Project Guide / Generator Set: MAK - M25E - Genset - Ums - CS6.indd 1 05.08.15 09:53

M 25 E
PROJECT GUIDE / GENERATOR SET

INTRODUCTION
01
Information for the user of this project guide 02
The project information contained in the following is not binding, since technical data of products may 03
especially change due to product development and customer requests. Caterpillar reserves the right to
modify and amend data at any time. Any liability for accuracy of information provided herein is excluded. 04
Binding determination of data is made by means of the Technical Specilcation and such other 05
agreements as may be entered into in connection with the order. We will supply further binding data, drawings,
diagrams, electrical drawings, etc. in connection with a corresponding order. 06
This edition supersedes the previous edition of this project guide. 07
All rights reserved. Reproduction or copying only with our prior written consent. 08
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Caterpillar Motoren GmbH & Co. KG 21
P. O. Box, D-24157 Kiel
Germany 22
Phone +49 431 3995-01
Telefax +49 431 3995-2193 23
Edition August 2015
Page I / M 25 E Generator Set / 08.2015

INTRODUCTION
01
02 Global Resource from One Source
03 When you select Cat Marine Power for your vessel, look to Cat Financial for worldclass lnancial
support. With marine lending oflces in Europe, Asia and the US supporting Caterpillar’s worldwide marine
04 distribution network, Cat Financial is anchored in your homeport. We also have over 20 years of marine
lending experience, so we understand your unique commercial marine business needs. Whether you’re in
05 the offshore support, cargo, ship assist, towing, lshing or passenger vessel industry, you can count on Cat
Financial for the same high standard you expect from Caterpillar.
06
Marine Financing Guidelines
07
Power: Cat and MaK
08 Financial Products: Construction, term and repower lnancing
Repayment: Loan terms up to 10 years, with longer amortizations available
09 Financed Amount: Up to 80% of your vessel cost
Rates: Fixed or variable
10 Currency: US Dollars, Euros and other widely traded currencies
11 www.cat.com/CatMarineFinance
12 Visit our website or see your local Cat dealer to learn how our marine lnancing plans and options can help
your business succeed.
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Page II / M 25 E Generator Set / 08.2015

INTRODUCTION
01
Global Dealer Network 02
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Commissioning
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Monitoring and 07
Diagnostic Software Training
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Remanufactured Parts Maintenance
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Genuine Spare Parts Overhauls
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Engine Upgrades Repairs
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Customer Support 15
Agreements (CSAs)
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Providing integrated solutions for your power system means much more than just supplying your engines. 19
Beyond complete auxiliary and propulsion power systems, we offer a broad portfolio of customer support
solutions and lnancing options. Our global dealer network takes care of you wherever you are – worldwide. 20
Localized dealers offer onsite technical expertise through marine specialists and an extensive inventory of
all the spare parts you might need. 21
To lnd your nearest dealer, simply go to www.cat.com/marine 22
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Page III / M 25 E Generator Set / 08.2015

INTRODUCTION
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Page IV / M 25 E Generator Set / 08.2015

CONTENTS
01
1. GENSET DESCRIPTION 02
1.1 Delnitions ........................................................................................................................ 1
03
1.2. Main components and systems ................................................................................... 2
04
1.2.1 Main features and characteristics .......................................................................... 2
05
1.2.2 Description of components ...................................................................................... 3
1.3 Engine running in............................................................................................................. 10 06

1.4 Prospective life times ..................................................................................................... 11 07
08
2. GENERAL DATA AND OUTPUTS
09
2.1. General delnition of reference conditions ................................................................ 12
10
2.2 Reference conditions regarding fuel consumption ................................................... 12
2.3 Lube oil consumption...................................................................................................... 12 11

2.4 Emissions – preliminary ................................................................................................. 13 12
2.4.1 Exhaust gas – preliminary ....................................................................................... 13 13
2.4.2 Nitrogen oxide emissions (NOX-values)................................................................... 13
14
2.4.3 Engine International Air Pollution Prevention Certilcate ....................................... 14
15
2.5 Genset dimensions and weight – preliminary ............................................................ 15
16
2.6 System connecting points – preliminary ..................................................................... 16
17
3. OPERATING RANGES 18
3.1 Restrictions for low load operation ............................................................................. 18 19
3.2 Operation in inclined position ....................................................................................... 19
20
3.3 Load application and recovery behaviour .................................................................. 20
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Page V / M 25 E Generator Set / 08.2015

CONTENTS
01
02 4. TECHNICAL DATA
4.1 Diesel, mechanical.......................................................................................................... 22
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04
5. FUEL OIL SYSTEM
05
5.1 MGO / MDO operation .................................................................................................... 24
06 5.1.1 Acceptable MGO / MDO characteristics ................................................................. 24
07 5.1.2 Internal fuel oil system ............................................................................................ 26
08 5.1.3 External fuel oil system ........................................................................................... 28
5.2 HFO operation .................................................................................................................. 36

09
5.2.1 CIMAC – Requirements for residual fuels for diesel engines (as delivered) .......... 38
10
5.2.2 Fuel booster and supply system .............................................................................. 44
11
5.2.3 Fuel booster and supply module .............................................................................. 53
12 5.3 Switching over from HFO to diesel oil.......................................................................... 57
13
14 6. LUBE OIL SYSTEM
6.1 Lube oil requirements ..................................................................................................... 58
15
6.2 Internal lube oil system .................................................................................................. 60
16
6.3 External lube oil system ................................................................................................. 62
17
6.4 Circulating tanks.............................................................................................................. 66
18 6.5 Crankcase ventilation system ....................................................................................... 66
19 6.5.1 Crankcase ventilation pipe dimensions ................................................................... 66
20 6.5.2 Crankcase ventilation pipe layout ........................................................................... 66
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Page VI / M 25 E Generator Set / 08.2015

CONTENTS
01
7. COOLING WATER SYSTEM 02
7.1 General.............................................................................................................................. 67
03
7.1.1 Two circuit cooling system ...................................................................................... 67
04
7.1.2 Secondary circuit cooling system ............................................................................ 67
05
7.2 Water quality requirements ........................................................................................... 67
7.2.1 General .................................................................................................................... 67 06

7.2.2 Requirements ........................................................................................................... 68 07
7.2.3 Supplementary information ..................................................................................... 68 08
7.2.4 Treatment before operating the engine for the lrst time ....................................... 68
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7.3 Recommendation for cooling water system ............................................................... 68
10
7.3.1 Pipes and tanks ........................................................................................................ 68
11
7.3.2 Drain tank with llling pump .................................................................................... 68
7.3.3 Electric motor driven pumps .................................................................................... 69 12
7.4 Cooling water system ..................................................................................................... 69 13

7.4.1 General .................................................................................................................... 69 14
7.4.2 Components ............................................................................................................. 71
15
7.5 System diagrams heat balance .................................................................................... 76
16
7.6 Preheating (separate module) ...................................................................................... 78
17
7.6.1 Electrically heated ................................................................................................... 78
7.6.2 Other preheating systems ....................................................................................... 79

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7.7 Box coolers system......................................................................................................... 79 19

7.8 Cooling circuit layout ...................................................................................................... 79 20
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Page VII / M 25 E Generator Set / 08.2015

CONTENTS
01
02 8. COMPRESSED AIR SYSTEM
8.1 General.............................................................................................................................. 80
03
8.2 Internal compressed air system ................................................................................... 80
04
8.3 External compressed air system .................................................................................. 81
05
8.3.1 Compressor AC1, stand-by compressor AC2 ........................................................... 82
06 8.3.2 Air receiver AT1, AT2 ............................................................................................... 83
07 8.4 Air quality requirements................................................................................................. 85
08 8.5 Optional equipment ......................................................................................................... 86
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9. COMBUSTION AIR SYSTEM
10
9.1 Engine room ventilation.................................................................................................. 87
11
9.2 Combustion air system design ...................................................................................... 87
12 9.2.1 Air intake from engine room (standard) .................................................................. 87
13 9.2.2 Air intake from outside ............................................................................................ 87
14 9.3 Cooling air......................................................................................................................... 87
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Page VIII / M 25 E Generator Set / 08.2015

CONTENTS
01
10. EXHAUST GAS SYSTEM 02
10.1 Components ..................................................................................................................... 88
03
10.1.1 Exhaust gas nozzle ................................................................................................... 88
04
10.1.2 Exhaust gas compensator ........................................................................................ 89
05
10.1.3 Exhaust gas piping system ...................................................................................... 89
10.1.4 Silencer .................................................................................................................... 91 06

10.1.5 Exhaust gas boiler ................................................................................................... 92 07
10.2 Turbocharger ................................................................................................................... 93 08
10.2.1 Turbine cleaning system .......................................................................................... 93
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10.2.2 Compressor cleaning system ................................................................................... 94
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10.3 Cat SCR System / IMO III kit .......................................................................................... 94
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10.3.1 Portfolio, size and dimensions ................................................................................. 95
10.3.2 Installation requirements ........................................................................................ 96 12
10.3.3 Requirements for material selection of urea tank and piping ................................ 97 13
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11. PART LOAD OPTIMIZATION KIT (PLK) 15
11.1 Technology ....................................................................................................................... 98
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11.2 Diesel electric propulsion (DEP) and auxiliary (AUX) application .......................... 99
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12. AIR INJECTION SYSTEM 18
12.1 Functional description .................................................................................................... 101 19

12.2 Advantages ...................................................................................................................... 102 20
12.3 Operation .......................................................................................................................... 103
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12.3.1 Activation ................................................................................................................. 103
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12.3.2 Deactivation ............................................................................................................. 104
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12.3.3 Adjustable parameters ............................................................................................ 104
Page IX / M 25 E Generator Set / 08.2015

CONTENTS
01
02 13. CONTROL AND MONITORING SYSTEM
13.1 Local control panel (LCP) ............................................................................................... 105
03
13.2 Data link overview........................................................................................................... 106
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13.3 Components ..................................................................................................................... 108
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13.4 Genset control ................................................................................................................. 110
06 13.5 Control cabinet ................................................................................................................ 111
07 13.6 Requirement on power management system............................................................. 113
08 13.7 Alarm indication .............................................................................................................. 114
13.8 Remote indicators ........................................................................................................... 116

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13.9 Advanced Condition Monitoring (ACM) .................................................................... 117
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14. INSTALLATION AND ARRANGEMENT
12 14.1 Resilient mounting of baseframe .................................................................................. 119
13 14.2 Earthing of engine ........................................................................................................... 120
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15 15. VIBRATION AND NOISE
15.1 Data for torsional vibration calcuation ........................................................................ 121
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15.2 Sound levels ..................................................................................................................... 125
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15.2.1 Airborne noise ......................................................................................................... 125
18 15.3 Vibration ............................................................................................................................ 125
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20 16. POWER TRANSMISSION
16.1 Flexible coupling.............................................................................................................. 126
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Page X / M 25 E Generator Set / 08.2015

CONTENTS
01
17. PIPING DESIGN 02
17.1 Pipe dimensions .............................................................................................................. 127
03
17.2 Flow velocities in pipes .................................................................................................. 127
04
17.3 Trace heating ................................................................................................................... 127
05
17.4 Insulation .......................................................................................................................... 127
17.5 Flexible pipe connections .............................................................................................. 128 06

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18. ENGINE ROOM LAYOUT 08
18.1 Genset center distances ................................................................................................ 129
09
18.2 Space requirement for maintenance ........................................................................... 130
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18.2.1 Removal of charge air cooler and turbocharger cartridge ...................................... 130
11
18.2.2 Removal of piston and cylinder liner ....................................................................... 131
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19. PAINTING, PRESERVATION 13

19.1 Inside preservation ......................................................................................................... 132 14
19.1.1 Factory standard N 576-3-3 – Inside preservation .................................................. 132
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19.2 Outside preservation ...................................................................................................... 132
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19.2.1 Factory standard N 576-3.2 – Outside preservation VCI 368 .................................. 132
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19.2.2 Factory standard N 576-4.1 – Clear varnish ............................................................ 133
19.2.3 Factory standard N 576-4.3 – Painting .................................................................... 134

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19.2.4 Factory standard N 576-5.2 – VCI packaging .......................................................... 134 19

19.2.5 Factory standard N 576-5.2 Suppl. 1 – Information panel for VCI preservation 20
and inspection ......................................................................................................... 135
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19.3 Factory standard N 576-6.1 – Protection period, check, and represervation ....... 136
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19.3.1 Protection period ..................................................................................................... 136
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19.3.2 Protection check ...................................................................................................... 136
19.3.3 Represervation as per factory standard N 576-6.1 ................................................. 136
Page XI / M 25 E Generator Set / 08.2015

CONTENTS
01
02 20. TRANSPORT, DIMENSIONS AND WEIGHTS
20.1 Lifting of engines ............................................................................................................. 137
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20.2 Dimensions of main components ................................................................................. 138
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21. STANDARD ACCEPTANCE TEST RUN
06 21.1 Standard acceptance test run ...................................................................................... 139
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08 22. ENGINE PARTS
22.1 Required spare parts (Marine Classilcation Society MCS) .................................... 140
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22.2 Recommended spare parts ......................................................................................... 141
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23. CATERPILLAR MARINE
12 23.1 Scope, systems design & engineering of D/E propulsion ........................................ 143
13 23.2 Scope, systems design & engineering of D/M propulsion ....................................... 144
14 23.3 Levels of integration ....................................................................................................... 145
23.4 Caterpillar Propulsion ..................................................................................................... 146

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Page XII / M 25 E Generator Set / 08.2015

GENSET DESCRIPTION
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1.1 Delnitions 02
03
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1 2 3 4 5 6 7 8
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Free end
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Control side
Driving end 12
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3 2 1 14
5 4
8 7 6
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Free end
Exhaust side
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Driving end
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Fig. 1-1 M 25 E
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6 M 25 E 8 M 25 E 9 M 25 E
Output [kW] 2,100 2,800 3,150
Page 1 / M 25 E Generator Set / 08.2015

GENSET DESCRIPTION
01
02 Cylinder conlguration: 6, 8, 9 in-line BMEP: 28.56/27.4 bar
Bore: 255 mm Revolutions: 720/750 rpm
03 Stroke: 400 mm Mean piston speed: 9.6/10.0 m/s
Stroke / bore-ratio: 1.57 Turbocharging: single log
04 Swept volume: 20.4 l/cyl. Direction of rotation: counter-clockwise,
Output/cyl: 350 kW option: clockwise
05
06 1.2 Main components and systems
07
1.2.1 Main features and characteristics
08
The new M 25 E has been designed to completely meet the ultimate customer requirements, providing the
09 lowest cost of operation while maintaining the highest uptime in the industry. Since one engine standard
typically does not lt all applications, the M 25 E follows a new approach and provides conlgurations that
10 support various application-specilc requirements. Beside a full load version which technically follows the
footsteps of its predecessor M 25 C, Caterpillar has designed two different part load optimization kits (PLK)
11 for the M 25 E that optimize engine operation under part load conditions.
12 M 25 C M 25 E IMO II configurations 350 kW/cyl.

Constant speed (DEP, AUX) Variable speed (DEP)
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Full load Part Load Part Load
(basic) Constant Speed Variable Speed
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C
C
T
T
15 Basic PLK PLK
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18
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FCT FCT
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Fig. 1-2 Overview of components
21
Based on the proven M 25 C, all versions have been extensively optimized for best fuel consumption and
22 load acceptance, leading reliability and durability, and eflcient Selective Catalytic Reduction (SCR)
operation. The service and maintenance-friendly design,remote condition monitoring and diagnostic
23 capabilities, as well as our unmatched global product support, respond to the industry‘s desire to lower
operational costs and downtimes beyond today‘s standards.
For ultimate eflciency and performance, the M 25 E is available as a part of our integrated propulsion
packages with Caterpillar Propulsion controllable pitch propellers (CPP) and Azimuth drives.

GENSET DESCRIPTION
01
1.2.2 Description of components 02
Cylinder head 03
04
3 4 5 6 05
06
2
07
08
1
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10
12 11
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13
7
14
8
11 10 9 15
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Fig. 1-3 Cylinder head
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1 Media ducted through cylinder head 7 Cooling water line, outlet 18
2 Rocker arm, outlet 8 Cooling water line, inlet
3 Valve bridge, outlet 9 Cooling water spaces in cylinder head 19
4 Exhaust gas valves, water cooled 10 Combustion air inlet valves
5 Exhaust gas outlet 11 Fuel feed pump 20
6 Exhaust gas line 12 Fuel feed pipe
21
• Optimized design from baseline engine M 25 C.
• Material: Nodular cast iron. 22
• Two inlet and two exhaust valves equipped with valve rotators.
• Exhaust valve seats are directly water cooled. 23
• Valve and seat design is applicable for different fuel modes: HFO, low sulphur fuel and MDO

GENSET DESCRIPTION
01
02 Connecting rod and piston
03
04 3
4
2
05 1
06
5
07
13
08
09
10 12
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12
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14
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6
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18 7
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21 9
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8
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Fig. 1-4 Connecting rod and piston

GENSET DESCRIPTION
01
1 Oil scraper ring 8 Big end bearing bolts 02
2 Second piston ring 9 Lower big end bearing shell with oil inlet
3 First piston ring 10 Upper big end bearing shell 03
4 Piston crown 11 Connecting rod
5 Piston skirt 12 Small end in marine head design 04
6 Big end bearing 13 Piston pin
7 Big end bearing cap 05
06
• Common design from baseline engine M 25 C.
• Composite piston with forged steel top and nodular cast iron skirt. 07
• Three piston rings to minimize lube oil consumption.
• Angle split design for conrod. 08
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GENSET DESCRIPTION
01
02 Engine block
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1 2 3
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05
06
07
08
4
09
10
10
11
9
12 5
13
8 7 6
14 Fig. 1-5 Engine block
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1 One-piece nodular cast iron block 6 Space for underslung crankshaft
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2 Top plate with seating manges for cylinder 7 Side screws
17 liners 8 Main bearing
3 Camshaft bearings 9 Locating main bearing
18 4 Camshaft housing 10 Corrosion protected main bearings
5 Foot of engine block
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23

GENSET DESCRIPTION
01
Core element of the M 25 E is the engine block, which is made of nodular cast iron in one piece. 02
The advantages of the engine block design are: 03
• Experienced and identical design from baseline engine M 25 C. 04
• One-piece design.
• Material: Nodular cast iron. 05
• High stiffness, robust and warp resistant.
• Integrated main oil supply ducts and charge air channel. 06
• Free from cooling water.
• Integrated housings for crankshaft and camshaft dampers, for gear train and integrated camshaft 07
channel.
• Main and camshaft bearing bore system. 08
• Large inspection doors for services for the bearings, crankshaft, camshaft and conrod.
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10
11
12
13
14
15
16
17
18
19
20
21
22
23

GENSET DESCRIPTION
01
02 Safe and simple power train
03 5
4 6
3 7
04
05 2 8
9
06 1
07 10
08
11
09
10
11 29 12
28 13
12
14
13 15
27
14 26
15 25
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16 17
24
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18
23
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20
21
18
22
22
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23 20
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Fig. 1-6 Conlguration of main components of one cylinder compartment

GENSET DESCRIPTION
01
1 Exhaust manifold 16 Camshaft 02
2 Combustion air inlet 17 Camshaft bearing
3 Media duct on cylinder head 18 Position of crankcase door 03
4 Valve bridge, inlet 19 Counterweights on crankshaft
5 Rocker arm, inlet 20 Side screw 04
6 Push rod, inlet 21 Main bearing cap
7 Rocker arm, outlet 22 Lube oil bore in crankshaft 05
8 Return fuel tube 23 Upper main bearing shell with oil inlet
9 Fuel feed pipe 24 Connecting rod marine design 06
10 Fuel feed pump 25 Piston pin
11 Governor shaft 26 Cylinder liner 07
12 Lube oil tube in cam follower shaft 27 Piston crown
13 Cam follower, inlet 28 Starting air pipe 08
14 Cam follower, outlet 29 Cooling water distributor
15 Cam follower, fuel feed pump 09
The safe and simple designed power train of cylinder head, piston with liner, connecting rod and camshaft 10
is parted in cylinder compartments, while the crankshaft is one-piece. The advantage is simplilcation of
maintenance work saving costs. 11
Additional advantages are: 12
• Service friendly distribution of media in maintenance-free plugged pipes and cast blocks
13
• 2-stage fresh water cooling system with 2-stage charge air cooler
• Turbocharger supplied with inboard plain bearings which are lubricated by engine lube oil
14
• Part Load optimization Kit (PLK) for reduced smoke emissions available
15
16
17
18
19
20
21
22
23

GENSET DESCRIPTION
01
02 1.3 Engine running in
03 All MaK engines delivered have already been completely run in, therefore special guidelines for running in
are not necessary.
04 Under certain circumstances, referred to in the respective maintenance guidelines, further running in can
be required. This may be for example maintenance work at or changing of:
05
• pistons,
06 • piston rings and
• liners.
07
In these cases a running in period of 5 hours for M 25 E engines is to be adhered.
08 During this period the load of the preheated engine is increased from 20 % to 100 %.
HFO operated engines should be operated on MGO / MDO below 50 % engine load due to increased
09 generation of combustion residues.
During the running in period pressure and temperature values are to be compared with the respective
10 values of the factory acceptance test run.
Maintenance work or changing of main or big end bearings do not cause running in procedures.
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23

GENSET DESCRIPTION
01
1.4 Prospective life times 02
General 03
The expectable TBO (time between overhaul) and actual life time may deviate signilcantly as a result of, 04
fuel quality, load and operating prolle, conditions, quality of maintenance and other external factors.
05
Life time operating hours [h]
Core components M 25 E Generator Set 06
MDO HFO TBO M 25 E
Piston crown (life time incl. 2 stages rework) 90,000 90,000 30,000 07
Piston skirt cast iron (standard) 60,000 60,000 –
Piston skirt steel (optional) 90,000 90,000 –
08
Piston skirt Aluminium – – –
09
Piston rings 30,000 30,000 –
Piston pin bearing 60,000 60,000 – 10
Cuff / Antipolishing ring 30,000 30,000 –
Cylinder liner 90,000 60,000 – 11
Cylinder head 90,000 90,000 15,000
Inlet valve 30,000 30,000 15,000 12
Exhaust valve 30,000 30,000 15,000
Nozzle element 7,500 5,000 – 13
Pump element 15,000 15,000 –
14
Main bearing 30,000 30,000 –
Big end bearing 30,000 30,000 – 15
Camshaft bearing 45,000 45,000 –
Turbocharger plain bearing 12,000 12,000 – 16
Vibration damper camshaft 15,000 15,000 –
Vibration damper crankshaft 30,000 30,000 15,000 17
18
The above mentioned data are only indicative and relate to an average component life time under
favourable operating conditions. 19
20
21
22
23

GENERAL DATA AND OUTPUTS
01
720 rpm/60 Hz 750 rpm/50 Hz
02
Engine Generator Engine Generator
03 [kW] [kWe] [kW] [kWe]
6 M 25 E 2,100 2,016 2,100 2,016
04 8 M 25 E 2,800 2,688 2,800 2,688
9 M 25 E 3,150 3,024 3,150 3,024
05
The generator outputs are based on 96 % eflciency and a power factor of 0.8.
06
2.1 General delnition of reference conditions
07
The maximum continuous rating (locked output) stated by Caterpillar Motoren refers to the following
08 reference conditions according to „IACS“ (International Association of Classilcation Societies) for main
and auxiliary engines (tropical conditions):
09
Air pressure: 100 kPa (1 bar)
10 Air temperature: 318 K (45 °C)
Relative humidity: 60 %
11 Seawater temperature: 305 K (32 °C)
12 The permissible overload is 10 % for one hour every twelve hours. The maximum fuel rack position is
limited to 110 % continuous rating.
13
2.2 Reference conditions regarding fuel consumption
14
Fuel consumption data is based on the following reference conditions:
15
Intake temperature: 298 K (25 °C)
16
Charge air temperature: 318 K (45°C)
17 Charge air coolant inlet temperature: 298 K (25°C)
Net heating value of the diesel oil: 42,700 kJ/kg
18 Tolerance: 5%
19 Specilcation of fuel consumption data without engine driven pumps;

For engine driven oil pump: n=const. 1% at 100%, 1.2% at 85%, 1.3% at 75%, 2% at 50%, 4% at 25%.
20 For engine driven cooling water pump: 0.4% at 100%, 0.47% at 85%, 0.53% at 75%, 0.8% at 50%, 1.6%
at 25%.
21 In propeller operation:
For engine driven oil pump: 1% at 100%, 1.1% at 85%, 1.2% at 75%, 1.4% at 50%.
22 For engine driven cooling water pump: 0.4% at 100%, 85%, 75%, 50% and 25%.
23 2.3 Lube oil consumption
Actual data can be inferred from the technical data (Please see chapter 4.).

