Installation Prescriptions For Diesel Engines ABC Type 6/8/12/16DZC

B32
Edition: 002
release date : 6-June-2016
Installation prescriptions
for diesel engines ABC
type 6/8/12/16DZC
Anglo Belgian Corporation

Wiedauwkaai 43
9000 Ghent, Belgium
T : +32 (0) 9 267 00 00
F : +32 (0) 9 267 00 67
E : info abcdiesel.be
File : ABC owns the copyright of this document. It shall not be copied or disclosed without
B32_000_dd2016_06_06_Ed002_EN_FrontPage_Installation_Prescriptions_6_8_12_16DZC_JB prior consent of ABC
B32
Page 2
INTRODUCTION
Before starting to install the engine or the genset, read these Installation Instructions carefully. Ensure that everyone
involved in the installation has these Installation Instructions available, reads them and understands them. Whenever
two branches of technic meet, problems may arise. Those problems can be solved only by collaboration.
The instructions set out here below are no more than a general survey, and they apply to normal installations. These
Installation Instructions have been prepared using the manufacturer's best knowledge and experience, taking into
account safety and environmental aspects. Experience, special knowledge and equipment of the installation-contractor
without objections are required to achieve the best installation for given conditions.
This document is based on the assumption that the installation-contractor is familiar with the installation of engines in
general and with the use of tools and commonly used elements, materials and methods therefore.
Failure to comply with these installation instructions may result in malfunctioning of the engine, short lifetime of
components, personal injury or damage to property or environment, for which the manufacturer takes no responsibility.
Engine components involve a risk of damage or personal injury if opened, taken apart, fitted, lifted or transported in an
improper way. It is therefore essential that no one attempts to install the engine unless he has the necessary
experience of the various tools and commonly used elements, materials and methods in machinery installation.
The coordination between the two parties, the shipbuilder or genset installation-contractor on the one side and the
engine builder on the other side, is advisable whenever special requirements have to be met, whenever particular
circumstances are foreseen or whenever the installation-contractor wishes to deviate from these installation
instructions.
These Installation Instructions are worked out for marine propulsion, marine gensets, industrial gensets, compressor
and pump sets as well as for traction engines. This manual contains thus information, which is not necessary
applicable for your specific installation. Please consider carefully.
For more detailed information or if things are unclear, do not hesitate to phone our technical department.
Our number is in Belgium: phone: 09 - 267.00.00.

fax: 09 - 267.00.67.
from abroad: phone: ++ - 32 - 9 - 267.00.00.
fax: ++ - 32 - 9 - 267.00.67.
B32
Page 3
CONTENTS
Chapter 1 : The placement of the basic engine. Ed. 7
Chapter 2 : Alignment and fixation Ed. 7
Chapter 3 : Torsional vibration calculations. Ed. 6
Chapter 4 : Speed setting Ed. 6
Chapter 5 : PTO-drive on the engine. Ed. 6
Chapter 6 : Starting air. Ed. 6
Chapter 7 : Air intake system Ed. 6
Chapter 8 : Oil circuit Ed. 6
Chapter 9 : Water circuit Ed. 7
Chapter 10 : Fuel system. Ed. 6
Chapter 11 : Exhaust system. Ed. 7
Chapter 12 : Electronic diesel monitoring unit and safety devices. Ed. 6
Chapter 13 : Auxiliary apparatus. Ed. 6
Chapter 14 : Putting the engine into service. Ed. 6
INSTALLATION PRESCRIPTIONS FOR
DIESEL ENGINES ABC type 6/8/12/16DZC
Chapter 1 - Page 1/36
Ed. 07 - 3/May/2016 - EN
The placement of the basic engine or genset
THE PLACEMENT OF THE BASIC ENGINE
OR GENSET
GENERAL OUTLINE DRAWINGS ....................................................................................................................................................... 2

SENSE OF ROTATION .......................................................................................................................................................................... 7
THE FOUNDATION ................................................................................................................................................................................ 8
HANDLING THE ENGINES AND GENSETS ................................................................................................................................... 29
B32_001_dd2015_05_03_Ed007_EN_Placement_of_the_engine_JB prior consent of ABC
Ed. 07 - 3/May/2016 - EN
GENERAL OUTLINE DRAWINGS
The general outline dimensions and masses of the engine can be found in the Manual Description and
Applications DZ. These values are only indicative. For each engine to be delivered, ABC sends specific drawings
for the engine under consideration. Only those characteristics mentioned in the order confirmation are final and
determining.
Beside the dimensions of the engine, these drawings indicate all possible standard and specific connections for
the engine under consideration. Only these parts and connections, explicitly mentioned in the description, are
mounted on the engine. The dismantling space required by certain components is indicated by a dotted line (see
also fig 1.1 & 1.2 ).
1.1.1. The position of the engine is first of all determined by the shaft line
For a ship the line should be considered starting from the after ship, the water flow to the propeller and
the fixation of the propeller itself. This determines the position of the propeller shaft. From this
propeller-shaft-line the crankshaft line can be determined once the choice for the gearbox (coaxial or
with vertical offset) is made. Once the position of the crankshaft line is known, one can check with the
engine outline drawing if there is enough space available for the engine. If one observes a problem, by
changing the type of gearbox this may eventually be solved.
For pump- and compressor-sets the procedure to determine the position of the engine is quite similar,
although here the repositioning of the driven machine itself may be considered as well.
For gensets, normally the engine and alternator are assembled on a common frame and the position of
the shaft line is determined by the engine manufacturer by his choice for the height of the frame. The
general outline dimensions must be checked against the building or machine room.
1.1.2. General directions concerning the design and placing of engines and gensets
1.1.2.1. Lift rail
The height of the engine room will be sufficiently for the use of an overhead crane or
another lifting arrangement and will permit the overhaul of a cylinder head, piston and liner.
(see fig 1.3 & 1.4 for height level) The space required for this is indicated on the general
outline drawing as well. Consider also if the engine can be brought easily on to its final
place. It may be necessary to disassemble some engine components to make the installation
in narrow spaces easier. In that case, the contractor or purchaser has to inform ABC, before
dispatching, so that disassembling can be done in the factory and such that critical
components can be protected against damage during transport and maneuvering.
Ed. 07 - 3/May/2016 - EN
1.1.2.2. Accessibility of the engine for maintenance and overhaul
Provide the necessary place for disassembly and maintenance. The piping must be laid out
so that it does not obstruct the dismantling of pumps. The oil pump in particular must be
given the most special attention in that respect. There must be a free space all around the
engine of at least 0,7 m. The minimum centre distance between 2 inline engines is fixed at
2,10 m and at 3m between 2 V-engines.
Fig. 1.1 : Minimal space around engine (6/8DZC and 12/16DZC)
Fig. 1.2 : Minimal space for dismounting oil pump (6/8DZC and 12/16DZC)
Ed. 07 - 3/May/2016 - EN
Fig. 1.3 : Minimal space for dismounting piston, cylinder liner, oil filter cartridge around engine (6/8DZC)
Fig. 1.4 : Minimal space for dismounting piston, cylinder liner, oil filter cartridge around engine (12/16DZC)
Ed. 07 - 3/May/2016 - EN
Fig. 1.5 : Distance between line engines 6/8DZC
Fig. 1.6 : Distance between engines 12/16DZC
Ed. 07 - 3/May/2016 - EN
1.1.2.3. Favorable arrangement of exhaust-, cooling water-,

fuel- and lube oil-piping.
Special attention will be paid to the prescriptions of security and fire protection, such as:
- Insulation of exhaust pipes.
- Provisions for draining the cooling water, oil and fuel circuits.
- All arrangements to avoid air or gas inclusions in the cooling water, oil and fuel pipes.
- Provision of a permanent air vent on the cooling water system by means of an air vent or
by a balance tank.
- The exhaust pipe arrangement should be constructed in such a way that the total back
pressure does not exceed 2500 Pa.
- Also the piping of the crankcase ventilation should be made in such a way that a
maximum back pressure of 400 Pa is not exceeded. See chapter 7 for more guidelines.
1.1.2.4. Place for the expansion vessel
Herefor we refer to point 9.1.1. in Chapter 9 : Water circuit.
Fig. 1.7 : Placement of an expansion tank.
Ed. 07 - 3/May/2016 - EN
1.1.2.5. Place for the auxiliaries.
Consider carefully a place in the machine room, in such a way that installation costs are
minimized for:
- separate lube oil tank, if applicable.
- emergency pumps, if applicable.
- starting air bottles and compressor.
- exhaust silencer(s)
- heat exchangers and radiators, if applicable.
- fuel day tank, if applicable
- fuel filters, centrifuges and so on.
1.1.2.6. For gensets: efficient and clear arrangement of engine and accessories
The electro technical components of the equipment, such as bus bars, switchboards and
operation panels are to be placed together at the same side of the engine room to avoid
crossings of pipes and cables.
SENSE OF ROTATION
The standard direction of rotation of the engine is counter clockwise as seen by an observer looking at the
flywheel (main-power-take-off-side). It is only in exceptional cases that the direction of rotation can be
changed. Then this will be stated explicitly in the A.B.C.'s confirmation order.
Check for all driven machines, if their sense of rotation corresponds with the chosen sense of rotation of the
engine.
Ed. 07 - 3/May/2016 - EN
THE FOUNDATION
1.3.1. Individual engines
The construction of the foundation for the engine comes within the scope of naval architecture. For
marine engines it is a normal practice that the shipyard designs the foundation, in accordance with the
rules of the selected classification society. The drawings have to be submitted to the class society for
approval.
The Design Department of A.B.C. is prepared to examine the shipbuilder's plans for foundations and,
where appropriate, to put forward counter proposals. Such opinions and proposals must be considered as
purely indicative and non-committal.
1.3.1.1. Rigid mounting of a propulsion engine
1. Transverse section
Figure 1.8 & 1.9 show, for information only, the A.B.C.'s suggestions relating to the minimum
thickness of the foundation plates and floor plates, without any allowance for machining.
The type and the design of the ship, the materials and methods used by the shipyard itself,
determine of course the final dimensions.
The foundation must be designed so that no distortion of the base of the engine can occur
and that there are no harmful stresses on the engine, even as a consequence of:
- lateral or longitudinal forces induced by the functioning of the engine.
- Strains in the structure of the ship caused by loading, the wave movement or others.
Ed. 07 - 3/May/2016 - EN
Fig. 1.8 : Transverse Section of the line engine foundation.
Symbol Designation Symbol Plate thickness Plate thickness

(mm) (mm)
6DZC 8DZC
1 Engine a 14 16
2 Chock b 35 50
3 Floor c 30-40 30-40
4 Girder d 240-300 500-560
5 Intercostal e 8-10 10-12
f 10 12
Width x plate Width x plate
g
140 x 12 140 x 12
Ed. 07 - 3/May/2016 - EN
Fig. 1.9 : Transverse Section of the V-engine foundation.
Symbol Designation Symbol Plate thickness Plate thickness

(mm) (mm)
12DZC 16DZC
1 Engine a 21 21
2 Chock b 50 55
3 Floor c 30-40 30-40
4 Girder d 640 640
5 Intercostal e 12 12
f 12 12
Width x plate Width x plate
g
140 x 12 140 x 12
Ed. 07 - 3/May/2016 - EN
2. Layout in the length of the ship.
The designer must consider the drill pattern of the engine as given in figure 1.10-11-12-13.
The top plate of engine and driven machine should be connected by a plate with similar
dimensions as the top plate itself. It goes without saying that, in the neighbourhood of the
thrust block, very strong longitudinal and transversal connections to the under frame must
be provided, in order to take the axial thrust of the propeller.
The longitudinal girders should be made as long as possible in both directions, in any case
as far as the nearest bulkheads. In general, one of these would be the propeller shaft tunnel
bulkhead and the other the after hold bulkhead.
The longitudinal girders should be fixed in the under frame to the floor-frame and be very
firmly attached to the bottom of the ship. In that manner, the whole under frame will
constitute a box girder having a high degree of stiffness and resistance to distortion.
FLYWHEEL SIDE
PUMP SIDE
2 holes ф27,5 at flywheelside or at pumpside

to be reamed to ф28H7
during installation for engine fixation on one side
Fig. 1.10 : Drill pattern of a 6DZC-engine - Dead weight ± 10700 kg - 16 bolts M27
Distance Chocking width Chocking area Bolt torque Load bolts

“a” (mm) “b” (mm) (cm2) (kgm) PV (kg)
660 140 4694 47 9604
680 130 4343 43 8836
700 120 3992 39 8068
720 110 3641 35 7300
740 100 3290 32 6533
(see also chapter 2 : Alignment and fixation)
Ed. 07 - 3/May/2016 - EN
FLYWHEEL SIDE
PUMP SIDE
Fig. 1.11 : Drill pattern of a 8DZC-engine - Dead weight ± 14000 kg - 20 bolts M27

660 140 5785 46 9538
680 130 5354 43 8784
700 120 4923 39 8030
720 110 4492 35 7276
740 100 4061 32 6521
Ed. 07 - 3/May/2016 - EN
FLYWHEEL SIDE The placement of the basic engine or genset
PUMP SIDE
Fig. 1.12 : Drill pattern of a 12DZC-engine-Dead weight 18100 kg-12 bolts M24

1065 180 3464 35,1 8469
1085 170 3268 32,8 7898
1105 160 3072 30,4 7327
1125 150 2876 28,0 6756
Ed. 07 - 3/May/2016 - EN
FLYWHEEL SIDE
PUMP SIDE
Fig. 1.13 : Drill pattern of a 16DZC-engine-Dead weight 22200 kg-18 bolts M24

1065 180 5196 36,6 8816
1085 170 4902 34,2 8245
1105 160 4608 31,8 7674
1125 150 4314 29,5 7103
1145 140 4020 27,1 6532
1165 130 3726 24,7 5961
Ed. 07 - 3/May/2016 - EN
3. Admissible engine inclination Fore-and-aft.
Dry sump execution:
Engine 6DZC 8DZC

Static 8°45’ 5°30’
Dynamic (pitching) 15° 10°30’
Wet sump execution:
Engine 6DZC 8DZC 12DZC 16DZC

Static 5° 5° 5° 5°
Dynamic (pitching) 7,5° 7,5° 7,5° 7,5°
4. Admissible engine inclination Atwartships
Dry sump execution:
Engine 6DZC 8DZC

Static 15° 15°
Dynamic (rolling) 22°30’ 22°30’
Wet sump execution:
Engine 6DZC 8DZC 12DZC 16DZC

Static 15° 15° 15° 15°
Dynamic (rolling) 22°30’ 22°30’ 22°30’ 22°30’
Special executions can be made on request.
Ed. 07 - 3/May/2016 - EN
1.3.1.2. Flexible mounting of a propulsion engine.
Some special applications ask for a flexible mounting to the ship. As this method is more
expensive and requires more space for installing the engine, it is less frequently used.
Sometimes this method is necessary in order to obtain a sufficient degree of isolation
against structural vibrations and noise. All depends, of course, upon the level of isolation
that the customer wants to reach.
Special attention has to be paid to all connections to the engine: shafts, coupling, pipes,
bellows.
The number of flexible elements as well as their position and characteristics will determine
the engine motion. The study of the whole can only be executed in close collaboration with
the shipyard and/or engine installer.
At A.B.C. we can provide a calculation of:

- the deformation of the flexible supports under the engine deadweight
- the movement of the engine in function of the ships motion
- the natural frequencies and eventually corresponding critical speeds
- the dynamic behaviour of the engine (the flexible coupling, expansion bellows,
flexible supports and flexible pipe connections must withstand the engine
dynamic motion).
The degree of isolation will certainly depend upon the operating speed of the engine.
Therefore it is advisable for these special applications to have variable pitch propellers, so
that the engine can continuously run at nominal speed. For more detailed information, do
not hesitate to contact our offices at Gent.
1. Transverse section:
Fig 1.14 and 1.15 show, two alternatives for an engine mounted on an own foundation and
flexibly connected to the ships foundation. The alternative with the cushy-feet in V-
mounting aside the foundation, gives a more stable mounting of the engine, but takes more
place. Fig 1.16 shows the flexible mounting of a 12/16DZC-engine. It is a normal practice to
provide the lube oil tank in the foundation. Figure 1.17, 1.18 and 1.19 give an outline view
from aside.
Ed. 07 - 3/May/2016 - EN
1400
Fig. 1.14 : Flexible mounting of a propulsion engine - Flat position of the cushy-feet.
Fig. 1.15 : Flexible mounting of a propulsion engine - Cushy-feet in V-mounting.
Ed. 07 - 3/May/2016 - EN
Height 195mm without weight of the engine

Height 190,4mm with weight of the engine
1215
Fig. 1.16 : Transverse Section of the V-engine elastic mounting.
Symbol Designation Symbol Plate thickness (mm)

