6134456745e30bb64872198 321t71504

M 46 DF
PROJECT GUIDE / GENERATOR SET

INTRODUCTION
01
Information for the user of this project guide 02
The project information contained in the following is not binding, since technical data of products may 03
especially change due to product development and customer requests. Caterpillar reserves the right to
modify and amend data at any time. Any liability for accuracy of information provided herein is excluded. 04
Binding determination of data is made by means of the Technical Specilcation and such other agreements 05
as may be entered into in connection with the order. We will supply further binding data, drawings, dia-
grams, electrical drawings, etc. in connection with a corresponding order. 06
This edition supersedes the previous edition of this project guide. 07
All rights reserved. Reproduction or copying only with our prior written consent. 08
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Caterpillar Motoren GmbH & Co. KG 21
P. O. Box, D-24157 Kiel
Germany 22
Phone +49 431 3995-01
Telefax +49 431 3995-2193 23
Edition December 2015 24
Page I / M 46 DF Generator Set / 12.2015

INTRODUCTION
01
02 Global Resource from One Source
03 When you select Cat Marine Power for your vessel, look to Cat Financial for worldclass lnancial support.
With marine lending oflces in Europe, Asia and the US supporting Caterpillar’s worldwide marine distribu-
04 tion network, Cat Financial is anchored in your homeport. We also have over 20 years of marine lending ex-
perience, so we understand your unique commercial marine business needs. Whether you’re in the offshore
05 support, cargo, ship assist, towing, lshing or passenger vessel industry, you can count on Cat Financial for
the same high standard you expect from Caterpillar.
06
Marine Financing Guidelines
07
Power: Cat and MaK
08 Financial Products: Construction, term and repower lnancing
Repayment: Loan terms up to 10 years, with longer amortizations available
09 Financed Amount: Up to 80% of your vessel cost
Rates: Fixed or variable
10 Currency: US Dollars, Euros and other widely traded currencies
11 www.cat.com/CatMarineFinance
12 Visit our website or see your local Cat dealer to learn how our marine lnancing plans and options can help
your business succeed.
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Page II / M 46 DF Generator Set / 12.2015

INTRODUCTION
01
Global Dealer Network 02
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Commissioning
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Monitoring and 07
Diagnostic Software Training
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Remanufactured Parts Maintenance
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Genuine Spare Parts Overhauls
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Engine Upgrades Repairs
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Customer Support 15
Agreements (CSAs)
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Providing integrated solutions for your power system means much more than just supplying your engines. 19
Beyond complete auxiliary and propulsion power systems, we offer a broad portfolio of customer support
solutions and lnancing options. Our global dealer network takes care of you wherever you are – worldwide. 20
Localized dealers offer onsite technical expertise through marine specialists and an extensive inventory of
all the spare parts you might need. 21
To lnd your nearest dealer, simply go to www.cat.com/marine 22
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Page III / M 46 DF Generator Set / 12.2015

INTRODUCTION
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Page IV / M 46 DF Generator Set / 12.2015

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

1.3 Prospective life times ..................................................................................................... 5 06
07
2. GENERAL DATA AND OUTPUTS
08
2.1. General delnition of reference conditions ................................................................ 6
09
2.2 Reference conditions regarding fuel consumption ................................................... 6
2.3 Lube oil consumption...................................................................................................... 6 10

2.4 Emissions .......................................................................................................................... 7 11
2.4.1 Exhaust gas 900 kW/Cyl., 500/514 rpm (HFO/MDO) – preliminary ........................ 7 12
2.4.2 Exhaust gas 965 kW/Cyl., 500 rpm (MDO only) – preliminary ................................ 8
13
2.4.3 Exhaust gas 965 kW/Cyl., 514 rpm (MDO only) – preliminary ................................ 9
14
2.4.4 Nitrogen oxide emissions (NOX-values)................................................................... 10
15
2.4.5 Engine International Air Pollution Prevention Certilcate ....................................... 10
2.5 Engine dimensions and weight – preliminary............................................................. 11 16

2.6 System connecting points – preliminary ..................................................................... 12 17
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Page V / M 46 DF Generator Set / 12.2015

CONTENTS
01
02 3. OPERATING RANGES
3.1 Restrictions for low load operation ............................................................................. 14
03
3.1.1 Load restrictions in diesel mode ............................................................................. 14
04
3.1.2 Load restrictions in gas mode ................................................................................. 15
05
3.2 Emergency operation without turbocharger .............................................................. 16
06 3.3 Operation in inclined position ....................................................................................... 16
07 3.4 Load application and recovery behaviour .................................................................. 17
08 3.5 Fuel changeover and recovery behaviour .................................................................. 19
3.6 Derating .......................................................................................................................... 20

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10
4. TECHNICAL DATA
11
4.1 Diesel, mechanical.......................................................................................................... 21
12 4.1.1 Output 900 kW/Cyl. in HFO, MDO and gas operation ............................................. 21
13 4.1.2 Output 965 kW/Cyl. in MDO and gas operation only – preliminary ....................... 24
14 4.1.2.1 Output 965 kW/Cyl. at 500 rpm – preliminary ............................................ 24
4.1.2.2 Output 965 kW/Cyl. at 514 rpm – preliminary ............................................ 27

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5. FUEL OIL SYSTEM
17
5.1 MGO / MDO operation .................................................................................................... 30
18 5.1.1 Acceptable MGO / MDO characteristics ................................................................. 30
19 5.1.2 Internal fuel oil system ............................................................................................ 31
20 5.1.3 External fuel oil system ........................................................................................... 32
5.2 HFO operation .................................................................................................................. 41

21
5.2.1 CIMAC – Requirements for residual fuels for diesel engines (as delivered) .......... 43
22
5.2.2 Fuel booster and supply system .............................................................................. 48
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5.2.3 Fuel booster and supply module .............................................................................. 56
24 5.3 Switching over from HFO to diesel oil.......................................................................... 60
Page VI / M 46 DF Generator Set / 12.2015

CONTENTS
01
6. GAS FUEL SYSTEM 02
6.1 General.............................................................................................................................. 61
03
6.1.1 Gas fuel quality requirements ................................................................................. 61
04
6.1.2 Inert gas quality requirements ................................................................................ 62
05
6.2 Gas system overview...................................................................................................... 63
6.2.1 Gas valve unit (GVU) ................................................................................................ 64 06

6.2.2 Ignition fuel system ................................................................................................. 65 07
6.2.2.1 Ignition fuel quality requirements ............................................................... 65 08
6.2.2.2 Ignition fuel components ............................................................................. 65
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6.2.3 Engine ventilation system ....................................................................................... 68
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6.2.4 Engine ventilation module ....................................................................................... 68
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6.2.5 Exhaust gas ventilation system ............................................................................... 69
6.2.6 Exhaust gas ventilation module .............................................................................. 69 12
6.2.7 Crankcase gas detection ......................................................................................... 70 13

6.2.8 Explosion relief valves for exhaust gas system ...................................................... 70 14
6.2.9 Slow turn ................................................................................................................. 70
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6.3 Gas system – GVU inside gas safe machinery room................................................. 71
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6.3.1 GVU housing ............................................................................................................ 71
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6.3.2 GVU ventilation module ........................................................................................... 71
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Page VII / M 46 DF Generator Set / 12.2015

CONTENTS
01
02 7. LUBE OIL SYSTEM
7.1 Lube oil requirements ..................................................................................................... 72
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7.2 Internal lube oil system .................................................................................................. 74
04
7.3 External lube oil system ................................................................................................. 76
05
7.4 Circulating tanks.............................................................................................................. 80
06 7.5 Crankcase ventilation system ....................................................................................... 80
07 7.5.1 Crankcase ventilation pipe dimensions ................................................................... 80
08 7.5.2 Crankcase ventilation pipe layout ........................................................................... 80
7.5.3 Gas detection sensor ............................................................................................... 80

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8. COOLING WATER SYSTEM
11
8.1 General.............................................................................................................................. 81
12 8.1.1 Two circuit cooling system ...................................................................................... 81
13 8.1.2 Secondary circuit cooling system ............................................................................ 81
14 8.2 Water quality requirements ........................................................................................... 81
8.2.1 General .................................................................................................................... 81

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8.2.2 Requirements ........................................................................................................... 82
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8.2.3 Supplementary information ..................................................................................... 82
17
8.2.4 Treatment before operating the engine for the lrst time ....................................... 82
18 8.3 Recommendation for cooling water system ............................................................... 82
19 8.3.1 Pipes and tanks ........................................................................................................ 82
20 8.3.2 Drain tank with llling pump .................................................................................... 82
8.3.3 Electric motor driven pumps .................................................................................... 83

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8.4 Cooling water system ..................................................................................................... 83
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8.4.1 General .................................................................................................................... 83
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8.4.2 Components ............................................................................................................. 87
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Page VIII / M 46 DF Generator Set / 12.2015

CONTENTS
01
8.5 System diagrams heat balance .................................................................................... 91 02
8.6 Preheating (separate module) ...................................................................................... 95
03
8.6.1 Electrically heated ................................................................................................... 95
04
8.6.2 Other preheating systems ....................................................................................... 96
8.7 Box coolers system......................................................................................................... 96