01
2.4 Emissions – preliminary 02
03
2.4.1 Exhaust gas – preliminary
04
Tolerance: 5% Atmospheric pressure: 100 kPa (1 bar)
Relative humidity: 60 % Constant speed 720/750 1/min 05
Output Output % 06
[kg/h]
[kW] 07
[°C]
100 90 80 70 60 50
Intake air temperature 25 °C 08
2,100 14,085 13,190 11,579 9,369 8,315 7,260
6 M 25 E
750 327 322 329 340 350 360 09
2,100 13,834 12,845 11,374 9,108 8,066 7,024
6 M 25 E 10
720 338 330 327 345 358 370
2,800 18,780 17,585 15,440 12,490 11,085 9,680
8 M 25 E
750 330 325 330 340 350 360 11
2,800 18,445 17,125 15,165 12,145 10,755 9,365
8 M 25 E
720 340 333 330 345 360 370 12
3,150 21,120 19,785 17,365 14,050 12,470 10,890
9 M 25 E
750 330 324 330 340 350 360 13
3,150 20,750 19,265 17,060 13,660 12,100 10,540
9 M 25 E
720 340 332 330 345 360 370
14
Intake air temperature 45 °C
2,100 13,287 12,443 10,923 8,838 7,844 6,849
6 M 25 E
750 347 341 349 360 371 382
15
2,100 13,050 12,117 10,730 8,592 7,609 6,626
6 M 25 E
720 358 350 347 366 379 392 16
2,800 17,716 16,589 14,566 11,783 10,457 9,132
8 M 25 E 17
750 350 345 350 360 371 382
2,800 17,400 16,155 14,306 11,457 10,146 8,834
8 M 25 E
720 360 353 350 366 382 392 18
3,150 19,924 18,174 16,094 12,886 11,415 9,943
9 M 25 E
750 350 352 350 366 382 392 19
3,150 19,575 18,174 16,094 12,886 11,415 9,943
9 M 25 E
720 360 352 350 366 382 392 20
2.4.2 Nitrogen oxide emissions (NOX-values) 21
NOX-limit values according to IMO II: 9.60 g/kWh (n=750 rpm) 22
CPP acc. to cycle E2: 9.50 g/kWh 23
Genset acc. cycle D2: 9.50 g/kWh

01
02 2.4.3 Engine International Air Pollution Prevention Certilcate
03 The MARPOL Diplomatic Conference has agreed about a limitation of NOX emissions, referred to as
Annex VI to MARPOL 73/78.
04 When testing the engine for NOX emissions, the reference fuel is marine diesel oil (distillate) and the test
is performed according to ISO 8178 test cycles:
05
Test cycle type E2 Test cycle type D2
06 Speed 100 % 100 % 100 % 100 % 100 % 100 % 100 % 100 % 100 %
Power 100 % 75 % 50 % 25 % 100 % 75 % 50 % 25 % 10 %
07 Weighting factor 0.2 0.5 0.15 0.15 0.05 0.25 0.3 0.3 0.1
08 Subsequently, the NOX value is calculated using different weighting factors for different loads that have
been corrected to ISO 8178 conditions.
09
An NOX emission evidence will be issued for each engine showing that the engine complies with the
10 regulation. The evidence will come as EAPP (Engine Air Pollution Prevention) Statement of Compliance,
EAPP Document of Compliance or EIAPP (Engine International Air Pollution Prevention) Certilcate
11 according to the authorization by the mag state and related technical lle. For the most part on basis of an
EAPP Statement of Compliance or an EAPP Document of Compliance an EIAPP certilcate can be applied
12 for.
13 According to the IMO regulations, a technical lle shall be provided for each engine. This technical lle
contains information about the components affecting NOX emissions, and each critical component is
14 marked with a special IMO number. Such critical components are piston, cylinder head, injection nozzle
(element), camshaft section, fuel injection pump, turbocharger and charge air cooler. (For Common Rail
15
engines the controller and the software are delned as NOX relevant components instead of the injection
pump.) The allowable settings and parameters for running the engine are also speciled in the technical
16
lle.
17
The marked components can be easily identiled on-board of the ship by the surveyor and thus an IAPP
18 (International Air Pollution Prevention) certilcate for the ship can be issued on basis of the EIAPP
certilcate and the on-board inspection.
19
20
21
22
23

01
2.5 Genset dimensions and weight – preliminary 02
Turbocharger at free end 03
04
W2
05
06
H1
07
H3
08
09
H2
10
L1 W1
L1*) 11
L2
Fig. 2-1 Turbocharger at free end
12
13
Dimensions [mm]
14
Turbocharger Dry weight **)
Turbocharger nozzle position 0°
nozzle position 90° 15
L1 L2 H1 H2 W1 W2 L1*) H3 [t]
6 M 25 E 6,776 7,717 2,537 1,329 2,357 850 7,579 1,734 43.0 16
8 M 25 E 7,347 8,283 2,737 1,329 2,357 937 8,313 1,770 53.0
9 M 25 E 7,777 8,713 2,737 1,329 2,357 937 8,743 1,770 56.0 17
**)
Depending on generator 18
19
20
21
22
23

01
02 2.6 System connecting points – preliminary
03
C91 C91a
04
05
C13
06 C12
C86
07 C81
08
09
10 C81
11 C73
C78
12
C81b C75
Fig. 2-2 Connecting points at the engine – 1
13
14 C12 Generator cooler, inlet C81 Drip fuel connection
C13 Generator cooler, outlet C81b Drip fuel connection (llter pan)
15
C73 Engine ltted pump, fuel inlet C86 Connection starting air
C75 Connection stand-by pump C91 Crankcase ventilation to stack
16
C78 Fuel outlet C91a Exhaust gas outlet
17
18
19
20
21
22
23

01
02
03
04
05
06
07
C36 08
C34
C25 09
C21
C22
10
C58
11
12
13
14
C28 C59 C65 C60 C14 C15 C61 15

Fig. 2-3 Connecting points at the engine – 2
16
17
C14 Charge air cooler LT, inlet C36 Drain, turbocharger washing
C15 Charge air cooler LT, outlet C58 Force pump, delivery side 18
C21 Freshwater pump HT, inlet C59 Self-cleaning lube oil llter
C22 Freshwater pump LT, inlet C60 Separator connection, suction side, drain, 19
C25 Cooling water, engine outlet llling pipe
C28 Freshwater pump LT, outlet C61 Separator connection, delivery side, 20
C34 Drain, condensate separator, charge air from by-pass llter
cooler C65 Lube oil llling socket 21
22
23

OPERATING RANGES
01
02 3.1 Restrictions for low load operation
03 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.
04 The temperature of the engine injection system is maintained by circulating hot HFO and heat losses are
compensated.
05 The lube oil treatment system (lube oil separator) remains in operation, the lube oil is separated
continuously.
06 The operating temperature of the engine cooling water is maintained by the cooling water preheater.
Below 25 % output heavy fuel operation is neither eflcient nor economical.
07 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.
08
[Operating time to clean the engine]
09
3h 2h 1h 30 min 15 min 0
10
11 100 40 min
12 70
13 50
40
14
30
[MCR in %]
15
20
16
15
17
10
18 8
19 6
20 1h 2 3 4 5 6 7 8 9 10 15 20 24 h
Fig. 3-1 Cleaning run of engine [Operating time]
21
22
23

OPERATING RANGES
01
3.2 Operation in inclined position 02
Inclination angles of ships at which engine running must be possible: 03
Rotation X-axis: 04
Heel to each side: 15 °
Rolling to each side: 22.5 ° 05
Rotation Y-axis: 06
Trim by head and stern: 5°
Pitching: ±7.5 ° 07
08
y 09
10
11
12
x
13
Fig. 3-2 Rotation axis

14
15
16
17
18
19
20
21
22
23

OPERATING RANGES
01
02 3.3 Load application and recovery behaviour
03 Recovery behaviour after a sudden load increase according to load steps depending on pme/unloading
corresponding ISO 8528-5.
04
05
Max. 10%
06
± 0.5%
Idling speed
07
Engine speed
Max. 10% of nominal speed
Engine / generator speed at steady load

Speed after load step
08
Speed at full load
± 0.5%
09
10
11 Max. 5 seconds Max. 5 seconds
bmep depending load step 100% unloading
12
13 Fig. 3-3 Load application and recovery behaviour
Time
14
The permissible load increase accourding to ISO 8528-5 and IACS must be carried out in several steps,
15
depending on the mean effective pressure. The ship‘s network must be designed so that this permissible
load increase is kept. The shipyard is to provide the approval of the responsible classilcation society in
16
time before classilcation acceptance of the engine.
17
18
19
20
21
22
23

OPERATING RANGES
01
Our standard loading procedure for M 25 E engines to achieve recovery behaviour in accordance with class 02
requirements (please see also chapter 11.2 for more details).
Load 03
100 %
04
05
62 % 06
44 %
07
08
26 %
09
Fig. 3-4 Load steps full load 10

basic version
11
5-10 s 5-10 s 5-10 s 5-10 s Time
Example: Version full load (basic) 1. Max. load from 0% to 26% output
6 M 25 E, 2,100 kW, BMEP = 25.56 bar 2. Max. load from 26% to 44% output 12
Curves are provided as typical examples. 3. Max. load from 44% to 62% output
4. Max. load from 62% to 100% output
13
14
Load
100 %
15
16
66 %
17
18
33 %
19
20
Fig. 3-5 Load steps part load 21
constant speed version. 5-10 s 5-10 s 5-10 s Time
22
Example: Version part load (constant speed) 1. Max. load from 0% to 33% output
6 M 25 E, 2,100 kW, BMEP = 25.56 bar 2. Max. load from 33% to 66% output 23
Curves are provided as typical examples. 3. Max. load from 66% to 100% output

TECHNICAL DATA
01
02 4.1 Diesel, mechanical
03 6 M 25 E 8 M 25 E 9 M 25 E
Performance data
04 Maximum continuous rating acc.
[kW] 2,100 2,800 3,150
ISO 3046/1
05 Speed [1/min] 720 750 720 750 720 750
Minimum speed [1/min] 240 250 240 250 240 250
06 Brake mean effective presure [bar] 28.56 27.4 28.56 27.4 28.56 27.4
Charge air pressure [bar] 3.35 3.35 3.4/3.35
07 Firing pressure [bar] 220 220 220
Combustion air demand (ta=20 °C) [m³/h] 11,850 11,965 15,040 15,200 17,715 17,880
08
Specilc fuel oil consumption
09 Propeller / n = const 1) 100% [g/kWh] 190/187 190/187 190/187
85 % [g/kWh] 185/183 185/185 185/183 185/183
10 75 % [g/kWh] 183/183 183/184 183/183 183/183
50 % [g/kWh] 186/191 186/193 186/191 186/191
11 25 % [g/kWh] 209/219 209/219 209/219
Lube oil consumption 2)
[g/kWh] 0.6 0.6 0.6
12 NOX-emission 6) [g/kWh] 9.6 9.6 9.6
Turbocharger type KBB ST5 KBB ST6 KBB ST6
13 Fuel
Engine driven booster pump [m³/h] 2.76/3 2.88/3 2.76/3 2.88/3 2.76/3 2.88/3
14
Stand-by booster pump [m³/h] 2.2/10 2.3/10 2.7/10 2.8/10 2.7/10 2.8/10
15 Mesh size MDO lne llter [mm] 0.025 0.025 0.025
Mesh size HFO automatic llter [mm] 0.010 0.010 0.010
16 Mesh size HFO lne llter [mm] 0.034 0.034 0.034
Lube oil
17 Engine driven pump [m³/h/bar] 89/10 93/10 89/10 93/10 89/10 93/10
Independent pump [m³/h/bar] 45/10 60/10 60/10
18 Working pressure on engine inlet [bar] 4-5 4-5 4-5
Engine driven suction pump [m³/h/bar]
19
Independent suction pump [m³/h/bar] 57/3 70/3 70/3
20 Priming pump pressure [m³/h/bar] 6.6/8/5 10/13/5 10/13/5
Sump tank content / dry sump
[m³] 2.6 2.7 3.4 3.6 3.9 4.0
21 content
Temperature at engine inlet [°C] 60 - 65 60 - 65 60 - 65
22 Temperature controller NB [mm] 80 100 100
Double llter NB [mm] 80 80 80
23 Mesh size double llter [mm] 0.08 0.08 0.08
Mesh size automatic llter [mm] 0.03 0.03 0.03

TECHNICAL DATA
01
02
6 M 25 E 8 M 25 E 9 M 25 E 03
Fresh water cooling
Engine content [m³] 0.4 0.5 0.6 04
Pressure at engine inlet min/max [bar] 4.5/6.0 4.5/6.0 4.5/6.0
Header tank capacity [m³] 0.2 0.25 0.3
05
Temperature at engine outlet [°C] 80 - 90 80 - 90 80 - 90
06
Two circuit system
Engine driven pump HT [m³/h/bar] 40/4.5 55/4.5 60/4.7 07
Independent pump HT [m³/h/bar] 40/4.0 55/4.0 60/4.0
HT-controller NB [mm] 80 100 100 08
Water demand LT-charge air cooler [m³/h] 40 55 60
Temperature at LT-charge air 09
[°C] 38 38 38
cooler inlet
Heat dissipation 10
Specilc jacket water heat [kJ/kW] 500 500 500
Specilc lube oil heat [kJ/kW] 490 490 490 11
Lube oil cooler [kW] 272 381 429
12
Jacket water [kW] 292 389 437
Charge air cooler 3)
[kW]
13
Charge air cooler (HT-stage) 3)
[kW] 593 599 753 761 897 895
Charge air cooler (LT-stage) 3)
[kW] 222 224 282 285 331 335 14
(HT-stage before engine)
Heat radiation engine [kW] 89 121 134 15
Exhaust gas
Silencer / spark arrestor NB [mm] 500/500 600/600 600/600 16
Pipe diameter NB after turbine [mm] 500 600 600
Maximum exhaust gas pressure 17
[bar] 0.03 0.03 0.03
drop
Exhaust gas temperature after 18
[°C) 345 348 345 365 363
turbine (intake air 25 °C) 5)
Exhaust gas mass mow (intake air 19
[kg/h] 14,646 14,788 18,589 18,787 21,896 22,100
25 °C) 5)
Starting air 20
Starting air pressure max. [bar] 30 30 30
Minimum starting air pressure [bar] 7 7 7
21
Air consumption per start 4)
[Nm³] 0.08 0.08 0.08
22
Max. allowed crankcase pressure, mmWs/
15/80 15/80 15/80
ND ventilation pipe mm
23
1) Reference conditions: LCV = 42,700 kJ/kg, ambient temperature 25 °C, charge air coolant temperature 25 °C, tolerance 5 %, for engine driven
oil pump +2 g/kWh at 100%, 2.5 g/kWh at 85%, 3 g/kWh at 75%, 4 g/kWh at 50%, for engine driven cooling water pump +0.9 g/kWh at 100%,
1 g/kWh at 85/75%, 1.5 g/kWh at 50%, additions to fuel consumption must be considered before tolerance is taken into account. / 2) Standard
value, tolerance ± 0.3 g/kWh, related on full load / 3) Charge air heat based on 45 °C ambient temperature / 4) Preheated engine / 5) Tolerance 10
%, rel. air humidity 60 % / 6) Marpol 73/78, Annex VI, cycle E2, D2

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

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

Distillate/mixed fuels: Marine gas oil (MGO), marine diesel oil (MDO)
10
The difference between distillate/mixed fuels and pure distillates are higher density, sulfur content and
11 viscosity.
12
13
14
15
16
17
18
19
20
21
22
23

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

Viscosity at 40 °C [mm²/s] max 5.5 6.0 6.0 11.0
Viscosity at 40 °C [mm²/s] min 1.4 2.0 3.0 2.0 04
Micro Carbon residue at 10 %
residue
[% m/m] max 0.3 0.0 0.3 – 05
Density at 15 °C [kg/m³] max – 890 890 900
Micro Carbon residue [% m/m] max – – – 0.3
06
Sulfur a) [% m/m] max 1.0 1.5 1.5 2.0
07
Water [% V/V] max – – – 0.3 b)
Total sediment by hot lltration [% m/m] max – – – 0.1 b) 08
Ash [% m/m] max 0.01 0.01 0.01 0.01
Flash point [°C] min 43 60 60 60 09
Pour point, summer [°C] max – 0 0 6
Pour point, winter [°C] max – -6 -6 0 10
Cloud point [°C] max -16 – – –
Calculated Cetane Index min 45 40 40 35 11
Acid number [mgKOH/g] max 0.5 0.5 0.5 0.5
Oxidation stability [g/m³] max 25 25 25 25 c)
12
Lubricity, corrected wear scar
diameter (wsd 1.4 at 60 °C) d)
[¦m] max 520 520 520 520 c) 13
Hydrogen sullde e) [mg/kg] max 2.0 2.0 2.0 2.0
14
Appearance clear & bright f) b), c)
15
a) A Sulphur limit of 1.00 % m/m applies in the Emission Control Areas designated by the International Maritime Organization. As there may be
local variations, the purchaser shall delne the maximum Sulphur content according to the relevant statutory requirements, notwithstanding the
16
limits given in this table. / b) If the sample is not clear and bright, total sediment by hot lltration and water test shall be required. / c) Oxidation
stability and lubricity tests are not applicable if the sample is not clear and bright. / d) Applicable if Sulphur is less than 0.050% m/m. /
17
e) Effective only from 1 July 2012. / f) If the sample is dyed and not transparent, water test shall be required. The water content shall not exceed
200 mg/kg (0.02% m/m). 18
19
20
21
22
23

FUEL OIL SYSTEM
01
02 5.1.2 Internal fuel oil system
03 General
04 The fuel injectors are utilized to deliver the correct amount of fuel to the cylinders precisely at the moment
it is needed.
05 The diesel fuel supply system must ensure a permanent and clean supply of diesel fuel to the engine
internal fuel oil system.
06
07 ENGINE
C78 DR2
08
09 5111
TI 5301
PDSH KP1
10 5202
5201 5102 5101
LSH
PDI
TT PT PI PSL
11 C75 DP1
DF1
12
C73
13
14
15
C81b C81 C81
16
Fig. 5-1 Internal fuel oil system, system diagram
17
DF1 Fuel lne llter (duplex llter) PT Pressure transmitter
18 DP1 Diesel oil feed pump TI Temperature indicator
DR2 Fuel pressure regulating valve TT Temperature transmitter (PT100)
19 KP1 Fuel injection pump
C73 Fuel inlet, to engine ltted pump
20 LSH Level switch high C75 Connection, stand-by pump
PDI Diff. pressure indicator C78 Fuel outlet
21 PDSH Diff. pressure switch high C81 Drip-fuel connection
PI Pressure indicator C81b Drip-fuel connection (llter pan)
22 PSL Pressure switch low
23