12VDZC
1 Engine a 21
2 Plate b 50
3 Chock c 640
4 Floor d 25
5 Girder e 15
6 Intercostal f 12
g 12
h 140*2
x min 150 mm
Ed. 07 - 3/May/2016 - EN
2. Layout in the length of the ship.
Fig. 1.17 : Lateral view on a flexible mounted propulsion engine with a subframe.
Fig. 1.18 : Lateral view on a flexible mounted propulsion engine

for a non-sea going vessel.
Ed. 07 - 3/May/2016 - EN
Fig. 1.19 : Lateral view on a flexible mounted propulsion V-engine.
Ed. 07 - 3/May/2016 - EN
1.3.1.3. Informations to provide for calculating the static and dynamic behaviour of the
engine.
Upon special request, ABC can carry out the calculations of the static and dynamic behaviour
of the engine. It is however a common procedure that the supplier of the cushy-feet carries
out these specific calculations. For such a kind of calculation, A.B.C. can supply the following
data to the specialised offices:
- Engine characteristics :
- Output in HP or kW
- Nominal speed - rpm
- Overspeed and idling speed
- Number of cylinders and firing sequence
- Mass (engine + flywheel + vibration damper + flexible coupling if provided)
- Frame:
- Mass
- Fixation possibilities for flexible elements
- Flexible coupling:
- Reaction forces
- Admissible misalignment.
- Exhaust:
- Reaction forces of the expansion bellow.
- Admissible out of line position.
- Moments or inertia through the 3 mean axes passing the CG as defined in fig. 6.
- The dynamical forces and moments for the corresponding engine type and speeds. All
free dynamical forces and moments are equal to 0 for 6 & 8 DZC, 12 & 16 VDZC-engines
- The static and dynamic torque applied over the flexible coupling.
In case A.B.C. has to carry out the calculations, the following data should be sent:
- From the shipyard: motion of the ship at sea (rolling stamping).
- From the supplier of the cushy-feet:
- Static and dynamic stiffness, according to the different axes.
- Admissible static and dynamic deformation.
Fig. 1.20 : Definition of the 3 main axes.
Ed. 07 - 3/May/2016 - EN
1.3.2. Preassembled package: genset on common foundation, compressor- or pump-set.
An adequate foundation is a must for satisfactory operation of generator sets. The following guidelines
are strictly informative and cannot engage ABC for the responsibility of the lay-out and execution of the
foundation, since:
- we have no influence on the execution
- we have no control on the used materials
- in many cases the sole conditions are not known
Generally, two ways of mounting the group to the foundation have to be considered:
- rigid mounting
- flexible mounting
1.3.2.1. Rigid mounting of industrial sets.
1. General directions.
The generator set with or without frame is bolted to a concrete block. To avoid horizontal
movement of the unit, the foundation bolts must be provided either with special
intermediate pieces, or a base plate with cut-outs which can be incorporated in the concrete
blocks. The fixation of the unit is illustrated on the installation drawing made for each
application.
- The foundation must be dimensioned to avoid deflection in all circumstances. During the
design of the foundation, there should be taken care that:
- the lower surface (bottom) of the foundation is flat to avoid inclination of the
block by unequal setting.
- the supporting (bearing) parts are largely dimensioned
- recesses don't cause weakenings
- that overhanging parts are rigidly fixed to the whole block.
- Subsoil water gives a dynamic stiffness to the soil, this results in a wide propagation of
the vibrations. Even so, if the soil water level reaches the proximity of the foundations,
vibrations can be transmitted to the building-foundations with consequences such as
cracks in walls, vibration of doors and windows, etc.
- The highest level of the soil water has to remain at least at a distance from the machine-
foundation equal to 1/3 of the foundation width. If the level is higher, the foundations
must be executed on pillars, or the water level must be kept low by artificial means, such
as pits.
- The foundation block will directly, or by means of driven pillars, rest on a suitable soil,
capable to absorb dynamic forces without important movement. The thickness of this
suitable soil (rocks, loam, sand) must at least be equal to the greatest horizontal
dimension of the foundation. When the composition of the soil is unknown or uncertain,
trial drillings must be carried out to get composition, resistance and suspension
characteristics.
- We recommend to provide the possibility to modify the foundation to enable a changing
in natural frequencies for instance by adding pillars, increasing the mass, fixing supports
and others.
Ed. 07 - 3/May/2016 - EN
- The foundation must be protected against machine and motor oil, corrosive substances,
acids, etc. We recommend a protection of the horizontal surfaces by means of a special
painting or similar.
- The foundation of the building and the foundation of the genset should be separated and
anyhow not made as one part. To limit the vibrations and to avoid lateral transmission of
vibration it is necessary to have a separation of the foundation from the surroundings.
Such a separation can easily be realised by an air gap of 1 to 2 cm. This gap must be kept
free from dirt and grid. It is possible to close this gap by means of synthetic rubber or
with a plate of soft cork (max. pressure : 2 kg/cm2). Avoid to support surrounding floors or
covers on the foundation of the engine at any price!
Fig. 1.21 : Flexible mounting of an industrial set for line engines.
Ed. 07 - 3/May/2016 - EN
Fig. 1.22 : Flexible mounting of an industrial set for 12/16DZC-engines.
2. Materials
The most practical material for machine-foundations is a reinforced concrete block which
resists to tensile and bending loads.
- Under the reinforced block, on the sole, it is necessary to provide a cement concrete of
100 mm thickness. The composition contains at least 200 kg cement per m 3.
- For information, an average composition for reinforced concrete is as follows :
- Portland cement: 350 kg per m3 concrete
- Washed ballast 5/25: 800 liters per m3 concrete
- Rhine sand: 400 liters per m3 concrete. In the case sea sand with an uniform
granulation is used, the quantity of cement must be increased.
- Water: to permit to vibrate the concrete, the water content must be 0,4 to 0,5
times the mass of cement.
Ed. 07 - 3/May/2016 - EN
- Reinforcing: The reinforcing will be executed following the 3 axes. Steel with an
elasticity limit of 420 N/mm2 will be used (BE 40). Standard diameters: 12, 16, 20 and 25
mm. Required quantity: minimum 60 kg/m 3. When small cracks have to be avoided, it is
necessary to increase the reinforcing up to 150 kg/m3.
- If possible, the foundation must be executed at once, i.e. max. 2 hours between
successive dumpings. If this is not possible, and to avoid “joints", following rules must be
kept in mind:
- a steel-junction frame made of bars of 12 mm must be provided
- during the interruption of a few hours, it is necessary to sprinkle the surface with
water or compressed air before dumping the next charge, to remove the "cement-
milk"
- after a long interruption, the hard surface must be roughened again by hammering
or chiseling.
- the next charge of concrete is to be dumped on a wetted surface.
3. Informations
The mass of the concrete block is usually 2,6 to 3 times the mass of the complete generator
set. The load on the sole, for normal foundations, should not exceed 6 and 9 N/cm2 (0,6
kg/cm2 and 0,9 kg/cm2). The foundation bolts should be casted minimum 300 mm into the
concrete.
Resistance of the concrete after 28 days:
- compression :
- > 2700 N/cm2 for concrete with 350 kg cement/m3
- > 1500 N/cm2 for concrete with 200 kg cement/m3
- tensile: > 400 N/cm2
Ed. 07 - 3/May/2016 - EN
4. Data for the determination of foundation
The following data may be obtained from the general outline drawing, made by A.B.C. for
each installation, in order to permit a correct design of the foundation:
Engine characteristics:
- Nominal speed, idling speed an overspeed in rpm
- Mass: (engine + flywheel + vibration damper + flexible coupling if provided)
Frame:
- Mass
Generator characteristics:
- Total mass
- Mass of rotating parts (rotor, fan, exciter, rings, e.o.)
Generator set:
- Overall dimensions, mass and position of the centre of gravity (CG) of all main
components (engine, alternator, skid) following the X-, Y-, Z-axes; or mass and CG of the
complete set.
For correct design, besides the above information, the following data should be known and
supplied by the owner or main contractor:
- Sole-conditions:
- Resistance (load carrying capacity)
- Composition
- Dynamic stiffness
1.3.2.2. Rigid mounting of marine gensets
The engine and driven machine are assembled on a common foundation in the ship. The
yard has to design a flat foundation having the stiffness for bearing the genset. The fixation
of the genset to this foundation can either be done by welding, casting of epoxy or bolting
on intermediate plates for correct alignment.
Ed. 07 - 3/May/2016 - EN
1.3.2.3. Flexible mounting of marine gensets
In order to reduce engine vibration transmission to the foundation and in order to decrease
the structural noise level, a flexible mounting is recommended. Some general directions for
flexible mountings:
- For flexible mounting of generator sets it is of great interest to place the elastic
elements as close as possible to the horizontal plane going through the centre of gravity
(C.G.) of the set.
- All connections between genset and ship should be flexible. The flexibility must be
sufficient to absorb the displacements of the set during starting and stopping. The used
flexible connections must resist to fatigue vibrations.
- It is recommended to limit the deformation of the supports for starting and stopping and
for bad weather conditions or collisions.
- The flexible supports must be protected against oil and hydrocarbons, and in some cases
against high temperatures.
- For all flexible mountings, the connections to the engine need to be flexible:
- double exhaust compensation
- water, fuel, oil, oil sump ventilation and air connections
- a connection has to be made over the rubber elements so that both sides are
equipotential connected at the same level.
Fig. 1.23 : Flexible mounting of marine gensets.
Ed. 07 - 3/May/2016 - EN
For calculating the static and dynamic behaviour of the genset, ABC will provide the
following information, upon first request, at the manufacturer of flexible supports:
- Engine characteristics :
- Nominal speed - rpm
- Overspeed and idling speed
- Mass (engine + flywheel + vibration damper + flexible coupling if provided)
- Frame:
- Mass
- Fixation possibilities for flexible elements
- Alternator:
- Mass
- Generator set data:
- Overall dimensions drawing
- Total mass and position of the centre of gravity (CG) following the x-, y- and z-
axes or the mass of each component with its CG following the 3 axes.
- The dynamical forces and moments for the corresponding engine type and speeds. All
free dynamical forces and moments are equal to 0 for a 6 & 8 DZC, 12 & 16 VDZC-
engines.
- The shipyard has to communicate the motion of the ship at sea (rolling, stamping).
A.B.C. has also the possibility to control the behaviour of the installation mounted on
flexible supports by means of a sophisticated computer program. In that case we want to
know the static and dynamic stiffness of the cushy-feet, as well as the admissible
deformation.
1.3.2.4. Flexible mounting of industrial sets
In order to reduce engine vibration transmission to the foundation and in order to decrease
the structural noise level, a flexible mounting is recommended. The general directions for
flexible mountings as described above for marine gensets can be used. The mass of the
concrete foundation can be chosen smaller as well. See figure 11 on page 22 of this manual.
Ed. 07 - 3/May/2016 - EN
HANDLING THE ENGINES AND GENSETS
Caution:
Hoisting large masses involves a risk. Following precautions should be taken:
- No one is allowed under or in proximity of the engine during hoisting.
- Guiding of the engine should be done by means of ropes.
- No additional loads may be applied.
- All hoisting equipment should be in good condition, in accordance with local regulations and be appropriate
for the indicated masses.
Hoisting the engine or genset:

Fig. 1.24 to 1.31 show schematically how the engine can be lifted as a whole:
Use always a lifting apparatus for handling important pieces, such as cylinder heads, piston- and connecting
rods and cylinders.
- The lifting lugs must be placed as indicated and therefore the cylinder head covers must be taken away.
- The nuts must be tightened to a torque of 705 Nm (70 kgm) (the lifting lugs and the nuts are supplied by
A.B.C.)
- As some cylinder head covers have been taken away, take care that no dirt, strange objects or others can fall
into the engine.
- The cables or chains, lug and hook must be appropriate and conform the local regulations for lifting and
handling the indicated weight.
- With the indicated measures of cables and chains the engine will hang horizontally in longitudinal line. In
transverse line there can be a deviation of 10 to 15 mm, depending from the type of oil and water cooler.
- Under no circumstances shorter hoisting cables can be used. The use of longer cables causes less force on
the lifting lugs and is advisable.
1.4.1. Individual engine
Masses of the individual engine (dry masses) in kg:

6 DZC 8 DZC 12VZDC 16VDZC
Basic engine; without 9300 12000 16800 20700
flywheel water and oil-
coolers
Equipped engine with 10700 14000 18100 22200
standard flywheel, water
and oil-coolers
Ed. 07 - 3/May/2016 - EN
Fig. 1.24 : Lifting a 6DZC-engine.
Fig. 1.25 : Lifting an 8DZC-engine.
Ed. 07 - 3/May/2016 - EN
Ed. 07 - 3/May/2016 - EN
Fig. 1.28 : Lifting a 12DZC-TKP - engine.
Masses of the individual 12DZC

engine (dry masses). (TKP / Turbo Side Pumps)
(kg)
Basic engine ; without 17800
flywheel
Equipped engine with 18700
standard flywheel.
Ed. 07 - 3/May/2016 - EN
Fig. 1.29 : Lifting a 16DZC-TKP - engine.
Masses of the individual 16DZC

engine (dry masses). (TKP / Turbo Side Pumpside)
(kg)
Basic engine ; without
21550
flywheel
Equipped engine with
22550
standard flywheel.
Ed. 07 - 3/May/2016 - EN
1.4.2. Complete gensets
Masses of the complete genset (dry masses) in kg as example.

6DZC 8DZC 12DZC 16DZC
Complete genset
15.000 20.000 26.000 30.000
engine with coupling,
- - - -
alternator, common
21.000 30.000 40.000 45.000
foundation
The common foundation for engine and alternator is provided with lift-eyes for handling.
The above values are only as example, as the weight can change a lot depending on the choise of
alternator type and frame design.
Ed. 07 - 3/May/2016 - EN
Fig. 1.30 : Handling a complete genset with 6/8DZC engines.
Ed. 07 - 3/May/2016 - EN
Fig. 1.31 : Handling a complete genset with 12/16DZC-engines.
Ed. 07 - 6/June/2016 - EN
Alignment and fixation
ALIGNMENT AND FIXATION
ALIGNMENT OF PROPULSION ENGINES ....................................................................................................................................... 2

RIGID ATTACHMENT OF AN INDIVIDUAL ENGINE ON ITS FOUNDATIONS .................................................................... 17
INDIVIDUAL ENGINE MOUNTED IN A DAMPING SYNTHETIC RESIN ................................................................................ 18
FIXATION OF A COMMON FRAME ON THE FLOOR................................................................................................................. 21
FRAME CONNECTIONS, DISCHARGE OF STATIC ELECTRICITY ........................................................................................... 21
B32_002_dd2016_06_06_Ed007_EN_Alignment_Fixation_JB prior consent of ABC
Ed. 07 - 6/June/2016 - EN
ALIGNMENT OF PROPULSION ENGINES
The reliability and the useful life of the installation and, in particular, those of the crankshaft and main bearings
and flexible coupling are intimately linked with the alignment. Before the engine and gearbox are installed in
the ship, the foundation will be examined. Special attention will be given to the recesses and openings provided
to enable dismantling of certain units (e.g. oil pumps).
Following NT 153-EN-Ed004 : Alignment engine driven machinery – dd2016-04-27
1.1.1. Fixed connection between diesel engine and driven machine.
Driven machine supported on one bearing.
2.1.1.1. Application
- In this mounting execution the coupling flange of the driven machine is coupled directly
to the flywheel of the engine. The engine and also the driven machine are mounted
rigidly (fixed mounting).
2.1.1.2. Assembly instructions

- Correct alignment of the machines prevents additional bearing load and tension in the
shafts.
- For transporting and installation of this type of generator (one bearing) the rotor shaft is
centred radially by two half flanges who are axially fixed to the generator housing. These
flanges must stay in place and may not be taken away until the generator is finally
coupled and fixed to the diesel engine.
- None of the pipes on the diesel engine nor on the driven machine may be connected
before alignment. The pipes may only be connected after alignment. In this way tension
is prevented in tubes and flexibles. For the engine these are for example the exhaust,
cooling water tubing, fuel lines, etc. .
- Before starting the placement and alignment it is advisable to consult the construction
drawings to check whether the bearing surfaces of the diesel engine and the generator
are in accordance. These surfaces must be clean.
Ed. 07 - 6/June/2016 - EN
2.1.1.3. Procedure
1. Aligning the coupling flange

- First the diesel engine is mounted on the frame or foundation. Make sure the engine is
fixed firmly. Hereafter the driven machine will be aligned. Sometimes it can be difficult
or impossible to align the driven machine. In that case the engine can just as well be
aligned to the driven machine.
- First the flanges are aligned in parallel. The distance ‘V’ (see Figure 2.1 : Parallel
alignment) is brought to zero by means of setting bolts that are screwed into the
machine’s feet. In order not to damage the frame a pressure plate can be used under the
setting bolts. (See nr. 2 on Figure 2.3) Usually the driving flange of the driven machine
has a centering fit that accords to the one of the flywheel of the engine. This simplifies
the parallel alignment.
Fig 2.1 : Parallel alignment Fig 2.2 : Angle alignment
1 Driven machine
2 Pressure plate
3 Fixation block
4 Transverse setting bolt
5 Height setting bolt
6 Frame
Fig 2.3 : Alignment by means of setting bolts
Ed. 07 - 6/June/2016 - EN
- Following this, one checks with thickness plates or with setting wedges the angle
alignment between driving flange and the flywheel (See Figure 2.2).
If necessary one corrects the angle error by turning the setting bolts in- or outward.
- It will be found that the non-driving side of the driven machine is usually lower than the
driven side. This is due to the hanging weight in rest of the flywheel and the resting of
the crankshaft on the lower bearing. This is indicated in Figure 2.4.
Fig 2.4 : Hanging of the crankshaft
- Slide the centering fit of the coupling flange together and fix the flange to the flywheel.
Take away the two half centering flanges and tighten slightly the fixing bolts in the
mounting feet of the driven machine.
2. Aligning with respect to crankshaft deflection