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8.8 Cooling circuit layout ...................................................................................................... 96 06

07
9. COMPRESSED AIR SYSTEM 08
9.1 General.............................................................................................................................. 97
09
9.2 Internal compressed air system ................................................................................... 97
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9.3 Compressed air system .................................................................................................. 98
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9.3.1 Compressor AC1 / AC2 ............................................................................................ 99
9.3.2 Air receiver AT1 / AT2.............................................................................................. 100 12

9.4 Compressed air quality................................................................................................... 102 13
9.5 Slow turn........................................................................................................................... 102 14
9.6 Equipment ......................................................................................................................... 103
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10. COMBUSTION AIR SYSTEM
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10.1 Engine room ventilation.................................................................................................. 104
10.2 Combustion air system design ...................................................................................... 104 18

10.2.1 Air intake from engine room (standard) .................................................................. 104 19
10.2.2 Air intake from outside ............................................................................................ 104 20
10.2.3 Air intake temperature from engine room from outside ......................................... 104
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10.3 Cooling air......................................................................................................................... 104
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10.4 Condensed water from charge air duct ...................................................................... 104
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Page IX / M 46 DF Generator Set / 12.2015

CONTENTS
01
11. EXHAUST GAS SYSTEM
02
11.1 Components ..................................................................................................................... 105
03
11.1.1 Exhaust gas nozzle ................................................................................................... 105
04 11.1.2 Exhaust gas compensator ........................................................................................ 106
05 11.1.3 Exhaust gas piping system ...................................................................................... 107
06 11.1.4 Silencer .................................................................................................................... 109
07 11.1.5 Exhaust gas boiler ................................................................................................... 110
11.2 Turbocharger ................................................................................................................... 110

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11.2.1 Turbine cleaning system .......................................................................................... 110
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11.2.2 Compressor cleaning system ................................................................................... 111
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11 12. FLEXIBLE CAMSHAFT TECHNOLOFY (FCT)
12 12.1 Flexible Camshaft Technology (FCT) ............................................................................ 112
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13. CONTROL AND MONITORING SYSTEM
14
13.1 Local control panel (LCP) ............................................................................................... 113
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13.2 Data link overview........................................................................................................... 114
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13.3 Components ..................................................................................................................... 116
17 13.4 Genset control ................................................................................................................. 118
18 13.5 Control cabinet ................................................................................................................ 119
19 13.6 Requirements ................................................................................................................... 120
13.6.1 Requirements on power management system ........................................................ 120

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13.6.2 Requirements on gas system .................................................................................. 121
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13.6.3 Uninterruptable power supply (UPS) ....................................................................... 122
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13.7 Alarm indication .............................................................................................................. 123
23 13.8 Local and remote indicators.......................................................................................... 125
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Page X / M 46 DF Generator Set / 12.2015

CONTENTS
01
13.9 Cat Connect for Marine provided by Caterpillar Marine Asset Intelligence 02
(MAI).................................................................................................................................. 126
03
13.9.1 MAI – MaK engine solution only ............................................................................ 126
04
13.9.2 MAI – Extended solution ......................................................................................... 127
13.9.3 General information ................................................................................................. 127

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14. SAFETY 07
14.1 Safety ................................................................................................................................ 129 08
14.1.1 Safety concept ......................................................................................................... 129
09
14.1.2 Gas safe machinery space ....................................................................................... 129
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14.1.3 Gas related safety equipment ................................................................................. 131
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15. INSTALLATION AND ARRANGEMENT 12

15.1 Resilient mounting of genset ......................................................................................... 132 13
15.1.1 Conical mountings ................................................................................................... 132 14
15.2 Earthing of engine ........................................................................................................... 133
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16. VIBRATION AND NOISE
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16.1 Data for torsional vibration calculation ....................................................................... 134
16.2 Sound levels ..................................................................................................................... 138 18

16.2.1 Airborne noise ......................................................................................................... 138 19
16.3 Vibration ............................................................................................................................ 138 20
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17. POWER TRANSMISSION
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17.1 Flexible coupling.............................................................................................................. 139
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Page XI / M 46 DF Generator Set / 12.2015

CONTENTS
01
02 18. PIPING DESIGN
18.1 Pipe dimensions .............................................................................................................. 140
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18.2 Flow velocities in pipes .................................................................................................. 140
04
18.3 Trace heating ................................................................................................................... 140
05
18.4 Insulation .......................................................................................................................... 140
06 18.5 Flexible pipe connections .............................................................................................. 141
07
08 19. ENGINE ROOM LAYOUT
19.1 Genset center distances ................................................................................................ 142
09
19.2 Space requirement for maintenance ........................................................................... 143
10
19.2.1 Removal of charge air cooler and turbocharger cartridge ...................................... 143
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19.2.2 Removal of piston and cylinder liner ....................................................................... 144
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13 20. PAINTING, PRESERVATION
14 20.1 Inside preservation ......................................................................................................... 145
20.1.1 Factory standard N 576-3.3 – Inside preservation .................................................. 145

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20.2 Outside preservation ...................................................................................................... 145
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20.2.1 Factory standard N 576-3.2 – Outside preservation VCI 368 .................................. 145
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20.2.2 Factory standard N 576-4.1 – Clear varnish ............................................................ 146
18 20.2.3 Factory standard N 576-4.3 – Painting .................................................................... 147
19 20.2.4 Factory standard N 576-5.2 – VCI packaging .......................................................... 147
20 20.2.5 Factory standard N 576-5.2 Suppl. 1 – Information panel for VCI preservation
and inspection ......................................................................................................... 148

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20.3 Factory standard N 576-6.1 – Protection period, check and represervation ........ 149
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20.3.1 Protection period ..................................................................................................... 149
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20.3.2 Protection check ...................................................................................................... 149
24 20.3.3 Represervation as per factory standard N 576-6.1 ................................................. 149
Page XII / M 46 DF Generator Set / 12.2015

CONTENTS
01
21. TRANSPORT, DIMENSIONS AND WEIGHTS 02
21.1 Lifting of engines ............................................................................................................. 150
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21.2 Dimensions of main components ................................................................................. 150
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22. STANDARD ENGINE ACCEPTANCE TEST RUN
22.1 Standard acceptance test run ...................................................................................... 152 06
07
23. ENGINE PARTS 08
23.1 Required spare parts (Marine Classilcation Society MCS) .................................... 153
09
23.2 Recommended spare parts ........................................................................................... 154
10
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24. CATERPILLAR MARINE
24.1 Gas sytems technology – Scope of supply ................................................................. 156 12
24.2 Caterpillar Propulsion ..................................................................................................... 157 13

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Page XIII / M 46 DF Generator Set / 12.2015

GENSET DESCRIPTION
01
1.1 Delnitions 02
03
4 5 6 04
1 2 3
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06
07
08
09
Free end 10
Driving end 11
Control side 12
1
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3 2
6 5 4
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16
17
Free end 18
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Exhaust side
Driving end
Fig. 1-1 M 46 DF 22
6 M 46 DF 7 M 46 DF 8 M 46 DF 9 M 46 DF 23
Output (HFO and MDO) [kWe] 5,179 6,042 6,905 7,768
Output (MDO only) [kWe] 5,553 6,478 7,403 8,329 24
Page 1 / M 46 DF Generator Set / 12.2015

GENSET DESCRIPTION
01
02 Cylinder conlguration: 6, 7, 8, 9 in-line
Bore: 460 mm
03 Stroke: 610 mm
Output/cyl: 900 kW /965 kW
04 BMEP: 20.7 - 22.8 bar
Revolutions: 500/514 rpm
05 Mean piston speed: 10.2/10.5 m/s
Turbocharging: single log
06 Direction of rotation: counter-clockwise, option: clockwise
07
1.2 Main components and systems
08
09 1.2.1 Main features and characteristics
10 Building on its marine engine legacy Caterpillar Motoren designed the inherently gas safe M 46 DF for a
variety of marine applications without sacrilcing the typical MaK marine engine attributes like operational
11 reliability and eflciency as well as service and maintenance simplicity.
Capable to operate on multiple fuels (NG/MDO/HFO) the M 46 DF is designed to meet stringent conditions
12 of upcoming exhaust gas emission- and fuel sulphur regulations, providing the operational mexibility for
vessel operating in regulated- as well as lesser emission regulated areas.
13 The optimized design of the M 46 DF in combination with the system solutions provided by Caterpillar
Motoren is the basis for the installation and engine/engine room type approval simplicity, reducing
14 changes to engine and engine related systems at the same time.
Low emissions and high engine eflciency, paired with fast service access and service and maintenance
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simplicity make the MaK M 46 DF the perfect choice for single engine main propulsion installations as
well as multiple engine installations.
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Fig. 1-2 Control side and driving end Fig. 1-3 Exhaust side and free end
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GENSET DESCRIPTION
01
1.2.2 Description of components 02
Cylinder head 03
• The cylinder heads are made of nodular cast iron with 2 inlet and 2 exhaust valves, which are equipped 04
with valve rotators.
• The exhaust valve seats are directly water cooled. 05
• The injection nozzles for heavy fuel operation are cooled by engine lube oil.
06
Connecting rod and piston
07
• The pistons are of composite type with steel crown and forged steel or nodular cast iron skirt.
• The piston ring sets consist of two compression rings, lrst ring with chromium diamond plated running 08
surfaces, the second ring with chromium plated running surfaces, and one chromium diamant plated oil
scraper ring. 09
• All ring grooves are located in the steel crown, which is cooled by lube oil.
• The ring grooves are hardened. 10
• 3-piece connecting rod, supporting removal of the piston without opening the big end bearing.
11
Engine block
12
Core element of the M 46 DF is the engine block, which is made of nodular cast iron in one piece.
13
The advantages of the engine block design are:
• The one-piece design makes the engine block extremely robust and warp resistant.
14
• The charge air manifold is cast integral, which avoids vibration and leakage problems.
15
• Lube oil lines are routed through the block in cast and drilled holes, reducing the number of connecting
points and leakage problems to a minimum.
16
• The camshaft housing contains a camshaft, which is made of sections per cylinder allowing a removal
of the segments sideways. 17
• The underslung crankshaft allows the removal of the complete crankshaft without disassembly of the
entire engine. 18
• The engine block is not integrated into the cooling water circuit, therefore the engine block is
completely dry. 19
20
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23
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GENSET DESCRIPTION
01
02 Safe and simple power train
03 The safe and simple designed power train of cylinder head, piston with liner, connecting rod and camshaft
is parted in cylinder compartments, while the crankshaft is one-piece. The advantage is simplilcation of
04 maintenance work saving costs.
05 Additional advantages are:

• Service friendly distribution of media in maintenance-free plugged pipes and cast blocks
06 • 2-stage fresh water cooling system with 2-stage charge air cooler
• Turbocharger supplied with inboard plain bearings which are lubricated by engine lube oil
07 • Service friendly ignition fuel injector location
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GENSET DESCRIPTION
01
1.3 Prospective life times 02
General 03
The expectable TBO (time between overhaul) and actual life time may deviate signilcantly as a result of, 04
fuel quality, load and operating prolle, conditions, the quality of maintenance and other external factors.
05
Life time operating hours [h]
Core components M 46 DF Generator Set 06
Gas MDO HFO TBO M 46 DF
Piston crown (life time incl. 2 stages rework) 90,000 30,000 07
Piston skirt cast iron (standard) 60,000 –
Piston skirt steel (optional) 90,000 –
08
Piston skirt Aluminium – –
09
Piston rings 30,000 –
Piston pin bearing 60,000 – 10
Cuff / Antipolishing ring 30,000 –
Cylinder liner 90,000 60,000 – 11
Cylinder head 90,000 15,000
Inlet valve 30,000 15,000 12
Exhaust valve 30,000 15,000
Nozzle element 7,500 5,000 – 13
Gas admission valve 7,500 –
14
Cylinder pressure sensor 7,500 –
Pump element 15,000 – 15
Pilot injector 7,500 –
HD-pump 7,500 – 16
Main bearing 30,000 –
Big end bearing 30,000 – 17
Camshaft bearing 45,000 –
Turbocharger plain bearing 12,000 – 18
Vibration damper camshaft 15,000 –
Vibration damper crankshaft 60,000 30,000
19
20
The above mentioned data are only indicative and relate to an average component life time under
favourable operating conditions. 21
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23
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GENERAL DATA AND OUTPUTS
01
in HFO and MDO mode in MDO mode only
02
Type 500/514 rpm 500/514 rpm
03 [kW] [kWe] [kW] [kWe]
6 M 46 DF 5,400 5,179 5,790 5,553
04 7 M 46 DF 6,300 6,042 6,755 6,478
8 M 46 DF 7,200 6,905 7,720 7,403
05 9 M 46 DF 8,100 7,768 8,685 8,329
06 The maximum fuel rack position is mechanically limited to 100 % output for CPP applications.
07 2.1 General delnition of reference conditions
08 The maximum continuous rating (locked output) stated by Caterpillar Motoren refers to the following
reference conditions according to „IACS“ (International Association of Classilcation Societies) for main
09 and auxiliary engines (tropical conditions):
Air pressure: 100 kPa (1 bar)
10 Air temperature: 318 K (45 °C)
Relative humidity: 60 %
11 Seawater temperature: 305 K (32 °C)
12 2.2 Reference conditions regarding fuel consumption

13 Fuel consumption data is based on the following reference conditions:
Intake temperature: 298 K (25 °C)
14 Charge air temperature: 318 K (45°C)
Charge air coolant inlet temperature: 298 K (25°C)
15
Net heating value of the diesel oil: 42,700 kJ/kg
Net heating value of the natural gas: 43.3 MJ/Nm³
16
Tolerance: 5%
17 Fuel gas minimum lower heating value (LHV): 28.0 MJ/Nm³
Fuel gas methane number for rated output: > 80
18
Specilcation of fuel consumption data without engine driven pumps;
19 For engine driven oil pump: n=const. 1% at 100%, 1.2% at 85%, 1.3% at 75%, 2% at 50%, 4% at 25%.
For engine driven cooling water pump: 0.4% at 100%, 0.47% at 85%, 0.53% at 75%, 0.8% at 50%, 1.6%
20 at 25%.
21 2.3 Lube oil consumption
22 • 0.6 g/kWh
• Value is based on rated output
23 • Tolerance ± 0.3 g/kWh
NOTE:
24 Please also compare the technical data (see chapter 4).

01
2.4 Emissions 02
2.4.1 Exhaust gas 900 kW/Cyl., 500/514 rpm (HFO/MDO) – preliminary 03
Tolerance: 5% Relative humidity: 60 % 04
Atmospheric pressure: 100 kPa (1 bar) Constant speed 500/514 rpm
Output Output [%] 05
[kg/h]
Engine [kW]
[°C] 06
100 90 80 70 60 50
Intake air temperature 25 °C – Diesel operation 07
39,510 36,180 32,160 28,650 24,865 21,075
6 M 46 DF 5,400
345 335 330 340 355 376 08
46,100 42,200 37,500 33,425 29,000 24,550
7 M 46 DF 6,300
343 350 345 350 360 385 09
52,675 48,725 43,310 38,585 33,485 28,380
8 M 46 DF 7,200
335 330 325 330 345 375 10
59,300 54,815 48,725 43,405 37,670 31,925
9 M 46 DF 8,100 11
335 335 330 335 360 380
Intake air temperature 25 °C – Gas operation
33,885 31,150 27,690 25,175 21,985 18,800 12
6 M 46 DF 5,400
385 397 400 400 405 417
39,650 36,450 32,400 29,460 25,725 22,000 13
7 M 46 DF 6,300
383 396 397 400 408 416
45,300 41,660 36,940 33,585 29,330 25,100 14
8 M 46 DF 7,200
375 390 392 402 404 415
51,000 46,870 41,600 37,783 33,000 28,240 15
9 M 46 DF 8,100
375 392 395 405 407 418
37,930 34,735 30,875 27,505 23,870 20,235
6 M 46 DF 5,400
365 355 350 360 376 398 17
44,255 40,510 36,000 32,100 27,840 23,570
7 M 46 DF 6,300
363 371 366 371 382 408 18
50,570 46,775 41,580 37,040 32,145 27,245
8 M 46 DF 7,200
355 350 344 350 366 397 19
56,928 52,625 46,775 41,670 36,165 30,650
9 M 46 DF 8,100
355 355 350 355 382 397 20
6 M 46 DF 5,400
32,530 29,905 26,583 24,170 21,105 18,050 21
408 421 424 424 429 442
7 M 46 DF 6,300
38,065 34,995 31,105 28,285 24,700 21,120 22
406 420 421 424 432 441
8 M 46 DF 7,200
433,488 39,995 35,462 32,242 28,157 24,100 23
397 413 415 426 428 440
9 M 46 DF 8,100
48,960 44,995 39,940 36,272 31,680 27,110 24
397 415 419 429 431 443

01
02 2.4.2 Exhaust gas 965 kW/Cyl., 500rpm (MDO only) – preliminary
03 Tolerance: 5% Relative humidity: 60 %