FUEL OIL SYSTEM
01
Diesel oil feed pump DP1 (ltted) 02
The engine driven fuel transfer pump DP1 is a gear pump, that delivers the fuel through the llter DF1 to 03
each injector. The fuel transfer pump capacity is slightly oversized to deliver suflcient fuel to the fuel
injection system. It also transfers the heat generated during injection process, away from the fuel injection 04
system.
To ensure a suflcient diesel oil pressure at the engine, a pressure regulator DR2 is installed and adjusted 05
during commissioning of the engine.
06
Fuel lne llter (duplex llter) DF1 (ltted) 07
Duplex change over type (mesh size of 25 ¦m) is ltted on the engine. 08
09
10
11
12
13
14
15
16
17
18
19
20
21
22
23

FUEL OIL SYSTEM
01
02 5.1.3 External fuel oil system
03
Min. 2 meters above to fuel meter (FQI)
04 DT1
LI
LSL
DH3
05 m
TI TI C78 DR2 ENGINE
06 5101
PSL
5111
PI DP2 PI TI 5301
PDSH
DT2 5201 KP1 LSH
07
5202 5102 5101
PDI
TI DH1 PI DP1 TT PT PI PSL
TI C75
DF2 DF1
FQI
08 C73
09 C81b C81 C81
10
p
11
DH2 PI DP5 PI DF3
DT4 KT1
12 DS1
PI PI
13
DP3
14 Fig. 5-2 External fuel oil system diagram with intermediate tank
DF1 Fuel lne llter (duplex llter) LSH Level switch high
15
DF2 Fuel primary llter (duplex llter) LSL Level switch low
DF3 Fuel coarse llter PDI Diff. pressure indicator
16
DH1 Diesel oil preheater PDSH Diff. pressure switch high
17 DH2 Preheater for diesel oil (separator) PI Pressure indicator
DH3 Fuel oil cooler PSL Pressure switch low
18 DP1 Diesel oil feed pump PT Pressure transmitter
DP2 Stand-by feed pump TI Temperature indicator
19 DP3 Diesel oil transfer pump (to day tank) TT Temperature transmitter (PT100)
DP5 Diesel oil transfer pump (separator)
20 DR2 Fuel pressure regulating valve C73 Fuel inlet, to engine ltted pump
DS1 Diesel oil separator C75 Connection, stand-by pump
21 DT1 Diesel oil day tank C78 Fuel outlet
DT2 Diesel oil intermediate tank C81 Drip-fuel connection
22 DT4 Diesel oil storage tank C81b Drip-fuel connection (llter pan)
FQI Flow quantity indicator
23 KP1 Fuel injection pump m Lead vent pipe beyond service tank
KT1 Drip fuel tank p Free outlet required
LI Level indicator

FUEL OIL SYSTEM
01
02
FQI
03
DT1
LI TI
04
LSL
05
DH3
TI
06
C78 ENGINE
07
DR2
5101 5111 TI PI
PI DP2 PI PSL 5301
PDSH
5201 KP1
08
LSH
PDI 5202 5102
TI DH1 PI DP1 TT PT
C75
DF2 DF1
FQI
C73 09
C81b C81 C81 10
11
p
12
DT4
DH2 KT1
PI DP5 PI
DF3
DS1
PI PI
13
14
DP3
Fig. 5-3 External fuel oil system diagram without intermediate tank
15
DF1 Fuel lne llter (duplex llter) LI Level indicator
16
DF2 Fuel primary llter (duplex llter) LSH Level switch high
DF3 Fuel coarse llter LSL Level switch low 17
DH1 Diesel oil preheater PDI Diff. pressure indicator
DH2 Electrical preheater for diesel oil PDSH Diff. pressure switch high 18
(separator) PI Pressure indicator
DH3 Fuel oil cooler PSL Pressure switch low 19
DP1 Diesel oil feed pump PT Pressure transmitter
DP2 Stand-by feed pump TI Temperature indicator 20
DP3 Diesel oil transfer pump (to day tank) TT Temperature transmitter (PT100)
DP5 Diesel oil transfer pump (separator) 21
DR2 Fuel pressure regulating valve C73 Fuel inlet, to engine ltted pump
DS1 Diesel oil separator C75 Connection, stand-by pump 22
DT1 Diesel oil day tank C78 Fuel outlet
DT4 Diesel oil storage tank C81 Drip-fuel connection 23
FQI Flow quantity indicator C81b Drip-fuel connection (llter pan)
KP1 Fuel injection pump

FUEL OIL SYSTEM
01
02 General
03 The design of the fuel oil system may vary from ship to ship, the system itself has to provide suflcient,
permanent and clean fuel oil of the required viscosity and pressure to each engine. Fuel storage,
04 treatment, temperature and pressure control as well as suflcient circulation must be ensured.
05
Diesel oil storage tank DT4
06
The tank design, sizing and location are according to classilcation society requirements and based on ship
07 application. No heating is necessary because all marine distillate fuels are suitable for pumping.
08
Diesel oil separator DS1
09
Depending on the fuel oil quality a diesel oil separator DS1 is recommended for the use of MGO and
10 required for MDO by Caterpillar Motoren. Any fuel oil must always be considered as contaminated upon
delivery and should therefore be thoroughly cleaned to remove solid and liquid contaminants before use.
11 Most of the solid contaminants in the fuel are rust, sand, dust.
Liquid contaminants are mainly water, i.e. fresh water or salt water.
12 Impurities in the fuel oil can result in
• damage to fuel injection pumps and injectors,
13 • increased cylinder liner wear,
• deterioration of the exhaust valve seats
14 • increased fouling of turbocharger blades.
If a diesel oil separator is installed a total diesel oil separator capacity of 100 % of the full load fuel
15
consumption is recommended.
HT-water or electrical heating is normally used as heating medium.
16
The nominal capacity should be based on a separation time of 22h/day:
17
Veff.[l/h] = 0.28 · Peng. [kW] Veff. = Volume effective [l/h]
18 Peng.= Power engine [kW]
19
Diesel oil day tank DT1
20
The day tank collects clean / treated fuel oil, compensates irregularities in the treatment plant and its
21 standstill periods. Two day tanks are to be provided, each with a capacity according to classilcation rules.
The tank should be provided with a sludge space including a sludge drain valve and an overmow pipe from
22 the MDO/MGO service tank to the settling/storage tank. The level of the tank must ensure a positive static
pressure on the suction side of the fuel feed pumps. Usually tank heating is not required.
23

FUEL OIL SYSTEM
01
Fuel primary llter (duplex llter) DF2 02
The fuel primary llter protects the fuel meter and feed pump from major solids. 03
A duplex change over type with mesh size of 320 ¦m is recommended.
04
05
06
H2
07
08
09
10
D
H1
11
12
W
13
Fig. 5-4 Fuel primary llter DF2
14
Engine output Dimensions [mm]
DN 15
[kW] H1 H2 W D
≤ 2,500 32 249 220 206 159 16
≤ 4,500 40 330 300 250 189
≤ 10,000 65 523 480 260 244 17
≤ 16,000 80 690 700 380 307
18
Flow quantity indicator FQI 19
One fuel meter is suflcient if the return fuel from the engine is connected to the diesel intermediate tank 20
DT2.
If the fuel return from engine is connected to the day tank, an additional fuel meter in the return line to day 21
tank has to be provided.
A minimum static fuel pressure head of at least 0.2 bar has to be considered. The fuel may be provided by 22
gravity mow from the day tank. The static pressure must exceed the back pressure of the mow meter and
prellter. 23

FUEL OIL SYSTEM
01
02 Diesel oil intermediate tank DT2
03 In the intermediate tank DT2 the warm return fuel from the engine mixes with the fuel from the day tank.
The tank shall be vented as an open system, with the ventilation line guided to above the day tank level.
04
05 D
06
07
08
09
10
11
DN DN
12
13
E
A
14
15
16
17 DN
18
19
20
Fig. 5-5 Diesel oil intermediate tank DT2
21
22 Plant output Volume Dimensions [mm] Weight
DN
[kW] l A D E [kg]
23 ≤ 4,000 49 850 ø 323 750 32 75
≤ 10,000 100 1,600 ø 323 1,500 40 120

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

11
Dimensions [mm] Weight

12
A B C D [kg]
13
6/8/9 M 25 E 863 498 Ø 205 140 42
14
The capacity of the MDO preheater is to determine on the required fuel temperature up to approx. 50 °C.
15
Peng. [kW] 16
Heating capacity: Q [kW] =
166
17
Q= Heating capacity [kW]
Peng. = Power engine [kW] 18
A diesel oil preheater is not required 19
• for gas oil operation.
• with preheated day tanks. 20
Diesel oil preheater heated by thermal oil,. steam and electrically heated are available on request. 21
22
23

FUEL OIL SYSTEM
01
02 Stand-by feed pump DP2 (separate)
03 The stand-by feed pump DP2 delivers fuel through the llter DF1 to each injection pump.
The feed pump maintains the pressure at the injection pumps and circulates the fuel in the system.
04 The capacity is slightly oversized to transfer the heat, which occurs during the injection process, away
from the fuel injection system.
05 A positive static pressure is required at the suction side of the pump.
Capacity see technical data.
06
07 C
08
D
09
B
E
10
11 A
Fig. 5-7 Stand-by feed pump DP2

12
13
Voltage /
Dimensions [mm] Weight Motorpower
Frequency
14
A B C D E [kg] [kW] [V/Hz]
15 6 M 25 E 625 112 254 42.2
155 42.0 1.1 400/50
150 39.0 0.9 440/60
16 8 M 25 E 735 112 314 60.3 155 61.0
1.5 400/50
1.8 440/60
17 9 M 25 E 735 112 314 60.3 155 61.0
1.5 400/50
1.8 440/60
18
19
20
21
22
23

FUEL OIL SYSTEM
01
Fuel oil cooler DH3 02
To ensure a fuel oil temperature below 50 °C at any time a cooling of diesel oil may be required. 03
The need for a fuel cooler is system specilc and depends on fuel circuit design and type of fuel oil. In case
of more than one engine connected to the same fuel supply system, the MDO-cooler capacity has to be 04
increased accordingly.
The heat transfer load into the diesel oil system is approx. 1.2 kW/cyl. 05
LT-water is normally used as cooling medium.
06
A 07
D
B 08
N1
09
N2
10
11
C
N4 N3
12
Fig. 5-8 Fuel oil cooler for MDO operation DH3

13
14
Dimensions [mm] Weight 15
A B C D N1 + N2 N3 + N4 [kg]
6/8/9 M 25 E 710 106 153 550 1 ¼“ SAE 1 ½“ SAE 16 16
17
18
19
20
21
22
23

FUEL OIL SYSTEM
01
02 5.2 HFO operation
03 The following section is based on the experiences gained in the operation of heavy fuel installations.
Stable and correct viscosity of the fuel before injection pumps (see technical data) must be maintained at
04 any time. Suflcient circulation through every engine connected to the same circuit must be ensured in all
operating conditions.
05 The fuel treatment system should comprise at least one settling tank and two separators.
Correct dimensioning of HFO separators is of great importance, and therefore the recommendations of the
06 separator manufacturer must be closely followed.
Poorly puriled fuel is harmful to the engine. A high content of water may also damage the fuel feed
07 system.
Injection pumps generate pressure pulses into the fuel feed and return piping. The fuel pipes between the
08 feed unit and the engine must be clamped properly to rigid structures. The distance between the lxing
points should be at close distance next to the engine. (See chapter piping design, treatment and
09 installation.)
10 ATTENTION:
In multiple engine installations, where several engines are connected to the same fuel feed circuit, it must
11 be possible to close the fuel supply and return lines connected to the engine individually.
(This is a SOLAS requirement.)
12
NOTE:
13 It is further stipulated that the means of isolation shall not affect the operation of the other engines, and it
shall be possible to close the fuel lines from a position that is not rendered inaccessible due to lre on any
14 of the engines.
15
16
17
18
19
20
21
22
23

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

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

5( 38
RD ~IF 0)
M 18
60 15 0) 60
50
RM (~I 50
M A1 F8
ar 0)
40 ine 0(
~IF 40
Di 40
30 es
el ) 30
Oi
l (M
20 DO 20
)
15 15
12 12
11 11
10 10
9 9
8 Lim 8
M
7 7
ar
it f
o
in
e
rp
6 re M 6
Ga
he ax
s
ati . li
Oi
ng
l(
mi
5 tI 5
M
G
SO
O)
-F
-D
4 M 4
C
-10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 t [°C]
Temperature
05
23
22
21
20
19
18
17
16
15
14
13
12
11
10
09
08
07
06
04
03
02
01
FUEL OIL SYSTEM
01
02 Fuel oil system
03 A pressurized fuel oil system, as shown in Fig. 5-10, is necessary when operating on high viscosity fuels.
When using high viscosity fuels requiring high preheating temperatures, the fuel oil from the engine fuel
04 oil system to the return line will also have a relatively high temperature. The fuel oil pressure measured on
the engine (at fuel pump level) should be about 5 bar. This maintains a pressure margin against
05 gasilcation and cavitation in the fuel system, even at 150 °C preheating.
In order to ensure correct atomization, the fuel oil temperature must be adjusted according to the specilc
06 fuel oil viscosity used. An inadequate temperature can inmuence the combustion and could cause
increased wear on cylinder liners and piston rings, as well as deterioration of the exhaust valve seats.
07 A too low heating temperature, i.e. too high viscosity, could also result in excessive fuel consumption.
Therefore, optimum injection viscosity of 10 – 12 cSt must be maintained at any rate and with all fuel
08 grades.
Deviations from design recommendations are possible, however, they should be discussed with Caterpillar
09 Motoren.
Trace heating for all heavy fuel pipes is recommended.
10
11 5.2.1 CIMAC – Requirements for residual fuels for diesel engines (as delivered)
12 Fuel shall be free of used lube oil.

Requirements for residual fuels for diesel engines please see table next page.
13
14
15
16
17
18
19
20
21
22
23

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

cSt. 1) min 6 5) 15 5)
100°C
Flash point °C min 60 60 60 60 60 60
Pour point winter °C max 0
Pour point summer °C max. 6 24 30 30 30 30 30
6)
Carbon residue % (m/m) max 12 14 14 15 20 18 22 22 22
Ash % (m/m) max 0.10 0.10 0.10 0.15 0.15 0.15 0.15 0.15
Total sedim. after % (m/m) max 0.10 0.10 0.10 0.10 0.10 0.10
ageing
Water % (V/V) max 0.5 0.5 0.5 0.5 0.5 0.5
Sulphur % (m/m) max 3.5 4.0 4.5 4.5 4.5 4.5
Vanadium mg/kg max 150 300 350 200 500 300 600 600 600
Aluminum + Silicon mg/kg max 80 80 80 80 80 80
Zink mg/kg max 15 15 15 15 15 15
Phosphor mg/kg max 15 15 15 15 15 15
Calcium mg/kg max 30 30 30 30 30 30
1) An indication of the approximate equivalents in kinematic viscosity at 50°C and Redw. I sec 100°F is given below:
Kinematic viscosity at 100°C [mm²/s] (cSt.) 7 10 15 25 35 45 55
Kinematic viscosity at 50°C [mm²/s] (cSt.) 30 40 80 180 380 500 700
Kinematic viscosity at 100°F Redw. [l sec.] 200 300 600 1,500 3,000 5,000 7,000
2) ISO: 960 / 3) ISO: 960 / 4) ISO: 975 / 5) ISO: not limited / 6) ISO: carbon residue 10
05
23
22
21
20
19
18
17
16
15
14
13
12
11
10
09
08
07
06
04
03
02
01
23
22
21
20
19
18
17
16
15
14
13
12
11
10
09
08
07
06
04
03
02
01
05
u
LI LI
HT1 LSL LSL DT1
HH4 TI
FUEL OIL SYSTEM
HR9 C76 C78 Peak pressures max. 16 bar

TI TT

PT PAL C78 ENGINE
HP1 PSL DH3

LSL PI TI
TI PDSH LSH
HF2 PI PI HT2 VSL VI VSH
PI N/C PDI KP1
HP3 HH1 HH2 PI TT C76 PT TT
TI TI
HP2 PDSH TI
FQI HR2
PDI HF1
TI TI
PI
HR1 HF4 HP4
PI
C81b C81 C81
p
p
PDSL
HH3
LSH LSH
HS2 LI LI
HT5 HT6
TI LSL TI LSL
N/C
HH4 HH4
PI HP5 PI
HS1
HH3
HF2
PI HP6 PI
LSH
LI
KT2
TI LSL
Fig. 5-10 System diagram, HFO operation
HH4 Separator
module
FUEL OIL SYSTEM
01
General 02
For location, dimensions and design (e.g. mexible connection) of the disconnecting points see engine 03
installation drawing.
No valve lttings with loose cone must be installed by the shipyard in admission and return lines. 04
DH3 Fuel oil cooler for MDO operation FQI Flow quantity indicator 05
DT1 Diesel oil day tank LI Level indicator
HF1 Fine llter (duplex llter) LSH Level switch high 06
HF2 Primary llter (duplex llter) LSL Level switch low
HF4 HFO automatic llter PAL Pressure alarm low 07
HH1 Heavy fuel lnal preheater PDI Diff. pressure indicator
HH2 Stand-by lnal preheater PDSH Diff. pressure switch high 08
HH3 Heavy fuel preheater (separator) PDSL Diff. pressure switch low
HH4 Heating coil PI Pressure indicator 09
HP1 Fuel pressure pump PSL Pressure switch low
HP2 Fuel stand-by pressure pump PT Pressure temp. 10
HP3 Fuel circulating pump TI Temperature indicator
HP4 Stand-by circulating pump TT Temperature transmitter (PT100) 11
HP5/6 Heavy fuel transfer pump (separator) VI Viscosity indicator
HR1 Fuel pressure regulating valve VSH Viscosity control switch high 12
HR2 Viscosimeter VSL Viscosity control switch low
HR9 Fuel change over main valve
13
HS1/2 Heavy fuel separator C76 Inlet, duplex llter
HT1 Heavy fuel day tank C78 Fuel outlet
14
HT2 Mixing tank C81 Drip-fuel connection
15
HT5/6 Settling tank C81b Drip-fuel connection
KP1 Injection pump
16
KT2 Sludge tank u Fuel separator or from transfer pump 17
All heavy fuel pipes have to be insulated. 18
Heated pipe
19
20
21
22
23

FUEL OIL SYSTEM
01
02 Storage tanks
03 The tank design, sizing and location must comply with classilcation society requirements and are based on
ship application.
04 Heating coils are necessary and are to be designed so that the HFO temperature is at least 10K above the
pour point to ensure a pumping viscosity below 1,000 cSt.
05 Heating is possible by steam, thermal oil, electrical current or hot water.
06
Settling tanks HT5, HT6
07
The tank design, sizing, location must comply with classilcation society requirements and are based on
08 ship application. Two settling tanks are to be provided.
Its function is to remove water and solids by gravity due to higher fuel oil temperature and reduced
09 turbulences. Provide constant oil temperature and avoid interruption of treatment system, due to overmow
from HFO day tank.Thermal insulation of the settling tanks is recommended to avoid heat losses.
10
In order to ensure a suflcient settling effect, the following settling tank designs are permitted:
11 • 2 settling tanks, each with a capacity suflcient for 24 hours full load operation of all consumers or
• 1 settling tank with a capacity suflcient for 36 hours full load operation of all consumers and
12 automatic llling
Settling tank temperature shall be 70 - 80 °C; the charging level shall be 70 - 90 %.
13
14 Heavy fuel preheater (separator) HH3
15
Heavy fuel oil needs to be heated up to a certain temperature before separating.
The most common heaters on board of ships are steam heaters. Other muid heating sources are hot water,
16
thermal oil or electrical heaters. Overheating of the fuel may cause fuel cracking. Thus the maximum
17 electric load on the heater element should not exceed 1 Watt/cm².
In a cleaning system for HFO the usual processing temperature is 98 ºC.
18 The separator manufacturer’s guidelines have to be observed.
19
Heavy fuel transfer pumps (separator) HP5, HP6
20
The separator feed pumps shall be installed as close as possible to the settling tanks.
21 The separator manufacturer’s guidelines have to be observed.
22
23

FUEL OIL SYSTEM
01
Heavy fuel separators HS1, HS2 02
Any fuel oils whether heavy fuel oil, diesel oil or crude oil must always be considered as contaminated 03
upon delivery and should therefore be thoroughly cleaned before use.
Therefore self-cleaning types should be selected. 04
The purpose of any fuel treatment system is to clean the fuel oil by removal of water, solids, and
suspended matter to protect the engine from excessive wear and corrosion. 05
Liquid contaminants are mainly water, i.e. either fresh water or salt water.
Impurities in the fuel can cause damage to fuel injection pumps and injectors, and can result in increased 06
cylinder liner wear and deterioration of the exhaust valve seats as well as increased fouling of
turbocharger blades. 07
Two separators with independent electrically driven pumps must be provided.
08
Separator sizing:
09
The correct sizing of the separators is based on the max. fuel oil consumption at maximum continuous
rating (MCR) of the engines. The following formula can be used: 10
(The fuel consumption of auxiliary engines and boilers, if there are any, must be included)
11
Veff. = 0.28 P (l/h)
12
Veff. = Volume effective [l/h]
Peng. = Power engine [kW]
13
The cleaning capacity of the separator must always be higher than the entire fuel consumption of the
14
plant, incl. aux. equipment.
15
ATTENTION:
16
The separator outlet pressure is limited, so the pressure in the pipe line between separator outlet and day
tank must be observed carefully. Follow the separator manufacturer‘s guidelines. 17
18
Heavy fuel day tank HT1 19
The tank design, sizing and location must comply with classilcation society requirements based on ship 20
application. Two day tanks are to be provided. Each day tank capacity must be designed for full load
operation of all consumers according to classilcation requirements. An overmow system into the settling 21
tanks is required.HFO day tanks shall be provided with heating coils and suflcient insulation. Heating is
possible by steam, thermal oil or hot water. The day tank temperature shall be above 90 °C. 22
23