- Measure the crankshaft deflection on cylinder 1, first horizontally on 90° before TDC and
next on 90° after TDC. This will indicate whether the driven machine should be shifted
left or right in the horizontal plane. If foreseen this can be done by the transvers setting
bolts which are mounted in the fixation blocks. (nr. 3 on Figure 2.3)
- After this, measure the deflection in height: cylinder 1 on TDC followed by BDC. Here,
one shall usually see that there is a too big deflection in negative direction with the
crank of cylinder 1 in the upper position.
- Bring by means of the height setting bolts the deflection back to the normal value as
indicated in the table below. Here one shall see that usually the non-driven side of the
machine must be raised higher than the driven side. (See Figure 2.5).
Ed. 07 - 6/June/2016 - EN
Engine- Allowable difference Axial

type in deflection at cyl. 1 clearance
in mm in mm
6/8DZC 0,097 0,12 – 0,28

12/16DZC 0,097 0,12 – 0,28
Fig 2.5 : Reducing crankshaft deflection
- When the driven machine is a generator one must check the air gap between the rotor
and the stator. This must be divided equally over the total surface. Follow the
instructions of the manufacturer of the generator in regards to the allowable deviations.
If there is no information available, deviations of 0.2 to 0.3mm are acceptable.
- Tighten all the fixing bolts of the driven machine. Check again the air gap and the
deflection. It is not unusual that during the alignment the air gap and the deflection
must be readjusted several times.
- Measure the axial clearance of the engine. It must be within the allowable values as
indicated in the table above.
- Measure also the axial clearance of the driven machine. Follow the instructions of the
manufacturer.
- When everything is in order and when this is needed the drilling of the holes for the
placement of the alignment pins can be started and the supporting feet can be bedded
into epoxy resin.
- When the epoxy resin feet are hardened and the whole installation is fixed all the setting
bolts (height and transverse) must be removed. After this the alignment is to be
measured again and the added alignment report needs to be filled in. (See chapter: 4.
ALIGNMENT REPORT).
Ed. 07 - 6/June/2016 - EN
3. Remarks
- Approval societies forbid the use of fill-up shims in our applications. For this you must
take care to always use an epoxy resin embedding or a fixed fill-up plate.
- To avoid unnecessary load on the axial bearing because of thermal expansion, the
alignment pins may only be mounted there where the shaft of the engine-driven
machine is axially guided. This location is for our engines always at the flywheel.
2.1.2. Elastic coupling between the diesel engine and the driven machine.
Shaft of driven machine supported on two bearings.
- In this mounting execution there is an elastic coupling mounted between the engine’s
flywheel and the driven machine. The elastic coupling is centred and fixed to the
engine’s flywheel. The engine and also the driven machine are mounted rigidly (fixed
mounting).
2.1.2.2. Assembly prescriptions

- It is not so that the alignment is less important when an elastic coupling is used. A bad
alignment can lead to rapid wear of the elastic elements. For this reason ABC approves
only installations which are aligned within our indicated tolerances, despite maybe other
values given by the manufacturer of the elastic coupling.
- For transporting this type of generator (two bearings), the rotor is usually fixed with a
brace to prevent turning. Remove the brace once the generator is in place.
- None of the pipes on the diesel engine nor on the driven machine may be connected
before alignment. The pipes may only be connected after alignment. In this way tension
is prevented in tubes and flexibles. For the engine these are for example the exhaust,
cooling water tubing, fuel lines, etc. .
drawings to check whether the supporting surfaces of the diesel engine and the
generator are in accordance. These surfaces must be clean.
Ed. 07 - 6/June/2016 - EN
2.1.2.3. Procedure
1. Aligning the coupling flanges

- First the diesel engine is mounted on the frame or foundation. Make sure the engine is
fixed firmly. Hereafter the driven machine will be aligned. Align the installation first
temporarily and connect the elastic coupling to the driving flange of the machine. Follow
the instructions of the manufacturer of the elastic coupling.
- Sometimes it can be difficult or impossible to align the driven machine. In that case the
engine can just as well be aligned to the driven machine.
- The alignment is done by means of height setting bolts and transverse setting bolts in
the fixation blocks as indicated in Figure 2.3 .
- Make use of two dial gauges A & B as indicated in Figure 2.6 . Do the measurements on
four places and for a fifth time on the initial starting position.
- Dial gauge A measures an error of parallelism or radial runout.
- Dial gauge B measures the error of angle or axial runout: the difference in angle between
the centerline of the diesel engine and the centerline of the driven engine. This is the
angle misalignment.
Fig 2.6 : Alignment by means of dial gauges
Ed. 07 - 6/June/2016 - EN
- Align the driven machine as good as possible by means of the height and transverse
setting bolts. Make certain that the deviations are at least within the allowable values, as
indicated in the following table.
Allowable radial runout A Allowable axial runout B Allowable

Max difference in mm Max difference in mm Axiale
TYPE
Total runout A Concentricity Total runout B clearance
(mm/100mm) in mm
Target Absolute Target Absolute Target Absolute
max max max
DZ 0,1 0,2 0,05 0,1 0,05 0,1 0,12 – 0,28
VDZ 0,1 0,2 0,05 0,1 0,05 0,1 0,12 – 0,28
- Measure the axial clearance of the engine. This value must be within the allowable
values as indicated in the table above.
- Measure also the axial clearance of the driven machine, follow the instructions of the
manufacturer.
- Once the alignment is done, one can tighten the fixing bolts of the driven machine.
Check the alignment once again.
- Also measure again the crankshaft deflection. The allowable values are indicated in the
table below.
Engine- Allowable difference in

type deflection at cyl. 1
in mm
DZ 0,097
VDZ 0,097
- When everything is in order and when it is needed, the drilling of the holes for the
placement of the alignment pins can be started and the supporting feet can be bedded
into epoxy resin.
- When the epoxy resin feet are hardened and the whole is fixed, all the setting bolts
(height and transverse) must be removed. After this the alignment is to be measured
again and the added alignment report needs to be filled in. (See chapter: 4. ALIGNMENT
REPORT).
2. Remarks
Ed. 07 - 6/June/2016 - EN
2.1.3. Elastic coupling between diesel engine and driven machine. Diesel engine flexibly mounted.
Shaft of driven machine supported on two bearings.
- In this mounting execution there is an elastic coupling between the flywheel and the
driven machine. The elastic coupling is centered and mounted on the flywheel. In this
mounting execution the engine is elastically mounted on cushy feet and the driven
machine is mounted rigidly (fixed mounting).
2.1.3.2. Assembly prescriptions

- It is not so that the alignment is less important when an elastic coupling is used. A bad
alignment can lead to rapid wear of the elastic elements. For this reason ABC approves
only installations who are aligned within our indicated tolerances, despite the other
values given by the manufacturer of the elastic coupling.
- For transporting this type of generator (two bearings) the rotor is usually fixed with a
brace to prevent turning. Remove the brace once the generator is in place.
- Before alignment mount and fix all the connection pipes to the engine. For the engine
these are for example the exhaust, cooling water tubing, fuel lines, etc. . In this way the
engine has all the forces which are also set on the elastic mountings. Because the driven
machine is mounted rigidly (fixed mounting) and when the alignment is done on the
driven machine (usually the easiest) no connection pipes may be connected to the driven
machine. In this case we refer back to chapter 2.1.2. for the alignment procedure. When
the driven machine is not used for aligning the connection pipes to the driven machine
may be mounted before alignment but it is not necessary.
drawings to check whether the bearing surfaces of the diesel engine and the generator
are in accordance. These surfaces must be clean.
- Because of the compression of the elastic cushy feet the engines weight needs to be as
close as possible to the weight in working condition. All engine components must for
this reason be in place and mounted but also the cooling water and the engine’s
lubrication oil, etc. need to be in the engine before alignment can be started.
Ed. 07 - 6/June/2016 - EN
2.1.3.3. Procedure
1. Mounting of the elastic foot
A Top casting
B Base casting
C Internal limiter
C1 External part
C2 Internal part
D Rubber element
E Rubber bushing
F Height adjust bolt
G Washer
Jacking bolt H Nut
I Protection cap
J Pre-tension bolts
K Upper nut
L Lower nut
Intermediate plate
Fig 2.7 : Section view elastic foot
Use following instructions, unless other specific instructions of the manufacturer are
foreseen:
- Mount an intermediate plate (see Figure 2.7) fitted with fixation holes for the elastic foot
and threaded holes for the jacking bolts. The diameters of the bolts and their tightening
torques are to be found in the installation prescriptions of the elastic foot.
- Remove the nut and the washer (G en H).
- Screw the limiter (C) (C1+C2) up until it hits the base casting (B).
- Place nut F on height so that dimension AF (see Figure 2.7) is 17mm unless another
value is mentioned in the installation prescriptions of the elastic foot.
- Mount the elastic foot under the engine and place the washer and screw on the nut (H en
G) on the limiter (C).
Make sure the specification nameplate is turned outward so it can be read easily.
Tighten the nut (H) just by hand.
Ed. 07 - 6/June/2016 - EN
2. Alignment of coupling flanges

- The alignment in the horizontal plane is done by means of transverse setting bolts
located in the fixation blocks, as indicated in Figure 2.3.
- For alignment in vertical direction the setting bolts of the engine mounting foot must be
used and not the ones (jacking bolts) in the intermediate plate of the elastic foot (see
Figure 2.8). These last may not touch the frame during alignment. Take attention:
adjusting bolt (F) may not be used for the alignment. Adjusting bolt (F) serves its purpose
if it is necessary to make additional alignment corrections after that the engine has been
bedded on cast resin.
Setting bolt engine foot
Jacking bolt
elastic foot
Fig 2.8 : Setting bolt engine and jacking bolts elastic foot.
- When the elastic feet are loaded with the weight of the engine they will be further
compressed. To compensate this the engine must get a vertical correction ‘V’. The engine
must therefore be aligned temporarily a distance ‘V’ higher than the driven machine. For
value ‘V’ one takes preferably 5 to 10 mm.
Possibly a more accurate value ‘V’ can be calculated which eventual benefits
the final alignment afterwards. This goes as follows:
- First measure the length TB (delivered) (see Figure 2.7) before the foot is
loaded with the engine’s weight. (The length TB1 should practically be
equal at the four corners so TB1=TB2=TB3=TB4)
- Search for the static compression of the foot (by the engine’s weight) and
multiply this with 1,15 (to compensate creep of the material). If one knows
the weight per engine foot, this compression can be read in the installation
prescriptions of the elastic foot or in the calculation report of the elastic
mounting configuration.
- Further search for the unloaded length TBunloaded . This is the length TB
(see Figure 7) unloaded so no load from the engine and without pré-tension
Ed. 07 - 6/June/2016 - EN
by bolts. This value is to be found in the installation prescriptions manual

of the elastic foot.
The vertical correction will then be:
V = TBdeliv – ( TBunloaded – compression*1,15 )
Remark: The value of ‘V’ can also be negative. In that case the engine will
raise when the weight of the engine is put on the elastic feet and the pré-
tension bolts are loosened. Herefore in this case the engine must be put lower
than the driven machine.
- When explicitly asked an extra vertical offset Y (see Figure 2.9) can be applied to
compensate the torque reaction of the engine. This value then must be added to the
vertical correction ‘V’ mentioned above. Additionally the horizontal plane must also be
adjusted with value ‘X’. In Figure 2.9 this value is indicated for engines turning K
(clockwise) as well as for engines turning A (counter-clockwise) looking at the flywheel.
- Values for X and Y are given by ABC.
- K-engine:
This can be done in 2 ways.
Displacement of the engine: Shift the engine looking at the flywheel with a
distance Y upward and with a distance X to the right.
Or by displacement of the driven machine: Shift the driven machine looking at the
flywheel with a distance Y downward and a distance X to the left.
- A-engine:
This can be done in 2 ways.
Displacement of the engine: Shift the engine looking at the flywheel with a
distance Y upward and with a distance X to the left.
Or by displacement of the driven machine: Shift the driven machine looking at the
flywheel with a distance Y downward and a distance X to the right.
Remark: In the case that there are no explicit values indicated, the compensation with these
X and Y values must not be taken into account.
Ed. 07 - 6/June/2016 - EN
C = Centre Crankshaft
I = Inputshaft
X = ……mm
Y = ……mm
Engine movement Engine movement

during turning during turning
clockwise (K) counter-clockwise (A)
clockwise rotation (K) flywheel) Counter-clockwise rotation (A) flywheel)
Fig 2.9 : Extra offset to compensate the torque reaction (only applied when explicitly asked)
- The provisional alignment with dial gauges is done similarly as in chapter 2.3.1 See
Figure 2.6.
- Temporarily align the driven machine as good as possible. This shall simplify the final
alignment. Notice that because of the vertical offset ‘V’ the coupling of the engine is now
at a distance ‘V’ higher than the driven machine (parallel error). As soon as the elastic
feet bear the load of the engine they will be compressed. The engine will in fact lower,
whereby the difference will disappear. This will afterwards be checked by the final
alignment, see further.
Ed. 07 - 6/June/2016 - EN
Allowable radial runout A Allowable axial runout B Allowable

Max difference in mm Max difference in mm Axiale
TYPE
Total runout A Concentricity Total runout B clearance
(mm/100mm) in mm
Target Absolute Target Absolute Target Absolute
max max max
DZ 0,1 0,2 0,05 0,1 0,05 0,1 0,12 – 0,28

VDZ 0,1 0,2 0,05 0,1 0,05 0,1 0,12 – 0,28
- Once the alignment is correct one must screw the jacking bolts in the intermediate
plates of all cushy feet inward so that they hit the frame. Now turn the setting bolts of
the engine feet completely outward. Doing so the pre-tension bolts of the cushy feet are
loosened because they bear the full weight of the engine.
- Turn the internal limiter C (C1+C2) down until it hits the intermediate plate. Now tighten
the external limiter (C1) into the internal limiter (C2) using the prescribed tightening
torque to be found in the installation prescriptions of the elastic foot.
- Now turn the internal limiter C (C1+C2) up against the base casting (B) of the elastic foot.
Doing so take care that when you turn upward the external part (C1) does not come
loose of the internal part (C2). To prevent this from happening one can lift the top
casting (A) 1 or 2 mm upward making use of the pre-tightening bolts (L) as this lifts up
the limiter (C) from of the intermediate plate. If C1 does come loose from C2 the above
prescribed steps must be retaken. Remove the pre-tightening bolts as soon as the
internal limiter C (C1+C2) can turn freely.
- Set the internal limiter C (C1+C2) to a value by measuring the clearance underneath the
limiter (see Figure 2.10). Consult the installation prescriptions of the elastic foot for the
correct value.
Clearance underneath
Fig 2.10 : Clearance of the limiter
Ed. 07 - 6/June/2016 - EN
- Check now if all feet are evenly loaded. For this, check the value TB which is the mean
value of the values TB1 till TB4 measured at the four sides of a foot. The mean TB values
may certainly not differ more than 3mm from one foot to another. Consult the
installation prescriptions of the cushy foot for the maximum difference between TB1 till
TB4 between each other. (uneven load distribution of the foot itself)
- Following this the elastic coupling can be connected to the drive flange of the driven
machine. Follow for this the instructions of the manufacturer of the elastic coupling.
- Let the installation rest for 1 week or at least 48 hours without change.
- Now check the alignment and correct with the jacking bolts in the intermediate plate
(see Figure 2.8) if necessary and check that the alignment falls inside the allowable
values indicated in the table above. If an offset X and Y is indicated that is to be followed
this must be taken into account for the dial gauge A. Take notice that the jacking bolts
are not turned more than 1/3 of a turn (2 sides of a hexagon) at a time. If a correction has
to be done in the horizontal plane then the pre-tension bolts and nuts must first be
mounted again at every cushy foot. Mount the bolts and nuts without changing the
height of the cushy foot, fix just a little bit to block side flexing of the foot. Apply only
then pressure on the intermediate plate using the transverse setting bolts (see Figure
2.2).
- Check again the clearance underneath the limiters (see Figure 2.10)
- Measure the axial clearance of the engine. This must be within allowable values as
indicated in the table above.
- Measure also the axial clearance of the driven engine. Follow for this the instructions of
the manufacturer.
- When everything is in order the drilling of the holes and the embedding of the
supporting feet on cast resin can be started.
- As soon as the cast resin is hardened and the construction is fixed all the jacking bolts
and transverse setting bolts must be removed. After this the alignment is to be measured
again and the added alignment report needs to be filled in (see chapter 4 : ALIGNMENT
REPORT)
3. Remark
Ed. 07 - 6/June/2016 - EN
2.1.4. Alignment report
Location of measurement: Date: Name: .