Atmospheric pressure: 100 kPa (1 bar) Constant speed 500 rpm
04 Output Output [%]
[kg/h]
Engine [kW]
05 [°C]
100 90 80 70 60 50
06 Intake air temperature 25 °C – Diesel operation
42,325 38,713 34,410 30,655 26,605 22,550
07 6 M 46 DF 5,790
336 327 322 332 347 368
49,380 45,155 40,125 35,765 31,030 26,270
08 7 M 46 DF 6,755
334 342 338 342 352 377
56,485 52,135 46,340 41,285 35,830 30,365
09 8 M 46 DF 7,720
326 322 317 322 338 367
63,560 58,650 52,135 46,443 40,310 34,160
9 M 46 DF 8,685
10 326 327 322 328 352 372
11 38,514 35,200 31,300 28,450 24,845 21,245
6 M 46 DF 5,790
366 378 381 381 386 398
12 44,935 36,450 32,400 29,460 25,725 22,000
7 M 46 DF 6,755
364 377 378 381 389 397
13 8 M 46 DF 7,720
51,400 41,660 36,940 33,585 29,330 25,100
358 373 375 385 387 398
14 9 M 46 DF 8,685
57,840 46,870 41,600 37,783 33,000 28,240
358 375 378 388 390 401
15 Intake air temperature 45 °C – Diesel operation
39,785 36,390 32,345 28,815 25,010 21,200
6 M 46 DF 5,790
16 356 347 341 352 368 390
46,420 42,445 37,720 33,620 29,170 24,695
7 M 46 DF 6,755
17 354 362 358 362 373 400
53,100 49,010 43,560 38,810 33,680 28,545
8 M 46 DF 7,720
18 345 341 336 341 358 389
59,750 55,130 48,010 43,660 37,890 32,110
9 M 46 DF 8,685
19 345 347 341 348 373 394
20 6 M 46 DF 5,790
36,025 33,090 29,420 26,745 23,355 19,970
388 401 404 404 409 422
21 7 M 46 DF 6,755
42,240 34,265 30,456 27,690 24,180 20,680
386 400 401 404 412 421
22 8 M 46 DF 7,720
48,315 39,160 34,725 31,570 27,570 23,595
379 395 397 408 410 422
23 9 M 46 DF 8,685
54,370 44,060 39,105 35,515 31,020 26,545
379 397 401 411 413 425
24

01
2.4.3 Exhaust gas 965 kW/Cyl., 514 rpm (MDO only) – preliminary 02
Tolerance: 5% Relative humidity: 60 % 03
Atmospheric pressure: 100 kPa (1 bar) Constant speed 514 rpm
Output Output [%] 04
[kg/h]
Engine [kW]
[°C] 05
100 90 80 70 60 50
41,474 37,938 33,720 30,040 26,075 22,100
6 M 46 DF 5,790
336 327 322 332 347 368 07
48,389 44,250 39,320 35,050 30,410 25,745
7 M 46 DF 6,755
334 342 338 342 352 377 08
55,360 51,090 45,415 40,460 35,115 29,760
8 M 46 DF 7,720 09
326 322 317 322 338 367
62,295 57,480 51,090 45,515 39,505 33,480
9 M 46 DF 8,685
326 327 322 328 352 372 10
37,742 34,495 30,675 27,880 24,350 20,820 11
6 M 46 DF 5,790
366 378 381 381 386 398
44,035 35,720 31,750 28,870 25,210 21,560 12
7 M 46 DF 6,755
364 377 378 381 389 397
8 M 46 DF 7,720
50,380 40,825 36,200 32,915 28,745 24,600 13
358 373 375 385 387 398
9 M 46 DF 8,685
56,688 45,930 40,770 37,030 32,340 27,675 14
358 375 378 388 390 401
38,985 35,662 31,700 28,240 24,510 20,775
6 M 46 DF 5,790
358 349 343 354 370 393 16
45,485 41,595 36,960 32,950 28,585 24,200
7 M 46 DF 6,755
354 365 358 365 373 400 17
52,040 48,025 42,690 38,030 33,010 27,975
8 M 46 DF 7,720
348 343 338 341 358 389 18
58,560 54,030 48,025 42,785 37,135 31,470
9 M 46 DF 8,685
348 347 341 348 373 394 19
6 M 46 DF 5,790
35,480 32,425 28,835 26,210 22,890 19,570 20
388 401 404 403 409 422
7 M 46 DF 6,755
41,395 33,580 29,845 27,140 23,700 20,270 21
386 400 401 403 412 421
8 M 46 DF 7,720
47,360 38,375 34,030 30,940 27,020 23,125 22
379 395 397 408 410 422
9 M 46 DF 8,685
53,290 43,175 38,325 34,810 30,400 26,015 23
379 397 401 411 413 425
24

01
02 2.4.4 Nitrogen oxide emissions (NOX-values)
03 NOX-limit values according to IMO II: 10.54 g/kWh (n=500 rpm)

Main engine: DE-drive acc. to cycle E2: 10.3 g/kWh
04 Auxiliary genset acc. cycle D2: 10.3 g/kWh
NOX-limit values according to IMO III: 2.60 g/kWh (n=500 rpm)
05 Gas mode (cycle E2 and D2): 2.60 g/kWh
06
2.4.5 Engine International Air Pollution Prevention Certilcate
07
The MARPOL Diplomatic Conference has agreed about a limitation of NOX emissions, referred to as
08 Annex VI to MARPOL 73/78.
When testing the engine for NOX emissions, the reference fuel is marine diesel oil (distillate) and the test
09 is performed according to ISO 8178 test cycles:
10 Test cycle type E2 Test cycle type D2

Speed 100 % 100 % 100 % 100 % 100 % 100 % 100 % 100 % 100 %
11 Power 100 % 75 % 50 % 25 % 100 % 75 % 50 % 25 % 10 %
Weighting factor 0.2 0.5 0.15 0.15 0.05 0.25 0.3 0.3 0.1
12
Subsequently, the NOX value is calculated using different weighting factors for different loads that have
13 been corrected to ISO 8178 conditions.
14 A NOX emission evidence will be issued for each engine showing that the engine complies with the
regulation. The evidence will come as EAPP (Engine Air Pollution Prevention) Statement of Compliance,
15
EAPP Document of Compliance or EIAPP (Engine International Air Pollution Prevention) Certilcate
according to the authorization by the mag state and related technical lle. For the most part on basis of an
16
EAPP Statement of Compliance or an EAPP Document of Compliance an EIAPP certilcate can be applied
17 for.
18 According to the IMO regulations, a technical lle shall be provided for each engine. This technical lle
contains information about the components affecting NOX emissions, and each critical component is
19 marked with a special IMO number. Such critical components are piston, cylinder head, injection nozzle
(element), camshaft section, fuel injection pump, turbocharger and charge air cooler. The allowable
20 settings and parameters for running the engine are also speciled in the technical lle.
21 The marked components can be easily identiled on-board of the ship by the surveyor and thus an
IAPP (International Air Pollution Prevention) certilcate for the ship can be issued on basis of the
22 EIAPP certilcate and the on-board inspection.
23
24

01
2.5 Engine dimensions and weight – preliminary 02
Turbocharger at free end 03
04
W2
05
06
07
H1
08
Y1
X1
09
H2
10
W1
L2 11
L1
Fig. 2-1 Turbocharger at free end
12
13
Dry
Dimensions [mm] 14
Type weight *)
L1 L2 H1 H2 W1 W2 [t] 15
6 M 46 DF 12,202 11,651 4,358 2,444 3,400 215 178.0
7 M 46 DF 12,999 12,414 4,849 2,444 3,400 232 195.0 16
8 M 46 DF 13,729 13,144 4,849 2,444 3,400 232 210.0
9 M 46 DF 14,459 13,874 4,849 2,444 3,400 232 240.0 17
*)
Depending on generator weight 18
19
20
21
22
23
24

01
02 2.6 System connecting points – preliminary
03 C86
04
05
06
C36
07
C42
08 C23
C59
C21
09 C81e
C81b
10 C78a
C76a
11
12
13
C81 C80b C34
14 Fig. 2-2 Connecting points at the engine – 1
15
C21 Fresh water pump HT, inlet C78a Pilot fuel, outlet
16
C23 Fresh water pump HT, outlet C80b Drip fuel connection (cut off pump)
17 C34 Drain, condensate separator C81 Drip fuel connection
C36 Drain, turbocharger washing C81b Drip fuel connection (llter pan)
18 C42 Turbine cleaning connection C81e Drip fuel connection, pilot fuel
C59 Lube oil, inlet C86 Connection starting air
19 C76a Pilot fuel, inlet
20
21
22
23
24

01
02
C91a C91 C37 03

04
05
06
07
08
C96/C97 09
C25
10
C15
11
C14 12
C58 C62 C65 C60 C55c C61 C35

13
Fig. 2-3 Connecting points at the engine – 2

14
15
C14 Charge air cooler LT, inlet C61 Separator connection, delivery side
16
C15 Charge air cooler LT, outlet C62 Drip oil, pan duplex llter
C25 Cooling water, engine outlet C65 Lube oil llling socket 17
C35 Charge air duct, drain C91 Crankcase ventilation to stack
C37 Vent C91a Exhaust gas outlet 18
C55c Connection mushing pipe automatic llter C96 Gas inlet
C58 Force pump, delivery side C97 Flushing connection gas pipe (inert gas) 19
C60 Separator connection, suction side
20
21
22
23
24

OPERATING RANGES
01
02 3.1 Restrictions for low load operation
03
3.1.1 Load restrictions in diesel mode
04
The engine can be started, stopped and run on heavy fuel oil under all operating conditions.
05 The HFO system of the engine remains in operation and keeps the HFO at injection viscosity.
The temperature of the engine injection system is maintained by circulating hot HFO and heat losses are
06 compensated.
The lube oil treatment system (lube oil separator) remains in operation, the lube oil is separated
07 continuously. The operating temperature of the engine cooling water is maintained by the cooling water
preheater. Below 25 % output heavy fuel operation is neither eflcient nor economical.
08 A change-over to diesel oil is recommended to avoid disadvantages as e.g. increased wear and tear,
contamination of the air and exhaust gas systems and increased contamination of lube oil.
09
10 [Operating time to clean the engine]
3h 2h 1h 30 min 15 min 0
11
12 100 40 min
13 70
50
14 40
15 30
[MCR in %]
16 20
15
17
10
18 8
19
6
1h 2 3 4 5 6 7 8 9 10 15 20 24 h
20 [Operating time]
Fig. 3-1 Cleaning run of engine
21
22
23
24