FUEL OIL SYSTEM
01
02 5.2.2 Fuel booster and supply system
03 The booster system shall provide a pre-pressure to the mixing tank of approx. 4 - 5 bar. The circulating
system provides suflcient mow of the required viscosity to the injection pumps. The circulation mow rate is
04 typically 3.5 - 4 times the fuel consumption at MCR to prevent overheating of the fuel injection system and
thus avoiding evaporation in the injection pumps.
05
Fuel change over main valve HR9
06
A manually operated three-way valve for changing over from MDO/MGO to HFO operation and back to
07 MDO/MGO equipped with limit switches is necessary.
08 Primary llter (duplex llter) HF2
09 A protection strainer with a mesh size 320 ¦m has to be installed before fuel pressure pumps to prevent
any large particles entering the pump.
10
11
H2
12
13
14
D
H1
15
16
W
17 Fig. 5-11 Primary llter HF2
18 Engine output
DN
Dimensions [mm]
[kW] H1 H2 W D
19 ≤ 10,000 40 330 300 250 189
≤ 16,000 65 523 480 260 244
20 > 20,000 80 690 700 380 307
21
22
23

FUEL OIL SYSTEM
01
Fuel pressure pump HP1, fuel stand-by pressure pump HP2 02
Two supply pumps in parallel are recommended, one in operation and one on stand-by. 03
The capacity of the pump must be suflcient to prevent pressure drop during mushing of the automatic llter.
A suction strainer with a mesh size of 320 ¦m should be installed before each pump. 04
• Screw type pump with mechanical seal.
• Vertical or horizontal installation is possible. 05
• Delivery head 5 bar.
Peng. · [kW] V= Volume [m³/h] 06
Capacity V [m³/h] = 0.4 · Peng.= Power engine [kW]
1,000 07
A
08
09
10
11
C
12
13
D
14
B
E
15
Fig. 5-12 Fuel pressure pump HP1; fuel stand-by pressure pump HP2
16
Plant output Dimensions [mm] Weight

Voltage / 17
frequency
[kW] A B C D E [kg] [V/Hz] 18
≤ 2,800 625 112 254 42.4 155 42 400/50
≤ 3,300 650 112 254 42.4 155 42 400/50 19
≤ 6,600 775 132 314 60.3 180 70 400/50
≤ 9,900 805 132 314 60.3 180 72 400/50 20
21
Voltage /
frequency 22
[kW] A B C D E [kg] [V/Hz]
≤ 3,300 625 112 254 42.4 155 42 440/60 23
≤ 4,950 705 112 254 42.4 180 57 440/60
≤ 9,900 775 132 314 60.3 180 70 440/60

FUEL OIL SYSTEM
01
02 Fuel pressure regulating valve HR1
03 This valve is installed for adjusting a constant and suflcient pressure at engine fuel inlet. Due to the
overcapacity of the pressure pumps HP1/HP2 the valve provides a nearly constant pressure under all
04 operating conditions - from engine stop to maximum engine consumption. For MDO/MGO operation the
pipes of the fuel return line must be equipped with suflcient lncoolers to reduce the generated heat.
05
06
07
08
09 A
A
10
11
C
D
12
D
13 C C E
B B
14 Fig 5-13 Fuel pressure regulating valve Fig 5-14 Fuel pressure regulating valve
HR1, ≤ 3,000 kW HR1, > 3,000 kW
15
16 Plant
output
17 [kW] A B C D E [kg]
≤ 3,150 168 57.5 G ½“ 40 1.5
18 ≤ 8,400 248 70 Ø 25 88 122.5 3.6
> 8,400 279 94 Ø 38 109 150.5 8.4
19
20
21
22
23

FUEL OIL SYSTEM
01
HFO automatic llter HF4 02
An automatic llter with a mesh size 10 ¦m (absolute) is required to remove cat lnes from the fuel oil. 03
The llter is installed between day tank and mixing tank.
04
05
06
07
08
09
A
10
D 11
12
D
13
E 14
15
16
17
C
18
19
B
20
Fig. 5-15 HFO automatic llter HF4
21
Plant output Dimensions [mm]
[kW] A B C D E 22
≤ 4,400 825 445 310 DN 40 DN 32
4,950 - 13,200 890 520 335 DN 65 DN 50 23
14,850 - 19,800 975 590 410 DN 80 DN 65

FUEL OIL SYSTEM
01
02 Flow quantity indicator FQ1
03 The fuel meter has to be installed between feed pumps and mixing tank HT2.
Independent fuel consumption measurements for individual engines can be provided by installing two mow
04 meters per engine, one at the feed line and one at the return line.
05
Mixing tank HT2
06
The mixing tank acts as a buffer for fuel viscosity and/or fuel temperature, when changing over from HFO
07 to diesel oil and vice versa. In the mixing tank the warm return fuel from the engine is mixed with the fuel
delivered from the day tank.
08 Venting to the day tank is required, if level switch is activated, due to accumulated air or gases in the
mixing tank.
09
D
10
11
12
13
14
15
16
A
17
18
19
20
21
Fig. 5-16 Mixing tank HT2
22
Plant output Volume Dimensions [mm] Weight
23 [kW] [l] A D E [kg]
≤ 10,000 100 1,700 323 1,500 120
> 10,000 200 1,700 406 1,500 175

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

Capacity V [m³/h] = 0.7 · Peng.= Power engine [kW]
1,000 07
08
C
09
D
10
B
11
E
A
12
Fig. 5-17 Fuel circulating pump HP3, Stand-by circulating pump HP4
13
14
Voltage / 15
frequency
[kW] A B C D E [kg] [V/Hz] 16
≤ 3,300 775 132 314 60.3 180 70 400/50
≤ 4,950 805 132 314 60.3 180 72 400/50 17
≤ 6,600 820 132 314 60.3 180 80 400/50
≤ 9,900 980 160 345 88.9 210 124 400/50 18
19
Voltage /
frequency 20
[kW] A B C D E [kg] [V/Hz]
≤ 2,800 705 112 254 42.4 180 57 440/60 21
≤ 4,400 775 132 314 60.3 180 70 440/60
≤ 6,600 805 132 314 60.3 180 72 440/60 22
≤ 9,900 820 132 314 60.3 190 80 440/60
23

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

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

FUEL OIL SYSTEM
01
Viscosimeter HR2 02
The viscosimeter is regulating in conjunction with the lnal preheater the required fuel injection viscosity. 03
This device automatically regulates the heating of the lnal preheater depending on the viscosity of the
bunkered fuel oil, so that the fuel will reach the nozzles with the viscosity required for injection. 04
05
Pressure absorber KD1 (optional)
06
During the injection phases of fuel from the supply line, compression and injection as well as the release
of unused fuel into the return line, cyclic pressure pulsations may result. The requirement of installing fuel 07
dampers in the external pipe system depends on the design of the external fuel pipe work and its ability
to absorb such pulsations suflciently. Just in case of enhanced damping requirements additional dampers 08
have to be installed.
09
Bypass overmow valve HV (optional) 10
If more than one engine is connected to the fuel booster and supply system a bypass overmow valve 11
between the feed line and the return line can be required.
It serves to secure and stabilize the pressure in the fuel feed line under all circumstances and operation 12
conditions.
The overmow valve must be differential pressure operated.
13
The opening differential pressure should be 2 bar.
14
15
Duplex llter HF1 (ltted)
16
The fuel duplex llter is installed at the engine.
The two llter chamber construction allows continuous operation without any shut downs for cleaning the 17
llter elements.
The drain connection of the llter is provided with a valve and must be routed to the leak oil tank. 18
If the llter elements are removed for cleaning, the llter chamber must be emptied. This prevents the dirt
particles remaining in the llter casing from migrating to the clean oil side of the llter. 19
20
21
22
23

FUEL OIL SYSTEM
01
02 Fuel oil cooler DH3
03 To ensure a fuel oil temp. below 50 °C a cooling of diesel oil may be required.
The need for fuel cooler is system specilc and depends on fuel circuit design and type of fuel oil.
04 In case of more than one engine are connected to the same fuel supply system, the MDO-cooler capacity
has to be increased accordingly.
05 The diesel oil coolers are always installed in the fuel return line (engine connection C78).
The heat transfer load into the diesel oil system is approx. 1.2 kW/cyl.
06 LT-water is normally used as cooling medium.
07 A
D
08 B
N1
09
N2
10
11
C
N4 N3
12
13 Fig. 5-19 Fuel oil cooler for MDO operation DH3
14
15
A B C D N1 + N2 N3 + N4 [kg]
16 6/8/9 M 25 E 710 106 153 550 1 ¼“ SAE 1 ½“ SAE 16
17
18
19
20
21
22
23

FUEL OIL SYSTEM
01
5.2.3 Fuel booster and supply module 02
A complete fuel conditioning module, designed for HFO up to 700 cSt / 50 °C, can be supplied. 03
Caterpillar Motoren standard modules consist of the following components: 04
• Three-way change over valve 05
• Booster pumps
• Automatic llter 06
• Pressure regulating valve
• Fuel mow meter 07
• Mixing tank
• Circulating pumps 08
• Fuel preheater (steam, thermal oil or electric)
• Viscosity control 09
• Diesel oil cooler
• Control cabinet 10
• Alarm panel
11
Built on one frame, they include all piping, wiring and trace heating.
12
Module controlled automatically with alarms and starters
13
• Pressure pump starters with stand-by automatic
• Circulating pump starters with stand-by automatic
14
• PI-controller for viscosity controlling
15
• Starter for the viscosimeter
• Analog output signal 4 - 20 mA for viscosity
16
Alarms 17
• Pressure pump stand-by start 18
• Low level in the mixing tank
• Circulating pump stand-by start 19
• Self-cleaning lne llter clogged
• Viscosity alarm high/low 20
• The alarms with potential free contacts
• Alarm cabinet with alarms to engine control room and connection interface for remote start/stop and 21
• Indicating lamp of fuel pressure and circulating pumps
22
23

FUEL OIL SYSTEM
01
02 Size, weight and dimensions
03 The whole module is tubed and cabled up to the terminal strips in the electric switch boxes which are
installed on the module. All necessary components like valves, pressure switches, thermometers, gauges
04 etc. are included. The fuel oil pipes are equipped with trace heating (steam, thermal oil or electrical) where
necessary.
05
NOTE:
06 The module will be tested hydrostatically and functionally in the workshop without heating and not
connected to the engine.
07
08 Capacity Module size (LxWxH) Module weight
Module size
up to [kW] [mm] [kg]
09 Size 1 1,900 2,800 x 1,200 x 2,100 1,700
Size 2 2,800 2,800 x 1,200 x 2,100 1,800
10
Size 3 4,200 3,000 x 1,200 x 2,100 2,200
11 Size 4 6,000 3,200 x 1,300 x 2,100 2,700
Size 5 8,200 3,200 x 1,300 x 2,100 2,700
12 Size 6 9,300 3,400 x 1,400 x 2,100 3,000
Size 7 11,400 3,600 x 1,400 x 2,100 3,400
13 Size 8 13,100 3,600 x 1,400 x 2,100 3,400
Size 9 15,900 4,200 x 1,600 x 2,100 3,800
14 Size 10 19,800 5,000 x 1,700 x 2,100 4,600
Size 11 26,000 6,000 x 2,000 x 2,100 5,600
15
16
17
18
19
20
21
22
23

FUEL OIL SYSTEM
01
02
u
u 03
LI LI
HH4
HT1 LSL LSL DT1 04
TI
05
06
HR9
07
TI TT
HR6
GS GS
GS GS
DH3 08
HP1 PSL M
HF2 PI PI
N/C
PI
LSL
HT2 VSL VI VSH
09
PDSH KD1
TI HP3 PI TI TT
TI
HP2 PDI FQI TI
TI
HR2
10
TI HH1 HH2
HF4 PI
HP4
11
HR1
PI
PDSL
12
p p 13
Fig. 5-20 Fuel booster and supply module, system diagram
DH3 Fuel oil cooler for MDO operation KD1 Pressure absorber
14
DT1 Diesel oil day tank FQI Flow quantity indicator
15
HF2 Primary llter (duplex llter) GS Limit switch
HF4 HFO automatic llter LI Level indicator
16
HH1 Heavy fuel lnal preheater LSL Level switch low
HH2 Stand-by lnal preheater PDI Diff. pressure indicator 17
HH4 Heating coil PDSH Diff. pressure switch high
HP1 Fuel pressure pump PDSL Diff. pressure switch low 18
HP2 Fuel stand-by pressure pump PI Pressure indicator
HP3 Fuel circulating pump PSL Pressure switch low 19
HP4 Stand-by circulating pump TI Temperature indicator
HR1 Fuel pressure regulating valve TT Temperature transmitter (PT100) 20
HR2 Viscosimeter VI Viscosity indicator
HR6 Change over valve (HFO/diesel oil) VSH Viscosity control switch high 21
3-way-valve VSL Viscosity control switch low
HR9 Fuel change over main valve 22
HT1 Heavy fuel day tank p Free outlet required
HT2 Mixing tank u Fuel separator or from transfer pump 23
All heavy fuel pipes have to be insulated. Heated pipe

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

FUEL OIL SYSTEM
01
5.3 Switching over from HFO to diesel oil 02
Continuous operation with HFO is recommended for engines designed for running mainly on HFO. 03
Starting and stopping the engine on HFO (Pier to Pier) can be provided if a suflcient preheating of the fuel
oil system is ensured. 04
The circulating pumps have to be permanently in service, so that a continuous circulation of warm/hot fuel
oil through the engine is ensured. 05
A frequent change over from HFO to diesel oil is only recommended when necessary for mushing purposes, 06
emergencies, special sea area emission requirements, etc.
07
Changing the fuel oil too quickly and too often may cause high risk of plunger seizure (thermal shock), fuel
injection pump leakages, etc. in the fuel injection pump. Only a slow switch over will attenuate that effect. 08
09
Typical switch over characteristics (HFO to diesel)
10
11
12
Rate diesel oil
13
14
Temperature
Fuel rate 15
Fuel oil temperature

Diesel oil cooler switching
point
16
17
18
Rate heavy fuel oil
19
Time
Fig 5-22 Switch over characteristics 20
21
22
23

LUBE OIL SYSTEM
01
02 General
03 The lube oil performs several basic functions:

• It cleans the engine by carrying dirt and wear particles until the llters can extract and store them.
04 • It cools the engine by carrying heat away from the piston, cylinder walls, valves and cylinder heads
to be dissipated in the engine oil cooler.
05 • It cushions the engines bearings from the shocks of cylinder lring.
• It lubricates the wear surfaces, reducing friction.
06 • It neutralizes the corrosive combustion products.
• It seals the engines metal surfaces from rust.
07 • It lubricates the turbocharger bearings.
• It cools the injection nozzles.
08
09 6.1 Lube oil requirements
10 NOTE:
The viscosity class SAE 40 is required.
11
Wear and tear and thus the service life of the engine depend on the lube oil quality. Therefore high
12 requirements are made for lubricants:
13 • Constant uniform distribution of the additives at all operating conditions.

• Perfect cleaning (detergent effect) and dispersing power, prevention of deposits from the combustion
14 process in the engine.
• Suflcient alkalinity in order to neutralize acid combustion residues.
15
• The TBN (total base number) must be between 30 and 40 KOH/g at HFO operation.
The TBN is 12 - 20 KOH/g for MDO operation depending on Sulfur content
16
17
18
19
20
21
22
23

LUBE OIL SYSTEM
01
02
Diesel oil / 03
Manufacturer I II HFO operation I II
MDO operation
AGIP DIESEL SIGMA S X CLADIUM 300 S X 04
CLADIUM 120 X CLADIUM 400 S X
BP ENERGOL HPDX 40 X ENERGOL IC-HFX 304 X 05
ENERGOL DS 3-154 X ENERGOL IC-HFX 404 X
ENERGOL IC-HFX 204 X 06
VANELLUS C3 X
CAT DEO X
07
CHEVRON, DELO 1000 MARINE X TARO 30 DP X
CALTEX, TARO 12 XD X TARO 40 XL X
08
TEXACO TARO 16 XD X TARO 40 XLX X
TARO 20 DP X
09
TARO 20 DPX X
CASTROL MARINE MLC X TLX PLUS 304 X
10
MHP 154 X TLX PLUS 404 X
TLX PLUS 204 X
11
CEPSA KORAL 1540 X
12
ESSO EXXMAR 12 TP X EXXMAR 30 TP X
EXXMAR CM+ X EXXMAR 30 TP PLUS X
13
ESSOLUBE X 301 X EXXMAR 40 TP X
EXXMAR 40 TP PLUS X
14
MOBIL MOBILGARD 412 X MOBILGARD M430 X
MOBILGARD ADL X MOBILGARD M440 X
15
MOBILGARD M430 X MOBILGARD M50 X
MOBILGARD 1-SHC 1) X
DELVAC 1640 X
16
SHELL GADINIA X ARGINA T X
17
GADINIA AL X ARGINA X X
ARGINA S X
ARGINA T X
18
TOTAL RUBIA FP X AURELIA TI 4030 X
LUBMARINE DISOLA M 4015 X AURELIA TI 4040 X
19
AURELIA TI 4030 X
CAPRANO M40 X
20
LUKOIL NAVIGO 12/40 X NAVIGO TPEO 40/40 X
NAVIGO 15/40 X NAVIGO TPEO 30/40 X
21
GULF SEA POWER 4030 X
22
SEA POWER 4040 X
I Approved in operation / II Permitted for controlled use. When these lube oils are used, Caterpillar Motoren GmbH & Co. KG must be informed 23
because at the moment there is insuflcient experience available for engines. Otherwise the warranty is invalid. / 1) Synthetic oil with a high
viscosity index (SAE 40 W/40). Only permitted if the oil inlet temperatures can be decreased by 5 - 10 °C.

LUBE OIL SYSTEM
01
02 6.2 Internal lube oil system
03 Lube oil force pump LP1 (ltted)
04 The lube oil force pump is a gear pump, ltted on the engine and mechanically driven by the crankshaft.
The lube oil force pump provides the lube oil from the circulating tank LT1 to the engine.
05 It is designed to provide a suflcient amount of lube oil at the required pressure to the engine even when
running at the designed minimum engine speed. Capacity, see technical data.
06
07
Self-cleaning lube oil llter LF2 (ltted)
08
The back mushing llter protects the engine from dirt particles which may accumulate in the circulating tank
09 LT1.
Mesh size 30 ¦m (absolute). The llter is continuously mushing into the oil pan without mushing oil
10 treatment, without bypass llter. For single-engine plants a llter insert will be delivered as spare part.
11
12
13
14
15
16
17
18
19 Fig. 6-1 Self-cleaning lube oil llter LF2
20
21
22
23

LUBE OIL SYSTEM
01
Back mushing llter LF2 (separate), option 02
03
1 1a
04
P1 P2
05
S
2 3a 3
06
07
08
F
C
09
10
11
12
E
13
14
B
X 15
16
17
Y
ø 14
18
19
A
20
Fig. 6-2 Back mushing llter LF2
21
A B C E F S X Y [kg] 22
6 M 25 E 435 170 735 205 225 400 160 160 80
23
8/9 M 25 E 485 200 775 245 295 400 180 180 112
If the back mushing llter is separate, there will be a duplex llter on the engine.

LUBE OIL SYSTEM
01
02 6.3 External lube oil system
03 General
04
DN80
C91
05
06
h 1202 1112
1142 1203 1106 1105
PDSH PDI LH1
07 LP5 PSL PS TSHH TI TT PI PSLL PT TI TI
LP1
LR2 LR1
M LF2
A B
08
C
LS2 ENGINE
LF4
09
10 C65 LT1
LSH 1312
C60
11 C61
LI
LSL 1311
12
DN50
TI
13 LS1
14
LH2
15 TI PI
LF4
DN50
16 LP9
Fig. 6-3 External lube oil system diagram
17
LF2 Self-cleaning lube oil llter LI Level indicator
18 LF4 Suction strainer LSL Level switch low
LH1 Lube oil cooler LSH Level switch high
19 LH2 Lube oil preheater PDI Diff. pressure indicator
LP1 Lube oil force pump PDSH Diff. pressure switch high
20 LP5 Prelubrication pump PI Pressure indicator
LP9 Transfer pump (separator) PSL Pressure switch low
21 LR1 Lube oil temperature control valve PSLL Pressure switch low
LR2 Oil pressure regulating valve PT Pressure transmitter
22 LS1 Lube oil separator TI Temperature indicator
LT1 Sump tank TSHH Temperature switch high high
23 TT Temperature transmitter (PT100)

LUBE OIL SYSTEM
01
C60 Separator connection, suction side or drain h Please refer to the measuring point list 02
llling pipe regarding design of the monitoring devices.
C61 Separator connection, delivery side or o See “crankcase ventilation“ installation 03
from bypass llter instructions 4-A-9570
C65 Lube oil llling 04
C91 Crankcase ventilation to stack
05
Lube oil cooler LH1 06
A plate cooler with plates of stainless steel will be used to dissipate the heat to the LT fresh water system. 07
It is mounted at the baseframe
Option: separate 08
540 L
09
262
10
11
12
13
14
1,110
707
15
16
17
18
240
19
Fig. 6-4 Lube oil cooler LH1
20
L Weight
[mm] [kg] 21
6 M 25 E 545 449
8 M 25 E 845 490 22
9 M 25 E 845 506
23

LUBE OIL SYSTEM
01
02 Lube oil temperature control valve LR1 (ltted)
03 A wax operated control valve will be used to control the oil inlet temperature into the engine. It has an
emergency manual adjustment.
04 Option: separate
Control valve, option If the cooler is not mounted at
05 the baseframe, the control valve
is also separated.
06
H 30
07
08
09
F
A
10
11 C B
øD
12
13 G
14 Fig. 6-5 Lube oil temperature control valve LR1
15
16 DN D F G H [kg]
6 M 25 E 80 200 171 267 151 27
17 8/9 M 25 E 100 220 217 403 167 47
18 Centrifugal llter LS2 (separate)
19 A centrifugal llter can be used for cleaning of lube oil. This may extend the lube oil change intervals.
20 Prelubricating pump LP5
21 This pump is mounted at the baseframe.