Project nr. : Coupling type:
Engine type: Ambient temperature in °C:
Engine speed RPM: Installation cold: Yes / No
Direction of rotation of engine: Dial gauge on position: 1 / 2 (see Figure 2.11)
Turning hours engine: Diameter d: ..................mm (see Figure 2.11)
Application: Marine / Generator / Traction / Other:..................
If applied: Vertical offset Y:

Horizontal offset X:
Ship in loaded condition : Yes / No
Laser alignment report added: Yes / No
When pointer moves to the right (clockwise)

(feeler moves into the dial gauge)
this gives a positive reading.
Figure 2.11 : Indicate the position of the dial gauge (1 or 2)
Radial runout (Dial gauge A) in mm. Axial runout (Dial gauge B) in mm.
Axial
Target <0,1mm, absolute max 0,2mm Target <0,5mm ,
clearance
absolute max 0,1mm/100mm.
in mm
Engine nr. 1 2 3 4 5(=1) 1 2 3 4 5(=1)
Remarks:
Ed. 07 - 6/June/2016 - EN
RIGID ATTACHMENT OF AN INDIVIDUAL ENGINE ON ITS FOUNDATIONS
In this case, it is necessary that the engine is very rigidly attached to the floor plating. This is effected by means
of fixed length fill-up plates which can be supplied on request. The chokes must be made of steel or cast iron
and should be adjusted at site.
Before making measurements with a view to machining the fill-up plates, the floor plating and the undersides of
the feet of the engine must be thoroughly cleaned. The measurements must be made very carefully, and the
machining must be so that the fill-up plates bear on their whole surface and not only at a few points. Some
shipbuilders, in order to make it easier to insert the fill-up plates under the engine, give the floor plating a slight
slope toward the outside ; that slope must in no case be more than 0,5 to 0,7 %.
When running, the engine heats up and expansions take place. For that reason, the engine will be provided with
fitted dowels at the flywheel side only. All the other bolts will be clearance fit. The dowels can be replaced by
cotter screws.
On request, A.B.C. delivers with the engine two dowels of diameter 28 mm for the engine and two of diameter
18 mm for the gearbox. The dowels are provided with threads for easy removal.
After the machining or adjustment with the fixed length machined fill-up plates, after boring and removing any
burrs from the clearance holes, the holding-down bolts are put in place and the nuts tightened to a torque of
between 700 and 750 Nm.
The clearance holes in the fill-up plates should have a diameter of 30 mm for the inline engines and a diameter
of 26mm for the V-engines.
The holding-down bolts used are M27 according to DIN 931 - quality 8.8 for the inline engines and M24
according to DIN 931 – quality 8.8 for the V-engines.
In order to prevent the engine from shifting laterally, it is advisable to leave the fixation blocks with the
transverse setting bolts in place; one on each side of the engine, either at the free-end side or in the middle of
the engine.
Ed. 07 - 6/June/2016 - EN
INDIVIDUAL ENGINE MOUNTED IN A DAMPING SYNTHETIC RESIN
Following :
- NT 164-E-Ed002 : Bedding the engine on cast resins 3/6/8DX & 6/8DZC
- NT 188-E-Ed001 : Bedding the engine on cast resins 12/16DZC
2.3.1. Introduction
For modern ships, instead of using metal fixed length fill-up plates, the engine is often bedded to its
foundation through a synthetic cast resin, because of the better isolation for noise and structural
vibrations.
This method is acceptable for A.B.C.-engines but the shipyard is responsible for the workman like
execution of the cast resin bedding.
In principle the alignment of the engine in relation to the shafting has to be effected in the same way as
when bedding the engine on steel chokes and should be done in accordance with our installation
prescriptions.
2.3.2. Commonly used cast resin
CHOCKFAST ORANGE PR610 CTF

Manufacturer : PHILADELPHIA RESINS
2.3.3. Admissible specific load on the epoxy resin
The technical specification of the manufacturer and the prescriptions of L.R.S. limit the specific load on
the cast resin to :
- 68 N/cm² for engine deadweight
- 343 N/cm² for the combination of engine deadweight and bolting down force
This limited specific load , together with the effective engine supporting area , the engine deadweight
and the number of holding down bolts result in rather small bolting down torques. The initial stressing of
the bolts is not sufficient to compensate the shrinkage of the resin (0,1 tot 0,3% of resin thickness), which
causes the bolts to loosen after a while.
Ed. 07 - 6/June/2016 - EN
2.3.3.1. Bolt assembly configuration 6/8DZC
In order to maintain, as far as possible, the initial stressing force, we recommend to provide
the bolts M27 DIN 931 (quality 8.8) with 5 disc springs A63 DIN 2093, 1x additional flat
washer 16R10-28-67, 1x washer 16R10-30,5-67 and 1x guide bush as shown by figure 2.12.
On request , A.B.C. may deliver these components.
Engine foot
Cast resin
Top plate
Fig 2.12 : Epoxy resin bolt assembly 6/8DZC
Ed. 07 - 6/June/2016 - EN
2.3.3.2. Bolt assembly configuration 12/16DZC
In order to maintain, as far as possible, the initial stressing force, we recommend to mount
the bolts M24 DIN931 – quality 8.8 with 5 disc springs A63 DIN 2093, 1x additional flat
washer 16R10-25-67, 1x washer 271.L61 and 1x guide bush 46.L14 as shown by figure 2.13.
On request , A.B.C. may deliver these components.
100.101.024.220 - Bolt M24x220 DIN931-m8.8
100.201.024.000 - Nut M24 DIN934-m8
630.119.9002.01 - Washer 271.L61
100.242.063.000 – Disc spring A63 DIN2093
630.119.9001.01 – Distance cylinder 45.L14
900.234.025.067 – Washer 16R10-25-67
Engine foot
Cast resin
Top plate
Fig 2.13 : Epoxy resin bolt assembly 12/16DZC
2.3.3.3. Bolting down torques
Bolt threads, washers and disc springs should be oiled slightly before assembling.
The recommended bolting down torques are to be found in chapter 1 for 6/8/12/16DZC
resp. in figures Fig 1.10 – 1.11 – 1.12 and 1.13.
These bolting down torques were determined in function of the effective bearing surface
and the number of bolts. Dimensions “a” and “b” depend on ship construction (distance
between floor plates).
Shipdesign should therefore aim for maximum engine supporting area.
Ed. 07 - 6/June/2016 - EN
FIXATION OF A COMMON FRAME ON THE FLOOR
If the common bedplate will be fitted rigidly to the floor, it should be bolted down. Eventually the common
bedplate can be mounted with epoxy resin as well. In case the bedplate is put on cushy-feet, the cushy-feet
should be bolted to the floor, or in case of a steel floor, an intermediate supporting plate may be welded to it,
after the alignment has been checked.
FRAME CONNECTIONS, DISCHARGE OF STATIC ELECTRICITY
It is necessary to make provision for direct electrical connections between the hull and all the heat exchangers
of the engine, through which the sea water flows. Those exchangers include certainly the fresh water cooler.
Those connections may be made, for example, to the base of the engine bearers, the floor plating or the floor
frame. If the engine is attached through resin choking on elastic mountings, it is also necessary to make
provision for a direct electrical connection between the engine and the hull of the ship.
Chapter 3 - Page 1
Ed. 06 - 25/02/2015 - EN
Torsional vibration calculations
CHAPTER 3
TORSIONAL VIBRATION CALCULATIONS
3.1. CALCULATION OF THE TORSIONAL VIBRATION BEHAVIOUR OF THE COMPLETE INSTALLATION ...................... 2
3.2. FACTORS HAVING AN EFFECT ON THE STRESSES RESULTING FROM CRITICAL TORSIONAL VIBRATIONS ....... 5
3.3. GENERAL REMARKS ............................................................................................................................................................................. 7
B32_003_dd2015_02_25_Ed006_EN_Torsional_Vibration_Calculations_JB prior consent of ABC
Chapter 3 - Page 2
Ed. 06 - 25/02/2015 - EN
3.1. CALCULATION OF THE TORSIONAL VIBRATION BEHAVIOUR
OF THE COMPLETE INSTALLATION
It is indispensable that all the machines driven by the engine, such as shafts, pulleys, propellers, gearboxes,
alternators, flexible couplings and so on, are examined for their torsional vibration behavior, in order to avoid
the risk of drawing up an unsatisfactory installation plan. These calculations should be made by the engine
builder. The charges of the first torsional vibration study are for the account of A.B.C.
The shipbuilder or installation-designer must therefore provide the engine builder as early as possible all the
information necessary for calculating the critical speeds of torsional vibration. This will avoid later modifications
when the installation work has already started.
3.1.1. Information to be provided by the shipyard for a propulsion installation
The information that is to be provided must be complete, so that it is possible to calculate torsional
vibration amplitudes for different modes of utilization of the installation. Considerations for a ship for
example are:
- propulsion ahead and astern
- free sailing or towing
- PTO engaged or disengaged
Therefore it is also necessary to communicate us the speed range for propulsion and the engine speed for
secondary power-take-off. It is also important for us to know in case of secondary power-take-off,
whether the propeller is engaged or not.
1. A sketch or brief description of the total installation.

2. For the propeller:
GD 2
- mass moment of inertia : J  [kgm2] (in air and in water)
4
- number of blades
- diameter
- material
- kind of propeller: fixed pitch propeller or controllable pitch propeller
- absorbed power at engine nominal speed
- only for variable pitch propeller we demand the operating speed:
- working at constant (nominal) speed
- working at all speeds
- working according a load program
Chapter 3 - Page 3
Ed. 06 - 25/02/2015 - EN
3. For the propeller shaft, the intermediate shaft and all PTO-shafts:
Detail drawings with the necessary information:
- lengths
- diameters
- used materials
- if possible, torsional stiffness (Nm/rad)
4. For the gearboxes:

The diagram of the mass moment of inertia (J) of all rotating parts of the gearbox, the torsional stiffness
of the shafts and their diameters and the gear ratio is requested. We should be pleased if you mention
whether these values are reduced to the input (or output) shaft speed or whether these figures are the
effective inertia's.
5. Detail drawing and inertia (J) of all pulleys and flanges.
6. Kind of flexible couplings (if not A.B.C.-delivery)

Ask your supplier for:
- the mass moment of inertia of the primary and secondary part
- their stiffness (in function of engine torque and vibration frequency)
- their damping characteristics
- and admissible vibratory torque (in function of torque and vibration frequency)
7 Kind of electro-magnetic or pneumatic clutches

Ask your supplier also for:
- the mass moment of inertia of each part
- and if a flexible coupling is built to the clutch, ask also for its characteristics.
8. For all driven equipment, such as alternators, generators, pumps, fans,

We ask the mass moment of inertia J and shaft stiffness’ to be given.
9. Working regimes.
It is very important to inform us about the engine speeds at which a secondary power take-off will
happen. We also ask for the power absorbed by these PTO's and whether or not the propeller is engaged
at the moment of secondary power-take-off. To help you to collect all requested data, A.B.C. will send you
in double the list, "Data for torsional vibration calculations”. Please return us as soon as possible one copy
with the requested information. Keep one exemplar for your own administration. ABC will carry out
calculations for the ideal engine as well as the case of misfiring of 1 cylinder.
Chapter 3 - Page 4
Ed. 06 - 25/02/2015 - EN
3.1.2. Information to be provided by the assembler of the genset
If A.B.C. sold the complete genset, then A.B.C. itself will collect the necessary data. If however A.B.C. only
supplies the engine and the alternator is bought and assembled outside A.B.C. then we need the
following information, in order to be capable to calculate the installation:
1. A sketch or brief description of the total installation.

2. For the alternator:
GD 2
- mass moment of inertia: J [kgm2] of each part of the alternator:
4
- fan
- rotor and shaft
- excitor
- drawing of the alternator shaft, with indication of the points of rigidity or preferably the
torsional stiffness of the shaft:
- between couplings point and fan
- between fan and point of rigidity of the rotor
- between point of rigidity of the rotor and the excitor.
- minimum diameter of each shaft or detail drawing showing all cut out radi and grooves.
3. Kind of flexible couplings (if not A.B.C.-delivery)

Ask your supplier for:
- the mass moment of inertia of the primary and secondary part
- their stiffness (in function of engine torque and vibration frequency)
- their damping characteristics
- and admissible vibratory torque (in function of torque and vibration frequency)
4. Other driven machines.

Detail drawings, mass moments of inertia and material specifications of all rotating parts:
- for compressors
- fans
- intermediate shafts
- pumps
- belt pulleys and so on.
Chapter 3 - Page 5
Ed. 06 - 25/02/2015 - EN
3.2. FACTORS HAVING AN EFFECT ON THE STRESSES
RESULTING FROM CRITICAL TORSIONAL VIBRATIONS
3.2.1. Propulsion installations
3.2.1.1. The inertia J of the propeller
In general the inertia of the propeller is a given fact and cannot be changed. This inertia
depends on the chosen propeller diameter and number of blades. In a first instance the
propeller inertia determines together with the propeller shaft diameter and length as well
as the total gearbox inertia the resonance speed in the propeller shaft. This resonance
should be away from the nominal engine speed. It can in many cases be tolerated at a
reduced engine speed.
The propeller inertia also considers the amount of water running with the propeller. There is
much confusion on this extra inertia, and the propeller manufacturer should give these
figures as correctly as possible, as much depends on it.
3.2.1.2. The number of propeller blades
The propeller is also a source for torsional vibrations. The frequency of the propeller
vibration is equal to the propeller speed multiplied by the number of propeller blades. The
excitation of a propeller with 4 blades is generally much greater than the excitation of a 3-
blade propeller. The propeller excitation of a 5-blade propeller is very low.
3.2.1.3. Gearboxes
A gearbox introduces a high frequency vibration in the installation. Normally these

vibrations create no problems. The torsional vibration program cannot predict their
influence. Sometimes these vibrations can declare a small difference between calculated
and measured amplitudes.
A torsional vibration computer program does not have the possibility to control the
influence of the clearance between the teeth and possible backlash of the gearwheels.
Therefore we advise to minimize these clearances.
3.2.1.4. Flexible couplings
Flexible couplings, with a high torsional stiffness, generally result in greater vibratory
torques and alternating stresses. The security factor against gear hammering and pitting is
normally greater when "very flexible" couplings are used.
In case of a secondary power-take-off from the gearbox, it is advised to have a "very flexible
coupling" between engine and gearbox and/or a second flexible coupling between gearbox
and secondary machine.
Chapter 3 - Page 6
Ed. 06 - 25/02/2015 - EN
3.2.2. Gensets
The inertia J of the alternator:

In general the inertia of the alternator is a given fact and cannot be changed. As we also carry out the
calculations for a misfiring of 1 cylinder, the inertia of the alternator is very important.
In case of a rigid coupled alternator, the degree of irregularity of the alternator will be better with a
higher rotor inertia. In case of coupling of engine and alternator by means of a flexible coupling, the
vibratory torque in case of misfiring will be higher with higher rotor inertia.
Chapter 3 - Page 7
Ed. 06 - 25/02/2015 - EN
3.3. GENERAL REMARKS
1. The provision of incomplete, incorrect or imprecise information has to be avoided. Such information would
have the result that the calculations carried out would not correspond with the reality, with all the
consequences that this could have, for which A.B.C. could not be held responsible in any way. Therefore we
advise the customer to control our torsional vibration report from the point of view of the modes of operation
and corresponding engine speeds. This should be done before the installation is taken into service.
2. We advise the customer to communicate us the requested data according to the SI-standards:
- dimension of the torsional stiffness C: Nm/rad
- dimension for the mass moment of inertia J:
GD 2
J [kgm2]
4
3. The torsional vibration calculations may show that some components in the installation ought to be modified,
in order to prevent damage from torsional stresses at the "critical" resonance speeds. A.B.C. reserves to itself the
right to insist upon specified modifications, and if necessary engineers them. Details will be communicated with
the shortest delay.
4. The technical measures to be taken to keep the torsional vibration within the tolerable limits are above all
determined by the free space available and the cost of the installation. For that reason, it is possible that certain
engine speeds may have to be restricted.
5. ABC generates a report of the calculations and will sent it to the yard or installation designer or contractor. It
is the duty of the main contractor or designer of the shaft line i.e. the shipyard to present this report to the
classification society or inspection of the installation.
6. If modifications are made to an installation which has been verified and accepted from the point of view of
critical torsion stresses, A.B.C. must be informed without delay, because the torsional vibration calculations of
the system should be recalculated. Such calculations will be made by A.B.C. and charged to the customer.
Chapter 4 - Page 1
Ed. 06 - 25/02/2015 - EN
Speed setting
CHAPTER 4
SPEED SETTING
1.1. PROPULSION ENGINES ....................................................................................................................................................................... 2

1.2. GENSETS .................................................................................................................................................................................................. 2
B32_004_dd2015_02_25_Ed006_EN_Speed_Setting_JB prior consent of ABC
Chapter 4 - Page 2
Ed. 06 - 25/02/2015 - EN
Speed setting
4.1. PROPULSION ENGINES
The speed setting for the propulsion engine can be:

- mechanically: take care that the forces applied on the governor are kept at a reasonable value. For absolute
certainty one can provide eventually a spring in the connection-line.
- pneumatically: for this a speed setting device which gives a control pressure between 0 and 7 bar is needed.
The connecting pipes have to be copper and have a diameter around 6 mm.
- electrically: the speed setting motor has to be cabled according to the specific installation prescriptions
given apart. The same is applicable in case of using an electronic speed governor.
4.2. GENSETS
For simple installations, speed setting, synchronising and load sharing this can be done with the speed governor
itself. The Woodward governor for dial control is foreseen with knobs for speed setting, speed droop and
maximum load. When the governor is equipped with a speed setting motor the speed adjustment for
synchronising and load division are done electrically. The installation contractor has to foresee a well-insulated
cable between the switchboard and the speed governor. In case an electronic speed governor is to be installed,
the specific installation instructions of this governor should be read and applied accordingly.
B32_004_dd2015_02_25_Ed006_EN_Speed_Setting_JB prior consent of ABC
Chapter 5 - Page 1
Ed. 06 - 25/02/2015 - EN
PTO-Drive on the engine
CHAPTER 5
PTO-DRIVE ON THE ENGINE
5.1. SECUNDARY POWER TAKE-OFF ...................................................................................................................................................... 2
B32_005_dd2015_02_25_Ed006_EN_PTO_Drive_on_the_engine_JB prior consent of ABC
Chapter 5 - Page 2
Ed. 06 - 25/02/2015 - EN
PTO-Drive on the engine
5.1. SECUNDARY POWER TAKE-OFF
The A.B.C.-engines are capable to drive secondary machines (hydraulic pumps, alternators, etc.) from the front-
end of the crankshaft. For the admissible power values, we refer to Chapter 5 of the Manual Description and
Applications. If you have any questions, do not hesitate to contact our Technical Department.
Secondary power-take-off from the reverse reduction gearbox is also a possibility.
Remark concerning the use of a secondary alternator drive at idle speed:

- The idling speed of the engine is 300 or 330 RPM.
- With the propeller connected, that speed falls by about 5%.
If, for that speed, a generator drive is provided on the engine, the reduced speed must be taken into account.
B32_005_dd2015_02_25_Ed006_EN_PTO_Drive_on_the_engine_JB prior consent of ABC
Chapter 6 - Page 1
Ed. 06 - 25/02/2015 - EN
Starting air
CHAPTER 6
STARTING AIR
6.1. STARTING AIR CIRCUIT ....................................................................................................................................................................... 2
B32_006_dd2015_02_25_Ed006_EN_Starting_Air_JB prior consent of ABC
Chapter 6 - Page 2
Ed. 06 - 25/02/2015 - EN
Starting air
6.1. STARTING AIR CIRCUIT
The starting air circuit is described in the manual “Description and Application DZ” chapter 6. The definite
scheme for the piping will be provided according to the contract specifications. The air bottle(s) must be
equipped with condense drain cocks, which must be perfectly accessible. In order to have a maximum of start
attempts from one bottle, make sure that the pressure loss in the piping is at minimum. After shaping and
welding, the starting air pipes must be submitted to an air-tightness test. After installing these pipes and before
the first start we recommend blowing compressed air through the pipes. This when the air starter motor or the
engine starting system is disconnected at that moment. We advise to equip the starting air compressor with a
blow-off valve and water drain.
B32_006_dd2015_02_25_Ed006_EN_Starting_Air_JB prior consent of ABC
Chapter 7 - Page 1
Ed. 06 - 25/02/2015 - EN
Air intake system and ventilation
CHAPTER 7
AIR INTAKE SYSTEM AND VENTILATION
7.1. AIR FILTERS AND AIR INTAKE PIPE ................................................................................................................................................ 2

7.2. AIR SUPPLY TO THE ENGINE ROOM .............................................................................................................................................. 5
7.3. VENTILATION OF THE ENGINE ROOM (following ISO 8861) ................................................................................................ 6
7.4. CRANKCASE VENTILATION .............................................................................................................................................................. 13
7.5. VENTILATION ON LUBOIL TANK ................................................................................................................................................... 18
7.6. VENTILATION OF BATTERY ROOMS ............................................................................................................................................ 18
B32_007_dd2015_02_25_Ed006_EN_Air_intake_Ventilation_JB prior consent of ABC
Chapter 7 - Page 2
Ed. 06 - 25/02/2015 - EN
7.1. AIR FILTERS AND AIR INTAKE PIPE
7.1.1. Air filters
One must consider that the maximum permissible depression, measured just before the turbocharger
intake, is max. 1500 Pa. The complete flow resistance should be calculated and checked with this value.
In case the air filter is not supplied by A.B.C., it must comply with the following characteristics in function
of the installation application:
7.1.1.1. Marine application
Air filter on engine inside the engine room:

KBB air filter or minimum a G3 type filter (following EN 779).
Air filter at intake outside the engine room:

Use minimum a G4 type filter (following EN 779)
7.1.1.2. Land based application
Normal environment:
Use an air filter with a minimum 98% efficiency (following ISO 5011, fine dust)
High dust environment:

Use an air filter with a minimum 99,5% efficiency (following ISO 5011, fine dust).
7.1.1.3. Locomotive application
Use an air filter with a minimum 99,5% efficiency (following ISO 5011, fine dust).
7.1.1.4. Special application
For special applications contact our technical department.
Filtration material:
The presence of abrasive (e.g. dust, sand, cement) or corrosive (e.g. chemicals) substances in the air
determines the choice of the filtration material.
Chapter 7 - Page 3
Ed. 06 - 25/02/2015 - EN
7.1.2. Air intake pipe
- The air intake piping will internally be galvanized or painted. The painting of the rough plate will be
done as follows :
- Pre-treatment of the plate: sandblasting or bright grinding,
- First coat: zinc paint
- Second coat: paint on basis of "epoxyester" and "zinc chrome" or ferric oxide.
- Finishing coat : one or two coats on a basis of chlorinated rubber paint.
The above indicated second and finishing coats can also be put on the galvanization as
additional protection.
- The air intake pipe must be placed as far as possible from the exhaust piping. If this is not possible,
adequate insulation must be foreseen between both.
- The air velocity in the intake pipe must not exceed 15 m/s. Greater air velocities cause higher pressure
losses and streaming-noises. The noise caused by the air flow is given in Table 7.1 in function of the
air velocity.
- In case the air intake piping is between filter and inlet turbo, make sure that the air intake pipe is
clean and free of any particles or possible loose fixation parts as this can damage the turbocharger.
Table 7.1 : Flow - noise in function of the air velocity.

Air Velocity
8 10 15 20 25 30 35 40 45 50
(m/s)
Flow-noise
45 50 58 65 70 74 76 80 83 86
(dB ISO NR)
- The necessary section (m²) for the air intake piping can be determined by means of the attached
figure. If the engine works in tropical circumstances, add to the value obtained from the graph
0,005m², or increase the diameter by 2-5%. The figure below is based on an admissible air-velocity of
15 m/s.
Chapter 7 - Page 4
Ed. 06 - 25/02/2015 - EN
- The flow resistance calculation of the intake pipe considers:

- the resistance of the inlet. The figure below shows some arrangements to minimize the
intake losses.
Inlet Duct Determination

Section (m²) – Diameter (m)
Section (m²)
Diameter (m)
Engine Power (Hp)
Fig 7.1 : Inlet duct determination
R/D k
0,2 0,2
0,5 0,1
0,8 0,05
- the resistance of the straight pipe

- the resistance of singularities: bends, elbows, changes in section and so on.
- the resistance of the air filters, to be given by the supplier.
ABC has a computer program for calculating complex admission lines. Do not hesitate to
contact the factory.
Chapter 7 - Page 5
Ed. 06 - 25/02/2015 - EN
- Reaction forces on the intake funnel of the turbo-charger: The reaction forces of the intake air pipes
on the turbo charger must be limited to following values. We recommend to put elastic connections in
the air intake pipe as near as possible to the turbo charger.
(see 11.1.2. for maximum permitted reaction forces on the turbocharger)
- The inlet funnel of the turbo charger is shown on the standard overall dimension drawing in its
possible mounting positions.
7.2. AIR SUPPLY TO THE ENGINE ROOM
- In case the air filter is mounted on the engine, take care that air ducts are largely dimensioned. As a guiding
value 3,0 cm² can be admitted per installed kW. (2,2 cm² per installed HP).
- In case air ducts are used, these must be placed in such a way that the eventual drops of water falling from
the ducts cannot be aspirated by the engine.
- It is also important to avoid mounting the air ducts in the immediate proximity of the exhaust piping,
because the air could be heated and the exhaust gases could be aspirated by the engine.
- A forced air supply to the engine room by means of ventilators or fans is advised. Only for the combustion, an
air supply of 5 to 6 m³/h per installed HP is necessary. The blowers may be directed in the proximity of air
filters.
- The engine room should always be kept in over pressure. So, air supply ventilators should blow air into the
engine room and not suck air out of the engine.
Chapter 7 - Page 6
Ed. 06 - 25/02/2015 - EN
7.3. VENTILATION OF THE ENGINE ROOM (following ISO 8861)
When ventilators or fans supply the air for the combustion and also for the ventilation of the room, the
necessary air flow may be found in next graph in function of the amount installed engine power (kW). The
following has been taken in account when establishing this graph:
Vcomb  m3 
- the combustion air supply:  
 s 
 m3 
- the air flow for heat rejection of the engine by radiation: Vengine.heat  
 s 
(calculated at )
 m3 
- the air flow for heat rejection of the generator: Vgenerator .heat  
 s 
(air cooled generator with eff. gen.= 96%)
the air flow for heat rejection of insulated exhaust pipe : Vexhaust . pipe.heat
 m3 
-  
 s 
(insulation thickness 70mm, ∆T=350°):
Vtotal  Vcomb  Vengine.heat  Vgenerator .heat  Vexhaustpipe.heat  m3 

  (see fig 7.2)
 s 
Total air supply by ventilation in engine room (Following ISO8861)

Cooling air flow (m³/s)
Engine Power (kW)
Fig 7.2 : Total air flow for cooling the engine room and delivering combustion air for a diesel engine ( )
calculated with 2x 5m exhaust pipes
Chapter 7 - Page 7
Ed. 06 - 25/02/2015 - EN
7.3.1. Combustion air flow for engine power
Vad * Pengine  m³ 
Vcomb   s 
3600  
Pengine kW 
Vad = Air flow per kW required for combustion in diesel engines :
 m³ 
value between 6,8 - 8,2  
 h * kW 
7.3.2. Cooling air flow for engine radiation (following ISO 8861)
Qengine.heat  m³ 
Vengine.heat   s  ( see fig 7.3)
 * c p * T  
Qengine  0,396 * (Pengine )0, 70 kW 
kg
  1,13 (i.e. the density of air, at + 35°C, 70% RH and 101,3 kPa atmospheri c pressure)
m³
 J 
c p  1010  
 kg * K 
T  12,5 K
Chapter 7 - Page 8
Ed. 06 - 25/02/2015 - EN
Cooling air flow for engine radiation

Cooling air flow for engine radiation (m³/s)
Engine power (kW)
Fig 7.3 : Air flow for cooling the convection and radiation by eninge power
Chapter 7 - Page 9
Ed. 06 - 25/02/2015 - EN
7.3.3. Cooling air flow for generator radiation.
Qgenerator .heat  m³ 
Vgenerator .heat   s  ( see fig 7.4)
 * c p * T  
Qgenerator .heat  Pengine * 4% kW 
(eff. Alternator = 96%)
Cooling air flow for generator radiation

Cooling air flow for generator radiation (m³/s)
Engine power (kW)
Fig 7.4 : Air flow for cooling the convection and radiation by a generator ( )
Chapter 7 - Page 10
Ed. 06 - 25/02/2015 - EN
7.3.4. Cooling air flow for exhaust pipe radiation
Qexhaustpipe .heat  m³ 
Vexhaustpipe .heat   s  (see fig 7.5)
 * c p * T  
Qexhaustpipe.heat  Lexhaust * f (exhaust pipe ) kW 
Lexhaust m
 kW 
f (exhaust pipe  )  100, 68*logpipe  2, 2356 
 m 
Heat emission from an exhaust pipe (kW/m)

∆T= 350 (°C/°K) and insulation thickness 70 mm
Heat emission from an exhaust pipe (kW/m)
Diameter of exhaust pipe, mm
Fig 7.5a : Heat emission from an exhaust pipe (kW/m) in function of exhaust diameter (mm)
Chapter 7 - Page 11
Ed. 06 - 25/02/2015 - EN
Cooling air flow for exhaust pipe radiation

∆T= 350 (°C/°K) and insulation thickness 70 mm
Cooling air flow for exhaust pipe radiation
(m³/s) per m
Diameter of exhaust pipe (mm)
Fig 7.5b : Cooling air flow for exhaust pipe radiation (m³/s per m)
Chapter 7 - Page 12
Ed. 06 - 25/02/2015 - EN
7.3.5. Example air flow calculation
Example engine: 8 E DZC-1000-166 with 5m exhaust pipe DN500.

7.3.5.1. Combustion air:
Pengine  1768 kW
m³
Vad  8
h * kW
m³
Vcomb  8 * 1768  14144
h
14144 m³
Vcomb   3,93
3600 s
7.3.5.2. Engine heat:
Qengine  0,396 * 1768 kW  0, 70  74,29 kW
74, 29 * 1000 m³
Vengine.heat   5, 21
1,13 * 1010 * 12,5 s
7.3.5.3. Generator heat:
Qgenerator  1768 * 4%  1768 * 0,04  70,72 kW
70,72 * 1000 m³
Vgenerator .heat   4,96
1,13 * 1010 * 12,5 s
7.3.5.4. Exhaust pipe heat:
kW
f (exhaust pipe  500 mm)  100, 68* log500  2, 2356  0,39783
m
Lexhaust  5 m
Qexhaust .pipe  5 * 0,39783  1,99 kW
1,99 * 1000 m³
Vexhaustpipe.heat   0,139
1,13 * 1010 * 12,5 s
7.3.5.5. Total airflow:
Vtotal  Vcomb  Vengine.heat  Vgenerator .heat  Vexhaustpipe.heat
m³ m³
Vtotal  3,93  5, 21  4,96  0,14  14, 24  14,3
s s
Chapter 7 - Page 13
Ed. 06 - 25/02/2015 - EN
7.4. CRANKCASE VENTILATION
7.4.1. Flexible connection between engine and ventilation system
The connection between the engine and the crankcase ventilation system must always be done by means
of an oil resistant flexible hose of at least 50 cm. The hose must be flexible enough to withstand the
vibrations of the engine and the bends for mounting the hose to the crankcase ventilation system.
Requirements for installation: (see Fig 7.6 – 7.7 – 7.8 – 7.9)

- Lengthen collector (tube dia.48 x 2,6 mm) with 30 to 60 cm
- Install flexible rubber sleeve min. 50 cm with metal tighteners
- Ventilation tube of diameter 80mm with minimum inclination of 1°.
For 12/16DZC engines 2 seperate cranckcase ventilation pipes are necessary, one for each bank.
Fig 7.6 : Installation requirement.
Chapter 7 - Page 14
Ed. 06 - 25/02/2015 - EN
7.4.2. Marine propulsion and marine gensets
Both separated crankcase ventilation from exhaust as combined with exhaust is possible.
7.4.2.1. Separated crankcase ventilation from exhaust system:
The crankcase ventilation tube must be carried up to above the deck level of the ship. An
elbow protection or other protection element at the end of the pipe outside must be
installed to protect against the ingress of dirt and water. A small collector with a drain cock
is provided with each crankcase breather (see Fig. 7.9). In normal operation the drain cock is
closed and collects oil deposits or condensed water from in the crankcase ventilation
system. This collected substance is to be drained each day and inspected for hazardous
water in oil or other substances. This way the collected condensation and oil sludge can’t
obstruct or compromise the working of the crankcase breather system.
The minimum gradient that the crankcase ventilation pipe must have is 1° in every section
of the pipe as indicated in figure 7.7 .
Also in case a nod is in the crankcase breather system there must be a drain cock installed
to drain any deposits, condensation or oil sludge present. This must also be done daily. (See
Fig. 7.10) This collected substance is also to be inspected for hazardous water in oil or other
substances.
Chapter 7 - Page 15
Ed. 06 - 25/02/2015 - EN
Fig 7.7 : Separated crankcase ventilation from exhaust system
Chapter 7 - Page 16
Ed. 06 - 25/02/2015 - EN
7.4.2.2. Combined crankcase ventilation with exhaust system
In this case the crankcase ventilation runs parallel the exhaust pipes but exits combined
with the exhaust pipe out of the ship. The minimum distance of combined length is 30 cm
as illustrated in figure 7.8 .
A small collector with a drain cock is provided with each crankcase breather (See Fig. 7.9). In
normal operation the drain cock is closed and collects oil deposits or condensed water from
in the crankcase ventilation system. This collected substance is to be drained each day and
inspected for hazardous water in oil or other substances. This way the collected
condensation and oil sludge can’t obstruct or compromise the working of the crankcase
breather system.
The minimum gradient that the crankcase ventilation pipe must have is 1° in every section
of the pipe as indicated in figure 7.8 .
Also in case a nod is in the crankcase breather system there must be a drain cock installed
to drain any deposits, condensation or oil sludge present. This must also be done daily. (See
fig. 7.10) This collected substance is also to be inspected for hazardous water in oil or other
substances.
Fig 7.8 : Combined crankcase ventilation with exhaust system
Chapter 7 - Page 17
Ed. 06 - 25/02/2015 - EN
Fig. 7.9 : Daily drain inspection Fig. 7.10 : Pipe nod drain
7.4.3. Industrial engines
The crankcase ventilation is always separated from the exhaust system. (See Fig. 7.7) To avoid deposition
of oil mist on electrical contacts and instruments, it is necessary to have the crankcase ventilation pipe
exhaust outside the engine room. Protect the pipe against the ingress of dirt or water by means of an
elbow (see fig. 7.7) or another protective device.
A small collector with a drain cock is provided with each crankcase breather (See Fig. 7.9). In normal
operation the drain cock is closed and collects oil deposits or condensed water from in the crankcase
ventilation system. This collected substance is to be drained each day and inspected for hazardous water
in oil or other substances. (See Fig. 7.9) This way the collected condensation and oil sludge can’t obstruct
or compromise the working of the crankcase breather system.
The minimum gradient that the crankcase ventilation pipe must have is 1° in every section of the pipe as
indicated. (See Fig. 7.6)
Also in case a nod is in the crankcase breather system there must be a drain cock installed to drain any
deposits, condensation or oil sludge present. This must also be done daily. (See Fig. 7.10) This collected
substance is also to be inspected for hazardous water in oil or other substances.
Chapter 7 - Page 18
Ed. 06 - 25/02/2015 - EN
7.4.4. Crankcase ventilation backpressure
The piping for the crankcase ventilation should be made in such a way that a maximum backpressure of
4 mbar (400Pa) is not exceeded. This value is at full load of the engine with a Pme of 16,6.
For the 12/16DZC engine the maximum backpressure is also limited to the above value for each of the
2 crankcase ventilation tubes.
Find hereafter the flow per engine type:
Engine type Flow (m³/min)