OPERATING RANGES
01
3.1.2 Load restrictions in gas mode 02
A gas operation above 100% load is prohibited. A gas operation below 15 % (965 kW/cyl.) 03
or 10 % (900 kW/cyl.) load is not possible or limited for a certain time. The ability to start the engine in gas
operation is optional available. 04
A direct fuel change over from HFO operation to gas operation is prohibited. The engine needs to run a 05
certain time with MDO before change over to gas operation.
06
110 110 07
Diesel / Diesel /
HFO operation HFO operation 08
100 100
09
10
Engine load [%]
Engine load [%]

Diesel /
Diesel / Gas 11
Gas HFO
HFO operation
operation
operation operation 12
13
15 14
10 Diesel / HFO operation
Diesel / HFO operation
0 0 15
Diesel mode Gas mode Diesel mode Gas mode
900 kW/cyl. 965 kW/cyl.
16
Fig. 3-2 Load restrictions in gas mode
17
18
19
20
21
22
23
24

OPERATING RANGES
01
02 3.2 Emergency operation without turbocharger
03 Emergency operation is permissible with MDO only up to approx. 15% of the MCR.
04 3.3 Operation in inclined position
05 Inclination angles of ships at which engine running must be possible:
06 Rotation X-axis:
Heel to each side: 15 °
07 Rolling to each side: 22.5 °
08 Rotation Y-axis:
Trim by head and stern: 5°
09 Pitching: ±7.5 °
10
11 y
12
13
14
15 x
16
17
Fig. 3-3 Rotation axis
18
19
20
21
22
23
24

OPERATING RANGES
01
3.4 Load application and recovery behaviour 02
Our standard loading up procedure for M 46 DF engines is to achieve recovery behaviour in accordance 03
with class requirements.
04
Load
100 %
05
06
66 %
07
08
33 % 09
10
11
Fig. 3-4 Standard loading up procedure
12
5-10 s 5-10 s 5-10 s Time
13
Power [%]
Steps 1. 2. 3.
14
Diesel mode 33.3 % 33.3 % 33.3 %
15
16
17
18
19
20
21
22
23
24

OPERATING RANGES
01
02 Power [%]
Steps 1. 2. 3. 4. 5.
03 Diesel mode 33.3 % 33.3 % 33.3 %
Gas mode 33.0 % 17.0 % 17.0 % 16.0 % 17 0 %
04
05 30%
Diesel mode
06 25% Gas mode
07
Power [%]
20%
15%
08
10%
09
5%
10 0%
1. 2. 3. 4. 5.
11 Fig. 3-5 Load steps M 46 DF Step
12 110
13 100 Diesel mode

90
Gas mode
14 80
Engine load [%]
70
15 60
Load ramp in 360 / 390 s
50 grid parallel
16 40 Load drop 100 % without
engine shut down
30
17 20
Synchronization at
10 500/514 rpm
18 0
0 50 100 150 200 250 300 350 400
19 Fig. 3-6 Overview of engine load increment - diesel and gas
20 Remarks:
Instant loading with recovery time in 5 seconds, Tol.: ± 5 seconds, engine warmed up in operating
21 conditions
Minimum operating time 10 minutes
22 Lube oil > 50 °C
Coolant > 65 °C
23
24

OPERATING RANGES
01
3.5 Fuel changeover and recovery behaviour 02
a) Changeover from gas to diesel operation: 03
• Changeover from gas to diesel fuel operation is done within approx. 1 second at any load, if required 04
due to emergency switch over. The normal switchover takes approx. 300 seconds.
• Changeover can be started manually by operator or automatically by MACS, if the gas operation 05
conditions are not given anymore (e.g. load window for gas operation has been left).
06
- Main liquid fuel injection activated
- Gaseous fuel slowly cut back / liquid fuel amount rises 07
- FCT: Valve timing adjusts depending on running condition (e.g. load)
- Air fuel ratio control is shut-off (Blow-Off and Waste Gate) 08
- Pilot injection is still active
09
b) Changeover from diesel to gas operation:
10
• Changeover from diesel to gas fuel operation is possible in the load range between 15% and 100%
power. 11
• If gas mode is activated, the load is constant in the correct range and all systems are running, the
engine control will change over to gas operation: 12
- Start air fuel ratio control with exhaust Waste Gate and Blow-Off
13
- Change valve timing over to gas operation depending on running conditions
- Start gas supply and raise gas amount, if gas pressure is suflcient
14
- Main liquid fuel injection cuts back and switches off, if minimum fuel rack position is reached
15
• The procedure will take approx. 2 minutes, which depends on gas supply system and self check
16
procedures.
• If the procedure is completed, power ramp up to 100% power or instant loading is possible. 17
18
19
20
21
22
23
24

OPERATING RANGES
01
02 3.6 Derating
03 In case of a fuel gas methane number lower than 80, the power output has to be redetermined in gas
operation.
04 For an alternative derating curve please consult Caterpillar Motoren in advance.
05 110
06 100
07 90
Power [%]
08 80
Output
09
70
60
10
50
11 40 50 60 70 80 90 100
Cat - Methane number
12 Fig. 3-7 Power as function of methane number
13
14
15
16
17
18
19
20
21
22
23
24

TECHNICAL DATA
01
4.1 Diesel, mechanical 02
03
4.1.1 Output 900 kW/Cyl. in HFO, MDO and gas operation
04
Output 900 kW/Cyl. (HFO, MDO and gas) 6 M 46 DF 7 M 46 DF 8 M 46 DF 9 M 46 DF
Performance data 05
Maximum continuous rating
[kW] 5,400 6,300 7,200 8,100
acc. ISO 3046/1 06
Speed [rpm] 500/514 500/514 500/514 500/514
Minimum speed [rpm] 300 300 300 300 07
Brake mean effective presure [bar] 21.3/20.7 21.3/20.7 21.3/20.7 21.3/20.7
Charge air pressure [bar] 3.55 3.55 3.55 3.55
08
Firing pressure (max. allowed,
tolerance +/- 3%)
[bar] 190 190 190 190 09
Combustion air demand (ta=20°C) [m³/h] 32,050 37,380 42,720 48,060
10
Max. load acceptance [kW/s] 33 39 45 50
Specilc fuel oil consumption 11
diesel/gas
n = const 1) 100 % [g/kWh] [kJ/kWh] 186/7,400 186/7,400 186/7,400 186/7,400 12
85 % [g/kWh] [kJ/kWh] 185/7,524 185/,7524 185/7,524 185/7,524
75 % [g/kWh] [kJ/kWh] 187/7,457 187/7,457 187/7,457 187/7,457 13
50 % [g/kWh] [kJ/kWh] 192/7,929 192/7,929 192/7,929 192/7,929
Lube oil consumption 2)
[g/kWh] 0.6 0.6 0.6 0.6 14
NOX-emission (diesel) 6)
[g/kWh] 10.3 10.3 10.3 10.3
NOX-emission (gas) 6)
[g/kWh] 2.6 2.6 2.6 2.6 15
Methane slip,
sp. pilot oil injection 16
100 % [% kJ/kWh] 2.0/72 2.0/72 2.0/72 2.0/72
50 % [% kJ/kWh] 2.1/96 2.1/96 2.1/96 2.1/96
17
15 % [% kJ/kWh] 6.9/272 6.9/272 6.9/272 6.9/272
18
CO2 100% (diesel/gas) [%] 5.4/4.5 5.4/4.5 5.4/4.5 5.4/4.5
Turbocharger type ABB TPL71 ABB TPL76 ABB TPL76 ABB TPL76 19
Fuel
Engine driven booster pump [m³/h] [bar] –/– –/– –/– –/– 20
Stand-by booster pump [m³/h] [bar] 4.2/10 4.9/10 5.6/10 6.3/10
Mesh size MDO lne llter [mm] 0.025 0.025 0.025 0.025 21
Mesh size HFO automatic llter [mm] 0.010 0.010 0.010 0.010
Mesh size HFO lne llter [mm] 0.034 0.034 0.034 0.034 22
23
24