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

LUBE OIL SYSTEM
01
Lube oil temperature control valve LR1 (electric driven valve), option 02
D 03
04
05
06
B
07
08
2 1
09
C
3 10
Fig. 6-6 Lube oil temperature A
control valve LR1 (electric driven valve)
11
12
13
DN A B C D [kg]
6 M 25 E 80 310 624 155 170 58 14
8/9 M 25 E 100 350 646 175 170 70
15
Lube oil separator LS1 (separate)
16
The most effective cleaning of lube oil is carried out by means of separation.
Separation is mandatory for HFO driven plants and highly recommended for MGO/MDO operation. 17
Layout for MGO/MDO operation 18
Automatic self-cleaning separator; Operating temperature 85 - 95 °C 19
V [l/h] = 0.18 · Peng [kW] Peng= Power engine [kW] 20
Layout for HFO operation 21
Automatic self-cleaning separator; Operating temperature 95 °C 22
V [l/h] = 0.29 · Peng [kW] Peng= Power engine [kW] 23
For the layout of separators, please follow the separator manufacturer‘s guidelines.

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

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

• Free ventilation under all trim conditions is required.
11 • To avoid backmow of condensate, a permanent drain of the ventilation pipe is required.
12
13 DN 100
DN 80
14
Compensator for resilient mounted engine
15
16
C91
17
Crankcase pressure max. 150 Pa (15 mm WC)
18
Fig. 6-7 Crankcase ventilation
19
C91 Crankcase ventilation to stack
20
21
22
23

COOLING WATER SYSTEM
01
7.1 General 02
MaK engines are cooled by two cooling circuits: 03
• A high temperature (HT) and
• A low temperature (LT) cooling circuit 04
The cooling water needs to be treated according to Caterpillar Motoren requirements for MaK engines.
05
7.1.1 Two circuit cooling system 06
In this system arrangement, the two cooling systems are designed as two separate water circuits. 07
Each circuit needs to be ltted with a header tank and a fresh water cooler.
08
7.1.2 Secondary circuit cooling system 09
In the "secondary circuit cooling system", HT and LT cooling circuits are combined in sequence to one 10
water circuit.
In order to use the different temperature levels, the HT suction side is connected to the LT delivery side. 11
The HT circuit uses an amount of warm LT water and further heats it up by cooling the engine. The amount
of LT water, that is used by the HT system, depends on the current temperature and engine power. The 12
overrun of the lxed mow of the fresh water pump (ltted on engine) HT (FP1) circulates via bypass line from
the temperature control valve HT (FR1) to the suction side as usual.
13
The advantage of the secondary circuit system is its simplicity. It uses just one water circuit and there is
only one header tank and one fresh water cooler instead of two.
14
In addition the amount of piping is reduced.
15
16
7.2 Water quality requirements
17
7.2.1 General 18
The engine cooling water must be carefully selected, treated and controlled. 19
The use of untreated cooling water will cause corrosion, erosion and cavitation on the surfaces of the
cooling system. Deposits can impair the heat transfer and may result in thermal overload on components 20
to be cooled.
Therefore the treatment with an anti-corrosion agent has to be effected before the very lrst 21
commissioning of the plant.
22
23

01
02 7.2.2 Requirements
03 The characteristic of the untreated cooling water must be within the following limits:
• Distillate or freshwater free from foreign matter (no seawater or waste water)
04 • A total hardness of max. 10° dH
• pH-value 6.5 – 8
05 • Chloride ion content of max. 50 m/l
06
7.2.3 Supplementary information
07
Distillate:
08 If a distillate or fully desalinated water is available, this should preferably be used as engine cooling
water.
09 Hardness:
Water with more than 10° dGH (German total hardness) must be mixed with distillate or softened.
10
11 7.2.4 Treatment before operating the engine for the lrst time
12 Treatment with an anti-corrosion agent must be done before the engine is operated for the lrst time to
prevent irreparable initial damage.
13
14 7.3 Recommendation for cooling water system
15
7.3.1 Pipes and tanks
16
17 Galvanized material should not be used in tanks and pipes, it can cause zinc attack in the engine.
18
7.3.2 Drain tank with llling pump
19
It is recommended to collect the treated water in a separate drain tank when carrying out maintenance
20 work (to be installed by the yard).
21
22
23

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

14
15
General note: The following system siagrams should be regarded as typical examples. Their purpose is
to explain the general function of the engine‘s systems. Numerous other variants and arrangements are
16
possible and can be discussed and developed with the mechanical MaK A&I department.
17
7.4.1 General
18
The high temperature (HT) system provides the HT side of the charge air cooler and the engine‘s cylinder
heads and cylinder liner water rings with cooling water. In order to reduce the thermal tension in 19
water-cooled engine parts, it is important to keep the drop in temperature low and therefore the mow high.
Therefore the fresh water pump (ltted on engine) HT (FP1) delivers its full mow over the engine. The HT 20
outlet temperature of 90 °C is controlled by the temperature control valve HT (FR1). In case the
temperature decreases, the valve delivers more water to the bypass (connection B for mechanical, 21
connection 3 for electrical driven valves) back to the HT pump‘s suction side.
In order to use the thermal energy of the HT circuit, a heat recovery can be installed as shown in the 22
cooling water diagrams (FH3). For heat recoveries, especially for fresh water generators a high mow over
the heat consumer (FH3) is recommended. This can be achieved by using a mow temperature control valve 23
HT (FR3). This valve raises the HT mow temperature and therefore reduces the amount of water that is
circulated over the bypass of FR1 and increases the mow through the heat recovery heat consumer (FH3)
and the fresh water cooler HT (FH1).

01
02 The low temperature (LT) cooling circuit provides cooling for the LT stage of the charge air cooler, the lube
oil and the diesel oil coolers and possible other consumers like e.g. gear box and generator coolers.
03 The LT mow temperature is controlled by FR2. The cooling system is laid out for 38 °C under tropical
conditions and full engine load. For better performance, the LT temperature is to be controlled to 32 °C.
04 Caterpillar Motoren can deliver mechanic P-controllers with a set point range of 20 to 30 °C or electric
driven valves with electronic controllers, which must be set to 32 °C.
05 Depending on the plant design the fresh cooling water pumps can be ltted on the engine. All cooling
water pumps also may be designed as separate with electrical drive
06
Cooling water system diagram
07
FT1 Anti corrosion treatment
08
FT2
09 LI
LSL
10 TI FH3 TI
CR1 3
1
M
11 C37 C15
2
C18 C32a C32b
12 B C
FR1 A C19
TI LH1
13
TI
2211 2212
TT TI TSHH
h
14 TI
TI
PI CH1 CH2 XH1
15 ENGINE B C
FH2
2103 21012102 2201 FR2 A TI
PSLL PSL PT TT TI
2111 2112
16 PI PSL PT
C28
17
FH5
18
TI PI PI
FP1 FP7 FP2 DH3 SP1 SP2
TI PI PI
19
SF1
20 C22
ST1
21
Fig. 7-1 Cooling water system diagram
22
In plants with skin or box coolers not required: seawater system (SP1, SP2, SF1, ST1).
23

01
CH1 Charge air cooler HT LI Level indicator 02
CH2 Charge air cooler LT LSL Level switch low
CR1 Charge air temperature control valve PI Pressure indicator 03
DH3 Fuel oil cooler for MDO operation PSL Pressure switch low
FH2 Fresh water cooler LT PSLL Pressure switch low 04
FH3 Heat consumer PT Pressure transmitter
FH5 Fresh water preheater TI Temperature indicator 05
FP1 Fresh water pump (ltted on engine) HT TSHH Temperature switch high
FP2 Fresh water pump (ltted on engine) LT TT Temperature transmitter 06
FP7 Preheating pump
FR1 Temperature control valve HT C15 Charge air cooler LT, outlet 07
FR2 Temperature control valve LT C18 Oil cooler, inlet
FT2 Compensation tank LT C19 Oil cooler outlet 08
LH1 Lube oil cooler C22 Freshwater pump LT, inlet
SF1 Seawater llter C28 Fresh water pump LT, outlet 09
SP1 Seawater pump C32a Heat recovery, outlet (optional)
SP2 Seawater stand-by pump C32b Heat recovery, inlet (optional) 10
ST1 Sea chest C37 Vent
XH1 Generator cooler 11
h Please refer to the measuring point list
regarding design of the monitoring de- 12
vices.
13
7.4.2 Components
14
15
Freshwater cooler LT FH2 (separate)
16
Plate type, size depending on the total heat to be dissipated.
Most ship cooling systems dump the engines‘ waste heat in seawater cooled fresh water coolers. 17
Caterpillar Motoren offers standardized titanium plate heat exchangers for this purpose. The size of
these coolers will always be individually calculated for the heat dissipation demand of the respective 18
systems.
Alternatively box coolers, radiators and other heat exchanger arrangements and any kind of combined 19
cooling systems can be laid out and delivered.
20
21
22
23

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

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

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

DN A B C D [kg]
17 6/8 M 25 E 80 310 624 155 170 58
9 M 25 E 100 350 646 175 170 70
18 – 125 400 717 200 170 110
B
19
20
2 1
21
C
22
23 3
A
Fig. 7-2 Charge air temperature control valve CR1

01
Fresh water pump (separate) HT FP3/FP5 and LT FP4/FP6 02
Capacity: acc. to heat balance. 03
F
04
E
05
06
07
08
D
09
10
DN
11
C
A 12
B B
Fig. 7-3 Fresh water pump
13
Flow Pressure Dimensions [mm] Weight
14
[m³/h] [bar] DN A B C D E F [kg]
50 3.0 80 400 200 140 1,020 150 188 125 15
70 3.0 80 400 200 140 1,132 180 250 189
100 3.2 125 520 315 200 1,255 110 250 327 16
17
18
19
20
21
22
23

01
02 For M 25 E engines there is an option for an engine driven seawater pump.
See exemplary system diagram Fig. 7-1.
03
3,00
04
05
2,50
06 750rpm
720rpm
07
Total head [bar]
08
2,00
09
10 1,50
11
12 1,00
0 20 40 60 80 100 120
13 Fig. 7-4
Flow [m³/h]
Pump curve with engine driven seawater pumps M 25 E
14
15
16
17
18
19
20
21
22
23

01
Temperature control valve HT FR1 (ltted) / LT FR2 / HT mow FR3 02
P-controller with manual emergency adjustment (basis). 03
Option: PI-controller with electric drive. See charge air temperature control valve (CR1).
04
G H 30
05
A
06
07
F 08
C B
øD
09
10
Fig. 7-5 Temperature control valve HT FR1

11
12
13
DN D F G H [kg]
6/8 M 25 E HT 80 200 171 267 151 27 14
9 M 25 E HT 100 220 217 403 167 47
6/8 M 25 E LT 100*) 220 217 403 167 47 15
9 M 25 E LT 125*) 250 241 489 200 67
16
* Minimum depending on total cooling water mow
17
18
19
20
21
22
23

01
02 7.5 System diagrams heat balance
03 46.2 °C
04 90 °C
FW Cooler HT
v = 40 m³/h
Q = 891 kW
05 90 °C
v = 55 m³/h
48.7 °C 43.6 °C 42.3 °C
06
Generator cooler
Lube oil cooler
ENGINE 70.8 °C 37.6 °C
MDO cooler
Q = 272 kW
v = 40 m³/h
v = 13 m³/h
Q = 84 kW
Q = 10 kW
v = 2 m³/h
6 M 25 E IMO II
P = 2,100 kW
07
FW Cooler LT
Q = 590 kW
n = 720/750 1/min
Q = 292 kW
42.8 °C
08 83.7 °C
Charge air cooler 2
Charge air cooler 1 Q = 224 kW
v = 40 m³/h
09 Q = 559 kW
v = 40 m³/h
FW Pump LT
70.8 °C v = 55 m³/h
10 FW Pump HT
p = 3.2/3.5 bar 38 °C
SW Pump
v = 90 m³/h
v = 40 m³/h
p = 3.3/3.6 bar p = 2.5 bar
11 v = 55 m³/h
38 °C 32 °C
Sea
chest
12 Fig. 7-6 Heat balance, system diagram 6 M 25 E
13 47.2 °C
14 90 °C
FW Cooler HT
v = 40 m³/h
Q = 1,150 kW
15 90 °C
v = 75 m³/h
48.4 °C 42.3 °C 42.3 °C
16
Lube oil cooler
Generator cooler
ENGINE 65.2 °C 38.2 °C

MDO cooler
Q = 381 kW
v = 55 m³/h
Q = 112 kW
v = 18 m³/h
Q = 10 kW
v = 2 m³/h
8 M 25 E IMO II
P = 2,800 kW
17
FW Cooler LT
Q = 788 kW
n = 720/750 1/min
Q = 389 kW
42.5 °C
18 81.6 °C
Charge air cooler 2
Q = 285 kW
Charge air cooler 1
v = 55 m³/h
19
Q = 761 kW
v = 40 m³/h
FW Pump LT
65.2 °C v = 75 m³/h
20 FW Pump HT
v = 40 m³/h
p = 3.0/3.3 bar 38 °C
SW Pump
v = 110 m³/h
p = 3.3/3.6 bar p = 2.5 bar
21 v = 75 m³/h
38 °C
Sea
32 °C
chest
22
Fig. 7-7 Heat balance, system diagram 8 M 25 E
23

01
02
03
46.8 °C
90 °C
04
FW Cooler HT
v = 50 m³/h
Q = 1,334 kW
90 °C
05
v = 80 m³/h
49.0 °C 44.0 °C 42.3 °C
06
Generator cooler
Lube oil cooler
ENGINE 67.0 °C 38.2 °C
MDO cooler
Q = 429 kW
Q = 126 kW
v = 60 m³/h
v = 18 m³/h
Q = 10 kW
v = 2 m³/h
9 M 25 E IMO II
P = 3,150 kW 07
FW Cooler LT
Q = 900 kW
n = 720/750 1/min
Q = 437 kW
82.5 °C
42.8 °C 08
Charge air cooler 2
Q = 335 kW
09
Charge air cooler 1
Q = 897 kW v = 60 m³/h
v = 50 m³/h
FW Pump LT
67.0 °C
FW Pump HT
v = 80 m³/h
p = 2.9/3.2 bar 38 °C
SW Pump
10
v = 50 m³/h v = 130 m³/h
p = 3.3/3.6 bar
38 °C
p = 2.5 bar
32 °C 11
v = 80 m³/h Sea
chest
12
Fig. 7-8 Heat balance, system diagram 9 M 25 E
13
14
15
16
17
18
19
20
21
22
23

01
02 7.6 Preheating (separate module)
03
7.6.1 Electrically heated
04
• The standard preheating system in plants delivered by Caterpillar Motoren is electrically heated.
05 • Consisting of baseframe mounted preheating pump FP7 (12 m³/h), electric heater FH5 (18 kW) and
separate switch cabinet.
06 Voltage 400 - 690, frequency 50/60 Hz.
07 ø 10.2
25
08
15
09
S10
H7
H1
Q0
10
400
11
12
13 500
14
15
16
17
18
19
20
21
22
23
Fig. 7-9 Freshwater preheater FH5, preheating pump FP7

01
7.6.2 Other preheating systems 02
On request preheating systems heated by thermal oil or steam can be laid out and delivered by Caterpillar 03
Motoren.
04
7.7 Box coolers system 05
On request box coolers can be laid out and delivered by Caterpillar Motoren. 06
07
7.8 Cooling circuit layout
08
The engine driven cooling water pumps are designed to provide the engine and its systems with cooling
water. 09
For a rough layout of these circuits, a pressure drop of 0.5 bar per component can be calculated:
Taking the total estimated pressure loss of the whole circuit in account, the mow delivered by the pump 10
can be read out from the pump performance curve.
11
Engine driven cooling water pumps (HT and LT) 12

Performance curve
13
4,00
14
15
3,50
16
Total head [bar]
750 rpm
720 rpm
3,00 17
18
2,50
19
2,00 20
21
1,50
0 20 40 60 80 100 120 140 160
Flow [m³/h] 22
Fig. 7-10 Pump curve
23

COMPRESSED AIR SYSTEM
01
02 8.1 General
03 Compressed air is used

• to start the engines
04 • to provide actuating energy for safety devices.
05 The compressed air supply to the engine plant requires air receivers and air compressors of a capacity and
air delivery rating which will meet the requirements of the respective classilcation society.
06 To ensure the functionality of the components in the compressed air system, the compressed air has to be
free of solid particles and oil.
07
08 8.2 Internal compressed air system
09 The engine is started by means of compressed air with a nominal pressure of 30 bar.
The start is performed by direct injection of starting air into the cylinder through the starting air valves in
10 the cylinder heads.
11
01
12
6101
C86 PT
02
From starting air system
13 04
14 03
15
Stop cylinder injection pumps
PI
07
16
05
06
17 Additional air consumers
30 to 7.5 bar 6105
PSL
18 Test connection for 7.5 bar
19 Fig. 8-1 Internal compressed air system, system diagram
20 01 3/2 way valve 05 Air llter

02 Flame arrester 06 Pressure reducer
21 03 Air distributer 07 Stop cylinder
04 Starting air values
22
23

01
8.3 External compressed air system 02
The design of the compressed air system is partly determined by classilcation regulations. 03
Most classilcation societies require that the total capacity is divided into two equally sized starting air
receivers and starting air compressors. 04
The starting air pipes should always be slightly inclined and equipped with manual or automatic draining
at the lowest points. 05
Caterpillar Motoren requires automatic draining condensate traps at the compressor and air receivers.
06
Slow turn
device
07
Control air
To typhon (optional) 6 bar
Slow turn
solenoid
PI 6101
08
AT1 AR1
C86 PT
AC1 AR5
Slow turn
valve PI
AC2 d
AR5
d
6105
09
To typhon PSL
AR4
10
a
d PI
AT2 j e ENGINE
11
j
12
Fig. 8-2 External compressed air system, system diagram

13
AC1 Compressor PI Pressure indicator

14
AC2 Stand-by compressor PSL Pressure switch low, only for main engine
15
AR1 Starting valve PT Pressure transmitter
AR4 Pressure reducing valve C86 Connection / starting air
16
AR5 Oil and water separator
AT1 Starting air receiver (air bottle) a Control air 17
AT2 Starting air receiver (air bottle) d Water drain (to be mounted at the lowest
point) 18
e To engine no. 2
j Automatic drain required 19
20
21
22
23

01
02 8.3.1 Compressor AC1, stand-by compressor AC2
03 According to the requirements of the Marine Classilcation Society there should be minimum 2 starting air
compressors with 50% total performance each.
04 The total performance has to be suflcient for rellling the starting air receivers to their normal pressure of
30 bar within one hour.
05
Rough calculation of compressor capacity:
06 ‫ گ‬V [m³] PE - PA
VC [m³/h]= ·
07 [h] PB
08 VC= Compressor capacity [m³/h]

‫ گ‬V= Sum of all consumers
09 PE= Final bottle pressure (abs. 31 bar)
PA= Initial bottle pressure (abs. 1 bar)
10 PB= Barometric pressure (approx. 1 bar)
11
12
13
14
15
16
17
18
19
20
21
22
23

01
8.3.2 Air receiver AT1, AT2 02
The starting air receiver should be dimensioned for a nominal pressure of 30 bar. 03
The number and the capacity of the air receivers depend on the requirements of the Marine Classilcation
Society and the type of installation. 04
It is recommended to use a minimum air pressure of 15 bar, when calculating the required volume of the
receiver. 05
The starting air receiver must be equipped with automatic condensate traps, the receiver should be
installed in a slightly inclined position to ensure eflcient draining. 06
07
L
08
3 8 2
1 09
5 10
øD
11
4 6
12
Fig. 8-3 Air receiver AT1, AT2
13
1 Filling valve 6 Connection G 1/2 with plug
2 Pressure gauge G 1/4 7 Outlet of starting valve at engine
14
3* Relief valve DN 7 8 Typhon valve DN 16
15
4 Drain valve DN 8 Option: * with pipe connection G 1/2
5 Drain position vertical
16
17
18
19
20
21
22
23

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

V2 = Air consumption per start [Nm³]
08 n= Required number of starting procedures in sequence
Patm = Ambient pressure [bar]
09 Pmax = Maximum receiver pressure (30 bar)
Pmin = Minimum receiver pressure (15 bar)
10
11 Standard receiver capacities
12 Receiver capacity L øD
Valve head
Weight
[l] [mm] [mm] approx. [kg]
13 250 2,037 480 DN 38 280
500 3,501 480 DN 50 460
14 750 3,033 650 DN 50 625
1,000 3,853 650 DN 50 810
15
When CO2 lre extinguishing plants are arranged in the engine room, the blow-off connection of the safety
valve is to be piped to the outside.
16
Other receiver capacities and sizes on request.
17
18
19
20
21
22
23

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

(Specilcation of size and concentration of particles which still may be contained in the compressed air.)
12
• Pressure dew point
(Specilcation of the temperature on which the compressed air can cool down without the steam
13
contained in it condensing. The pressure dew point changes with the air pressure.)
14
15
16
17
18
19
20
21
22
23

01
02 8.5 Optional equipment
03 Compressor module
04 Caterpillar Motoren can design, offer and deliver integrated compressor modules.
Starting air receivers and compressors can be combined individually.
05
06
07
08
09
10
11
12
13
14
15
16
17
18 Fig. 8-4 Compressor module
19
20
21
22
23