6DZC 1,5
8DZC 2
12DZC 3 (in total)
(1,5 per pipe)
16DZC 4 (in total)
(2 per pipe)
For calculation of the cranckcase ventilation backpressure, the calculation coefficients for the tube can be
found in chapter “Exhaust system” where this is mentioned for the engine exhaust system, but are exactly
the same as for the calculation of the cranckcase ventilation calculation.
7.5. VENTILATION ON LUBOIL TANK
The lube oil tank, as supplied by ABC, has a connection for a ventilation pipe. We advise to evacuate the oil
damps outside the engine room by a ventilation tube.
7.6. VENTILATION OF BATTERY ROOMS
Recharging batteries release hydrogen gas H2, which is very explosive. For this reason batteries have to be
placed in separate rooms provided with good ventilation.
To avoid long connecting wires, starting batteries are sometimes placed near the generator set. In this case it is
necessary to provide sufficient ventilation or air stream around these batteries.
Chapter 8 - Page 1
Ed. 06 - 25/02/2015 - EN
Oil circuit
CHAPTER 8
OIL CIRCUIT
8.1. LUBE OIL PIPING ................................................................................................................................................................................... 2

8.2. PRE-LUBRICATION AND PRE-HEATING OF THE ENGINE ........................................................................................................ 3
B32_008_dd2015_02_25_Ed006_EN_Oil_Circuit_JB prior consent of ABC
Chapter 8 - Page 2
Ed. 06 - 25/02/2015 - EN
Oil circuit
8.1. LUBE OIL PIPING
The manual “Operating manual for diesel engines ABC type 6/8/12/16DZC Engine” gives the different types of
lubricating oil schemes. Based upon the agreements of the sales contract, the final lube oil scheme will be
provided. For marine and industrial gensets, the oil tank is built into the common frame for engine and
alternator. All lube oil piping can be done in the factory. In case a separate lube oil-tank has to be installed,
consider the following additional general remarks:
- When the engine is provided with a separate oil tank in the installation, the maximum distance of the
suction opening above the centre line of the crankshaft is 1000 mm.
Engine
Lube oil tank
CL-Engine
Fig 8.1 : Separate lube oil tank
- The maximum depression, i.e. the static head pressure + losses in the pipes, may not exceed 0,4 bar. The
pressure has to be measured at the scavenge pump suction side at rated speed of the engine and with an oil
temperature of about 70/75°C. The same conditions apply to the emergency lubricating oil pump if any is
installed.
Chapter 8 - Page 3
Ed. 06 - 25/02/2015 - EN
Oil circuit
- All pipes must be degreased, tested on leakages then soured and finally cleaned. This rule is always
applicable independent of engine type or installation. There are a lot of products available for this. Firstly
the pipes must be degreased. This can be done using a product like Ultra Clean (Innotec) or an equivalent
product. For souring and cleaning the following procedure, already used with good results, is the following
with products of Chemetall.
Procedure:
- Sauring: immersing for minimum 1 or more hours in a bath with 30% Gardacid P4352 and 70% water. (The
duration of the procedure can be influenced by the ambient temperature or how long the bath has already
been used)
- Rensing: by means of clean water.
- Neutralizing: by immersing during 15 minutes in a bath of 5 to 10% Gardobond additive H 7004.
If these products can’t be obtained, other equivalent products can be used only with the mutual agreement of
the technical department of ABC.
8.2. PRE-LUBRICATION AND PRE-HEATING OF THE ENGINE
8.2.1. Propulsion engines
For these engines pre-lubrication is always foreseen. The installation contractor has to install the
separately delivered pre-lubricating oil pump, if purchased.
For propulsion engines pre-heating is normally only done on the engine’s cooling water. Therefor ABC
can supply an pre-heating module that itself can be mounted on the inline engine (6/8DZC). In this case
there is no installation piping required. For the V-engine (12/16DZC) the pre-heating module has to be
mounted in the installation. In this case you have to provide 2 connecting pipes having an outside
diameter of 28mm and a tube wall thickness of 2mm (tube 28x2). The unit is connected to the engine by
elastic tubes.
Chapter 8 - Page 4
Ed. 06 - 25/02/2015 - EN
Oil circuit
Engine Pre-heating module
Fig 8.2 : Cooling water pre-heating module
The module consists of an electric heater that warms up the engine cooling water to approximately 50°C
and an electric circulation pump. The client has the choice out of the following standard executions:
- 50 Hz; 220-380 VAC
- 60 Hz; 250-400 VAC.
The nominal capacities are:

- for 6DZC: 9 kW
- for 8DZC: 9 kW
- for 12DZC: 12kW
- for 16DZC: 12kW
Chapter 8 - Page 5
Ed. 06 - 25/02/2015 - EN
Oil circuit
8.2.2. Gensets
In case an electric pre-lubrication pump is specified, it may be mounted directly on the common frame for
engine and alternator. In this case there is no installation piping required. Pre-heating of the engine oil
circuit might be necessary for automatic starting gensets. Therefor ABC has designed a combined pre-
heating and pre-lubrication module, that can be mounted on the frame of the genset. Here also no extra
installation pipes are required.
The pre-heating and pre-lubricating module consists of a motor pump group driving a water pump and an
oil pump, an electric heater that warms up the engine cooling water and a heat exchanger for pre-heating
the lube oil by the electrically heated cooling water. The engine water and oil are heated to
approximately 50°C.
The client has the choice out of the following standard executions:
- 50 Hz; 220-380 VAC
- 60 Hz; 250-400 VAC
The nominal capacities are:

- for 6DZC: 9 kW
- for 8DZC: 9 kW
- for 12DZC: 12kW
- for 16DZC: 12kW
Pre-lubricating pre-heating
Engine module
Fig 8.3 : Pre lubrication and pre heating of engine oil
Ed. 07 - 3/May/2016 - EN
Water circuit
WATER CIRCUIT
If the cooling system is designed by the installation contractor or by the customer, we recommend to execute
the design in close cooperation with our technical department. Especially:
- to discuss the cooling system with regard to the engine
- to know the temperatures, pump capacities and heat rejection
- to take in account the restrictions and special executions.
If the above mentioned criteria have not been taken into account, engine malfunctioning or even disastrous
engine failure can be the result. In such situation, warranty claims will be denied.
FRESH WATER or HT-CIRCUIT .......................................................................................................................................................... 2

SEA OR RAW WATER CIRCUIT FOR MARINE PROPULSION ENGINES ................................................................................ 6
RADIATOR COOLING .......................................................................................................................................................................... 11
BOX- OR BEUN COOLER ................................................................................................................................................................... 14
COOLING SYSTEM WITH COOLING TOWER AND HEAT EXCHANGER .............................................................................. 15
B32_009_dd2015_05_03_Ed007_EN_Water_Circuit_JB prior consent of ABC
Ed. 07 - 3/May/2016 - EN
Water circuit
FRESH WATER or HT-CIRCUIT
The fresh water circuit is a closed circuit. The engine heat exchanger in this circuit is mounted on the engine in
the factory. In that case only connections for des-aeration, filling the circuit, expansion vessel, eventual heat
recuperation and connection of the external cooler are to be carried out in the installation.
For all other kinds of cooling circuits like an external heat exchanger (radiator, box cooler, plate heat exchanger)
is to be specified and has also to be connected by the installation contractor.
9.1.1. Expansion tank
When filling the fresh water system, the instructions given by A.B.C. must be followed. See manual "
Operating manual for diesel engines ABC type 6/8/12/16DZC Engine" or ask our services.
In order to have enough static pressure on the suction side of the HT-water pump, the level of the water
in the expansion tank must be at least 2 m above the crank shaft centre line and not more than 10 m. The
expansion vessel must be connected to the water circuit, and this should only be done on the suction side
of the HT-water pump! The return pipe from the expansion tank to the suction piping of the pump will
have a pipe of Ø28x2 mm. (See Fig. 9.1 – 9.2)
Cooling water
expansion tank
CL-Engine
Engine
Fig 9.1 : Cooling water expansion tank
The recommended capacity for the expansion tank is ± 80 litres for the 6/8DZC engine and ± 120 litres
for the 12/16DZC-engine. This capacity is needed to compensate the expansion of the water in the
engine while running. If a complex heat recuperation system is connected to the engine and the piping
and coolers have an important volume, a bigger expansion vessel may be needed.
The pipes to the expansion vessel must have a minimal inclination of 2 to 3% toward the expansion
vessel. This way no trapped air can remain in the system.
A float switch has to be equipped to signal a too low water level.
Water treatment is explained in the “Operating Manual”.
Ed. 07 - 3/May/2016 - EN
Water circuit
Connection
dia. 28mm
Fig. 9.2 : HT-water pump 6/8DZC
Connection
dia. 28mm
Fig. 9.3 : HT-water pumps 12/16DZC
Ed. 07 - 3/May/2016 - EN
Water circuit
9.1.2. Desaeration
Venting connections are provided on the highest points of the soft water circuit, i.e. the turbo charger gas
side, on the water outlet collector and on the air cooler. Connections will be made with diameter 18x2.
Normally the desaeration pipe join to one pipe and is brought to the expansion tank just above the water
level.
The desaeration pipes will have a minimum inclination of 2 to 3% so that the air cannot be trapped.
The connections of venting pipes and return piping are indicated on the standard overall drawing.
9.1.3. Connections for central heating for sanitary installations
The fresh water circuit may be provided with take-off branches for heat recuperation. This heat can be
applied for central heating, sanitary installations, etc. (e.g. pre-heating of other engines, sea water
evaporating plant). The connections are to be made according to the overall drawing, taking the following
directives into account. The piping, leading from the thermostat to the water cooler is provided with a
butterfly valve with limited switch position, as indicated in fig.1. This valve can either be fully opened
when no heat recuperation is wanted, or partially closed to deviate an amount of hot water to the
consumers.
The hot water has a temperature of between 75°C to 85°C depending on the type of engine.
The heat capacity that can be recuperated depends on many factors, such as :
- capacity of the apparatus that takes the heating
- available heating according to:
- the position of the butterfly valve
- the diameter of the branches
- load of the engine
- engine type
- temperature drop in the heating system
Max. 1 ½”G
Limited position max. 45°
Supply ABC Supply yard
Fig. 9.4. : Heat recuperation valve
Ed. 07 - 3/May/2016 - EN
Water circuit
Taking this into account, we can give the following guiding values at full load:
Table 9.1 : Heat recuperation at full load - (Pe= 16,6 bar) according to Δt
Engine type rpm Δt 10°C Δt 15°C Δt 20°C
kW kcal/h kW kcal/h kW kcal/h
6 DZC 750 48 41000 70 60000 87 75000
900 57 49000 81 72000 105 90000
1000 64 55000 93 80000 116 100000
8 DZC 750 55 47000 80 68500 100 86000
900 94 55000 91 78000 118 101500
1000 71 61000 103 88500 129 111000
12 DZC 750 96 42000 140 120000 174 150000
900 114 98000 162 144000 210 180000
1000 128 110000 186 160000 232 200000
16 DZC 750 110 94000 160 137000 200 172000
900 188 110000 182 156000 420 203000
1000 142 122000 206 177000 464 222000
The higher mentioned values, for heat recuperation, decline very quickly at partial load:
- at 25 % engine load - only 15 % of the heat
The above-described method for heat recuperation does not use all heat available in the engine. It is the
simplest connection, which may be used when the above-specified amounts of heat are sufficient. Please
contact our technical services for more specific cases or for total heat recuperation.
Ed. 07 - 3/May/2016 - EN
Water circuit
SEA OR RAW WATER CIRCUIT FOR MARINE PROPULSION ENGINES
9.2.1. Sea water filters
The intake of the sea water pump must be provided with a water filter. Usually the filter element consists
of a pre-filter (holes diameter 5 to 8 mm) and a fine filter. The holes in the fine filter will not exceed a
diameter of 3 mm, even when there is only one filter plate.
The determination of the sea water filters can be done by means of the following information:
Engine Sea water pump Sea water filter

Engine type Nominal Nominal Lifting height Connection Net min. filter
speed Delivery orifices passage
(m³/h) (bar) (dia. in mm) (cm²)
6DZC 720-750 45 1.25 100 1350
6DZC 900-1000 60 2.00 125 1800
8DZC 720-750 45 1.25 100 1350
8DZC 900-1000 60 2.00 125 1800
9.2.2. De-aeration
The sea water intake system, water intakes, filters, stops, etc. will be arranged so that no air can penetrate
in the intake piping of the sea water pump. Mainly with unloaded in-land vessels it can happen that the
water intakes are above the waterline and therefore these water intakes will be provided with a venting
pipe in the highest point. It is advisable to have two water intakes, if not we recommend to provide a
double commutable sea water filter. The installation piping must be provided with drain cocks or stops at
the lowest points.
9.2.3. Discharging the sea water
The discharge opening must always be provided at least 200 mm above the waterline, the ship being
loaded. If this is impossible, the discharge pipe must be provided with a discharge valve or a spring
loaded non-return valve. Such valves are always to be provided to meet the prescriptions of the
classification societies.
Special arrangements should always be submitted to ABC in order to check whether they may result in
any harmful effect on the working of the sea water pump. If necessary, provision should be made for air
escape devices in the pipework.
The valve for discharging sea (or river) - water over side must not be located more than 2 m above the
water line when the ship is unloaded.
Ed. 07 - 3/May/2016 - EN
Water circuit
9.2.4. Protection anodes
The necessary protection anodes must be provided and their electrical connection assured. Usually, these
anodes are placed in water intakes and seawater filters.
9.2.5. Stand-by sea water pump and bilge pumps
The connection for a stand-by pump in the sea water circuit is foreseen. According to the classification
societies, this pump must be driven independent from the engine. The characteristics of this pump must
satisfy to these given in the list above. As bilge pump, an electro pump set can be foreseen with a self-
priming centrifugal pump. The added curve (See Fig. 9.5) mentions the characteristics of the pump.
Ed. 07 - 3/May/2016 - EN
Water circuit
n = 2900 rpm
Q (l/min)
Fig. 9.5 : Typical characteristic for the bilge pump.
Ed. 07 - 3/May/2016 - EN
Water circuit
9.2.6. Installation instructions for a built-on sea water pump GILKES
The characteristics of this pump are given in following figure.