TECHNICAL DATA
01
02
03 Output 900 kW/Cyl. (HFO, MDO and gas) 6 M 46 DF 7 M 46 DF 8 M 46 DF 9 M 46 DF
Lube oil
04 Engine driven pump [m³/h] [bar] 146/10 146/10 203/10 203/10
Independent pump [m³/h] [bar] 120/10 140/10 160/10 180/10
05 Working pressure on engine inlet [bar] 4-5 4-5 4-5 4-5
Engine driven suction pump [m³/h] [bar] –/– –/– –/– –/–
06
Independent suction pump [m³/h] [bar] 175/3 175/3 240/3 240/3
07 Priming pump pressure / suck pump [m³/h] [bar] 16/5 16/5 20/5 20/5
Sump tank content / dry sump content [m³] 8.4 9.8 11.2 12.6
08 Temperature at engine inlet [°C] 60 - 65 60 - 65 60 - 65 60 - 65
Temperature controller NB [mm] 125 125 150 150
09 Double llter NB [mm] 150 150 150 150
Mesh size double llter [mm] 0.08 0.08 0.08 0.08
10 Mesh size automatic llter [mm] 0.03 0.03 0.03 0.03
Fresh water cooling
11
Engine content [m³] 0.6 0.7 0.8 0.9
Pressure at engine inlet min/max [bar] 2.5/6.0 2.5/6.0 2.5/6.0 2.5/6.0
12
Header tank capacity [m³] 0.6 0.6 0.6 0.6
13 Temperature at engine outlet [°C] 80 - 90 80 - 90 80 - 90 80 - 90
Two circuit system
14 Engine driven pump HT [m³/h] [bar] 100/4.5 100/4.5 120/4.3 120/4.3
Independent pump HT [m³/h] [bar] 100/4.5 110/4.5 120/4.5 130/4.5
15 HT-controller NB [mm] 125 125 150 150
Water demand LT-charge air cooler [m³/h] 80 80 100 100
16 Temperature LT-charge air cooler inlet [°C] 38 38 38 38
Heat dissipation *)
17
Specilc jacket water heat [kJ/kWh] 496 496 496 496
18 Specilc lube oil heat [kJ/kWh] 500 500 500 500
Lube oil cooler [kW] 750 875 1,000 1,120
19 Jacket water [kW] 745 870 995 1,115
Charge air cooler 3)
[kW] – – – –
20 Charge air cooler (HT-stage) 3)
[kW] 1,770 2,065 2,360 2,655
Charge air cooler (LT-stage) 3)
[kW] 500 585 665 750
21 (HT-stage before engine)
Heat radiation engine [kW] 255 300 340 380
22
*)
NOTE: Tolerance for heat and exhaust mow +/- 10 %, tolerance of +10 % for rating coolers
23
24

TECHNICAL DATA
01
02
Output 900 kW/Cyl. (HFO, MDO and gas) 6 M 46 DF 7 M 46 DF 8 M 46 DF 9 M 46 DF 03

Exhaust gas
Silencer / spark arrestor NB [mm] 900 1,000 1,000 1,000 04
Pipe diameter NB after turbine [mm] 900 1,000 1,000 1,000
Exhaust gas temperature after
05
[°C) 345 343 335 335
turbine (intake air 25 °C, diesel) 5)
Exhaust gas mass mow (intake air
06
[kg/h] 39,510 46,100 52,675 59,300
25 °C, diesel) 5)
07
[°C] 385 383 375 375
turbine (intake air 25 °C, gas) 5)
08
[kg/h] 33,885 39,650 45,300 51,000
25 °C, gas) 5)
Maximum exhaust gas pressure drop [bar] 0.03 0.03 0.03 0.03
09
Starting air
10
Maximum starting air pressure [bar] 30 30 30 30
Minimum starting air pressure [bar] 14 14 14 14 11
Air consumption per start 4)
[Nm³] 2.6 2.7 3.2 3.3
Air consumption per slow turn
[Nm³] 5.2 5.4 6.4 6.6
12
maneuver 4)
Max. allowed crankcase pressure,
[mmWs/mm] 15/150 15/150 15/150 15/150
13
ND ventilation pipe
1) Reference conditions: LCV = 42,700 kJ/kg, ambient temperature 25 °C, charge air coolant temperature 25 °C, tolerance 5 %, for engine driven
14
oil pump +1% at 100%, 1.2% at 85%, 1.3% at 75%, 2% at 50%, 4% at 25%, for engine driven cooling water pump +0.4% at 100%, 0.47% at
15
85%, 0.53% at 75%, 0.8% at 50%, 1.6% at 25%, in propeller operation for engine driven oil pump +1% at 100%, 1.1% at 85%, 1.2% at 75%,
1.4% at 50%, 2% at 25%, for engine driven cooling water pump +0.4% at 100/85/75/50/25%, additions to fuel consumption must be considered
16
before tolerance is taken into account. / 2) Standard value, tolerance ± 0.3 g/kWh, related on full load / 3) Charge air heat based on 45 °C ambient
temperature / 4) Preheated engine / 5) Tolerance 10 %, rel. humidity 60 % / 6) Marpol 73/78, Annex VI, cycle E2, D
17
18
19
20
21
22
23
24

TECHNICAL DATA
01
02 4.1.2 Output 965 kW/Cyl. in MDO and gas operation only – preliminary
03
4.1.2.1 Output 965 kW/Cyl. at 500 rpm – preliminary
04
Output 965 kW/Cyl., 500 rpm (MDO and gas only) 6 M 46 DF 7 M 46 DF 8 M 46 DF 9 M 46 DF
05 Performance data
[kW] 5,790 6,755 7,720 8,685
06 acc. ISO 3046/1
Speed [rpm] 500 500 500 500
07 Minimum speed [rpm] 300 300 300 300
Brake mean effective presure [bar] 22.8 22.8 22.8 22.8
08 Charge air pressure [bar] 4.0 4.0 4.0 4.0
09 tolerance +/- 3%)
[bar] 190 190 190 190

10
11 Specilc fuel oil consumption
diesel/gas
12 n = const 1) 100 % [g/kWh] [kJ/kWh] 185/7,350 185/7,350 185/7,350 185/7,350
85 % [g/kWh] [kJ/kWh] 183/7,445 183/7,445 183/7,445 183/7,445
13 75 % [g/kWh] [kJ/kWh] 184/7,490 184/7,490 184/7,490 184/7,490
50 % [g/kWh] [kJ/kWh] 188/7,740 188/7,740 188/7,740 188/7,740
14 Lube oil consumption 2)
[g/kWh] 0.6 0.6 0.6 0.6
[g/kWh] 10.3 10.3 10.3 10.3
15 NOX-emission (gas) 6)
[g/kWh] 2.6 2.6 2.6 2.6
Methane slip,
16 sp. pilot oil injection
100 % [% kJ/kWh] 2.0/72 2.0/72 2.0/72 2.0/72
17 50 % [% kJ/kWh] 2.1/96 2.1/96 2.1/96 2.1/96
15 % [% kJ/kWh] 6.9/272 6.9/272 6.9/272 6.9/272
18
CO2 100% (diesel/gas) [%] 5.4/4.5 5.4/4.5 5.4/4.5 5.4/4.5
19 Turbocharger type ABB TPL71 ABB TPL76 ABB TPL76 ABB TPL76
Fuel
20 Engine driven booster pump [m³/h] [bar] –/– –/– –/– –/–
Stand-by booster pump [m³/h] [bar] 4.2/10 4.9/10 5.6/10 6.3/10
21 Mesh size MDO lne llter [mm] 0.025 0.025 0.025 0.025
22
23
24

TECHNICAL DATA
01
02
Output 965 kW/Cyl., 500 rpm (MDO and gas only) 6 M 46 DF 7 M 46 DF 8 M 46 DF 9 M 46 DF 03

Lube oil
Engine driven pump [m³/h] [bar] 146/10 146/10 203/10 203/10 04
Working pressure on engine inlet [bar] 4-5 4-5 4-5 4-5
05
06
Priming pump pressure / suck pump [m³/h] [bar] 16/5 16/5 20/5 20/5 07
Temperature at engine inlet [°C] 60 - 65 60 - 65 60 - 65 60 - 65 08
Double llter NB [mm] 150 150 150 150 09
Mesh size automatic llter [mm] 0.03 0.03 0.03 0.03 10
Fresh water cooling
11
12
Temperature at engine outlet [°C] 80 - 90 80 - 90 80 - 90 80 - 90 13
Two circuit system
Engine driven pump HT [m³/h] [bar] 100/4.5 100/4.5 120/4.3 120/4.3 14
HT-controller NB [mm] 125 125 150 150 15
Temperature LT-charge air cooler inlet [°C] 38 38 38 38
16
Heat dissipation *)
17
Specilc lube oil heat [kJ/kWh] 482 482 482 482 18
Jacket water [kW] 775 900 1,030 1,155 19
[kW] – – – –
Charge air cooler (HT-stage) 3)
[kW] 2,000 2,330 2,665 2,995 20
[kW] 530 615 705 790
(HT-stage before engine) 21
22
*)
23
24