COMBUSTION AIR SYSTEM
01
9.1 Engine room ventilation 02
To obtain good working conditions in the engine room and to ensure a trouble free operation of all 03
equipment a properly designed engine room ventilation system with cooling air and combustion air is
required. 04
05
9.2 Combustion air system design
06
Combustion air describes the air the engine requires to burn fuel.
Combustion air demand see chapter 4, technical data. 07
08
9.2.1 Air intake from engine room (standard)
09
• Fans are to be designed for a slight overpressure in the engine room.
• On system side the penetration of water, sand, dust, and exhaust gas must be avoided. 10
• When operating under tropical conditions, the air mow must be conveyed directly to the turbocharger.
• The temperature at turbocharger llter should not fall below + 10 °C. 11
• In cold areas warming up of the air in the engine room must be ensured.
12
9.2.2 Air intake from outside

13
• The intake air duct is to be provided with a llter. Penetration of water, sand, dust and exhaust gas must
14
be avoided.
15
• Connection to the turbocharger is to be established via an expansion joint.
For this purpose the turbocharger will be equipped with a connection socket.
16
• At temperatures below + 10 °C Caterpillar Motoren / application engineering must be consulted.
17
9.3 Cooling air 18
Cooling air refers to the mow of air that removes radiant heat from the engine, generator, other driven 19
equipment and other engine room components.
To dissipate the radiated heat a slight and evenly distributed air mow is to be led along the engine exhaust 20
gas manifold starting from the turbocharger.
21
NOTE:
Radiated heat see technical data. 22
23

EXHAUST GAS SYSTEM
01
02 The exhaust gas system discharges the exhaust gases, emitted from the engine, through a piping system
to the atmosphere. To provide maximum eflciency of the engine, the resistance to the gas mow should be
03 minimized. The back pressure directly after the turbocharger, inmuenced by the design of the exhaust gas
piping and all installed components like exhaust gas boilers, catalysts and scrubbers is limited to 30 mbar.
04 Higher values will increase the thermal load of the engine and may lead to higher fuel consumption.
05
10.1 Components
06
07 10.1.1 Exhaust gas nozzle
08 For an optimal integration of the engine in the engine room regarding the discharge of the emitted exhaust
gases different orientations of the exhaust gas nozzle are possible.
09 The basic orientation of the exhaust gas nozzle for all M 25 E engines is either 0° or 90° from the vertical
line.
10
11
12
90°
13
14
15
16
17
18
19
20
21
22
23
Fig. 10-1 M 25 E nozzle orientation

EXHAUST GAS SYSTEM
01
10.1.2 Exhaust gas compensator 02
The connection of the engine to the piping system of the ship has to be mexible to compensate possible 03
engine vibrations, movements of resilient mounted engines and to reduce the forces generated by the
thermal expansion of the exhaust gas piping acting to the turbocharger. For this connection, a special type 04
of approved exhaust gas compensator, which is mexible in all directions, is available. It is highly
recommended to install this exhaust gas compensator directly after the above mentioned exhaust gas 05
nozzle. If it is necessary to isolate the compensator area it must be possible that the compensator is able
to expand and contract freely. 06
Basic design values of the standard exhaust gas compensators: 07
Diameter Length Weight
08
[mm] [mm] [kg]
6 M 25 E 500 360 64 09
8/9 M 25 E 600 450 113
10
10.1.3 Exhaust gas piping system 11
To minimize the forces acting through the compensator to the turbocharger and to guarantee a long 12
lifetime of the compensator it is highly recommended to position a lxed point piping support directly after
the compensator.
13
Each engine requires a separate exhaust gas pipe. The exhaust gas piping system from two or more
14
engines is not allowed to be joined in one, otherwise exhaust gases from engines under operation can be
15
forced into cold engines not operating and causes engine damages as a result of condensed water from
the exhaust gas.
16
Also the exhaust gas pipes and/or silencers should be equipped with water separating pockets and a 17
drainage.
18
In order to minimize the pressure loss of the complete exhaust gas system it is recommended to use a
suitable pipe diameter for the entire exhaust gas line. 19
According to the dimensions of the compensators (see table chapter 10.1.2) there are standard diameters 20
proposed for the respective engine type in relation to the exhaust gas mass mow. In case multiple of bends
and other components integrated in the exhaust gas system it might be necessary to increase the pipe 21
diameter.
22
For guidance the exhaust gas mow velocity should be less than 40 m/s.
23

EXHAUST GAS SYSTEM
01
02 Resistance in exhaust gas piping
03
ød
04
d (mm) R
0
100
0
40
50
05
0
60
06
50
R/d = 1
0
70
0
80
00
90
R/d = 1.5
00
1,0
07
00
1,1
1,2
20 R/d = 2.5
30
m
15
E
08 20
m
ipe
10 15
m
tp
en
09
10
m
°b
Δp (mmWS/m pipe)
f 90
5
)o
D
10
(m
th
ng
3.0
e le
m
2
11
pip
2.0
1.5 m
50 m
re
/s 1.5
pa
m
L‘s
1
12 C 1.0
m
40 m
/s
13
0.5
w (m/sec.)
B F 30 m
/s
14 0.2
25 m
/s
0.15
15 0.1
250
16
t (°C)
300
A
17 350
00
110,0 0
120,0 0
0
100,0 0
7,000
9,000
0
0
0
00
8,000
0
6,000
0
5,000
0
0
10,00
15,00
20,00
25,00
0
60,00
70,00
80,00
30,00
90,00
40,00
50,00
140,0
1 3 0 ,0
G (kg/h)
18 Fig. 10-2 Resistance in exhaust gas piping
19 Example (based on diagram data A to E):

T = 335 °C, G = 25,000 kg/h t = Exhaust gas temperature [°C]
20 L = 15 m straight pipe length, d = 700 mm G = Exhaust gas massmow [kg/h]
3 off 90 ° bend R/d = 1.5 Δp = Resistance/m pipe length [mm WC/m]
21 1 off 45 ° bend R/d = 1.5 d = Inner pipe diameter [mm]
ΔPg = ? w = Gas velocity [m/s]
22 I = Straight pipe length [m]
Δp = 0.83 mm WC/m L‘ = Spare pipe length of 90 ° bent pipe [m]
23 L‘ = 3 · 11 m + 5.5 m L = Effective substitute pipe length [m]
L = I + L‘ = 15 m + 38.5 m = 53.5 m ΔPg = Total resistance [mmWC]
ΔPg = Δp · L = 0.83 mm WC/m - 53.5 m = 44.4 mm WC

EXHAUST GAS SYSTEM
01
10.1.4 Silencer 02
The exhaust noise emission of the engine has to be reduced by an integration of at least one suitable 03
silencer in the exhaust gas system to fulll either the specilcations of the relating classilcation company
or legal regulations according noise emissions or just to meet the clients comfort demand at open deck. 04
Standard silencers which are especially designed for each engine type are available.
As the silencers are of the absorptive type the mow resistance is low so just a back pressure of 05
approx. 100 mm WC will arise. Long lbre absorbing heat resistant material is used for the noise
absorption. The noise attenuation of the standard silencers reaches at least 35 dB(A) and covers a wide 06
frequency range. If necessary also silencers with a higher attenuation can be offered.
As standard the silencer can be provided either with or without a spark arrestor which will be provided 07
with a soot collecting chamber. Each silencer is equipped with a water drain to draw out the condense
water. The silencer will be delivered with counter manges, screws and gaskets. The mounting brackets for 08
either horizontal or vertical installation as the insulation are not included. Optional the silencers can be
delivered with loose or welded on mounting brackets according clients requirements. 09
Special attention has to be paid in the positioning of the silencer in the exhaust gas system to avoid
resonance effects in the piping system. A wrong positioning of the silencer in the system can cause high 10
noise levels before or after the silencer and can lead to extreme noise at the funnel end.
11
View Z L
12
13
DN
DN
øD
14
Drain Drain Control socket

15
Fig. 10-3 Standard silencer without spark arrestor
16
View Z L
17
18
DN
øD
DN
19
A
DN 200
20
Drain Drain Control socket
Cleaning hand hole to 21
Fig. 10-4 Spark arrestor and silencer arrange easy access
22
Weight with
Dimensions [mm] Weight 23
spark arrestor
DN A D L [kg] [kg]
6 M 25 E 500 600 950 4,170 730 780
8/9 M 25 E 600 675 1,100 4,800 1,250 1,350

EXHAUST GAS SYSTEM
01
02 10.1.5 Exhaust gas boiler
03 ATTENTION:
If exhaust gas boilers are used in the exhaust gas line each engine should have a separate exhaust gas
04 boiler. Alternatively, if a common boiler is used for two or more engines the gas sections have to be
separate.
05
Especially when exhaust gas boilers are installed attention must be paid not to exceed the maximum
06 recommended back pressure.
07 NOTE:
Exhaust gas boilers are available through Caterpillar Marine.
08
09
10
11
12
13
14
15
16
17
18
19
20
21
22
23

EXHAUST GAS SYSTEM
01
10.2 Turbocharger 02
03
10.2.1 Turbine cleaning system
04
Turbine cleaning is required for HFO operation. The cleaning is carried out with clean fresh water "wet
cleaning" during low load operation at regular intervals, depending on the fuel quality, 150 hours. 05
NOTE: 06
Duration of the cleaning period is approx. 10 minutes (2 intervals).
Fresh water of 2.5 - 4.5 bar for 6/8/9 M 25 E is required. 07
NOTE: 08
During cleaning the water drain should be checked. Therefore, the shipyard has to install a funnel after
connection point C36. 09
10
11
12
13
C42
14
15
C36
16
17
18
19
20
Dirt water tank
21
Fig. 10-5 Connection points freshwater and drain
22
C42 Fresh water supply, DN 12 Water Injection
Connection with C42 with quick coupling device pressure time 23
C36 Drain, DN 30 [bar] [min]
6/8/9 M 25 E 2.5 – 4.5 10

EXHAUST GAS SYSTEM
01
02 10.2.2 Compressor cleaning system
03 The components for cleaning (dosing vessel, pipes, shut-off valve) are engine mounted.
NOTE:
04 Water is fed every 24 hours before compressor wheel via injection pipes during full load operation.
05
10.3 Cat SCR System / IMO III kit
06
While fulllling IMO Tier II exhaust gas emissions with engine internal solutions, IMO Tier III compliance
07 will be achieved with exhaust gas after treatment solutions. The Cat SCR System solution is designed by
Caterpillar especially for MaK medium-speed engines to meet IMO III emission requirements.
08
The Cat SCR System is based on selective catalytic reduction technology. Urea muid is injected into the hot
09 exhaust gas and transformed to NH3 and CO2. Inside the SCR module the NH3 reacts with the exhaust gas
NOX emission to form harmless nitrogen and water vapor, which are major components of ambient air.
10
Mixing
11
Bellows tube SCR Exhaust out
12
13 Injector
14
Turbochargers
15
Dosing cabinet
16 Engine
17 Control unit
18
Primary
19 air filter Primary Press
DEF filter reg.
20
21 Air supply Pump DEF supply
22 Fig. 10-6 SCR CEM system diagram
23 To avoid deposit building and ensure an optimal operation of the SCR module, the exhaust gas temperature
has to be adjusted to the operating conditions for each application. This is achieved through Caterpillar
exhaust gas temperature control unit.

EXHAUST GAS SYSTEM
01
Cat SCR System scope of supply: 02
• Complete NOX reduction solution with MCS approval
• IMO Tier III certilcation 03
• Exhaust gas temperature control unit
• CAT SCR System includes: SCR chamber, mixing tube, urea injection system and dosing cabinet 04
• Urea transfer pump skid optional available
• Documentation 05
Not included in standard scope of supply: 06
• Urea storage tank
• Piping 07
• Insulation
08
10.3.1 Portfolio, size and dimensions
09
Installation of SCR System
The reactor design is for vertical installation. The mixing tube should be installed horizontal. 10
For the dimensions of the SCR System for each engine see below table.
11
12
13
DN
14
15
H
16
17
18
Flow
L W 19
Fig. 10-7 Size and dimensions
20
Vertical mow SCR system
Rated Reactor Mixing tube 21
Reactor dimensions Flange size
power weight length
[kw] W x L x H [mm] [kg] DN [mm] 22
6 M 25 E 2,100 1,510 x 1,180 x 3,470 2,270 500 3,250
8 M 25 E 2,800 1,510 x 1,510 x 3,470 2,570 700 3,250
23
9 M 25 E 3,150 1,510 x 1,510 x 3,470 2,570 700 3,250
Note: Length is inlet mange to outlet mange. Width is of main box and does not include brackets, hatches, blankets, etc.
Dimensions might be subject to change without further notice.

EXHAUST GAS SYSTEM
01
Urea consumption acc. to cycle E2/E3 1)
02
Urea solution concentration 40 %
03 6 M 25 E 16.0 l/hr 18.2 l/hr
8 M 25 E 21.3 l/hr 24.3 l/hr
04 9 M 25 E 24.0 l/hr 27.3 l/hr
05 1) Maximum urea consumption acc. to test cycle E2: 6 M 25 E: 18.9 l/hr, 8 M 25 E: 25.2 l/hr, 9 M 25 E: 28.4 l/hr
Maximum urea consumption acc. to test cycle E3: 6 M 25 E: 20.9 l/hr, 8 M 25 E: 27.9 l/hr, 9 M 25 E: 31.4 l/hr
06
07 10.3.2 Installation requirements
08 Caterpillars‘ SCR is packaged in modules that contain the components necessary to support the specilc
engine conlguration for emissions compliance. The installation will require connections between SCR
09 module, engine, urea storage tank and pressurized air source. These connections will include engine
exhaust piping, electrical harness, air, and urea lines. Following requirements are necessary to operate the
10 Cat SCR System safely.
Dosing cabinet
11 Power requirement 240/120 volts AC, 10/20 amps, 50/60 Hz
Length [mm] 1,010
12
Width [mm] 553
13 Height [mm] 634
Weight without DEF [kg] 95
14 Air supply
Air quality ISO 8573.1 Class 4
15 Air mow capacity 17 m³/hr
Air consumption continuous when system is dosing
16 Air pressure 4.85 to 10.7 bar gauge
Urea supply
17
Urea quality ISO 22241-1
18 Urea solution concentration 40 %
Air consumption continuous when system is dosing
19 Urea supply pressure to dosing cabinet 0.35 - 0.7 bar gauge
Engine operating muids
20 Fuel tolerance - Sulfur [ppm] IMO III - 1,000
Fuel tolerance - quality 2)
MGO/MDO
21
2) Heavy fuel operation - ask for availability, for further fuel requirements see chapter 5. MGO/MDO operation
22
23

EXHAUST GAS SYSTEM
01
10.3.3 Requirements for material selection of urea tank and piping 02
Material compatibilities must be considered for the urea solution storage and delivery due to caustic 03
corrosive nature of urea solution (AUS32, aqueous urea solution, 40 %)
04
Recommended materials:
05
• Austenitic stainless steel
• Some placstics like Polyethylene or Polypropylene 06
Materials to avoid: 07
• Unalloyed steel 08
• Aluminium
• Brass 09
• Galvanized steel
• Copper 10
11
12
13
14
15
16
17
18
19
20
21
22
23

PART LOAD OPTIMIZATION KIT (PLK)
01
02 Available as a 6, 8, and 9 cylinder engine platform, two application specilc propulsion conlgurations have
been developed, allowing the selection of an engine set up which provides the best fuel eflciency and
03 load acceptance at part load without sacrilcing low smoke emissions.
Designed for IMO II emissions regulations in its standard conlguration, the M 25 E complies with IMO III
04 regulations when combined with SCR systems.
05
11.1 Technology
06
Depending on the application PLK can consist of our proven Flexible Camshaft Technology, a Waste Gate
07 and a cylinder bypass valve as well as an intelligent steering software logic integrated into the engine
control system. Cylinder bypass valve and Waste Gate prevent the turbocharger from running into surge
08 and speed limits. The valve train timing is adjusted to produce higher ignition pressure during low load
operation. Before achieving the IMO relevant emission test step the valve train moves back into the
09 “normal“ position. This combines lowest possible fuel consumption and IMO II compliance.
10
11
12
13
14
15
Fig. 11-1 Waste Gate Fig. 11-2 Cylinder bypass valve Fig. 11-3 Flexible Camshaft Technology
16
17 11.1.1 Benelts and scope of supply
Part load optimization Constant speed Variable speed
18 Reduced sfoc at customized load range
Improved load step capacity
19 Smoke reduction
Benelts No inmuence on power output, lube oil consumption, fuel quality, TBO and
20 life time of all components
SCR capability
21 Exhaust gas temperature
Flexible Camshaft Technology Flexible Cashaft Technology
22 Waste Gate Waste Gate
23 Scope of supply
New valve timing New valve timing
Adjusted turbocharger Adjusted turbocharger
Cylinder bypass valve
MACS MACS

01
11.2 Diesel electric propulsion (DEP) and auxiliary (AUX) application 02
As this application may vary from full load under constant speed to part load operation under both 03
constant and variable speed, three technical options are available to chose from:
04
M 25 E IMO II configurations 350 kW/cyl.
Constant speed (DEP, AUX) Variable speed (DEP, AUX) 05
06
Full load Part load Part load
(basic) constant speed variable speed
C
C
T
T
T
Basic PLK PLK
07
08
09
10
11
FCT FCT 12
Fig. 11-4 Overview of options
13
Engine speed Constant speed Constant speed Variable speed
14
Brake specilc fuel Up to 8 g/kWh lower Up to 24 g/kWh lower
consumption (BSFC) BSFC BSFC 15
Load range Fuel load optimized Part load optimized
Part load optimized
Load steps 3 load step capability

Optimized transient 16
behaviour
Smoke behaviour Reduced smoke Reduced smoke 17
Optimized exhaust gas Optimized exhaust gas Optimized exhaust gas
SCR capability
conditions conditions conditions 18
System monitoring Future readiness Future readiness Future readiness
235
19
225 Basic constant speed E2/D2
20
Specific fuel oil consumption [g/kWh]
PLK constant speed E2

PLK constant speed D2
21
215 PLK variable speed E2
205
195
22
185
23
175
0 35 70 105 140 175 210 245 280 315 350 385
Fig. 11-5 Specilc fuel oil consumption

01
02 Optimized variable speed operation for generator set
03
110 %
04 I: Normal operation Torque
II: Short time operation allowed
05 100 %
100 %
5
06
90 %
90 %
07
08 80 %
Power limit curve for overload protection 80 %
09
70 %
70 %
10
II
11
Engine output [%]
4 60 %
60 %
12
50 %
13 50 %
For comparison: FPP curve
2
14 40 %
40 %
15
I 30 %
16 30 %
17 20 %
20 %
18
3
19 10 %
20 1
0%
21 40 % 50 % 60 % 70 % 80 % 90 % 100 % 110 %
Engine speed [%]

22
Fig. 11-6 M 25 E Power limit curve
23

AIR INJECTION SYSTEM
01
02
03
04
05
06
07
08
09
10
Fig. 12-1 Air injection system
11
12
12.1 Functional description
13
The purpose of the air injection system is to temporarily feed additional compressed air into the charge air
manifold.
14
Thus the load pick up of the engine can be enhanced and the soot emissions will be reduced.
15
For example:
16
• Switching on of big consumers like cranes or bow thrusters on case of DP-operation.
17
The design is simple and robust without any changes to the turbocharger housing.
18
The air consumption of the engine will be increased by using air injection and depends on mode of
operation. 19
To avoid an impact to the start air system, a separate air supply system for the air injection system is
recommended. 20
21
22
23

01
02 12.2 Advantages
03 The following diagrams show the advantages of air injection control concerning the reduction of soot
emissions, speed drop and run up time of the engine.
04
M 25 E - Air injection
05 Load ramp at constant speed (n = 720/750 rpm) with and without air injection:
Reduction at ramp-up time at same engine performance
06
exhaust gas [%]
07
Opacity of
100
08
50
09
Engine speed [%]

110
10 100
90
11
100
12 80
Engine load [%]
13
60
40
14 20 w/o air-injection
with air-injection
15 0
Time
16 Fig. 12-2 M 25 E - Air injection, reduction of ramp-up time
17
18
19
20
21
22
23

01
M 25 E - Air injection 02
Load ramp at constant speed (n = 720/750 rpm) with and without air injection:
Signilcant reduction of soot emissions and speed undershot 03
04
exhaust gas [%]
100
05
Opacity of
50
0 06
Engine speed [%]

110
07
100
w/o air-injection
90
08
with air-injection
100 09
80
10
Engine load [%]
60
40 11
20
12
0
Time 13
Fig. 12-3 M 25 E - Air injection, signilcant reduction of soot emissions and speed undershot
14
15
12.3 Operation
16
12.3.1 Activation 17
Air injection will be activated in case of 18
• High load increase rate or 19
• Speed drop or
20
This depends on the following conditions
21
• Circuit breaker is activated and
• Engine is running and 22
• Turbocharger rpm falls below switch point and
• Start air pressure is 18 - 21 bar. 23

01
02 12.3.2 Deactivation
03 Air injection will be deactivated if
04 • Air pressure is not available

• Turbocharger rpm is above switch point or
05 • Circuit breaker is not activated or
• Activation time is expired.
06
12.3.3 Adjustable parameters
07
The following parameters/switch points can be adjusted
08
• Load increase
09 • Activation time 1 - 15 sec.
• Air injection pressure
10 • Turbocharger speed and pressure
• Speed drop
11
12
13
14
15
16
17
18
19
20
21
22
23

