 1140 1360 1520 1530 1710

    Speed rpm 900 1000 900 1000 900 1000 Minimum speed rpm 280 300 280 300 280 300 Brake mean effektive pressure bar 24.06 24.2 24.06 24.2 24.06 24.2 Charge air pressure bar 3.1 3.25 2.9 3.25 3.1 3.3 Compression pressure bar 145 145 145 Firing pressure bar 180 180 180 Combustion air demand (ta = 20 C) m3/h 5800 6650 7845 9260 8620 10150 Delivery/injection timing b. TDC 7/- 9/- 7/- 9/- 7/- 9/- Exhaust gas temperature after cylinder/turbine

    C 380/343 375/350 360/335 380/320 380/351 400/340

    Specific fuel oil consumption Propeller/const. speed 1) 100 % 85 % 75 % 50 %

    g/kWh g/kWh g/kWh g/kWh

    186186

    188/189 195/199

    190189189

    191/195

    186186

    188/189 195/199

    190189189

    191/195

    186186

    188/189 195/199

    190189189

    191/195 Lubricating oil consumption 2) g/kWh 0.6 0.6 0.6 Turbocharger type KBB HPR 4000 KBB HPR 5000 KBB HPR 5000 Fuel Engine driven feed pump (for gas oil/MDO only) m

    3/h/bar 1.2/5 1.2/5 1.2/5

    Stand-by feed pump m3/h/bar 0.80/5 1.0/5 1.2/5 Mesh size MDO fine filter mm 0.025 0.025 0.025 Mesh size HFO selfcleaning filter mm 0.010 0.010 0.010 Mesh size HFO fine filter mm 0.034 0.034 0.034 Nozzle cooling by lubricating oil system for heavy fuel only

    Lubricating Oil Engine driven pump m3/h/bar 52.5/10 58.8/10 52.5/10 58,8/10 52.5/10 58.8/10 Stand-by pump m3/h/bar 30/10 35/10 40/10 Working pressure on engine inlet bar 4 - 5 4 - 5 4 - 5 Engine driven suction pump m3/h/bar 43/3 48.3/3 61/3 Stand-by suction pump m3/h/bar 40/3 45/3 48/3 Prelubrication pump (press./suction) m3/h/bar 5/5/8/3 8/5/10/3 8/5/10/3 Sump tank content (dry/wet) m3 1.7/0.5 2.3/0.6 2.6/0.8 Temperature at engine inlet C 55-65 55-65 55-65 Selfcleaning filter DN mm 65 65 65 Mesh size selfcleaning filter mm 0.03 0.03 0.03

  • m9

    5. Technical data(preliminary)

    Cylinder 6 8 9 Fresh water cooling Engine content m3 0.12 0.16 0.18 Pressure at engine inlet min/max bar Header tank capacity m3

    Temperature at engine outlet C

    2.5/6.0 0.1

    60 - 65

    2.5/6.0 0.1

    60 - 65

    2.5/6.0 0.1

    60 - 65 2-circuit system Engine driven pump HT m3/h/bar 25/4.0 30/4.0 30/4.0 35/4.0 35/4.0 40/4.0 Stand-by pump HT m3/h/bar 30/4.0 40/4.0 45/4.0 HT-Controller DN mm 50 65 65 Engine driven pump NT m3/h/bar 40/45 / 4.0 40/45 / 4.0 40/45 / 4.0 Temperature at charge air cooler inlet

    C 42 42 42

    Heat Dissipation Specific jacket water heat kJ/kWh 550 550 550 Specific lub. oil heat kJ/kWh 500 500 500 Lub. oil cooler kW 156 174 208 232 234 261 Jacket water kW 142 158 189 211 213 238 Charge air cooler 3) kW 414 441 471 563 562 588 Heat radiation engine kW 52 69 78 Exhaust gas Silencer/spark arrester DN 25 dBA mm 400 500 500 DN 35 dBA mm 400 500 500 Pipe diameter DN after turbine mm 400 500 500 Maximum exhaust gas pressure drop

    bar 0.03 0.03 0.03

    Temperature 5) at 25 C air intake C 340 340 334 314 351 337 45 C air intake C 362 362 354 333 372 357 Mass 5) at 25 C air intake kg/h 7380 8230 9677 11485 10703 12505 45 C air intake kg/h 7085 7715 9290 11025 10275 11800 Starting air Starting air pressure max. bar 30 30 30 Minimum starting air pressure bar 10 10 10 Air consumption per start 4) Nm3 0.5 0.5 0.5 1) Reference conditions: LCV = 42700 kJ/kg, ambient temperature 25 C charge air temperature 45 C,

    tolerance 5 %, + 1 % for each engine driven pump 2) Standard value, tolerance + 0.3 g/kWh, related to full load 3) Charge air heat based on 45 C ambient temperature 4) Preheated engine 5) Tolerance 10 %, relative air humidity 60 %

  • m10

    6. Genset dimensions and weights

    Removal of:

    Piston in transverse direction X1 = 2976 mmin longitudinal direction X2 = 3296 mm

    Cylinder Liner in transverse direction Y1 = 2981 mmin longitudinal direction Y2 = 3156 mm

    Genset centre distance of 2 gensets Minimum 2010 mmRecommended 2120 mm

    1) Dependent on generator maker/type

    Dry weight Dimensions [mm]

    Engine Genset 1)Engine

    type A B C D E F G H I J [t] [t]

    6 M 20 C 6073 4900 2165 1054 1680 1170 627 783 1322 4405 11 20

    8 M 20 C 6798 5548 2335 1054 1816 1170 710 783 1422 5053 14 27

    9 M 20 C 7128 5875 2335 1054 1816 1170 710 783 1422 5380 15 30

  • m11

    6. Genset dimensions 6 M 20 C

    Scal

    e 1

    : 50

  • m12

    6. Genset dimensions 8 M 20 C

    Scal

    e 1

    : 50

  • m13

    6. Genset dimensions 9 M 20 C

    Scal

    e 1

    : 50

  • m14

    7. Required dimensions of generator

    - Mounting flap for anti-condensation heater is required above the mounts- With air cooling the air outlet is required above the mounts- Plain bearings must be removable without coupling removal

    Type Design A B D max. X h d S

    6 M 20 C

    8 M 20 C 200

    9 M 20 C

    B 20 1210 1350 1200

    250

    285 150 22

    * Bore distances without tolerances + 0.8 mm,the location of the holes has to be agreed

    Generators structural requirements for MaK diesel gensets M 20 C

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

  • m15

    8. Space requirement for dismantling of charge air cooler andturbocharger cartridge

    Charge air cooler cleaning

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

    Turbocharger Removal/Maintenance

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

    Weights of Turbocharger [kg] Dimensions [mm]

    Turbo-charger, compl.