Pressure head (m)
600 rpm
750 rpm
900 rpm
Flow (m³/h) 1000 rpm
Fig. 9.6 : Characteristics sea- or raw-water pump GILKES. (type 6/8 DZC)
The determination of the suction duct depends on the rotation sense as indicated on the following
sketches:
IN SUCTION IN SUCTION
Pump: Clockwise Pump: Counter clock-wise

Engine: Anti-clock. Engine: Clock-wise.
Fig. 9.7 : Determination of suction duct following the sense of rotation of the engine.
Ed. 07 - 3/May/2016 - EN
Water circuit
We remind you the definition of the sense of rotation:

- For the pump: looking at the driving shaft.
- For the engine: looking on the flywheel.
The suction and pressure connections can be mounted at each side up to 30° with regard to the vertical.
Make sure that BOTH CONNECTIONS, SUCTION AND PRESSURE, STAY IN LINE that is, they TAKE
TOGETHER THE SAME ANGLE IN THE SAME SENSE, as shown in sketches:
30% max. 30% max.
Fig. 9.7 : Position of suction and pressure duct of the sea-water pump.
When connecting, special attention must be given to the alignment of the piping so that no undesired
forces can charge the pump. We advise strongly for using flexible connections to the suction side of the
sea-water pump.
In order to realize the self-priming effect, the pump must be filled with water before the first start.
Ed. 07 - 3/May/2016 - EN
Water circuit
RADIATOR COOLING
Such a cooling is applied in industrial installations and has following advantages:

- simple circuit
- no water consumption
- no maintenance
As disadvantage we mention: the important power to drive the fan i.e. about 3 % of the generator output. For all
cooling circuits, the resistance caused by the installation (suction and pressure side) may never exceed the
characteristics of the pumps, as given in fig.6.
HT-cooling water pump: 6/8DZC
600 rpm
Pressure head (m)
750 rpm
900 rpm
1000 rpm
Flow (m³/h)
Fig. 9.8 : Characteristics HT-cooling water pump 6-8DZC.
Ed. 07 - 3/May/2016 - EN
Water circuit
HT-cooling water pumps: 12/16DZC

(2 HT-pumps working in parallel)
600 rpm
Pressure head (m)
750 rpm
900 rpm
1000 rpm
Flow (m³/h)
Fig. 9.9 : Characteristics HT-cooling water pump 12/16DZC.
On the other hand, the flow may not be less than 80 % of the basic calculated flow. If this condition is not
satisfied:
- Flow too high: It is necessary to introduce an artificial resistance in the system (valve, orifice, obstruction or
others).
- Flow too low: In this case the resistance of the circuit must be reduced (greater diameter for piping,
reducting bends or bends with greater radius, avoiding reductions or reducing static heights).
If no solutions can be obtained: may we suggest you to contact our technical department to assist you.
Ed. 07 - 3/May/2016 - EN
Water circuit
For all the cooling circuits measures prescribed in paragraph 9.1 concerning des-aeration, expansion vessel and
connections for heat recuperation stay valid. The cooling circuits are described in the manual “Description and
Applications DZ-engine.” and in the manual “Operating manual for diesel engines ABC type 6/8/12/16DZC
Engine”. The specific cooling circuit for your installation is mailed separately and is the only valid one. We
resume the different kinds of radiator cooling systems as follows.
9.3.1. Individual HT- and LT-cooling circuit with radiator
In this case, the engine is equipped with two pumps (HT- and LT-pump) of the same type. For the line
engine (6/8DZC) these 2 pumps are on the engine. For the V-engine (12/16DZC) the 2 pumps are already
used for the HT-circuit. The LT-water pump for the V-engine is driven by an electro motor. In this case 2
separate radiators have to be foreseen.
9.3.2. Single HT-circuit with radiator
The engine is equipped with only one pump. The cooling of the cylinders, lubrication oil, charge air and
turbo compressor is done by a single closed HT-circuit.
9.3.3. Split cooling with radiator
The 6/8DZC engine is equipped with only one water pump. The 12/16DZC engine is equipped with 2
water pumps. A thermostatic valve regulates the temperature at the outlet of the radiator at
approximately 45°C for 6/8DZC engine and approximately 41°C for 12/16DZC engine. This cold water
flow is sent first to the air cooler and then to the lube oil cooler, before it is mixed at the entrance of the
water pump with hot water coming from the engine outlet, over the engine thermostatic valve set at
depending the engine between 75°to 85°C. For V-engines with the turbo charger at the pump side (TKP)
the water flows firstly through the oil cooler and secondly through the air cooler. After the pump, the
complete flow goes into the engine to cool the engine down with the lowest temperature increase of the
water in the engine and turbo charger.
For both cooling circuits, the resistance caused by the installation (suction and pressure side) may never
exceed the characteristics of the pumps, as given in fig 9.8 or fig 9.9 .
Ed. 07 - 3/May/2016 - EN
Water circuit
9.3.4. General instructions concerning the installation of radiators
- The radiators must be placed in such a way that hot air is blown out of the engine room.
- If the combustion air for the engines is taken out of the engine room, vacuum caused by the radiator is
not accepted.
- During shutdown of the engines, the necessary precautions are to be taken to avoid freezing of the
cooling water.
- For some radiators the expansion vessel is incorporated in the radiator. The instructions concerning
separate mounted expansion tanks may be considered as non-existing in that case. However this
system includes the danger for air gaps in case the radiator is not installed higher than the engine.
Consider with care.
BOX- OR BEUN COOLER
Such a cooling is often applied on river ships and small coasters. The advantages are the same as in case of a
radiator cooling:
- simple circuit
- no water consumption
- low maintenance
In fact the box- or beun cooler takes the function of the radiator.
The beun cooler will be mounted in a box, and measures must be taken so that the outboard water will circulate
around the cooling pipes of the beun cooler. This circulation is based on the thermal effect only.
The dimension of the box should be such that with loaded ship the cooler is completely immerged, and that
with unloaded ship, the beun cooler is enough immersed, to take the heat of the engine at around 90% of its
nominal figures. The installation is perfectly if the beun cooler can be dismounted without needing the ship to
be dry-docked.
The water in both LT- and HT-circuit should be treated against freezing. The beun cooler must be provided with
isolating cocks for in case it has to be replaced.
Ed. 07 - 3/May/2016 - EN
Water circuit
COOLING SYSTEM WITH COOLING TOWER AND HEAT EXCHANGER
Water from the cooling tower goes to a plate heat exchanger. The secondary side of this plate heat exchanger
cools the engine. The LT-(raw) water circuit is a closed circuit.
Instructions concerning the cooling with cooling tower and heat exchanger:
- The raw water intake system will be arranged so that no air can penetrate in the intake piping of the raw
water pump.
- The raw water circuit must be provided with anodes for protection against galvanic corrosion.
- The suction line must be as short as possible and be provided with a water filter with holes not greater than
3 mm diameter.
- The return line to the cooling tower must be placed in such a way that re-aspiration of hot water is not
possible.
- Keep the characteristics of the raw water pump in mind (fig. 9.6)
- Since the raw water circuit is closed, note that there is always some evaporation, so fill up if the water level
comes too low. The water has to be treated, to avoid lime deterioration, corrosion and formation of algae
inclusive legionella bacteria.
Chapter 10 - Page 1
Ed. 06 - 25/02/2015 - EN
Fuel system
CHAPTER 10
FUEL SYSTEM
10.1. GENERAL INSTRUCTIONS .................................................................................................................................................................. 2

10.2. FUEL CIRCUITS FOR LIGHT FUEL OILS (GASOIL or MDO) ...................................................................................................... 3
B32_010_dd2015_02_25_Ed006_EN_Fuel_system_JB prior consent of ABC
Chapter 10 - Page 2
Ed. 06 - 25/02/2015 - EN
Fuel system
10.1. GENERAL INSTRUCTIONS
The fuel circuits are described in the manual “Description and Application DZC-engines” or in the manual
“Operating manual for diesel engines ABC type 6/8/12/16DZC”. The definite fuel circuit with required piping
in the installation will be provided.
10.1.1. Fuel piping
No fuel pipes are permitted directly above the engine, even so in the immediate proximity of exhaust
pipes or near components which can cause fire or gas production in case of fuel leakage.
Pipes are to be arranged in such a way that no air traps may occur.
10.1.2. Fuel day tank
The execution with fuel day tank is frequently applied both for marine and land installations. The day
tank is usually equipped with float switches (min. and max.) that guarantees the automatic operation of
an electric filling pump set, which is to be provided in the installation. The capacity of the day tank is
usually determined for a period of 12 hours service at full load.
10.1.3. Fuel pump set
In case there is a fuel day tank, an electro pump set will be foreseen for filling purposes. The capacity is
usually determined in order to fill the day tank in 1 to 2 hours time.
10.1.4. Filling and desaeration of the piping (with light fuel oil)
Installation without day tank:

As the engine is equipped with a fuel feed pump, a direct suction is possible from a lower fuel tank,
provided the depression at the pump is not more than 0,4 bar (4 m suction height). In this case a small
hand pump must be foreseen for filling and desaerating the fuel circuit.
Installation with day tank.

If a day tank is foreseen, it must be placed in such a way that the lowest level in the tank is higher than
1.25 m above the crankshaft centre line. For filling and venting the fuel circuit, a by-pass pipe with a
shut-off valve is foreseen between suction and pressure side of the fuel feed pump on the engine.
Admissible suction pressure of the fuel pump: 0.4 bar

Normal working pressure of the fuel pump: 2.5 bar
Nominal flow at 1000 engine rpm (2000 pump rpm):
- 16 l/min or 960 l/h for the inline engine
- 32l/min or 1920l/h for the V-engine
Chapter 10 - Page 3
Ed. 06 - 25/02/2015 - EN
Fuel system
10.2. FUEL CIRCUITS FOR LIGHT FUEL OILS (GASOIL or MDO)
Fuel circuit with shielded injection pipes and alarm system for fuel leaks is standard foreseen.
Application :
For unmanned engine rooms, execution as required by the classification societies.
In this execution, fuel leaks are separated:

- Exceptional leaks arising from fracture or crack of an injection pipe are caught by the double wall of the duo
system and carried off with a separate manifold to a fuel drain tank which is provided on the engine.
According to the requirements of the classification societies, this tank must be equipped with a level switch
for alarm.
- Normal and functional leaks from the nozzles are separately carried off to a clean fuel drain tank, to be
provided in the installation.
- Normal and functional leaks from filters and fuel pumps are carried off to a fuel drain tank, which must be
foreseen in the installation.
Filling and desaeration of the piping should be done according to the prescriptions given above.
Ed. 07 - 6/june/2016 - EN
Exhaust system
EXHAUST SYSTEM
EXHAUST PIPING .................................................................................................................................................................................. 2

DETERMINATION OF THE EXHAUST SILENCER ......................................................................................................................... 8
DETERMINATION OF THE EXHAUST GAS-FLOW AND FLOW RESISTANCE IN EXHAUST PIPES ............................. 13
B32_011_dd2016_06_06_Ed007_EN_Exhaust_system_JB prior consent of ABC
Ed. 07 - 6/june/2016 - EN
Exhaust system
EXHAUST PIPING
11.1.1. Turbo charger exhaust flange orientation
The standard orientation for the exhaust flange of the turbo charger is vertical (0°) for 6/8/12/16DZC
engines. For 6/8DZC engine the exhaust orientation can be requested in steps of 30° (0°-30°-60°-90°).
They are indicated on the dimension drawing and bellow.
Inform our technical department of the desired orientation, as ABC repositions then the turbo charger in
the factory to meet the customers requirements.
Exhaust position 6/8DZC engine Exhaust position 12/16DZC engine
Ed. 07 - 6/june/2016 - EN
Exhaust system
11.1.2. Reaction forces on the turbo charger
The maximum permitted reaction force on the housing of the turbo charger must be limited to the values
hereafter.
Forces and moments
Turbine Compressor
M40 Continuous Peak load Continuous Peak load
load load
F1 [N] 1500 7700 1200 6400
F2 [N] 1500 7700 1200 6400
F3 [N] 750 3800 600 3200
M1 [Nm] 1100 5800 1000 4900
M2 [Nm] 500 2900 500 2400
The reaction force found its origin in the expansion of the exhaust pipe. If the exhaust pipe cannot
expand freely, the turbo charger must take an enormous reaction. Therefore the use of an exhaust -
compensator or bellow is obligatory.
Ed. 07 - 6/june/2016 - EN
Exhaust system
11.1.3. Expansion bellows
In order to limit the reaction forces on the housing of the turbo charger and to enable the exhaust pipe to
expand freely, the expansion bellow has to be placed as near as possible to the turbo-charger. The
remaining reaction force on the turbo charger, is determined by the stiffness of the used bellow. For
rigidly mounted engines a "single" bellow to absorb the axial displacement is sufficient. Elastic mounted
engines require "double" bellows to absorb both the axial displacement from the expansion of the
exhaust pipe and the radial displacements, because of the motion of the engine. All these bellows can be
obtained from ABC on request. The total number of bellows in the exhaust pipe depends on the total
length of the exhaust pipe and on the number of changes of direction in the lay out of the exhaust pipe.
Usually a single expansion bellow can absorb displacements of + 10 mm.

For calculations, the following figures are determining :
- Coefficient of expansion : 1,2 mm/m/100°C
- Temperature of exhaust gases 410°C.
- Thermal expansion: 5 mm/m exhaust pipe.
11.1.4. Exhaust gas pipe determination
In a first approach we consider to limit the exhaust gas velocity to 40 m/s (with an absolute maximum of
45 m/s). The graph on the following page gives the required inner pipe diameter per type of engine and
in function of the engine power. A standard pipe diameter slightly bigger as obtained from the table
below the graph should be chosen for.
The maximum back pressure of the exhaust gases measured just after the turbo charger may not exceed
25 mbar (2500 Pa or 250 mm H2O). If the backpressure of the exhaust system would be higher than this
value the technical department has to be contacted. For this reason we ask to increase the diameters of
the exhaust pipes by 25mm for every 10 m length of the exhaust pipe.
We recommend to calculate the pipe resistance or losses for complicated exhaust systems with long
pipes and many bends. A computer program for making this calculation is available at ABC. (see also
point 11.3). This calculation has to be carried out also when the resistance of the silencer is more than
1000 Pa (100 mm H2O).
The flow resistance of exhaust silencers with free passage may be considered like a straight pipe of the
same length and diameter. The calculation method is given in point 11.3 . The flow resistance of other
types of exhaust silencers is given in point 11.2 . Only the standard types have been considered.
Ed. 07 - 6/june/2016 - EN
Exhaust system
Exhaust Pipe Diameters

Inner Diameter (mm)
Engine power (HP)
Fig. 11.1 : Determination of the nominal exhaust gas pipe diameter.
6DZC 8DZC
outer diameter * outer diameter *
thickness thickness
 323.9 * 7.1  368 * 8.0
 368 * 8.0  419 * 10.0
 419 * 10.0  457.2 * 10.0
 457.2* 10.0  508 * 11.0
12DZC 16DZC
2 outlets 1 outlet 2 outlet 1 outlet
outer diameter * thickness outer diameter * outer diameter * thickness outer diameter *
thickness thickness
 323,9 * 7,1  457,2* 10,0  368 * 8,0  508 * 11,0
 368 * 8,0  508 * 11,0  419 * 10,0  558,8 * 12,5
 419 * 10,0  558,8 * 12,5  457,2 * 10,0  609,9 * 6,3
 457,2* 10,0  609,9 * 6,3  508 * 11,0  660,4 * 7,1
Ed. 07 - 6/june/2016 - EN
Exhaust system
Fig. 11.2 : V-engine with 1 outlet Fig. 11.3 : V-engine with 2 outlets
11.1.5. Supports for the exhaust pipes
Exhaust pipes (fig. 11.4)

The dilatation movement and mass of the exhaust pipe are absorbed by fixed and movable supports. In
these applications, the flexible elements must be protected against high temperatures.
In this case it's useful to give a sketch of the exhaust pipe arrangement and to provide the following
information as well:
- mass of the pipe (including isolation).
- length and dilatation.
- operating temperatures.
- fixation possibilities of the supports at the walls or decks.
- characteristics of the expansion bellows.
Ed. 07 - 6/june/2016 - EN
Exhaust system
Expansion bellows
X : fixed supports
O : movable supports
fixed supports movable supports
Fig. 11.4 : Flexible supporting of long exhaust pipes.
11.1.6. Remarks concerning the installation of exhaust pipes
- The exhaust pipes of different engines are to be kept separately.