CONTROL AND MONITORING SYSTEM
01
13.1 Local control panel (LCP) 02
03
04
05
06
07
08
09
10
11
1
12
13
6 14
2 7
8 15
3 9
16
10
4 17
5 11
18
Fig. 13-1 Local control panel LCP 19
1 Display and alarm system (DCU) 7 Start 20
2 Reset 8 Stop
3 0 = Repair, 1 = Engine, 2 = Remote 9 Lower 21
4 Purge *) 10 Raise
5 Emergency stop 11 Emergency start 22
6 Lamp test
23
*) Purge of the combustion chamber

01
02 13.2 Data link overview
03
04
Remote panel (RP)
Legend: (optional) Alarm system
MODbus TCP
05 MODbus TCP to ship‘s system
MODbus RTU RS - 485 engine
06
MODbus RTU RS - 485 SDU
CANbus
Redundant MODbus TCP (optional)

07
MODbus TCP
MODbus
TCP
08 Engine control cabinet (EC)
09 PLC EC #1 Ethernet switch EC

Load sharing system
*) engine cabinet #2 engine cabinet
10
11
MODbus
MODbus
TCP
TCP
Engine
12 Terminal box (TB)

Network ring
MODbus RTU
13
RS - 485
CAN #2
CAN #1
PLC TB #1 Ethernet switch

Engine TB #2 terminal box
14
15 Local control
panel (LCP)
16 CANbus 1
MODbus TCP
DCU
CANbus 2
17 #2 ECM 1 #1
TC #1
18
MODbus RTU
19 RTD #1 TC #2
MODbus RTU
20 CTM
SDU
RTD #2 RTD #3 OMD

Big end bearing
Oil mist detector
21 temp. meas. system
22
Fig. 13-2 Data link overview - M 25 E
23

01
SDU 02
Protection system in local control panel
DCU 03
Display and alarm system in local control panel
PLC 04
PLC in engine cabinet (EC) MACS
PLC in engine terminal box on engine (TB) 05
RTD Modular Alarm Control System
PT100 module for charge air temperature, lube oil 06
temperature, cooling water HT/LT temperature and
main bearing temperature 07
TC
Thermocouple modules for exhaust gas temperature 08
RP
Remote panel (optional) 09
External display for engine alarm and monitoring system
ECM 10
Engine control module
OMD 11
The oil mist detector measures each cylinder.
Load sharing system 12
Load sharing system for isochronous load sharing (optional)
CTM
13
Big end bearing temperature monitoring
Each cylinder compartment of the cylinder crankcase is measured by the CTM.
14
ICPM
15
The “In-cylinder pressure monitoring“ computes combustion characteristics for each cylinder including
knock intensity per cylinder
16
Regardless of RTU or TCP, the MODbus address registers are the same. Just the hardware protocol differs. 17
18
MODbus TCP
At MODbus TCP a connection between server and 19
client will be established. Therefore an IP address
will be assigned. 20
MODbus settings 21
Type: MODbus TCP
Interface: ethernet 22
IP: will be assigned
Baud rate: 10 mbit/s / 100 mbit/s 23
Connector: RJ45

01
02 13.3 Components
03 Modular Alarm and Control System (MACS)
04
05 Control
06
07
08
09 MACS
10 Protection Alarm
11
12 The M 25 E engines will be provided with a new Modular Alarm and Control System, called MACS. The
basic engine control and monitoring system will be installed in the local control panel. Where extension
13 modules are necessary, external PLC-based I/O extension modules will be installed.
14 The main functions of the control systems are:

• Alarm management
15
• Local start and stop, emergency start and stop from the engine control panel
• Remote start and stop from the power management system (PMS)
16
• Start and stop sequence control
17 • Critical parameter monitoring
• Purge control
18 • Flexible camshaft technology (FCT monitoring)
• Exhaust gas temperature monitoring
19 • Main and big end bearings temperature monitoring
20
21
22
23

01
Engine control module (ECM) 02
The engine control module controls the fuel system, air fuel ratio, engine speed, air injection system and 03
Flexible Camshaft Technology (FCT). The module has its own set of sensors for all control relevant
functions and can operate independently from start/stop system, alarm system (DCU) or protection system 04
(SDU).
05
Load sharing system (optional)
06
For isochronous load sharing a load sharing system is necessary. The load sharing system is determining
the desired load and system status for each engine to the ECM via MODbus RTU. 07
Oil mist detector (OMD) 08
The oil mist detector measures the oil mist concentration for each cylinder compartment and generate 09
an alarm for high oil mist concentration. The data are available by MODbus RTU at the DCU. Hardwired
outputs are also provided. 10
Big end bearing temperature monitoring system (optional) 11
The big end bearing temperature monitoring system measures the temperature for each big end bearing 12
and generates an alarm for high temperature. The data are available by MODbus RTU at the DCU.
Hardwired outputs are also provided.
13
14
15
16
17
18
19
20
21
22
23

01
02 13.4 Genset control
03
Alarm System
04
05
Alarms
Remote Engine
Temp.
panel TC speed speed Emergency
controller
(optional) (optional) (optional) stop
(optional)
06 Power management system /
Main switch board
07 MODbus TCP
- Remote start / stop
- Emergency start
MODbus TCP
24V DC
08 230V AC
- Main breaker on / off
- Frequency control
Manual emergency stop signal
Controls signals
- Synchronizing
0-10 V DC
09
Alarms
- etc.
MODbus TCP
Controls signals
Alarms
10
11 Engine cabinet
Load sharing
system
12 (optional)
Alarms
13
14
15
MODbus RTU
24 V DC
MODbus TCP
Alarms
redundant
power
16 supply
17 Engine terminal box Generator

Controls signals
Controls signals
Alternator voltage
18 (optional) regulator
(optional)
19 Local control panel (SDU/DCU) ECM
20
21 Operating
panel
22 Barring device Cooling water

control cabinet preheating system
(optional)
23 Voltage supply
(3 phase)
Voltage supply
(3 phase)
not Caterpillar Motoren supply
Caterpillar Motoren supply
Fig. 13-3 Generator set control M 25 E

01
13.5 Control cabinet 02
Each engine is equipped with a separate control cabinet. The control cabinet acts as an interface between 03
engine and external devices. Information about the engine status are available via MODbus TCP or
MODbus RTU (optionally). 04
External signals for the engine control, monitoring and alarm system (for example power management
system, main switch board,...) can be transferred as 4-20 mA, binary, or PT100 signals. 05
Safety relevant signals to the PLC are wire break and short circuit monitored.
The remote panel or the temperature controller can be optionally integrated in the control cabinet. 06
07
605
805 *)
08
H1: Main supply without failure 09

H2: Back up supply without failure
X X A7 S1: Lamp test 10
H1 H2 S1
A3
Optional in the control cabinet integrated
11
A3: Remote panel

12
2,205
2,205
A4: Load sharing system mounted on

the rear side from the door
13
A7: Charge air temperature controller
14
A4
Degree of protection: IP54
15
Weight: Approx. 246 kg
16
*)
ATTENTION: A distance of 300 mm on each
side for air circulation is
17
necessary.
18
NOTE: Dimesions are shown in mm
19
475
605
300
20
560
675
21
22
806
Fig. 13-4 Control panel

23

01
02 Generator application
03 The engines are equipped with a Caterpillar standard actuator in accordance with class requirements for
generator application. The electronic load share units are delivered as loose part.
04 It comprises the following features:
05 • Speed setting range to be entered via parameters

• Adjustable acceleration and deceleration times
06 • Starting fuel limiter
• Input for stop (not emergency stop)
07 • 18 - 32 V DC voltage supply
• Alarm output
08 • Droop operation
• Isochronous load distribution by master/slave principle
09
10
Tie breaker 1 Tie breaker 2 Tie breaker 3
11 (TB1) (TB2) (TB3)
Busbar
12
13 TB 1-3 status TB 1-3 status TB 1-3 status TB 1-3 status
14
Load share unit Load share unit Load share unit Load share unit
15
CANbus CANbus CANbus
16
17
ECM / ECM / ECM / ECM /
18 Actuator Actuator Actuator Actuator
19 Diesel Diesel Diesel Diesel

engine engine engine engine
20
Fig. 13-5 Load share units
21
22
23

01
13.6 Requirement on power management system 02
Standard interface to power management system / main switch board 03
External starting External starting
Binary contact 24 V DC
interlock interlock 04
External engine
External engine shutdown Binary contact 24 V DC
shutdown 05
Blackout (start release
Blackout Binary contact 24 V DC of starting interlock 06
prelubrication)
Indication shutdown
24 V DC Binary contact
Shutdown 07
undelayed/delayed undelayed/delayed
Load signal from
4-20 mA
Max. load Load signal from 08
kW transducer 250 ȍ kW transducer
Raise / lower (remote) Binary contact 24 V DC Raise / lower (remote) 09
On = isochronous
Isochronous / droop Binary contact 24 V DC
Off = droop 10
Circuit breaker closed
Status circuit breaker Binary contact 24 V DC 11
Power management system / main switch board
(on for closed)

Bus tie signal Binary contact 24 V DC 12
Manual activation slow
Binary contact 24 V DC Slow turn mode change
turn 13
Main engine
Slow turn selected for
Automatic slow turn Binary contact 24 V DC
automatic 14
Start/stop in remote
Start/stop remote Binary contact 24 V DC
mode 15
Engine fault - change
Change genset 24 V DC Binary contact
genset 16
Normal stop indication 24 V DC Binary contact Normal stop indication
17
Start initiation Start initiation
indication indication
18
Starting interlock Starting interlock
19
Remote control active 24 V DC Binary contact Remote control active
Ready to start, Ready to start, 20
False start indication 24 V DC Binary contact False start indication 21
rpm contact 24 V DC Binary contact rpm contact 22
Ofmoad Binary contact 24 V DC Ofmoad
23
Isochronous selected 24 V DC Binary contact Isochronous selected
Emergency stop from External emergency
Binary contact 24 V DC
PMS stop (from PMS)

01
02 13.7 Alarm indication
03 In general, the engine is equipped with the relevant alarm and safety sensorsaccording to classilcation
society rules.
04 MACS provides an engine alarm system which is located in the local control panel. The engine alarm
system and the local display are consolidated in the DCU. The complete alarm management is handled by
05 the DCU. All information is visualized via the screen in the LCP and additional several remote panels can
be added.
06
The DCU receives measurement values and data from all I/O modules, PLC‘s and the engine control
07 system (ECM). Furthermore it provides all measurement values, status values and alarms via MODbus TCP
(MODbus RTU, optional) for the vessel‘s system and the remote monitoring system. The engine‘s alarm
08 system determines critical engine conditions and activates alarms. The DCU has the ability of actuating
the secondary safety stop valve. That means the DCU also works as well as a shut down unit and is able to
09 stop the engine as reliable as the shut down unit (SDU). All alarms are stored in an alarm history and are
shown in a manner requested by the MACS.
10
11
12
13
14
Fig. 13-6 Remote panel Fig. 13-7 DCU (display and alarm system)
15
16
For the interface to ship‘s alarm system (IAMCS) the following functions are applicable:
17 • Transmitting measurement data to IAMCS
• Transmitting engine status to IAMCS
18 • Transmitting alarm to IAMCS
• Receiving ship‘s time stamp from IAMCS
19
All data is available via MODbus TCP. Upon request MODbus RTU is also possible. Device fault from the
20 different MACS devices and some special alarms are provided as hardwired alarms.
21
22
23

01
The table below shows an example of an overview of the different engine systems/modules with their 02
safety functions.
03
A project related list of measurting points with all necessary MODbus information will be created for each
order. 04
05
Alarm
FUNC
STBL
IND/
CHG
SHD
06
Lube oil X X X X X
Oil mist detector X X X X 07
Fresh water HT X X X
Fresh water LT X X
08
Air supply X X X
09
Charge air X X
FCT X X X 10
Electrical status X X X
Engine status X X X X 11
Exhaust gas X X X
Big end bearing (optional) X X X 12
Main bearing (optional) X X X
Load share unit (optional) X X 13
ECM X X
14
Furthermore an evaluation of sensor faults is integrated. Depending on the importance of the failure it
15
causes a STBL, E-STBL and CHG.
16
NOTE:
An engine shutdown will adtivate a starting interlock (STBL). 17
FUNC Used in software function 18
IND Only for indication
A Alarm 19
STBL Starting interlock (overrideable by E-start of blackout start)
E-STBL Emergency starting interlock (not overrideable by E-start or blackout start) 20
CHG Change generator set
SHD Shutdown 21
22
23

01
02 13.8 Remote indicators
03 Local indicators of analogue values on LCP display

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

17 (optional) (optional) (optional)
18
19
4-20 mA 4-20 mA
*)
20
0-10 V DC
0-10 V DC
Alarmsystem
21
22 MODbus
Analogue sensors Diesel engine
23
*) optionally in Cat scope of supply
Fig. 13-8 Remote indication interfacing

01
13.9 Advanced Condition Monitoring (ACM) 02
03
Off-board ship
On-board ship
04
05
06
IAMCS Work order
Fluid analysis management
system
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08
Manual inspection XML
Real time streaming Real time streaming

MODbus TCP/IP OPC TCP/IP
Manual measurements 09
Network router /
firewall
10
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Secure VPN
Industrial PC with PI Bandwidth 100 kbps CAT Equipment
Real time dashboard
and data view on-board
historian and interfaces
Care Advisor 12
13
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Chief engineer Superintendent 16

Fig.13-9 ACM Systems overview
Cat service specialists 17
18
ACM is a service, delivered by Caterpillar Motoren, that
• Provides remote monitoring via internet. 19
• Combines equipment and application information.
• Applies predictive analytics. 20
• Utilizes interpretive expertise.
21
Capabilities
• Consolidates data and analysis across all lve condition monitoring elements. 22
• Analyzes data using multiple engines to identify and highlight exceptions.
• Creates a complete view of the equipment and performance. 23
• Allows more knowledgeable planned maintenance and scheduled repairs.

01
02 System benelts
• Supports most cost eflcient operation.
03 • Provides optimized planning of service activities.
• Helps to avoid unexpected downtime.
04
Scope of delivery
05 • Electrical engine equipment MACS with MODbus interface for data streaming.
• Industrial PC with interfaces for connection to the ships‘ network and automation.
06 • Software for real-time dashboard with online data view via ships‘ network.
• Network router with lrewall and secure VPN for data replication via internet.
07
Assumption:
08 Network infrastructure and data transfer via satellite communication to be provided by customer.
09
10
11
12
13
14
15
16
17
18
19
20
21
22
23

INSTALLATION AND ARRANGEMENT
01
14.1 Resilient mounting of baseframe 02
Engine and generator set are rigidly connected with the baseframe. The whole genset is mounted on the 03
ship‘s foundation with conical rubber elements to achieve a passive vibration isolation between the genset
and the ship. The resilient mounting arrangement is designed to reach the best possible load 04
distribution of the genset weight in respect of the maximal permissible demection of the conical rubber
element. For that arrangement the conical rubber elements will be designed for each individual engine 05
generator combination.
The ship‘s foundation does not require machining itself, but to achieve the best performance of the 06
resilient mounting and to ensure that individual mountings are not overloaded, unevenness below the
conical elements has to be compensated either by using welded-on sheets and shims or alignment plates 07
and resin chocks.
In fact of an internal limiter of the conical elements the installation of additional stoppers is not necessary 08
to limit the movement of the genset.
09
10
11
12
13
14
1,700
15
Fig. 14-1 Baseframe foundation
16
17
18
19
20
21
22
23

INSTALLATION AND ARRANGEMENT
01
02 14.2 Earthing of engine
03 Information about the execution of the earthing
04 The earthing has to be carried out by the shipyard during the assembly on board.
The engine is already equipped with M 16, 25 mm deep threaded holes with the earthing symbol in the
05 engine foot.
If the engine is resiliently mounted it is important to use mexible conductors.
06
In case of using welding equipment it is important to earth the welding equipment close to the welding
07 area (the distance should not exceed 10 m).
08
09
10
11
12
13
14
15
16
17
18
19 Fig. 14-2 Earthing connection on the engine
20
21
22
23

VIBRATION AND NOISE
01
15.1 Data for torsional vibration calculation 02
To determine the location and resonance points of each engine and equipment Caterpillar Motoren 03
calculates the torsional vibration behaviour of the engine, including all components, such as coupling,
gearboxes, shaft lines and propellers, pumps, and generators. 04
The normal as well as the emergency operating mode is covered.
The classilcation societies require a complete torsional vibration calculation. 05
To be able to provide a correct torsional vibration calculation, we would like to ask you to lll in the 06
documents in the appendix, according to your scope of supply.
07
Please send the completed data to your local dealer 6 month prior to the engine delivery at the latest.
For further information please compare the data sheet for torsional vibration calculation. 08
(following 3 pages).
09
10
11
12
13
14
15
16
17
18
19
20
21
22
23

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

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

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

others Please specify:
18
heat dissipation kW required water flow m³/h pressure drop bar
Comments/Remarks:
19
20
21 Caterpillar Confidential: Green
22 Fig. 15-1 Additional engine plant data, part "B" (1/3)
23

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

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

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

19
Maker: Type: TVC scheme attached 20
Max. permissible PTO output [kW]: Drawing attached
PTO shaft generator/fire fighting pump or similar consumer, driven by engine PTO shaft/front step up gear 21
Maker:
Output [kW]:
Type:
rpm [1/min]: TVC scheme attached
22
Plain bearing, external lubrication Drawing attached
Caterpillar Confidential: Green 23
Fig. 15-2 Additional engine plant data, part "B" (2/3)

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

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

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

installation/operation of the equipment will be buyer's scope of supply.
, dd. and essential for
23 Caterpillar Confidential: Green
Fig. 15-3 Additional engine plant data, part "B" (3/3)

VIBRATION AND NOISE
01
15.2 Sound levels 02
03
15.2.1 Airborne noise
04
The airborne noise level requirement in the engine room speciled by IMO Resolution A.468 will be 05
satisled by M 25 E (even for multiple installations).
06
The airborne noise level will be measured in a test cell according to EN ISO 9614-2.
07
15.3 Vibration 08
The vibration level of M 25 E engines complies with ISO 20283-4 and ISO 10816-6. From these ISO 09
standards, the following values are an applicable guideline:
10
Displacement S eff < 0.448 mm f> 2 Hz < 10 Hz
Vibration velocity V eff < 28.2 mm/s f> 10 Hz < 250 Hz 11
Vibration acceleration a eff < 44.2 m/s2 f> 250 Hz < 1,000 Hz
12
13
14
15
16
17
18
19
20
21
22
23

POWER TRANSMISSION
01
02 16.1 Flexible coupling
03
672 To center of cyl. 1
04 L1 125
L2
05
06
07
08
09
10 ø 1,300
ød
11
12
13
14
15
16
17 Fig. 16-1 Flywheel and mexible coupling
18 Nominal Weight
Power Speed torque of
d L1 4) L2 3) 1) 2)
19 coupling
[kW] [rpm] [kNm] [mm] [mm] [mm] [kg] [kg]
20 6 M 25 E 2,100 750 31.5 1,010 260 250 267 190
8 M 25 E 2,800 750 40.0 1,085 260 250 243 323
21 9 M 25 E 3,150 750 50.0 1,085 260 250 229 324
22 1) Without torsional limit device / 2) With torsional limit device / 3) Length of hub / 4) Alignment control (recess depth 5 mm)
23

PIPING DESIGN
01
17.1 Pipe dimensions 02
The external piping systems are to be installed and connected to the engine by the shipyard. 03
Piping systems are to be designed so as to keep the pressure losses at a reasonable level. To
achieve this at justilable costs, it is recommended to keep mow rates as indicated below (see chapter 04
17.2).
Nevertheless, depending on specilc conditions of piping systems, it may be necessary to adopt even lower 05
mow rates.
06
ATTENTION:
Generally it is not recommended to adopt higher mow rates. 07
08
17.2 Flow velocities in pipes
09
Recommended mow rates [m/s]
Suction side Delivery side Kind of system 10
Fresh water (cooling water) 1.5 - 3.0 1.5 - 3.0 Closed
11
Lube oil 0.5 - 1.0 1.5 - 2.5 Open
Sea water 1.0 - 1.5 1.5 - 2.5 Open 12
Diesel fuel oil 0.5 - 1.0 1.5 - 2.5 Open
Heavy fuel oil 0.3 - 0.8 1.0 - 1.5

Open / closed 13
pressurized system
Exhaust gas 20 - 40 Open 14
15
17.3 Trace heating 16
Trace heating is highly recommended for all pipes carrying HFO or leak oil. For detailed explanation see 17
fuel oil diagrams, showing the trace heated pipes marked as
18
17.4 Insulation 19
All pipes with a surface temperature > 60 °C should be insulated to avoid risk of physical injury. 20
This applies especially to exhaust gas piping.
To avoid thermal loss, all trace heated pipes should be insulated. 21
Additionally, lube oil circulating pipes, the piping between engine and lube oil separator as well as the
cooling water pipes between engine and preheater set should be insulated. 22
23

PIPING DESIGN
01
02 17.5 Flexible pipe connections
03 Flexible pipe connections become necessary to connect resilient mounted engines with external piping
systems. these components have to compensate the dynamic movements of the engine in relation to the
04 external piping system.
05 The shipyard‘s pipe system must be exactly arranged so that the manges or screw connections lt
without lateral or angular offset. It is recommended to adjust the lnal position of the pipe connections
06 after engine alignment is completed.
07 It is important to support as close as possible to the mex connection and stronger than normal. The pipes
outside the mexible connection must be well lxed and clamped to prevent from vibrations, which could
08 damage the mexible connections.
09 Installation of steel compensators
10 Steel compensators can compensate movements in line and transversal to their center line. They are not
suitable for compensating twisting movements. Compensators are very stiff against torsion.
11
It is very important that all steel compensators are not allowed to be installed on resilient mounted
12 engines in vertical direction.
13
14 Z
15 Mounting space Flat gasket Counter flange

Z
16
17
140 ± 5
18
19
20
21 Steel sheet washer
22 Fig. 17-1 Rubber expansion joint Fig. 17-2 Rubber expansion joint, detail Z
23

ENGINE ROOM LAYOUT
01
18.1 Genset center distances 02
03
04
05
06
07
08
09
10
11
12
13
14
A 15
Fig. 18-1 Center distance of twin-engine plants
16
17
Dimensions [mm]
A 18
6/8/9 M 25 E 3,000
19
20
21
22
23

ENGINE ROOM LAYOUT
01
02 18.2 Space requirements for maintenance
03
18.2.1 Removal of charge air cooler and turbocharger cartridge
04 F B
05
06
07
08
09
Weight
10
E
275 kg
11
A
12
13 D
14 *) Removal of cartridge must be carried out

after removal of air llter silencer and compressor
15
outlet casing.
16
17 Fig. 18-2 Space requirement for dismantling of charge air cooler and turbocharger cartridge
18 Dimensions [mm]
Weight Weight
charge air cooler turbocharger cartridge
19 A B C D E F [kg] [kg]
6 M 25 E 1,259 1,647 570 480 836 min. 540 275 88
20 8/9 M 25 E 1,259 1,647 570 480 836 min. 710 275 157
21 Charge air cooler cleaning
22 Cleaning is carried out with charge air cooler dismantled. A container to receive the cooler and cleaning
liquid is to be supplied by the yard. Intensive cleaning is achieved by using ultra sonic vibrators.
23
Turbocharger dismantling
Removal of cartridge must be carried out with compressor delivery casing after removal of air llter silencer.