    Silencer Compressor housing

    Turbine housing

    Car-tridge

    Rotor A B C D E

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

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

  • m16

    9. System connections

    C15 Charge Air Cooler LT, Outlet DN 50C21 Freshwater Pump HT, Inlet DN 65C22 Freshwater Pump LT, Inlet DN 65C23 Freshwater Stand-By Pump HT, Inlet DN 50C25 Freshwater, Outlet DN 50C28 Freshwater Pump LT, Outlet DN 50C37 Vent. DN 10C39 Drain Cooling Water DN 25C60 Separator Connection, Suction Side DN 32C61 Separator Connection, Delivery Side DN 32

    C62a Drain Pre-Lube Pump DN 32C73 Fitted Fuel Pump, Inlet DN 20C75 Fuel Stand-By Pump, Connection DN 20C78 Fuel, Outlet DN 20C81b Fuel Duplex Filter, Dripoil DN 10C86 Starting Air DN 40C91 Crankcase Ventilation DN 50C91a Exhaust Gas Outlet 6 M 20 C DN 400

    8/9 M 20 C DN 500

  • m17

    10. Fuel oil systemMGO/MDO operation

    Two fuel product groups are permitted for MaK engines:

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

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

    MGO MDO

    Designation Max. viscosity[cSt/40 C]

    Designation Max. viscosity[cSt/40 C]

    ISO 8217: 2005 ISO-F-DMA 1.5 - 6.0 ISO-F-DMB ISO-F-DMC

    11 14

    ASTM D 975-78 No. 1 D No. 2 D

    2.4 4.1

    No. 2 D No. 4 D

    4.1 24.0

    EN 590 EN 590 8

    Max. injection viscosity 12 cSt (2 E)

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

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

    Preheater (separate) DH 1: Heating capacity

    Not required with:- MGO < 7 cSt/40 C- Heated day tank

    Q [kW] =Peng. [kW]

    166

  • m18

    10. Fuel oil systemMGO/MDO operation

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

    Transfer pump (fitted) DP 3: Capacity equal to feed pumpOption for MGO operation only

    Pressure regulating valve (separate) DR 2

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

    Separator DS 1: Recommended for MGORequired for MDO

    Capacity

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

  • m19

    10. Fuel oil systemMGO/MDO operation

    Accessories and fittings:DF1 Fine filter (duplex filter) KP1 Fuel injection pumpDF2 Primary filter (duplex filter) KT1 Drip fuel tankDF3 Coarse filter FQ1 Flow quantity indicatorDH1 Preheater LI Level indicatorDH2 Electrical preheater (separator) LSH Level switch highDP1 Feed pump LSL Level switch lowDP3 Transfer pump (to day tank) PDI Diff. pressure indicatorDP5 Transfer pump (separator) PDSH Diff. pressure switch highDR2 Pressure regulating valve PI Pressure indicatorDS1 Separator PSL Pressure switch lowDT1 Day tank, min. 1 m above crankshaft level TI Temperature indicatorDT4 Storage tank TT Temperature transmitter (PT 100)

    Connecting points:C73 Fuel inlet C80 Drip fuelC75 Connection, stand-by pump C81 Drip fuelC78 Fuel outlet C81b Drip fuel (filter pan)

    General notes:For location, dimensions and design(e. g. flexible connection) of the con-necting points see engine installa-tion drawing.DH1 not required with:- Gas oil < 7 cSt/40- heated diesel oil day tank DT1

    Notes:p Free outlet requireds Please refer to the measuring

    point list regarding design of themonitoring devices

    z For systems without stand-bypump connect C75 for filling-upof the engine system!

  • m20

    10. Fuel oil systemHeavy fuel operation

    1)An

    indi

    catio

    n of

    the

    appr

    oxim

    ate

    equi

    vale

    nts

    inki

    nem

    atic

    vis

    cosi

    ty a

    t 50

    C a

    nd R

    edw

    . I s

    ec.

    100

    F is

    giv

    en b

    elow

    :

    Kine

    mat

    ic v

    isco

    sity

    at

    100

    C m

    m2 /s

    (cSt

    )Ki

    nem

    atic

    vis

    cosi

    ty a

    t 5

    0 C

    mm

    2 /s (c

    St)

    Kine

    mat

    ic v

    isco

    sity

    at

    100

    F R

    edw

    . I s

    ec.

    Fuel

    sha

    ll be

    free

    of u

    sed

    lubr

    icat

    ing

    oil (

    ulo)

    2)IS

    O: 9

    753)

    ISO:

    981

    4)IS

    O: 9

    855)

    ISO:

    not

    lim

    ited

    6)IS

    O: C

    arbo

    n Re

    sidu

    e 10

    7)IS

    O: 0

    .20

    7

    10

    15

    2

    5

    35

    4

    5

    55

    30

    40

    80

    180

    380

    500

    700

    200

    300

    600

    1500

    3000

    5000

    7000

    Requ

    irem

    ents

    for r

    esid

    ual f

    uels

    for d

    iese

    l eng

    ines

    (as

    bunk

    ered

    )

    De

    sign

    atio

    n:

    CIM

    AC

    A 10

    CI

    MAC

    B

    10

    CIM

    AC

    C 10

    CI

    MAC

    D

    15

    CIM

    AC

    E 25

    CI

    MAC

    F

    25

    CIM

    AC

    G 35

    CI

    MAC

    H

    35

    CIM

    AC

    K 35

    CI

    MAC

    H

    45

    CIM

    AC

    K 45

    CI

    MAC

    H

    55

    CIM

    AC

    K 55

    Re

    late

    d to

    ISO8

    217

    (200

    5):F

    - RM

    A30

    RMB3

    0 RM

    B30

    RMD8

    0 RM

    E180

    RM

    F180

    RM

    G380

    RM

    H380

    RM

    K380

    RM

    H500

    RM

    K500

    RM

    H700

    RM

    K700

    Char

    acte

    ristic

    Di

    m.

    Lim

    it

    Dens

    ity a

    t 15

    C

    kg/m

    3m

    ax95

    02)

    97

    5 3)

    98

    0 4)

    991

    99

    1 10

    10

    991

    1010

    99

    1 10

    10

    m

    ax

    10

    15

    25

    35

    45

    55

    Kin.

    vis

    cosi

    ty a

    t 100

    C

    cSt 1

    )m

    in6

    5)15

    5)

    Flas

    h po

    int

    C

    min

    60

    60

    60

    60

    60

    60

    Pour

    poi

    nt

    (win

    ter)

    (sum

    mer

    ) C

    max

    0 624

    30

    30

    30

    30

    30

    Carb

    on R

    esid

    ue

    (Con

    rads

    on)

    % (m

    /m)

    max

    12

    6)

    14

    14

    15

    20

    18

    22

    22

    22

    Ash

    % (m

    /m)

    max

    0.

    10

    0.10

    0.

    10

    0.15

    0.

    15

    0.15

    7)

    0.15

    7)

    0.15

    7)

    Tota

    l sed

    im, a

    fter a

    gein

    g %

    (m/m

    ) m

    ax

    0.10

    0.

    10

    0.10

    0.

    10

    0.10

    0.

    10

    Wat

    er

    % (V

    /V

    max

    0.

    5 0.

    5 0.

    5 0.

    5 0.

    5 0.

    5

    Sulp

    hur

    % (m

    /m)

    max

    3.

    5 4.

    0 4.

    5 4.