- Exhaust pipes are not to be installed in proximity of inflammable materials (wood, electrical devices.
and so on).
- The exhaust of the pipe in the free atmosphere must be at least 3 m away from any inflammable
object.
- The outlet must be protected against ingress of rain or dirt during standstill of the engine.
- Hot exhaust pipes can be hazardous and have to be insulated to avoid temperatures higher than 60 or
65°C, where within hand reach.
Ed. 07 - 6/june/2016 - EN
Exhaust system
DETERMINATION OF THE EXHAUST SILENCER
First of all the choice should be made between different types of exhaust silencer. This choice depends upon the
noise level that can be accepted. Once this choice is made, the dimensions of the silencer are determined in
function of the nominal diesel power, the engine speed and the degree of supercharging. Possible silencer
solutions are indicated below.
11.2.1. Absorption type
This type of silencer gives a good damping of frequencies above 100 Hz. (see figure 11.6a) The pressure
drop is small and equals approximately this of a straight pipe of the same length and diameter. This type
of silencer is not expensive and the arrangement in the exhaust pipe-line is arbitrary.
11.2.2. Resonance type. (snubber)
This type gives a good damping of low frequencies and is suitable for low speed engines and for engines
with a small number of cylinders. (see figure 11.6b)
The pressure drop is higher than for the preceding type and it is also more expensive. A typical loss curve
is given in the figure 6 on next page. It is recommended to install this silencer as close as possible to the
engine.
11.2.3. Combined resonance - absorption silencer
The damping is good over the whole frequency-range. The pressure drop may be compared with this of
the resonance type of silencer. This damper is more expensive, about the sum of both previous types.
Arrangement as close as possible to the engine.
11.2.4. Spark arresting silencer
For ships and petroleum industry installations this silencer is obligatory and should be taken. This type of
silencer is usually placed at 2 to 3 m from the end of the exhaust pipe. The blow-off opening is to be kept
free.
Some classification societies accept that the spark arresting function is done by the turbine of the turbo-
charger. This should however not be generalized.
The resistance of the silencer should be communicated by the supplier. If no information is available, one
may consider to calculate the resistance as follows:
c²
P  4,5 ρ
2
Where:
- ∆p : Pressure drop (Pa)
- ρ : Exhaust gas density (kg/m3) = 0,55 kg/m3 at 410°C.
- c : Exhaust gas velocity (m/s) based on the nominal bore of the damper.
Ed. 07 - 6/june/2016 - EN
Exhaust system
11.2.5. Typical pressure losses over silencers
Kg/h
Nominal bore (mm)

Mass flow
Pa
Pressure loss at 430°C
Fig. 11.5 : Typical pressure loss diagram for a resonance type silencer.
Ed. 07 - 6/june/2016 - EN
Exhaust system
11.2.6. Typical acoustics Performances
Absorption Type Silencer
Dia.100
Dia.200
Perf. (dB)
Dia.300
Dia.400
Freq. (Hz)
Fig. 11.6a : Acoustical performance Absorption Silencer.
Resonance Type Silencer

Perf. (dB)
Freq. (Hz)
Fig. 11.6b : Acoustical performance Resonance Silencer.
Ed. 07 - 6/june/2016 - EN
Exhaust system
Spark Arresting Silencer

Perf. (dB)
Freq. (Hz)
Fig. 11.6c : Acoustical performance Spark Arresting Silencer.
11.2.7. Remarks concerning the installation of silencers
- To avoid heat rejection by radiation of the silencer, it can be installed outside of the engine room. The
disadvantage is that the silencer has to be protected against atmospherical conditions i.e. must be
protected against corrosion.
- If the silencer is installed inside the room, or if long exhaust pipes are used, the heat rejection can be
reduced by insulating the pipes and silencer with glass- or fibre wool or equivalent materials.
- We recommend to provide after the silencer a pipe with a length of 1 to 1,5 m ; pointing away from
any obstacle to avoid noise reflection.
11.2.8. Resonance - absorption – rooms
In underground installations or installations requiring a high degree of absorption, it can be useful to

build, resonance-absorption rooms in the underground or at the ground level. A good silencing of both
high and low frequencies can be ensured in this way. However the construction is very expensive and
only of interest if indispensible. Because of the very complicated execution and to ensure the good result,
we recommend the customer to consult experienced firms for the design and construction of such
resonance rooms. As example for such an installation; figure 8 shows the principles. The typical
dimension “a”, the characteristic length depends on the engine power and speed.
Ed. 07 - 6/june/2016 - EN
Exhaust system
1000 à 1500 tr/min
600 à 1000 tr/min
<600 tr/min
Dimension “a”
Fig. 11.7 : Resonance - absorption room.
Ed. 07 - 6/june/2016 - EN
Exhaust system
DETERMINATION OF THE EXHAUST GAS-FLOW AND FLOW RESISTANCE IN EXHAUST PIPES
ABC has developed a computer program for the calculation of the flow-resistance in the exhaust pipe. If you
want to carry out such a calculation on your own, you will need the air-flow, the exhaust gas flow and exhaust
temperature after turbine. You can find the appropriate data in our manual “Description and Applications DZ.”;
Chapter 1.
For running the computer program we need the following information.
In which:
- P : Engine Power (kW)
- V1 : Air Consumption (m³/s)
- V6 : Exhaust gas flow (m³/s)
- Be : Specific fuel consumption (g/kWh)
- To : Ambient air Temperature (°C)
- T6 : Exhaust gas Temperature (°C)
- Po : Barometric Pressure (bar)
- I1,I2,.. : Kind of singularity:
- =1 : Straight pipe
- =2 : Bend
- =3 : Elbow
- =4 : Parallel pipes
- = 5,6,7,8 : Change of section
- =9 : Free Outlet
- = 10 : Funnel effect.
- = 11 : Silencer
- J1,J2,...
- =1 : For smooth pipes
- =2 : For rough pipes
- D1L,... : Diameter left (m)
- D1R,... : Diameter right (m)
- L,... : Length of the pipe (m)
- R,.. : Radius of the bend (m)
- ALF,.. : Angle (°)
- RES,.. : Resistance for reference speed of 45 m/s
If Be, V1, or V6 equal 0, the computer takes an approximate value to make the calculations. The table below
shows the explanation of the symbols with some sketches.
Ed. 07 - 6/june/2016 - EN
Exhaust system
TABLE 1 : Resistance coefficients for

singularities.
Straight
pipes
Bends
Elbows
Parallel
Pipes
Junction
Junction
Junction
Ed. 07 - 6/june/2016 - EN
Exhaust system
TABLE 1 : Resistance coefficients for

singularities.
Junction
Free
outlet
Reduced
outlet
Silencer
Branch
Branch
Ed. 07 - 6/june/2016 - EN
Exhaust system
For a manual calculation, the loss coefficients (ki) are already given in the tables on previous pages for different
kind of singularities. The flow resistance is the sum of the resistance in each singularity and the resistance of
the pipe itself.
Li
p  0,5 *  ( ki  lamda* ) * rho * cexhaust ²  rho * g * H bar / mbar / Pa 
D
 273   paverage .backpressure 

rho  1, 29 *   * 
   kg 
 3
 273  t exhaust   1  m 
1  1,025
paverage .backpressure   1,013 bar 
2
4 * V
cexhaust  m
 
3,14 * D 2 s
In wich:
lamda / λ : flow resistance factor for a pipe. (see figure 9.)  
ki : local form resistance factor of a form changing element in the tubing.  
 m³ 
Vexhaust : exhaust gasflow  
 s 
 kg 
: density of the exhaust gases.  
rho / ρ  m³ 
t exhaust : exhaust gas temperature C 
pexhaust 
: exhaust gas pressure (bar/mbar/Pa) 1Bar  105 Pa 
cexhaust : velocity of the gases (m/s), must be limited to 40m/s (with an absolute maximum of 45m/s). to be
calculated from the exhaust gas flow. See chapter 1 of the manual Descriptions and Applications DZ.
L : length of a straight pipe (m).
D : diameter of the pipe (m).
g : 9,81 m/s2
H : Height of the exhaust pipe measure from the level of the turbo exhaust (for the funnel effect) (m)
Ed. 07 - 6/june/2016 - EN
Exhaust system
Rough pipe
Smooth pipe
ф mm
Fig. 11.8 : Flow resistance factor for a pipe
Chapter 12 - Page 2
Ed. 06 - 25/02/2015 - EN
Electronic speed monitoring unit and safety devices
CHAPTER 12
ELECTRONIC SPEED MONITORING UNIT
AND SAFETY DEVICES
12.1. INSTALLATION SCHEMES .................................................................................................................................................................. 3

12.2. SPEED DETECTION ............................................................................................................................................................................... 3
12.3. MONITORING .......................................................................................................................................................................................... 4
B32_012_dd2015_02_25_Ed006_EN_Speed_monitoring_system_JB prior consent of ABC
Chapter 12 - Page 3
Ed. 06 - 25/02/2015 - EN
12.1. INSTALLATION SCHEMES
Because the electrical wiring scheme is depending on the kind of application and the corresponding safety
devices and because it is impossible within the target of this manual, to give all possible combinations, these
schemes will be sent separately to the client for his typical lay out.
The installation contractor has to deliver and connect wires:

- between the engine terminal box and the diesel monitoring unit.
- between the engine speed pick-up and the diesel monitoring unit.
- between diesel monitoring unit and horn, common alarm and indication at distance (wheel house, control
panel.)
- between the engine instruments and the indication at distance (wheelhouse and control bridge.)
- in some special cases: between engine instruments and central computer or PLC.
12.2. SPEED DETECTION
The speed pick-up cable is always to be shielded and one side of the shield to be connected with the 0 V (volt)
internal voltage reference.
The cable shielding must not be connected to the installation earthing!
Make sure the plug contacts on the speed pick up are clean and dry, free of oil, fuel, etc. It is advisable to shield
the RPM-indicator connection from the speed detection unit. Most commonly one multi cable is used from the
engine terminal to the speed detection and monitoring system, where the cable shield is connected to the 0 V
(volt) voltage reference.
Check before starting up:

- 24V DC power supply polarity.
- earth isolation.
- correct wiring of firing speed and over speed contacts.
- RPM-indicator polarity.
Chapter 12 - Page 4
Ed. 06 - 25/02/2015 - EN
12.3. MONITORING
Always check the correct wiring of thermostates and pressostates (normally open or normally closed). These
switches are drawn in the position as:
- the engine is at standstill.
- the engine is cold.
- all tanks and piping are empty.
- no voltage is fed to the monitoring system nor to the electronic speed detection unit.
Remind that speed depending minimum alarms, such as oil pressure, are blocked when the engine is at
standstill.
Pressotates can be checked by:
- a pressure test device.
- disconnecting pressure pipe while the engine is running.
- simulating the engine running signal.
Thermostates can be checked by heating as these switches can be removed from their piping without the
necessity to empty the engine piping.
Chapter 13 - Page 2
Ed. 06 - 25/02/2015 - EN
Auxiliary apparatus
CHAPTER 13
AUXILIARY APPARATUS
1.1. DESCRIPTION OF AUXILIARY APPARATUS .................................................................................................................................. 3
B32_013_dd2015_02_25_Ed006_EN_Auxiliary_Apparatus_JB prior consent of ABC
Chapter 13 - Page 3
Ed. 06 - 25/02/2015 - EN
Auxiliary apparatus
13.1. DESCRIPTION OF AUXILIARY APPARATUS
All auxiliary apparatus mentioned in the delivery extent are standard by A.B.C. on the base of their solidity.
Divergent apparatus or devices may cause cost and delivery time revision. At the same time the technical quality
of this divergent equipment is at charge of the applicant. Standard auxiliaries, which may be supplied by A.B.C.,
are:
- speed setting equipment for the wheelhouse.
- main and PTO flexible couplings.
- starting air bottles.
- start air compressors.
- remote air filters.
- luboil tank.
- prelubricating oilpump.
- emergency lubricating oilpump.
- emergency cooling water pumps.
- radiator - box-cooler - cooling tower.
- fuel day tank - filling unit for dito.
- emergency fuel booster pump.
- fuel booster module.
- fuel separator.
- exhaust silencer(s).
- exhaust boiler(s).
- control equipment.
- control and switchboard.
B32_013_dd2015_02_25_Ed006_EN_Auxiliary_Apparatus_JB prior consent of ABC
Chapter 14 - Page 2
Ed. 06 - 25/02/2015 - EN
Putting the engine into service
CHAPTER 14
PUTTING THE ENGINE INTO SERVICE
14.1. IN GENERAL ............................................................................................................................................................................................ 3

14.2. THE PROPULSION ENGINE ................................................................................................................................................................ 4
14.3. THE MARINE OR INDUSTRIAL GENSET ......................................................................................................................................... 4
14.4. THE TRACTION ENGINE ...................................................................................................................................................................... 4
14.5. THE COMPRESSOR AND PUMP SET ............................................................................................................................................... 4
B32_014_dd2015_02_25_Ed006_EN_Putting_the_engine_in_service_JB prior consent of ABC
Chapter 14 - Page 3
Ed. 06 - 25/02/2015 - EN
14.1. IN GENERAL
When foreseen in the sales agreement, ABC will delegate a service man to check and to put the engine in
service. It's therefore necessary to inform our Service Department well in advance:
- at least 1 week days up front in Belgium and border countries
- at least 2 weeks up front for other countries taking in account the delay to obtain a visa or for other
formalities.
ABC accepts no responsibility for work done by third parties, even if it is carried out in conformity with the ABC
directives or recommendations, or under ABC-supervision.
The installation contractor has to assure, the prescripted installation prescriptions and certainly:
- that the installed piping is tight;
- that the safety equipment is correctly adjusted;
- that the flexible connections are correctly set for working;
- that the drain cocks are correctly positioned;
- and that the requirements for insulation and shielding are met.
The installation contractor must also certify that the installation is complete, including painting, cleaning, anti-
corrosive measurements, etc. The customer has to supply in time, as specified by the manufacturer, fuel,
lubricating oil, water, electric power and all necessary instrumentation and devices. The customer has to arrange
for the technical personnel of the engine user who will be responsible for the operation after commissioning, to
attend the commissioning. A safe initial start-up of the engine is possible only if the earlier mentioned
requirements are met.
Chapter 14 - Page 4
Ed. 06 - 25/02/2015 - EN
14.2. THE PROPULSION ENGINE
For any speed of revolution, the power developed by the engine and the power absorbed in the installation must
be equal. The power effectively absorbed by the propeller can only be determined exactly in practice, because
there are too many unknown factors for precise calculations.
It is indispensable to record the power absorbed, and this is undertaken during the first trial trip with the ship
loaded. The results of the power measurements of the engine on the ABC test-bed are available to customers for
comparison purposes.
If the propeller absorbs too much power at a particular speed, all that can be done is to sail at a lower speed
until the propeller can be corrected, otherwise the engine may be overloaded to an intolerable degree.
During initial start-up of the installation, our technicians will adjust the speed-setting in the governor and
control the engine safety and alarm equipment. All modes of operation will be simulated:
- propeller engaged or disengaged.
- PTO-clutch engaged and disengaged.
- complete speed range of the engine.
- PTO’s loaded or idling.
14.3. THE MARINE OR INDUSTRIAL GENSET
These engines are running at a constant speed. The safety and alarm equipment in different modes of operation
must be tested. The test on the opening of the circuit breaker is very important. The synchronization and load
sharing must also be tested during the commissioning, as well as all electric safety equipment as reverse power
relay, over voltage, under voltage, overload etc. It is very important that the heat balance of the genset is
checked at full load. The capacity of radiators, heat exchangers, or cooling towers, must be controlled carefully,
and checked if there is enough reserve for the worst site condition that may occur. In a cogeneration plant the
good functioning of the exhaust boiler and eventual dump cooler has to be controlled. For an emergency
genset, automatic starting of the engine should also be tested.
14.4. THE TRACTION ENGINE
A test run with the locomotive has to be executed. For a diesel electric locomotive, safety and alarm devises
may be adjusted while the generator is coupled to a bank of resistances. For the hydraulic locomotive this
control will be done during the test trip.
14.5. THE COMPRESSOR AND PUMP SET
A test at different loads of the driven machine will be executed. Safety and alarm devises may be adjusted
during this test. At full loading the engine power should be enough to keep the engine at nominal speed.

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B32

Anglo Belgian Corporation

Our number is in Belgium: phone: 09 - 267.00.00.

Chapter 1 : The placement of the basic engine. Ed. 7

Chapter 2 : Alignment and fixation Ed. 7

Chapter 3 : Torsional vibration calculations. Ed. 6

Chapter 4 : Speed setting Ed. 6

Chapter 5 : PTO-drive on the engine. Ed. 6

Chapter 6 : Starting air. Ed. 6

Chapter 7 : Air intake system Ed. 6

Chapter 8 : Oil circuit Ed. 6

Chapter 9 : Water circuit Ed. 7

Chapter 10 : Fuel system. Ed. 6

Chapter 11 : Exhaust system. Ed. 7

Chapter 12 : Electronic diesel monitoring unit and safety devices. Ed. 6

Chapter 13 : Auxiliary apparatus. Ed. 6

Chapter 14 : Putting the engine into service. Ed. 6

THE PLACEMENT OF THE BASIC ENGINE

GENERAL OUTLINE DRAWINGS ....................................................................................................................................................... 2

GENERAL OUTLINE DRAWINGS

1.1.2.1. Lift rail

1.1.2.2. Accessibility of the engine for maintenance and overhaul

Fig. 1.1 : Minimal space around engine (6/8DZC and 12/16DZC)

Fig. 1.5 : Distance between line engines 6/8DZC

Fig. 1.6 : Distance between engines 12/16DZC

1.1.2.3. Favorable arrangement of exhaust-, cooling water-,

1.1.2.4. Place for the expansion vessel

Herefor we refer to point 9.1.1. in Chapter 9 : Water circuit.

Fig. 1.7 : Placement of an expansion tank.

1.1.2.5. Place for the auxiliaries.

1.3.1. Individual engines

1.3.1.1. Rigid mounting of a propulsion engine

Fig. 1.8 : Transverse Section of the line engine foundation.

Symbol Designation Symbol Plate thickness Plate thickness

Fig. 1.9 : Transverse Section of the V-engine foundation.

Symbol Designation Symbol Plate thickness Plate thickness

2. Layout in the length of the ship.

2 holes ф27,5 at flywheelside or at pumpside

Distance Chocking width Chocking area Bolt torque Load bolts

Distance Chocking width Chocking area Bolt torque Load bolts

Distance Chocking width Chocking area Bolt torque Load bolts

Distance Chocking width Chocking area Bolt torque Load bolts

3. Admissible engine inclination Fore-and-aft.

Dry sump execution:

Engine 6DZC 8DZC

Wet sump execution:

Engine 6DZC 8DZC 12DZC 16DZC

4. Admissible engine inclination Atwartships

Dry sump execution:

Engine 6DZC 8DZC

Wet sump execution:

Engine 6DZC 8DZC 12DZC 16DZC

Special executions can be made on request.

1.3.1.2. Flexible mounting of a propulsion engine.

At A.B.C. we can provide a calculation of:

Fig. 1.15 : Flexible mounting of a propulsion engine - Cushy-feet in V-mounting.

Height 195mm without weight of the engine

Fig. 1.16 : Transverse Section of the V-engine elastic mounting.

Symbol Designation Symbol Plate thickness (mm)