TECHNICAL DATA
01
02
03 Output 965 kW/Cyl., 500 rpm (MDO and gas only) 6 M 46 DF 7 M 46 DF 8 M 46 DF 9 M 46 DF
Exhaust gas
04 Silencer / spark arrestor NB [mm] 900 1,000 1,000 1,000
05 Exhaust gas temperature after
[°C) 336 334 326 326
06 Exhaust gas mass mow (intake air
[kg/h] 42,325 49,380 56,485 63,560
25 °C, diesel) 5)
07 Exhaust gas temperature after
[°C] 366 364 358 358
08 Exhaust gas mass mow (intake air
[kg/h] 38,514 44,935 51,400 57,840
25 °C, gas) 5)
09 Maximum exhaust gas pressure drop [bar] 0.03 0.03 0.03 0.03
Starting air
10
11 Minimum starting air pressure [bar] 14 14 14 14
[Nm³] 2.6 2.7 3.2 3.3
12 Air consumption per slow turn
[Nm³] 5.2 5.4 6.4 6.6
maneuver 4)
13 Max. allowed crankcase pressure,
[mmWs/mm] 15/150 15/150 15/150 15/150
ND ventilation pipe
14 1) Reference conditions: LCV = 42,700 kJ/kg, ambient temperature 25 °C, charge air coolant temperature 25 °C, tolerance 5 %, for engine driven
15 oil pump +1% at 100%, 1.18% at 85%, 1.33% at 75%, 2% at 50%, 4% at 25%, for engine driven cooling water pump +0.4% at 100%, 0.47% at
85%, 0.53% at 75%, 0.8% at 50%, 1.6% at 25%, additions to fuel consumption must be considered before tolerance is taken into account. / 2)
16 Standard value, tolerance ± 0.3 g/kWh, related on full load / 3) Charge air heat based on 45 °C ambient temperature / 4) Preheated engine / 5)
Tolerance 10 %, rel. humidity 60 % / 6) Marpol 73/78, Annex VI, cycle E2, D
17
18
19
20
21
22
23
24

TECHNICAL DATA
01
4.1.2.2 Output 965 kW/Cyl. at 514 rpm – preliminary 02
Performance data
[kW] 5,790 6,755 7,720 8,685
04
acc. ISO 3046/1
Speed [rpm] 514 514 514 514 05
Minimum speed [rpm] 300 300 300 300
Brake mean effective presure [bar] 22.2 22.2 22.2 22.2 06
Charge air pressure [bar] 3.83 3.83 3.83 3.83
07
[bar] 190 190 190 190
tolerance +/- 3%)
08
09
Specilc fuel oil consumption
diesel/gas
10
n = const 1) 100 % [g/kWh] [kJ/kWh] 186/7,350 186/7,350 186/7,350 186/7,350
85 % [g/kWh] [kJ/kWh] 184/7,460 184/7,460 184/7,460 184/7,460 11
75 % [g/kWh] [kJ/kWh] 185/7,490 185/7,490 185/7,490 185/7,490
50 % [g/kWh] [kJ/kWh] 189/7,740 189/7,740 189/7,740 189/7,740 12
Lube oil consumption 2)
[g/kWh] 0.6 0.6 0.6 0.6
[g/kWh] 10.3 10.3 10.3 10.3 13
NOX-emission (gas) 6)
[g/kWh] 2.6 2.6 2.6 2.6
Methane slip, 14
sp. pilot oil injection
100 % [% kJ/kWh] 2.0/72 2.0/72 2.0/72 2.0/72 15
50 % [% kJ/kWh] 2.1/96 2.1/96 2.1/96 2.1/96
15 % [% kJ/kWh] 6.9/272 6.9/272 6.9/272 6.9/272
16
CO2 100% (diesel/gas) [%] 5.4/4.5 5.4/4.5 5.4/4.5 5.4/4.5
17
Turbocharger type ABB TPL71 ABB TPL76 ABB TPL76 ABB TPL76
Fuel 18
Engine driven booster pump [m³/h] [bar] –/– –/– –/– –/–
Stand-by booster pump [m³/h] [bar] 4.2/10 4.9/10 5.6/10 6.3/10 19
Mesh size MDO lne llter [mm] 0.025 0.025 0.025 0.025
20
21
22
23
24

TECHNICAL DATA
01
02
03 Output 965 kW/Cyl., 500 rpm (MDO and gas only) 6 M 46 DF 7 M 46 DF 8 M 46 DF 9 M 46 DF
Lube oil
04 Engine driven pump [m³/h] [bar] 146/10 146/10 203/10 203/10
05 Working pressure on engine inlet [bar] 4-5 4-5 4-5 4-5
06
07 Priming pump pressure / suck pump [m³/h] [bar] 16/5 16/5 20/5 20/5
08 Temperature at engine inlet [°C] 60 - 65 60 - 65 60 - 65 60 - 65
09 Double llter NB [mm] 150 150 150 150
10 Mesh size automatic llter [mm] 0.03 0.03 0.03 0.03
Fresh water cooling
11
12
13 Temperature at engine outlet [°C] 80 - 90 80 - 90 80 - 90 80 - 90
Two circuit system
14 Engine driven pump HT [m³/h] [bar] 100/4.5 100/4.5 120/4.3 120/4.3
15 HT-controller NB [mm] 125 125 150 150
16 Temperature LT-charge air cooler inlet [°C] 38 38 38 38
Heat dissipation *)
17
18 Specilc lube oil heat [kJ/kWh] 482 482 482 482
19 Jacket water [kW] 775 900 1,030 1,155
[kW] – – – –
20 Charge air cooler (HT-stage) 3)
[kW] 2,000 2,330 2,665 2,995
[kW] 530 615 705 790
21 (HT-stage before engine)
22
*)
23
24

TECHNICAL DATA
01
02

Exhaust gas
Silencer / spark arrestor NB [mm] 900 1,000 1,000 1,000 04
05
[°C) 336 334 326 326
06
[kg/h] 41,474 48,389 55,360 62,295
25 °C, diesel) 5)
07
[°C] 366 364 358 358
08
[kg/h] 37,742 44,035 50,380 56,688
25 °C, gas) 5)
Maximum exhaust gas pressure drop [bar] 0.03 0.03 0.03 0.03
09
Starting air
10
Minimum starting air pressure [bar] 14 14 14 14 11
[Nm³] 2.6 2.7 3.2 3.3
Air consumption per slow turn
[Nm³] 5.2 5.4 6.4 6.6
12
maneuver 4)
Max. allowed crankcase pressure,
[mmWs/mm] 15/150 15/150 15/150 15/150
13
ND ventilation pipe
1) Reference conditions: LCV = 42,700 kJ/kg, ambient temperature 25 °C, charge air coolant temperature 25 °C, tolerance 5 %, for engine driven
14
oil pump +1% at 100%, 1.18% at 85%, 1.33% at 75%, 2% at 50%, 4% at 25%, for engine driven cooling water pump +0.4% at 100%, 0.47% at
15
85%, 0.53% at 75%, 0.8% at 50%, 1.6% at 25%, additions to fuel consumption must be considered before tolerance is taken into account. / 2)
Standard value, tolerance ± 0.3 g/kWh, related on full load / 3) Charge air heat based on 45 °C ambient temperature / 4) Preheated engine / 5)
16
Tolerance 10 %, rel. humidity 60 % / 6) Marpol 73/78, Annex VI, cycle E2, D
17
18
19
20
21
22
23
24

FUEL OIL SYSTEM
01
02 5.1 MGO / MDO operation
03 General
MaK diesel engines are designed to burn a wide variety of fuels.
04 See the information on fuel requirements in section MDO / MGO and HFO operation or consult the
Caterpillar Motoren technical product support.
05 For proper operation of MaK engines the minimum Caterpillar Motoren requirements for storage,
treatment and supply systems have to be observed, as shown in the following sections.
06
5.1.1 Acceptable MGO / MDO characteristics
07
Two fuel product groups are permitted for MaK engines:
08
Pure distillates: Gas oil, marine gas oil, diesel fuel
09 Distillate/mixed fuels: Marine gas oil (MGO), marine diesel oil (MDO)
10 The difference between distillate/mixed fuels and pure distillates are higher density, sulfur content and
viscosity.
11
12
13
14
15
16
17
18
19
20
21
22
23
24

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

Viscosity at 40 °C [mm²/s] max 5.5 6.0 6.0 11.0
Viscosity at 40 °C [mm²/s] min 1.4 2.0 3.0 2.0 04
Micro Carbon residue at 10 %
residue
[% m/m] max 0.3 0.0 0.3 – 05
Density at 15 °C [kg/m³] max – 890 890 900
06
Micro Carbon residue [% m/m] max – – – 0.3
Sulfur a) [% m/m] max 1.0 1.5 1.5 2.0 07
Water [% V/V] max – – – 0.3 b)
Total sediment by hot lltration [% m/m] max – – – 0.1 b) 08
Ash [% m/m] max 0.01 0.01 0.01 0.01
Flash point [°C] min 43 60 60 60 09
Pour point, summer [°C] max – 0 0 6
Pour point, winter [°C] max – -6 -6 0 10
Cloud point [°C] max -16 – – –
11
Calculated Cetane Index min 45 40 40 35
Acid number [mgKOH/g] max 0.5 0.5 0.5 0.5 12
Oxidation stability [g/m³] max 25 25 25 25 c)
Lubricity, corrected wear scar
[¦m] max 520 520 520 520 c) 13
diameter (wsd 1.4 at 60 °C) d)
Hydrogen sullde e) [mg/kg] max 2.0 2.0 2.0 2.0 14
Appearance clear & bright f) b), c)
15
a) A Sulphur limit of 1.00 % m/m applies in the Emission Control Areas designated by the International Maritime Organization. As there may be
local variations, the purchaser shall delne the maximum Sulphur content according to the relevant statutory requirements, notwithstanding the
16
limits given in this table. / b) If the sample is not clear and bright, total sediment by hot lltration and water test shall be required. / c) Oxidation
stability and lubricity tests are not applicable if the sample is not clear and bright. / d) Applicable if Sulphur is less than 0.050% m/m. /
17
e) Effective only from 1 July 2012. / f) If the sample is dyed and not transparent, water test shall be required. The water content shall not exceed
200 mg/kg (0.02% m/m). 18
5.1.2 Internal fuel oil system 19
General 20
The fuel injectors are utilized to deliver the correct amount of fuel to the cylinders precisely at the moment 21
it is needed. The diesel fuel supply system must ensure a permanent and clean supply of diesel fuel to the
engine internal fuel oil system. 22
NOTE: In diesel mode operation the ignition fuel system is always active.
23
Fuel lne llter (duplex llter) DF1 (ltted)
24
Duplex change over type (mesh size of 25 ¦m) is ltted on the engine.