    5 4.

    5 4.

    5

    Vana

    dium

    m

    g/kg

    m

    ax

    150

    30

    0 35

    0 20

    0 50

    0 30

    0 60

    0 60

    0 60

    0

    Alum

    iniu

    m +

    Sili

    con

    mg/

    kg

    max

    80

    80

    80

    80

    80

    80

    Zinc

    m

    g/kg

    m

    ax

    15

    15

    15

    15

    15

    15

    Phos

    phor

    m

    g/kg

    m

    ax

    15

    15

    15

    15

    15

    15

    Calc

    ium

    m

    g/kg

    m

    ax

    30

    30

    30

    30

    30

    30

  • m21

    10. Fuel oil systemHeavy fuel operation

    Visc

    osity

    /tem

    pera

    ture

    dia

    gram

  • m22

    10. Fuel oil systemHeavy fuel operation

    Minimum requirements for storage, treatment and supply systems

    Bunker tanks: In order to avoid severe operational problems due to incom-patibility, each bunkering must be made in a separate stor-age tank.

    Settling tanks: In order to ensure a sufficient settling effect, the followingsettling tank designs are permissible:

    - 2 settling tanks, each with a capacity sufficient for24 hours full load operation of all consumers

    - 1 settling tank with a capacity sufficient for 36 hours fullload operation of all consumers and automatic filling

    - Settling tank temperature 70 - 80 C

    Day tank: Two day tanks are required. The day tank capacity mustcover at least 4 hours/max. 24 hours full load operation of allconsumers. An overflow system into the settling tanks andsufficient insulation are required.

    Guide values for temperatures

    Fuel viscosity cSt/50 C

    Tank temperature [C]

    30 - 80 70 - 80

    80 - 180 80 - 90

    180 - 700 max. 98

    Separators: Caterpillar Motoren recommends to install two self-clean-ing separators. Design parameters as per supplier recom-mendation. Separation temperature 98 C! Maker and typeare to be advised to Caterpillar Motoren.

    Capacity

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

  • m23

    Pressure pumps HP 1/HP 2: Screw type pump with mechanical seal.Installation vertical or horizontal. Delivery head 5 bar.

    Capacity

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

    1000

    10. Fuel oil systemHeavy fuel operation

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

    Strainer HF 2: Mesh size 0.32 mm

    DN H1 H2 W D Output [kW] mm

    < 5000 32 249 220 206 180

    < 10000 40 330 300 250 210

    < 20000 65 523 480 260 355

    > 20000 80 690 700 370 430

  • m24

    10. Fuel oil systemHeavy fuel operation

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

    * In case of Caterpillar Motoren supply.

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

  • m25

    10. Fuel oil systemHeavy fuel operation

    Design head: 5 bar

    Final preheater HH 1/HH 2: Heating media:

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

    Temperature at engine inlet max 150 C.

    Viscosimeter HR 2: Controls the injection viscosity to 10 - 12 cSt.Higher injection viscosity possible up to 16 cSt in combina-tion with main engines.To be confirmed by Caterpillar Motoren.

    Fine filter (fitted) HF 1: - Mesh size 34 m- Without heating- Differential pressure indication and alarm contact fitted

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

    1000

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

    Capacity

    Mixing tank (without insulation) HT 2:

    Engine output Volume Dimensions [mm] Weight

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

    < 4000 50 950 323 750 70

    < 10000 100 1700 323 1500 120

    > 10000 200 1700 406 1500 175

    Vent

    Inletfrompressurepump

    Fromengine

    Outletto engine

  • m26

    10. Fuel oil systemHeavy fuel operation

    Mixing receiver HT 4: Permits the individual change-over to MGO/MDO. Reducesthe temperature variation during change over.Capacity: approx. 30 lDimensions: approx. 320 mm

    height approx. 665 mmwithout insulation

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

    Diesel oil feed pump DP 1: Capacity and delivery headsee heavy fuel oil circulating pump HP 3/HP 4

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

  • m27

    10. Fuel oil systemHeavy fuel operation

    Notes:ff Flow verlocity in circuit system

    < 0.5 m/sm Lead vent pipe beyond day tank

    levelp Free outlet requireds Please refer to the measuring

    point list regarding design of themonitoring devices

    tt Neither insulated nor heated pipeu From diesel oil separator or diesel

    oil transfer pump

    All heavy fuel pipes have to be insu-lated.---- heated pipe

    Connecting points:C76 Inlet duplex filterC78 Fuel outletC80 Drip fuelC81 Drip fuelC81b Drip fuel (filter pan)

    Accessories and fittings:DH3 MGO/MDO coolerDP1 Diesel oil feed pumpDR2 Pressure regulating valveDT1 Diesel oil day tankDT2 Diesel oil intermediate tankHF1 Fine filter (duplex filter)HF2 Primary filterHF4 Self cleaning filterHH1 Heavy fuel final preheaterHH2 Stand-by final preheaterHH4 Heating coilHP1/HP2 Pressure pumpHP3/HP4 Circulating PumpHR1 Pressure regulating valveHR2 ViscometerHT1 Heavy fuel day tank

    General notes:For location, dimensions and design (e. g. flexible connection) of the connectingpoints see engine installation drawing. Valve fittings with loose cone are not ac-cepted in the admission and return lines.

    HT2 Mixing tankHT4 Mixing receiverKP1 Injection pumpFQ1 Flow quantity indicatorLI Level indicatorLSH Level switch highLSL Level switch lowPDI Diff. pressure indicatorPDSH Diff. pressure switch highPDSL Diff. pressure switch lowPI Pressure indicatorPSL Pressure switch lowTI Temperature indicatorVI Viscosity indicatorVSH Viscosity Control switch highVSL Viscosity Control switch low

    - Peak pressuremax. 16 bar

    Tanks and separators integrated inthe main engine system

    C76 C78

  • m28

    10. Fuel oil systemHeavy fuel operation

    Heavy fuel oil supply- and booster standard module

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

    Technical specification of the main components:

    1. Primary filter

    1 pc. Duplex strainer 320 microns

    2. Fuel pressure pumps, vertical installation

    2 pcs. Screw pumps with mechanical seal

    3. Pressure regulating system

    1 pc. Pressure regulating valve

    4. Self cleaning fine filter

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

    5. Consumption measuring system

    1 pc. Flowmeter with local totalizer

    6. Mixing tank with accessories

    1 pc. Pressure mixing tank approx. 49 l volume up to 4,000 kWapprox. 99 l volume from 4,001 - 20,000 kW

    (with quick-closing valve)

    7. Circulating pumps, vertical installation

    2 pcs. Screw pumps with mechanical seal

    8. Final preheater

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

  • m29

    9. a) Heating medium control valve (steam/thermaloil)b) Control cabinet (electrical)

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

    10. Viscosity control system

    1 pc. automatic viscosity measure and control system VAF

    Module controlled automatically with alarms and startersPressure pump starters with stand-by automaticCirculating pump starters with stand-by automaticPI-controller for viscosity controllingStarter for the viscosimeterAnalog output signal 4 - 20 mA for viscosity

    AlarmsPressure pump stand-by startLow level in the mixing tankCirculating pump stand-by startSelf cleaning fine filter pollutionViscosity alarm high/lowThe alarms with potential free contacts

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

    Performance and materials:The whole module is tubed and cabled up to the terminal strips in the electric switch boxes which areinstalled on the module. All necessary components like valves, pressure switches, thermometers,gauges etc. are included. The fuel oil pipes are equipped with trace heating (steam, thermaloil orelectrical) where necessary.The module will be tested hydrostatical and functional in the workshop without heating.