ENGINE ROOM LAYOUT
01
18.2.2 Removal of piston and cylinder liner 02
03
04
05
X2
Y2
X1
06
Y1
07
08
09
Fig. 18-3 Removal of piston and cylinder liner 10

11
Removal of:
12
Piston: in transverse direction X1 = 2,420 mm
in longitudinal direction X2 = 3,000 mm
13
Cylinder liner: in transverse direction Y1 = 2,510 mm

14
in longitudinal direction Y2 = 3,735 mm
15
Reduced height piston and cylinder liner 2,300 mm
16
A special tool for the removal of the cylinder liner in transverse direction is necessary according to lifting 17
device arrangement.
18
19
20
21
22
23

PAINTING, PRESERVATION
01
02 19.1 Inside preservation
03
19.1.1 Factory standard N 576-3.3 – Inside preservation
04
Components
05
• Main running gear and internal mechanics
06
Application
07
• Max. 2 years
08
NOTE:
09 Inside preservation does not have to be removed when the engine is commissioned.
10
11 19.2 Outside preservation
12
19.2.1 Factory standard N 576-3.2 – Outside preservation VCI 368
13
Conditions
14
• Europe and overseas
15
• Sea and land transportation
• Storage in the open, protected from moisture max. 2 years with additional VCI packaging
16
17 Appearance of the engine
18 • Castings with red oxide antirust paint

• Pipes and machined surfaces left as bare metal
19 • Attached components with colours of the manufacturers
20 NOTE:
Outside preservation must be removed before commissioning of the engines.
21 Environmentally compatible disposal is to be ensured.
Durability and effect depend on proper packaging, transportation, and storage (i.e. protected from
22 moisture, stored at a dry place and suflciently ventilated). Inspections are to be carried out at regular
intervals.
23

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

• Pipes and machined surfaces left as bare metal
• Attached components with colours of the manufacturers 11
• Surfaces sealed with clear varnish
• Bare metal surfaces provided with VCI 368 preservation 12
NOTE:
13
VCI packaging as per factory standard N 576-5.2 is generally required!
Durability and effect depend on proper packaging, transportation, and storage (i.e. the engine is to be
14
protected from moisture, VCI llm not ripped or destroyed).
15
Inspections are to be carried out at regular intervals.
If the above requirements are not met, all warranty claims in connection with corrosion damage shall be
16
excluded.
17
18
19
20
21
22
23

01
02 19.2.3 Factory standard N 576-4.3 – Painting
03 Conditions
04 • Europe and overseas

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

• Bare metal surfaces provided with VCI 368 preservation
09
NOTE:
10 Durability and effect depend on proper packaging, transportation, and storage (i.e. the engine is to be
protected from moisture, VCI llm not ripped or destroyed).
11 Inspections are to be carried out at regular intervals.
12
13 19.2.4 Factory standard N 576-5.2 – VCI packaging
14 Conditions
15
• Engines with outside preservation VCI 368 as per factory standard N 576-3.2
• Engines with clear varnish as per factory standard N 576-4.1
16
NOTE:
17 These engines are always to be delivered with VCI packaging!
Nevertheless, they are not suitable for storage in the open!
18 • Engine or engine generator sets with painting as per factory standard N 576-4.3
• Europe and overseas
19 • Storage in the open, protected from moisture
20 NOTE:
Durability and effect depend on proper packaging, transportation, and storage (i.e. the engine is to be
21 protected from moisture, VCI llm not ripped or destroyed).
Inspections are to be carried out at regular intervals.
22
23

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

13
Application
14
15
• Engines with VCI packaging as per factory standard N 576-5.2
16
Description
17
• This panel provides information on initial preservation and instructions for inspection.
• Arranged on the transport frame on each side so as to be easily visible. 18
19
20
21
22
23

01
02 19.3 Factory standard N 576-6-1 – Protection period, check, and represervation
03
19.3.1 Protection period
04
There will only be an effective corrosion protection of the engine if the delnitions and required work
05 according to factory standard N 576-6.1 are duly complied with.
Normally, the applied corrosion protection is effective for a period of max. 2 years, if the engine or engine
06 generator set is protected from moisture.
After two years represervation must be carried out.
07 However, depending on the execution of the preservation or local conditions shorter periods may be
recommended.
08
09 19.3.2 Protection check
10 Every 3 month specilc inspections of the engine or engine generator set are to be carried out at delned
inspection points.
11 Any corrosion and existing condensation water are to be removed immediately.
12
19.3.3 Represervation as per factory standard N 576-6.1
13
After 2 years represervation must be carried out.
14
15
16
17
18
19
20
21
22
23

TRANSPORT, DIMENSIONS AND WEIGHTS
01
20.1 Lifting of engines 02
For the purpose of transport the genset is equipped with a lifting device, which shall remain the property 03
of Caterpillar Motoren. It has to be returned in usable condition free of charge.
04
400
Permitted load 60 t
05
220
(max. 80 t)
06
07
08
3,831
09
5,091
10
Cyl. 1
11
12
13
Fig. 20-1 Transport of engine

14
15
16
17
18
19
20
21
22
23

TRANSPORT, DIMENSIONS AND WEIGHTS
01
02 20.2 Dimensions of main components
03 ø 266
04
58
190.5
ø 354
05
686
ø 357
06
351
60
ø 320
07
91
ø 355 ø 255
780.5
08
428
725
09 ø 48
375 ø 300
10 ø 314
214
50
11
312
428
12
13 312 ø 306
Fig. 20-2 Cylinder head, weight 240 kg Fig. 20-3 Cylinder liner, weight 162 kg
14
15 118
113
16
ø 120
17
246.5
18
376.5
743
ø 83
19
1,081
20
21 ø 120
ø 204
22 ø 255
23
107 352
Fig. 20-4 Connecting rod, weight 79 kg Fig. 20-5 Piston, weight 46.5 kg

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

50 30
85 30 07
100 60
110 30
08
The load stages above can vary according to the requirements of the classilcation societies. 09
After reaching steady state conditions of pressures and temperatures these will be recorded and 10
registered according to the form sheet of the acceptance test certilcate:
11
Additional functional tests
12
In addition to the acceptance test run the following functional tests will be carried out:
• Governor test
13
• Overspeed test
• Emergency shut-down via minimum oil pressure
14
• Start/stop via central engine control
15
• Starting trials up to a minimum air pressure of 10 bar
• Measurement of crank web demection (cold/warm condition)
16
After the acceptance, main running gear, camshaft drive and timing gear train will be inspected through 17
the opened covers.
Individual inspection of special engine components such as piston or bearings is not intended, because 18
such inspections are carried out by the classilcation societies at intervals on series engines.
19
20
21
22
23

ENGINE PARTS
01
02 22.1 Required spare parts (Marine Classilcation Society MCS)
03 Classilcation societies GL RS KR CCS

Pt. 1, Pt. 7, Pt. 5, Ch. 15,
04 Rules references
Ch. 17 Ch. 10 Ch. 1 Sec. 1&2
Status 2014 2014 2014 2014
05 Parts
Main bearing 1 1 1 1
06 Thrust washer 1 1 1 1
Cylinder liner, complete 1 1 1 1
07
Cylinder head, complete 1 1 1 1
08 Cylinder head, only with valves (w/o injection valve) – – – –
Set of gaskets for one cylinder head – – – –
09 Set bolts and nuts for cylinder head 1/2 1/2 1/2 1/2
Set of exhaust valves for one cylinder head 1 (2)*) 2 2
10 Set of intake valves for one cylinder head 1 (1)*) 1 1
Starting air valve, complete 1 1 1 1
11 Relief valve, complete 1 1 1 1
Injection valve, complete – – – –
12
Set of injection valves, complete, for one engine 1 1 1 1
13 Set of conrod top & bottom bearing for one cylinder 1 1 1 1
Piston, complete 1 1 1 1
14 Piston, without piston pin + piston rings – – – –
Connecting rod 1 1 1 1
15 Big end bearing – – – –
Gudgeon pin with bushing for one cylinder 1 1 1 1
16 Set of piston rings 1 1 1 1
Fuel injection pump 1 1 1 1
17 Fuel injection piping 1 1 1 1
Set of gaskets and packing for one cylinder 1 1 1 1
18
Exhaust compensators between cylinders 1 – 1 1
19 Turbocharger rotor, complete – (1)*) – –
Set of gear wheels – – – –
20 *)
Recommendation only
21
22
23

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

Pt. 4, Pt. 4, Pt. 5, Pt. A, Pt. A,
Rules references Ch. 2 Ch. 1, Ch. 16, Ch. 1, Ch. 1, 04
Sec. 1 Sec. 5 Sec. 1 Sec. 1 Sec. 1
Status 2014 2014 2014 2014 2014 05
Parts
Main bearing 1 1 1 – – 06
Thrust washer 1 1 1 – –
Cylinder liner, complete 1 – 1 – –
07
Cylinder head, complete 1 – 1 – –
08
Cylinder head, only with valves (w/o injection valve) – – – – –
Set of gaskets for one cylinder head – – – – – 09
Set bolts and nuts for cylinder head 1/2 – 1/2 – –
Set of exhaust valves for one cylinder head 2 2 2 – – 10
Set of intake valves for one cylinder head 1 1 1 – –
Starting air valve, complete 1 1 1 – – 11
Relief valve, complete 1 1 1 – –
Injection valve, complete – – – – – 12
Set of injection valves, complete, for one engine 1 1/2 1 – –
Set of conrod top & bottom bearing for one cylinder 1 1 1 – –
13
Piston, complete 1 – 1 – –
14
Piston, without piston pin + piston rings – – – – –
Connecting rod 1 – 1 – – 15
Big end bearing – – – – –
Gudgeon pin with bushing for one cylinder 1 1 1 – – 16
Set of piston rings 1 1 1 – –
Fuel injection pump 1 1 1 – – 17
Fuel injection piping 1 1 1 – –
Set of gaskets and packing for one cylinder 1 1 1 – – 18
Exhaust compensators between cylinders 1 – 1 – –
19
Turbocharger rotor, complete – – – – –
Set of gear wheels 1 – – – – 20
*)
Recommendation only / **) Owner‘s responsibility
21
22
23

ENGINE PARTS
01
02
03 Caterpillar recommendation Caterpillar
Rules references
04 Status 2014
Parts
05 Main bearing 1
Thrust washer –
06
Cylinder liner, complete 1
07 Cylinder head, complete –
Cylinder head, only with valves (w/o injection valve) 1
08 Set of gaskets for one cylinder head 1
Set bolts and nuts for cylinder head 1/2
09 Set of exhaust valves for one cylinder head –
Set of intake valves for one cylinder head –
10 Starting air valve, complete –
Relief valve, complete –
11 Injection valve, complete 1
Set of injection valves, complete, for one engine –
12
Set of conrod top & bottom bearing for one cylinder –
13 Piston, complete –
Piston, without piston pin + piston rings 1
14 Connecting rod –
Big end bearing 1
15 Gudgeon pin with bushing for one cylinder –
Set of piston rings 1
16 Fuel injection pump 1
Fuel injection piping 1
17
Set of gaskets and packing for one cylinder –
18 Exhaust compensators between cylinders 1
Turbocharger rotor, complete –
19 Set of gear wheels –
*)
Recommendation only
20
21
22
23

CATERPILLAR MARINE
01
23.1 Scope, systems design & engineering of D/E propulsion 02
03
04
Caterpillar Marine
05
06
Diesel generator set Electric motor Propeller, thruster 07

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

15
Fig. 23-1 D/E application
16
17
18
19
20
21
22
23

CATERPILLAR MARINE
01
02 23.2 Scope, systems design & engineering of D/M propulsion
03
04
Caterpillar Marine
05
06 Exhaust gas Waste heat Diesel gensets
treatment recovery
07
Propeller / Propulsion
Gearbox Coupling
08 thruster engine
09
1
10
11
12 1
Propeller / thruster controls
13
Power management system Navigation system
14
15 Communication system Ship automation, safety and monitoring system
16 Bridge consoles and control stations
17
Fig. 23-2 D/M application
18
19
20
21
22
23

CATERPILLAR MARINE
01
23.3 Levels of integration 02
The following levels of integration, including the listed components are available through Caterpillar 03
Marine:
04
1.) Exhaust gas system – please refer to chapter 10.
2.) Mechanical propulsion system, consisting of: 05
• Diesel engines – engines and related auxiliary systems
• Drive lines – gearboxes, propellers, thrusters 06
• Auxiliary diesel generator sets – engines, generators, baseframes, engine related auxiliary systems
3.) Electrical propulsion systems, consisting of: 07
• Main diesel generator sets – engines, generators, baseframes, engine related auxiliary systems
• Electric-mechanical propulsion – electric motors, shafts, gearboxes, propellers, thrusters 08
• Electric propulsion switchboard – drives (switchgears, inverter units, transformers)
• Electric board net switchboard – main and auxiliary switchboard low voltage consumer 09
(transformer)
• Power management system – dynamic control of electric propulsion and electric network 10
• Dynamic positioning system – DP operator station, DP control unit, thruster balancing and alloca
tion algorithm 11
• Navigation system – radar, compass, autopilot
• Control consols – bridge consols, wing consols, engine control room controls
12
13
14
15
16
17
18
19
20
21
22
23

CATERPILLAR MARINE
01
02 23.4 Caterpillar Propulsion
03 Performance You Can Rely On
04 Caterpillar Propulsion supplies complete,

world-leading propulsion systems.
05
Custom-designed and optimized for uptime
06 and cost-effective operations, our top-of-the-line
controllable pitch propellers, thrusters, gearboxes,
07 control systems, and hubs are all manufactured
at our state-of-the-art production facilities
08 in Sweden and Singapore.
Fig. 23-3 Main propeller
09 We are experts in innovative hydrodynamics
to ensure heavy-duty, reliable performance for our customers.
10
How we deliver uptime
11
Our guiding principle is to deliver maximum uptime for our customers’ peace-of-mind and proltability.
12
For us, this means using more material to ensure our propulsion systems are built to last even in the most
13 extreme conditions. And with extreme attention to detail, we study your vessel’s design, the waters it
travels, the job at hand – anything and everything that affects the hydrodynamics.
14
Using all our expertise, we’re not lnished until the system is as optimized and reliable as possible.
15
Please visit us at catpropulsion.com.
16
17
18
19
20
21
22 Fig. 23-4 Azimuth thrusters Fig. 23-5 Tunnel thrusters Fig. 23-6 Remote control system
23

The Power You Need.
The Cat® and MaK™ brands of Caterpillar Marine offer premier high- and medium-speed propulsion, auxiliary, and generator
set solutions, as well as optional dual fuel, diesel-electric, and hybrid system conlgurations. With the launch of Caterpillar
Propulsion our comprehensive and evolving product line gives customers one source for the most extensive engine power range
available, complete propulsion systems, controllable pitch propellers, transverse and azimuth thrusters, and controls. Cat and
MaK products and technologies are proven reliable and are built to last in all marine applications, demonstrating superior
productivity and the lowest lifecycle cost.
The Cat Global Dealer Network, more than 2,200 global service locations strong, ensures that you'll have local expertise, highly-
trained technicians, rapid parts delivery, and the proper equipment and services to keep you working – anytime, anywhere.
Construction, term, or repower lnancing through Cat Financial helps you make Cat and MaK power a reality. With our
knowledge of customer needs, local markets, and legal and regulatory requirements, we've been providing tailored lnancing
solutions and exceeding expectations since our start in 1986.
For more information and to lnd your local dealer, please visit our website: www.cat.com/marine
Visit Cat Financial at: CatPowerFinance.com
Caterpillar Marine
Europe, Africa, Middle East Americas Asia Pacilc
Caterpillar Marine MaK Americas Inc. Caterpillar Marine Trading Caterpillar Marine Asia
A Division of (Shanghai) Co., Ltd. Pacilc Pte Ltd.
Caterpillar Motoren GmbH & Co. KG No. 5 Tukang
Neumühlen 9 3450 Executive Way 25/F, Caterpillar Marine Center Innovation Grove
22763 Hamburg Miramar Park of Commerce 1319, Yan‘an West Road Singapore 618304
Germany Miramar, FL. 33025/USA 200050 Shanghai/P.R. China Republic of Singapore
Phone: +49 40 2380-3000 Phone: +1 954 885 3200 Phone: +86 21 6226 2200 Phone: +65 68287-600
Telefax. +49 40 2380-3535 Telefax: +1 954 885 3131 Telefax: +86 21 6226 4500 Telefax: +65 68287-625
For more information please visit our website: Subject to change without notice. © 2015 Caterpillar All Rights Reserved. Printed in Germany.
cat.com/marine Leamet No. 270 · 08.15 · e · L+S · VM3 CAT, CATERPILLAR, their respective logos, MaK, "Caterpillar Yellow" and the POWER EDGE trade
LEBM0045-00 dress, as well as corporate identity used herein, are trademarks of Caterpillar and may not be
used without permission.
Caterpillar Marine is committed to sustainability. This document is printed on PEFC certilcated

paper.
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M 25 E

PROJECT GUIDE / GENERATOR SET

Edition August 2015

Page I / M 25 E Generator Set / 08.2015

Page II / M 25 E Generator Set / 08.2015

Page III / M 25 E Generator Set / 08.2015

Page IV / M 25 E Generator Set / 08.2015

1.3 Engine running in............................................................................................................. 10 06

2.3 Lube oil consumption...................................................................................................... 12 11

Page V / M 25 E Generator Set / 08.2015

07 5.1.2 Internal fuel oil system ............................................................................................ 26

08 5.1.3 External fuel oil system ........................................................................................... 28

5.2 HFO operation .................................................................................................................. 36

20 6.5.2 Crankcase ventilation pipe layout ........................................................................... 66

Page VI / M 25 E Generator Set / 08.2015

7.2.1 General .................................................................................................................... 67 06

7.3.3 Electric motor driven pumps .................................................................................... 69 12

7.4 Cooling water system ..................................................................................................... 69 13

7.6.2 Other preheating systems ....................................................................................... 79

7.7 Box coolers system......................................................................................................... 79 19

Page VII / M 25 E Generator Set / 08.2015

07 8.4 Air quality requirements................................................................................................. 85

08 8.5 Optional equipment ......................................................................................................... 86

14 9.3 Cooling air......................................................................................................................... 87

Page VIII / M 25 E Generator Set / 08.2015

10.1.4 Silencer .................................................................................................................... 91 06

10.3.2 Installation requirements ........................................................................................ 96 12

12. AIR INJECTION SYSTEM 18

12.1 Functional description .................................................................................................... 101 19

Page IX / M 25 E Generator Set / 08.2015

07 13.6 Requirement on power management system............................................................. 113

08 13.7 Alarm indication .............................................................................................................. 114

13.8 Remote indicators ........................................................................................................... 116

Page X / M 25 E Generator Set / 08.2015

17.5 Flexible pipe connections .............................................................................................. 128 06

19. PAINTING, PRESERVATION 13

19.2.3 Factory standard N 576-4.3 – Painting .................................................................... 134

19.2.4 Factory standard N 576-5.2 – VCI packaging .......................................................... 134 19

19.3.3 Represervation as per factory standard N 576-6.1 ................................................. 136

Page XI / M 25 E Generator Set / 08.2015

14 23.3 Levels of integration ....................................................................................................... 145

23.4 Caterpillar Propulsion ..................................................................................................... 146

Page XII / M 25 E Generator Set / 08.2015

Page 1 / M 25 E Generator Set / 08.2015

12 M 25 C M 25 E IMO II configurations 350 kW/cyl.

15 Basic PLK PLK

Page 2 / M 25 E Generator Set / 08.2015

Page 3 / M 25 E Generator Set / 08.2015

Page 4 / M 25 E Generator Set / 08.2015

Page 5 / M 25 E Generator Set / 08.2015

Page 6 / M 25 E Generator Set / 08.2015

Page 7 / M 25 E Generator Set / 08.2015

Page 8 / M 25 E Generator Set / 08.2015

Additional advantages are: 12

Page 9 / M 25 E Generator Set / 08.2015

Page 10 / M 25 E Generator Set / 08.2015

Page 11 / M 25 E Generator Set / 08.2015

19 Specilcation of fuel consumption data without engine driven pumps;

23 2.3 Lube oil consumption

Page 12 / M 25 E Generator Set / 08.2015

Genset acc. cycle D2: 9.50 g/kWh

Page 13 / M 25 E Generator Set / 08.2015

Page 14 / M 25 E Generator Set / 08.2015