    10. Fuel oil systemHeavy fuel operation

    Steam Thermal oil

    Electric Steam Thermal oil

    Electric Steam Thermal oil

    Steam Thermal oil

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

  • m30

    10. Fuel oil systemHeavy fuel operation

    Notes:dd To diesel oil storage or overflow

    tankff Flow velocity in circuit system

    < 0.5 m/sm Lead vent pipe beyond service

    tank levelp Free outlet requireds Please refer to the measuring

    point list regarding design of themonitoring devices

    u From diesel oil separator or die-sel oil transfer pump

    All heavy fuel pipes have to be insu-lated.---- heated pipe

    Connecting points:C76 Inlet duplex filterC78 Fuel outletC80 Drip fuel connectionC81 Drip fuel connectionC81b Drip fuel connection (filter

    pan)

    Accessories and fittings:DH3 Fuel oil cooler from MDO operationDP1 Diesel oil feed pumpDR2 Fuel pressure regulating valveDT1 Diesel oil day tankDT2 Diesel oil intermediate tankHF1 Fine filter (duplex filter)HF2 Fuel primary filterHF4 Self cleaning filterHH1 Final preheaterHH2 Stand-by final preheaterHH4 Heating coilHP1 Pressure pumpHP2 Stand-by pressure pumpHP3 Circulating pumpHP4 Stand-by circulating pumpHR1 Pressure regulating valveHR2 ViscometerHT1 Day tank

    HT2 Mixing tankHT4 Mixing receiverHT8 Compensation damping tankKP1 Fuel injection pumpFQ1 Flow quantity indicatorLI Level indicatorLSH Level switch highLSL Level switch lowPDI Diff. pressure indicatorPDSH Diff. pressure switch highPDSL Diff. pressure switch lowPI Pressure indicatorPSL Pressure switch lowTI Temperature indicatorVI Viscosity indicatorVSH Viscosity control switch highVSL Viscosity control switch low

    General notes:For location, dimensions and design (e. g. flexible connection) of the connectingpoints see engine installation drawing.Tanks and separators integrated in the main engine system.

    - Peak pressuremax. 16 bar

    C76 C78

  • m31

    11. Lubricating oil system

    Lube oil quality

    The viscosity class SAE 40 is required.

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

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

    I Approved in operationII Permitted for controlled use

    When these lube oils are used, Caterpillar Motoren must be informed because at the moment there is insufficient experience availablefor MaK engines. Otherwise the warranty is invalid.

    1) Synthetic oil with a high viscosity index (SAE 15 W/40). Only permitted if the oil inlet temperatures can be decreased by 5 - 10 C.

    Manufacturer Diesel oil/Marine-diesel oil operation

    I II HFO operation I II

    AGIP DIESEL SIGMA S CLADIUM 120

    X X

    CLADIUM 300 S CLADIUM 400 S

    XX

    BP ENERGOL DS 3-154 VANELLUS C 3

    XX

    ENERGOL IC-HFX 304 ENERGOL IC-HFX 404

    XX

    CALTEX DELO 1000 MARINE DELO 2000 MARINE

    XX

    DELO 3000 MARINE DELO 3400 MARINE

    XX

    CASTROL MARINE MLC MXD 154 TLX PLUS 204

    X

    XX

    TLX PLUS 304 TLX PLUS 404

    XX

    CEPSA KORAL 1540 X CHEVRON DELO 1000 MARINE OIL

    DELO 2000 MARINE OIL XX

    DELO 3000 MARINE OIL DELO 3400 MARINE OIL

    XX

    TOTAL LUBMARINE DISOLA M 4015 AURELIA 4030

    XX

    AURELIA XL 4030 AURELIA XT 4040

    XX

    ESSO EXXMAR 12 TP EXXMAR CM+ ESSOLUBE X 301

    XXX

    EXXMAR 30 TP EXXMAR 40 TP EXXMAR 30 TP PLUS EXXMAR 40 TP PLUS

    X

    XX

    X

    MOBIL MOBILGARD 412 MOBILGARD ADL MOBILGARD M 430 MOBILGARD 1-SHC 1)

    XXX

    X

    MOBILGARD M 430 MOBILGARD M 440

    XX

    SHELL GADINIA GADINIA AL ARGINA S ARGINA T

    XXXX

    ARGINA T ARGINA X

    XX

    TEXACO TARO 16 XD TARO 12 XD TARO 20 DP

    XXX

    TARO 30 DP TARO 40 XL

    XX

  • m32

    11. Lubricating oil system

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

    The change intervals depend on:- the quantity- fuel quality- quality of lube oil treatment (filter, separator)- engine load

    By continuous checks of lube oil samples (decisive are thelimit values as per "MaK Operating Media") an optimum con-dition can be reached.

    Force pump (fitted) LP 1: Gear type pump

    Suction strainer (fitted) LF 4

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

    Cooler (fitted) LH 1: Tube type

    Temperature controller: Not required

    Prelubrication pump (fitted) LP 5: Delivery head 5 barContinuous lubrication is carried out with stopped genset.Starter to be supplied by the yard.

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

    50 4.0 1.4 6 M 20 C

    60 5.0 1.8

    50 6.6 2.3 8/9 M 20 C

    60 8.0 3.0

  • m33

    11. Lubricating oil system

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

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

    The vent pipe DN 50 must be equipped with a condensatetrap and drain. It has to be enlarged to DN 65 approx. 1 mafter the connection point and to be arranged separately foreach genset. Crankcase pressure max. 150 Pa.

    Treatment at MGO/MDO operation

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

    Centrifuge (Option, fitted) LS 2: Minimum requirement

    Separator LS 1: Recommended with the following design:- Separating temperature 85 - 95 C- Quantity to be cleaned three times/day- Self cleaning type

    Separation capacity

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

    For auxiliary gensets: Strongly recommended1 separator for max. 3 engines

    For diesel-electric drive: Required1 separator for max. 3 engines with automatically switchover in intervalls of 1.5 hours. See treatment at heavy fueloperation.

  • m34

    11. Lubricating oil systemMGO/MDO operation

    Accessories and fittings:LF2 Self cleaning filterLF4 Suction strainerLH1 CoolerLH2 PreheaterLP1 Force pumpLP5 Prelubrication pumpLP9 Transfer pump (separator)LR2 Pressure regulating valveLS1 SeparatorLS2 Centrifuge (option)LT1 Sump tank

    General notes:For location, dimensions and de-sign (e. g. flexible connection) ofthe connecting points see engineinstallation drawing.

    Notes:e Filling pipef Drainh Please refer to the measuring

    point list regarding design ofthe monitoring devices

    o See "crankcase ventilationinstallation instructions"

    Connecting points:C60 Separator connection, suction

    side or drain or filling pipeC61 Separator connection, delivery

    side or from by-pass filterC62a Oil drain, prelubrication pumpC91 Crankcase ventilation to stackNC Normally closed

    LI Level indicatorLSH Level switch highLSL Level switch lowPDI Diff. pressure indicatorPDSH Diff. pressure switch highPI Pressure indicatorPSL Pressure switch lowPSLL Pressure switch lowTI Temperature indicatorTSH Temperature switch highTT Temperature transmitter (PT 100)

  • m35

    11. Lubricating oil systemTreatment at heavy fuel operation

    Separator LS 1: Required with the following design:- Separating temperature 95 C- Quantity to be cleaned five times/day- Utilization 20 % max.

    Capacity

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

    For auxiliary gensets: 1 separator per genset recommended1 separator for maximum 3 gensets required

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

    2. The change over valves are to be provided with mutualmechanical or electric interlocks in order to avoid faultsin switching over.

    3. All diesel gensets (operation, stand-by, stopped) are tobe included in these change over intervals.

    4. If a diesel genset is not available (servicing, maintenanceetc.), it must be taken out of the interval control. For this acontact of a higher ranking start/stop automatic (inte-grated in the power management system) must be pro-vided for the interval control.

    5. The separator must always be running or restarted aftera failure/black-out.

    Change over valves and the automatic switch over controlsystem have to be supplied by the yard.

    For diesel-electric drive: 1 Separator per genset required

  • m36

    11. Lubricating oil systemHeavy fuel operation

    Accessories and fittings:LF2 Self cleaning filterLF4 Suction strainerLH1 CoolerLH2 PreheaterLP1 Force pumpLP5 Prelubrication pumpLP9 Transfer pump (separator)LR1 Temperature control valveLR2 Pressure regulating valveLS1 SeparatorLT1 Sump tank

    General notes:For location, dimensions and de-sign (e. g. flexible connection) ofthe connecting points see engineinstallation drawing.

    Notes:e Filling pipef Drainh Please refer to the measuring

    point list regarding design ofthe monitoring devices

    o See "crankcase ventilation in-stallation instructions"

    Connecting points:C60 Separator connection, suction

    side or drain or filling pipeC61 Separator connection, delivery

    side or from by-pass filterC62a Oil drain, prelubrication pumpC91 Crankcase ventilation to stackNC Normally closed

    LI Level indicatorLSH Level switch highLSL Level switch lowPDI Diff. pressure indicatorPDSH Diff. pressure switch highPI Pressure indicatorPSL Pressure switch lowPSLL Pressure switch lowTI Temperature indicatorTSH Temperature switch high

  • m37

    12. Cooling water system

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

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

    Standard cooling system: Two-circuit cooling

    Charge air temperature control not required. Water-cooled generators are not equipped with pipes.

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

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

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

    Dimensions [mm] Weight

    DN D F G H [kg]

    6 M 20 C HT 50 165 150 225 177 24

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

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

  • m38

    12. Cooling water system

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

    Not required with the combination of the main en-gine LT-system.

    Preheater with pump (fitted on base frame)FH 5/FP 7: Consisting of circulating pump (3.5 m3/h), electric

    heater (7 kW) and switch cabinet (separate: W x H xD = 450 x 300 x 200 mm). Voltage 380 - 460, frequency50/60 Hz.

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

    For auxiliary genset normally integrated in the mainengine cooling system.

    Header tank: For auxiliary genset normally integrated in the mainengine system.

    - Arrangement: min. 4 m above crankshaft centreline.

    - Size acc. to technical engine data, in case of sev-eral engines + 25 % volume per engine.

    - All continuous vents from engine are to be con-nected.

  • m39

    H VP = [kW]

    367

    .

    P - Power [kW]PM - Power of electr. motor [kW]V - Flow rate [m3/h]H - Delivery head [m] - Density [kg/dm3] - Pump efficiency

    0,70 for centrifugal pumps

    < 1.5 kW1.5 - 4 kW4 - 7.5 kW

    > 7.5 - 40 kW> 40 kW

    PM = 1.5 PPM = 1.25 PPM = 1.2 PPM = 1.15 PPM = 1.1 P

    .

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

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

    13. Cooling water system

  • m40

    12. Cooling water system

    Heat balance 6 M 20 C

  • m41

    12. Cooling water system

    Heat balance 8 M 20 C

  • m42

    12. Cooling water system

    Heat balance 9 M 20

  • m43

    12. Cooling water systemIntegrated in the main engine LT-cooling water system

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

    Notes:h Please refer to the

    measuring point list re-garding design of themonitoring devicesDistance min. 1 m

    NC Normally closed

    Connecting points:C15 Charge air cooler, outletC21 Freshwater pump HT,

    inletC22 Freshwater pump LT,

    inletC25 Cooling water, engine

    outletC37 Ventilation connectionC39 Drain

    Accessories and fittings:CH1 Charge air coolerFH5 Freshwater preheaterFP1 Freshwater pump (fitted

    on engine) HTFP2 Freshwater pump (fitted

    on engine) LTFP7 Preheating pumpFR1 Temperature control

    valve HTLH1 Luboil coolerPI Pressure indicatorPSL Pressure switch lowTI Temperature indicatorTSH Temperature switch highTSHH Temperature switch high

    from central coolingsystem LT

    to central coolingsystem LT

  • m44

    12. Cooling water systemFor gensets not integrated in the main engine LT cooling water system

    Accessories and fittings:FH1 Freshwater coolerFR2 Temperature control valve LTSF1 Duplex seawater filterSP1 Seawater pumpSP2 Seawater stand-by pumpST1 Sea chestPI Pressure indicatorTI Temperature indicator

    Notes:o Mesh size 2 - 5 mmz Short circuit pipe for adjusting a

    minimum seawater inlet tem-perature of 10 - 20 C

    to gensets

    from gensets

    Connection see drawing page 43

  • m45

    13. Flow velocities in pipes

    Example: di = 100 mm, V = 60 m3/hVelocity in the pipe 2.1 m/s

    Volu

    me

    flow

    [m

    3 /h]

    Velocity in the pipe [m/s]

  • m46

    14. Starting air system

    Required pressure 30 bar

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

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

    General notes:For location, dimensions and design (e. g. flexible connection) ofthe connecting points see engine installation drawing.

    Clean and dry starting air is required.

    Notes:a Control aird Water drain (to be mounted at the lowest point)e To other gensetsh Please refer to the measuring point list regarding design of

    the monitoring devicesj Automatic drain (recommended)

    Connecting points:C86 Connection, starting air

    Accessories and fittings:AC1 CompressorAC2 Stand-by compressorAM1 Air starterAR1 Starting valveAR4 Pressure reducing valveAR5 Oil and water separatorAT1 Starting air receiverAT2 Starting air receiverPI Pressure indicatorPSL Pressure switch low, only for main enginePT Pressure transmitter

    AT1/AT2 Option:- Typhon valve- Relief valve with pipe connection

  • m47

    15. Combustion air system

    General: To obtain good working conditions in the engine room and toensure trouble free operation of all equipment attentionshall be paid to the engine room ventilation and the supply ofcombustion air.

    The combustion air required and the heat radiation of allconsumers/heat producers must be taken into account.

    Air intake from engine room (standard): - Fans are to be designed for a slight overpressure in theengine room.

    - On system side the penetration of water, sand, dust, andexhaust gas must be avoided.

    - When operating under tropical conditions the air flowmust be conveyed directly to the turbocharger.

    - The temperature at turbocharger filter should not fall be-low + 10 C.

    - In cold areas warming up of the air in the engine roommust be ensured.

    Air intake from outside: - The intake air duct is to be provided with a filter. Penetra-tion of water, sand, dust and exhaust gas must beavoided.

    - Connection to the turbocharger is to be established via anexpansion joint (to be supplied by the yard). For this pur-pose the turbocharger will be equipped with a connectionsocket.

    - At temperatures below + 10 C the Caterpillar Motoren/Application Engineering must be consulted.

    Radiated heat: see technical dataTo dissipate the radiated heat a slight and evenly distributedair current is to be led along the engine exhaust gas mani-fold starting from the turbocharger.

  • m48

    16. Exhaust system

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

    Exhaust compensator:

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

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

    Max pressure loss (incl. silencer and exhaust gas boiler):30 mbar(lower values will reduce thermal load of the engine).

    The aforesaid value is also applicable as value for the totalflow resistance of plants with separate intake air filter!

    Notes regarding installation: - Arrangement of the first expansion joint directly on theexhaust gas nozzle

    - Arrangement of the first fixed point in the conduit directlyafter the expansion joint

    - Drain opening to be provided (protection of turbochargerand engine against water)

    - Each engine requires an exhaust gas pipe (one commonpipe for several engines is not permissible).

    If it should be impossible to use the standard transitionpiece supplied by Caterpillar Motoren, the weight of thetransition piece manufactured by the shipyard must not ex-ceed the weight of the standard transition piece. A drawingincluding the weight will then have to be submitted ap-proval.

    Diameter DN Length [mm] Weight [kg]

    6 M 20 C 400 365 31

    8/9 M 20 C 500 360 42

  • m49

    16. Exhaust system

    t = Exhaust gas temperature (C)G = Exhaust gas massflow (kg/h)p = Resistance/m pipe length (mm WC/m)d = Inner pipe diameter (mm)w = Gas velocity (m/s)l = Straight pipe length (m)L' = Spare pipe length of 90 bent pipe (m)L = Effective substitute pipe length (m)Pg = Total resistance (mm WC)

    Example (based on diagram data A to E):t = 335 C, G = 25000 kg/hl = 15 m straight pipelength, d = 700 mm3 off 90 bend R/d = 1.51 off 45 bend R/d = 1.5Pg = ?

    p = 0.83 mm WC/mL' = 3 11 m + 5.5 mL = l + L' = 15 m + 38.5 m = 53.5 mPg = p L = 0.83 mm WC/m 53.5 m = 44.4 mm WC

    Resistance in exhaust gas piping

  • m50

    0.031 0.063 0.125 0.25 0.5 1 2 4 8

    160

    150

    140

    130

    120

    110

    100

    137 138 138 136

    132 129126

    123 119

    f [kHz]

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

    160

    150

    140

    130

    120

    110

    100

    136 138 138 136133 130

    127 125

    121

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

    160

    150

    140

    130

    120

    110

    100

    136 138139 137

    134131 128 127

    123

    16. Exhaust system(preliminary)

    Exhaust sound power level Lw not attenuated [1 x 1 m from open pipe]The noise measurements are made with a probe inside the exhaust pipe.

    Tolerance + 2 dB

    LwOct [dB](reference 10-12 W)

    LwOct [dB](reference 10-12 W)

    LwOct [dB](reference 10-12 W)

    6 M 20 C (1140 kW/1000 rpm)

    9 M 20 C (1710 kW/1000 rpm)

    8 M 20 C (1520 kW/1000 rpm)

  • m51

    16. Exhaust system

    Silencer: Design according to the absorbtion principle with wide-band attenuation over a great frequency range and lowpressure loss due to straight direction of flow. Sound ab-sorbing filling consisting of resistant mineral wool.

    Sound level reduction 25 dB(A), alternatively 35 dB(A).Max. permissible flow velocity 40 m/s.

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

    Silencers are to be insulated by the yard. Foundation brack-ets are provided as an option.

  • m52

    16. Exhaust system

    Silencer/Spark arrestor and silencer: Installation: vertical/horizontalFlange according to DIN 86044Counterflanges, screws and gaskets are included, withoutsupports and insulation

    Silencer

    Spark arrestor and silencer

    Attenuation 25 dB (A) 35 dB (A)

    DN D B L kg L kg

    6 M 20 C 400 850 544 2934 550 3686 680

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

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

    Particularly when exhaust gas boilers are installed attentionmust be paid not to exceed the maximum recommendedback pressure.

  • m53

    16. Exhaust system

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

    Water is fed before compressor wheel via injection pipesduring full load operation every 24 to 48 hours.

    Cleaning the turbine blade andnozzle ring: At heavy fuel operation only.

    The cleaning is carried out with clean fresh water "wetcleaning" during low load operation at regular intervals, de-pending on the fuel quality, 250 to 500 hours.

    Duration of the cleaning period is approx. 20 minutes. Freshwater of 1.5 bar is required.

    During cleaning the water drain should be checked. There-fore the shipyard has to install a funnel after connectionpoint C36.

    C36 Drain, 25

    C42 Fresh water supply, 16,with quick couplingdevice

    Dirty water tank

    Water flow[l/min]

    Injection time[sec]

    6 M 20 C 4 - 6 3 - 4 x 30 *

    8/9 M 20 C 6 - 10 3 - 4 x 30 *

    * with 3 min waiting period at a time

  • m54

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

    130

    125

    120

    115

    110

    105

    100

    95

    90

    104

    114 114

    119

    114

    111 112108 110

    101

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

    130

    125

    120

    115

    110

    105

    100

    95

    90

    108 110111

    114111 110 111

    108

    107

    101

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

    130

    125

    120

    115

    110

    105

    100

    95

    90

    100

    108

    109

    115

    111 109 110107 110

    102

    17. Air borne sound power level(preliminary)

    The airborne noise of the engines is measured as a sound power level according to EN ISO 9614-2/Accuracy class 3.

    Tolerance + 2 dB

    LwOct [dB](reference 10-12 W)

    LwOct [dB](reference 10-12 W)

    LwOct [dB](reference 10-12 W)

    6 M 20 C (1140 kW/1000 rpm)

    9 M 20 C (1710 kW/1000 rpm)

    8 M 20 C (1520 kW/1000 rpm)

  • m55

    Gensets have to be resiliently mounted.

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

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

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

    Number of resilient elements: 6 M 20 C: 128/9 M 20 C: 14

    18. FoundationResilient mounting

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

    Lv Oct [dB](reference5*10-8 m/s)

    72777876

    8182

    97

    91

    45525850

    6259

    7470

    20

    30

    40

    50

    60

    70

    80

    90

    100

    110

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

    above

    below

  • m56

    18. FoundationFoundation plan

    Resilient element with fail-safedesign (horizontal and verticalstopper)

    Alignment tolerance, vertical + 1,0 mm

    6 M 20 C

  • m57

    18. FoundationFoundation plan

    Resilient element with fail-safedesign (horizontal and verticalstopper)

    Alignment tolerance, vertical + 1,0 mm

    8 M 20 C

  • m58

    18. FoundationFoundation plan

    Resilient element with fail-safedesign (horizontal and verticalstopper)

    Alignment tolerance, vertical + 1,0 mm

    9 M 20 C

  • m59

    19. Control and monitoring system

    Engine control panel

    Detail X: Equipment for local engine control

  • m60

    19. Control and monitoring system

    Genset control

    *) = not delivered by Caterpillar Motoren

  • m61

    19. Control and monitoring system

    Engine monitoring

  • m62

    19. Control and monitoring systemMonitoring: M 20 C aux. genset

    * located in the fuel pressure system

    Sensor Measur.-point

    Monitoring point Abbrev. Action

    Fitted Separate

    Remarks

    1105 Luboil pressure PAL OA A

    1106 Luboil pressure PALL OAMS B

    1112 Luboil differential pressure selfcleaning filter PDAH OA B

    1142 Luboil pressure prelubrication PL B Starting interlock

    1202 Luboil temperature engine inlet TAH OA A

    1311 Luboil level sump tank LAL OA B 1312 Luboil level sump tank LAH OA B

    2102 FW pressure high temp. circuit engine inlet PAL OA A

    2112 FW press. low temp. circuit cooler inlet PAL OA A

    2211 FW temp. high temp. circuit engine outlet TAH OA A

    2213 FW temp. high temp. circuit engine outlet TAHHOAMS B

    5102 Fuel oil pressure engine inlet PAL OA A

    5105 Fuel oil pressure pressure pump PAL OA B* Starting stand-by pump from pump control

    5111 Fuel oil differential pressure duplex filter PDAH OA B

    5112 Fuel oil differential pressure selfcleaning filter

    PDAH OA B*

    5115 Fuel oil differential pressure circulating pump

    PDAL OA B* Starting stand-by pump from pump control

    5116 Fuel oil differential pressure before and after circulating pump

    PDAL OA B*

    5251 Fuel oil viscosity engine inlet VAH OA A* 1 Sensor f. 5251, 5252 5252 Fuel oil viscosity engine inlet VAL OA A* 1 Sensor f. 5251, 5252 5301 Level of leak fuel LAH OA B 5333 Fuel level mixing tank LAL OA B*

    6101 Starting air pressure engine inlet PAL OA A

    6105 Shut down air pressure on engine PAL OA B

    8221 Exhaust gas temp. after turbocharger T OA A Only thermocouple

    8221 Exhaust gas temperature after turbocharger TAH OA A

    9404 Engine overspeed S OAMS B

    9405 Engine speed stop starting air S B

  • m63

    19. Control and monitoring system

    Sensor Measur.-point

    Monitoring point Abbrev. Action

    Fitted Separate

    Remarks

    9409 Working hour meter/engine S B 9419 Engine speed NI A 9503 Stop lever in pos. operation S B Genset ready for operation 9561 Barring gear engaged S B Start interlock

    9601 Electronic units/terminal point X1/voltage failure S OA B

    9611 RPM switch/voltage failure/ wire break S OA B

    9615 Failure electronic governor S OA B With electronic governor only

    9616 Failure electronic governor S OAMS B With electronic governor only

    9761 Viscosity control, voltage failure OA B Dependent from system

    9775 Fuel oil preheater, voltage failure OA B Dependent from system

    Monitoring: M 20 C aux. genset

    Abbreviations

    B = Binary sensor OA = Visual and audible alarmA = Analogue sensor AD = Autom. speed/load reduction

    MS = Autom. engine stopLAH = Level alarm high QA = Measurement alarmLAL = Level alarm low QAH = Measurement alarm highNI = Speed indication S = SpeedPAL = Pressure alarm low TAH = Temperature alarm highPALL = Pressure alarm low low TAHH = Temperature alarm high highPDAH = Pressure difference alarm high VAH = Viscosity alarm highPDAL = Pressure difference alarm low VAL = Viscosity alarm low

    Additional monitoring for DE-drive

    Sensor Measur.-point

    Monitoring point Abbrev. Action

    Fitted Separate

    Remarks

    2103 FW pressure high temp. circuit engine inlet PALLOAMS B For DE-drive only

    2321 Oil ingress in fresh water cooler outlet QAH OA B

    5102 Fuel oil pressure engine inlet PAL OA A 8211 Exhaust gas temp. per cyl. T OA A Only thermocouples

    8231 Exhaust temperature before turbocharger TAH OA A

    9429 Turbocharger speed S A

    9622 Exhaust gas temp. average equipment, voltage failure S OA B

  • m64

    19. Control and monitoring system

    Local and remote indicatorsRemote indication interfacing

    Indi

    cato

    rs

    At t

    he e

    ngin

    e Re

    mot

    e 96

    x 9

    6

    Fuel

    tem

    pera

    ture

    at e

    ngin

    e in

    let

    Di

    ffere

    ntia

    l pre

    ssur

    e fu

    el fi

    lter

    Mea

    n in

    ject

    ion

    pum

    p ra

    ck p

    ositi

    on

    Lubo

    il te

    mpe

    ratu

    re a

    t eng

    ine

    inle

    t

    Diffe

    rent

    ial p

    ress

    ure

    lubo

    il fil

    ter

    Fres

    hwat

    er te

    mpe

    ratu

    re a

    t eng

    ine

    inle

    t HT

    Fres

    hwat

    er te

    mpe

    ratu

    re a

    t eng

    ine

    outle

    t HT

    Fres

    hwat

    er te

    mpe

    ratu

    re a

    fter i

    nter

    cool

    er

    Char

    ge a

    ir te

    mpe

    ratu

    re b

    efor

    e in

    terc

    oole

    r

    Char

    ge a

    ir te

    mpe

    ratu

    re b

    efor

    e en

    gine

    Ex

    haus

    t gas

    tem

    pera

    ture

    afte

    r cyl

    inde

    r

    2)

    Exha

    ust g

    as te

    mpe

    ratu

    re a

    fter t

    urbo

    char

    ger

    2)

    Star

    t air

    pres

    sure

    Sh

    ut d

    own

    air p

    ress

    ure

    Engi

    ne s

    peed

    1)

    Gau

    ge b

    oard

    (fitt

    ed o

    n en

    gine

    ) Fu

    el p

    ress

    ure

    Lubo

    il pr

    essu

    re

    Fres

    hwat

    er p

    ress

    ure

    HT

    Fres

    hwat

    er p

    ress

    ure

    LT

    Char

    ge a

    ir pr

    essu

    re a

    fter i

    nter

    cool

    er

    Turb

    ocha

    rger

    spe

    ed (o

    ptio

    nal f

    or D

    E)

    (0

    - 10

    V)

    1) A

    ltern

    ativ

    ely

    144

    x 14

    4 2) O

    nly

    96 x

    192

    with

    exh

    aust

    gas

    mon

    itorin

    g

    Opt

    ion

    * not Caterpillar Motoren supply

    mA V mV mA

    Sensor Signals from theengine

    RPM switchunit

    Analog-monitoringequipment *

    Display (mA)

    Remote indicatoroption

    Remote indicatorengine speed

    option

    Monitor*

    Signal type4-20 mA

    0 - 1

    0 V

  • m65

    19. Control and monitoring system

    Protection system Operating voltage: 24 V DCType of protection: IP 55

    Protection against false polarity and transient protection provided.

    Designed for: 3 starting interlock inputs6 automatic stop inputs1 manual stop input

    The input and output devices are monitored for wire break.

    Rpm switch unit system Designed for:3 rpm switching pointsAnalogue outputs for speed:1 x 0-10 V, 1 x 4-20 mA, 1 x frequency

  • m66

    19. Control and monitoring system

    Rpm switch unit

    Protection system

  • m67

    19. Control and monitoring system

    Start/stop logic

  • m68

    20. Diesel engine management system DIMOS

    DIMOS

    Engine operatinginstructions

    Engine spare partscatalogues

    Maintenanceschedule

    Maintenancejob cards

    Maintenanceplanning

    Work ordercreation

    History andstatistics

    Inventory andpurchase

    O U T P U T

    I N P U TDIMOS

    Engine operatinginstructions

    Engine spare partscatalogues

    Maintenanceschedule

    Maintenancejob cards

    Maintenanceplanning

    Work ordercreation

    History andstatistics

    Inventory andpurchase

    O U T P U T

    I N P U T

    DIMOS is a computer aided maintenance and spare part management system for Caterpillar Motorendiesel engines. The DIMOS-system will include a data base which is filled with information derivedfrom the operating instructions and the spares catalogue of your respective engine type. This systemenables to administration and check the following three major subjects:1. Maintenance2. Material management3. Statistics

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

    The advantages are evident: Precise follow-up regarding the maintenance intervals as specified by Caterpillar Motoren. No

    scheduled date will be forgotten and no history file will be missed. Immediate access to maintenance and component information. Quick and simple modification of data is possible at any time. Extensive and permanently up-to-date decision documents for maintenance with precise updating

    of terms. A lot of paper work can be omitted, and this means a considerable saving of time. This can be taken from the DIMOS database as well as from the CD-Rom and the standard docu-

    mentation.

    From various single information to an integrated system

  • m69

    21. Standard acceptance test run

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

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

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

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

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

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

    Displacement Seff < 0.448 mm f > 2 Hz < 10 HzVibration velocity Veff < 28.2 mm/s f > 10 Hz < 250 HzVibration acceleration aeff < 44.2 m/s

    2 f > 250 Hz < 1000 Hz

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

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

    Load [%] Duration [min]

    50 30

    85 30

    100 60

    110 30

  • m70

    22. Engine International Air Pollution Prevention Certificate

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

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

    D2: Auxiliary gensetE2: Diesel electric on controlable pitch propellerE3: Fixed pitch propeller at variable speed

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

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

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

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

    Output [%] 100 75 50 25 10

    E2+E3 weighting factor 0,20 0,50 0,15 0,15 -

    D2 weighting factor 0,05 0,25 0,30 0,30 0,10

  • m71

    23. Painting/Preservation

    Inside preservation

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

    Outside preservation

    N 576-3.1 - Tectyl lightEuropeStorage in the open, protected from moisture, up to 1 year

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

    N 576-3.2 - Tectyl heavy-dutyOverseasStorage in the open, protected from moisture, up to 1 year

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

    N 576-4.1 - Clear VarnishClear varnish painting is applicable within Europe for land transportation with protection frommoisture. It is furthermore applicable for storage in a dry and tempered atmosphere.

    Clear varnish painting is not permissible for:- Sea transportation of engines- Storage of engines in the open, even if they are covered with tarpaulin

    VCI packaging as per N 576-5.2 is always required!Durability and effectiveness are dependent on proper packing, transportation, and storage, i.e. theengine must be protected from moisture, the VCI foil must not be torn or destroyed.Checks are to be carried out at regular intervals.If the above requirements are not met, all warranty claims in connection with corrosion damagesshall be excluded.

  • m72

    23. Painting/Preservation

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

    N 576-4.3 - Painting- No VCI packaging:

    Short-term storage in the open, protected from moisture, max. 4 weeks- With VCI packaging:

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

    Appearance of the engine:- Surfaces mostly painted with varnish- Bare metal surfaces provided with light or heavy-duty preservation

    N 576-5.2 - VCI packagingStorage in the open, protected from moisture, up to 1 year.Applies for engines with painting as per application groups N 576-4.1 to -4.4Does not apply for engines with Tectyl outside preservation as per application groups N 576-3.1 and -3.2.

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

    PU-foam mats.

    N 576-5.2 Suppl. 1 - Information panel for VCI preservation and inspectionApplies for all engines with VCI packaging as per application group N 576-5.2

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

    N 576-6.1 - Corrosion Protection Period, Check, and RepreservationApplies to all engines with inside and outside storage

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

  • m73

    24. Lifting of gensets

    A B

    6 M

    20

    C 13

    93

    1505

    8 M

    20

    C 19

    02

    1400

    9 M

    20

    C 20

    53

    1600

  • m74

    25. Engine parts

    Cylinder head, Weight 121 kg

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

  • Subject to change without notice.Leaflet No. 219 06.07 e L+S VM3

    2007 Caterpillar All Rights Reserved. CAT, CATERPILLAR, their respective logos,Caterpillar Yellow and the POWER EDGE trade dress, as well as corporate identityused herein, are trademarks of Caterpillar and may not be used without permission

    Europe, Africa, Middle East

    Caterpillar MarinePower SystemsNeumhlen 922763 Hamburg/Germany

    Phone: +49 40 2380-3000Telefax: +49 40 2380-3535

    Caterpillar Marine Asia Pacific Pte Ltd14 Tractor RoadSingapore 627973/SingaporePhone: +65 68287-600Telefax: +65 68287-624

    Americas

    MaK Americas Inc.

    3450 Executive WayMiramar Park of CommerceMiramar, FL. 33025/USAPhone: +1 954 447 71 00Telefax: +1 954 447 71 15

    Caterpillar Marine Trading(Shanghai) Co., Ltd.25/F, Caterpillar Marine Center1319, Yanan West Road200050 Shanghai/P. R.ChinaPhone: +86 21 6226 2200Telefax: +86 21 6226 4500

    Asia PacificHeadquarters

    Caterpillar MarinePower SystemsNeumhlen 922763 Hamburg/Germany

    Phone: +49 40 2380-3000Telefax: +49 40 2380-3535

    For more information please visit our website:www.cat-marine.com or www.mak-global.com

    Caterpillar Marine Power Systems