FUEL OIL SYSTEM
01
02 5.1.3 External fuel oil system
03
04 DT1
LI C78 ENGINE
LSL m DR2
05 PI DP2 PI TI DH3 TI
C76
5111
PDSH
PDI
PI
DT2 TI DH1 TI PT 5102 49120
s 49104 PT C96
DF2 PT s
06 PI DP1 PI
DF1 5201
4520245106
TT
TI
PT
Air
Fuel gas supply
C81b TT PT DP8 C97

inlet
uu
07
Ignition fuel oil
C76a
LSH 5301
08 C81e C80b C81 p C78a
Ignition fuel oil

09 PI DP3 PI p
10 DS1
DH2 PI DP5 PI
DF3
DT4 KT1
11
Fig. 5-1 External fuel oil system diagram with intermediate tank
12
DF1 Fuel lne llter (duplex llter) C76 Duplex llter, inlet
13 DF2 Fuel primary llter (duplex llter) C76a Pilot fuel, inlet
DH3 Diesel oil cooler C78 Fuel outlet
14 DP1 Diesel oil feed pump C78a Ignition fuel, outlet
DP2 Diesel oil stand-by feed pump C80b Drip fuel connection
15
DP8 Common rail high pressure pump (sealing oil injection pump)
DR2 Fuel pressure regulating valve C81 Drip fuel connection
16
DT1 Diesel oil day tank C81b Drip fuel connection
17 DT2 Diesel oil intermediate tank C81e Drip fuel connection, pilot fuel
KT1 Drip fuel tank C96 Gas inlet
18 C97 Flushing connection gas pipe (inert gas)
19 LI Level indicator m Lead vent pipe beyond service tank level.

LSH Level switch high p Free outlet required.
20 LSL Level switch low s Please refer to the measuring point list
PDI Diff. pressure indicator regarding design of the monitoring devices.
21 PDSH Diff. pressure switch high uu Only MDO fuel types DMA and DMZ acc. to
PI Pressure indicator ISO 8271 are to be used. For usage of DMB or
22 PT Pressure transmitter DMX please consult Caterpillar Motoren in
TI Temperature indicator advance.
23 TT Temperature transmitter (PT100)
24

FUEL OIL SYSTEM
01
02
03
DT1
LI
DR2
TI
04
LSL
DH3
ENGINE
05
TI
C78
TI
PI DP2 PI 5111 PI
PDSH
DF2 DH1 C76 PDI
06
TI TI PT 5102 49120
s 49104
PT C96
PI DP1 PI DF1
PT s
TT 5201 Fuel gas supply
PT
45202 45106 TI Air
07
C81b TT PT DP8 inlet C97
Ignition fuel oil uu
C76a LSH
5301
08
C81e C80b C81 p C78a
09
Ignition fuel oil

PI DP3 PI p
10
DH2 PI DP5 PI
DF3
DS1
DT4 KT1 11
Fig. 5-2 External fuel oil system diagram without intermediate tank 12
13
DF1 Fuel lne llter (duplex llter) C76 Duplex llter, inlet
DF2 Fuel primary llter (duplex llter) C76a Pilot fuel, inlet
14
DH3 Gas oil cooler C78 Fuel outlet
15
DP1 Diesel oil feed pump C78a Ignition fuel, outlet
DP2 Diesel oil stand-by feed pump C80b Drip fuel connection
16
DP8 Common rail high pressure pump (sealing oil injection pump)
DR2 Fuel pressure regulating valve C81 Drip fuel connection 17
DS1 Diesel oil separator C81b Drip fuel connection
DT1 Diesel oil day tank C81e Drip fuel connection, pilot fuel 18
DT4 Diesel oil storage tank C96 Gas inlet
KT1 Drip fuel tank C97 Flushing connection gas pipe (inert gas) 19
FQI Flow quantity indicator p Free outlet required. 20
LI Level indicator s Please refer to the measuring point list
LSH Level switch high regarding design of the monitoring devices. 21
PDI Diff. pressure indicator uu Only MDO fuel types DMA and DMZ acc. to
PDSH Diff. pressure switch high ISO 8271 are to be used. For usage of DMB or 22
PI Pressure indicator DMX please consult Caterpillar Motoren in
PT Pressure transmitter advance. 23
TI Temperature indicator
TT Temperature transmitter (PT100) 24

FUEL OIL SYSTEM
01
02 General
03 The design of the fuel oil system may vary from ship to ship, the system itself has to provide suflcient,
permanent and clean fuel oil of the required viscosity and pressure to each engine. Fuel storage,
04 treatment, temperature and pressure control as well as suflcient circulation must be ensured.
05
Diesel oil storage tank DT4
06
The tank design, sizing and location are according to classilcation society requirements and based on ship
07 application. No heating is necessary because all marine distillate fuels are suitable for pumping.
08
Diesel oil separator DS1
09
Depending on the fuel oil quality a diesel oil separator DS1 is recommended for the use of MGO and
10 required for MDO by Caterpillar Motoren. Any fuel oil must always be considered as contaminated upon
delivery and should therefore be thoroughly cleaned to remove solid and liquid contaminants before use.
11 Most of the solid contaminants in the fuel are rust, sand, dust.
Liquid contaminants are mainly water, i.e. fresh water or salt water.
12 Impurities in the fuel oil can result in
• damage to fuel injection pumps and injectors,
13 • increased cylinder liner wear,
• deterioration of the exhaust valve seats
14 • increased fouling of turbocharger blades.
If a diesel oil separator is installed a total diesel oil separator capacity of 100 % of the full load fuel
15
consumption is recommended.
HT-water or electrical heating is normally used as heating medium.
16
The nominal capacity should be based on a separation time of 22h/day:
17
Veff.[l/h] = 0.28 · Peng. [kW] Veff. = Volume effective [l/h]
18 Peng.= Power engine [kW]
19
Diesel oil day tank DT1
20
The day tank collects clean / treated fuel oil, compensates irregularities in the treatment plant and its
21 standstill periods. Two day tanks are to be provided, each with a capacity according to classilcation rules.
The tank should be provided with a sludge space including a sludge drain valve and an overmow pipe from
22 the MDO/MGO service tank to the settling/storage tank. The level of the tank must ensure a positive static
pressure on the suction side of the fuel feed pumps. Usually tank heating is not required.
23
24

FUEL OIL SYSTEM
01
Fuel primary llter (duplex llter) DF2 02
The fuel primary llter protects the fuel meter and feed pump from major solids. 03
A duplex change over type with mesh size of 320 ¦m is recommended.
04
05
06
H2
07
08
09
10
D
H1
11
12
W
13
Fig. 5-3 Fuel primary llter DF2
14
15
Engine output Dimensions [mm]
DN
[kW] H1 H2 W D 16
≤ 10,000 65 523 480 260 355
≤ 20,000 80 690 700 370 430 17
18
Flow quantity indicator FQI 19
One fuel meter is suflcient if the return fuel from the engine is connected to the diesel intermediate tank 20
DT2.
If the fuel return from engine is connected to the day tank, an additional fuel meter in the return line to day 21
tank has to be provided.
A minimum static fuel pressure head of at least 0.2 bar has to be considered. The fuel may be provided by 22
gravity mow from the day tank. The static pressure must exceed the back pressure of the mow meter and
prellter. 23
24

FUEL OIL SYSTEM
01
02 Diesel oil intermediate tank DT2
03 In the intermediate tank DT2 the warm return fuel from the engine mixes with the fuel from the day tank.
The tank shall be vented as an open system, with the ventilation line guided to above the day tank level.
04
05 D
06
07
08
09
10
11
12
A
13
14
15
16
17
18
19 Fig. 5-4 Diesel oil intermediate tank DT2
20
Plant output Volume Dimensions [mm] Weight
21 [kW] [l] A D E [kg]
≤ 10,000 100 1,700 323 1,500 120
22 > 10,000 200 1,700 406 1,500 175
23
24

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

11
Dimensions [mm] Weight

12
Engine
A B C D [kg]
13
6-9 M 46 DF 1,468 484 Ø 205 140 ca. 75
14
The capacity of the MDO preheater is to determine on the required fuel temperature up to approx. 50 °C.
15
Peng. [kW] 16
Heating capacity: Q [kW] =
166
17
Q= Heating capacity [kW]
Peng. = Power engine [kW] 18
A diesel oil preheater is not required 19
- for gas oil operation.
- with preheated day tanks. 20
21
22
23
24

FUEL OIL SYSTEM
01
02 Feed pump DP1/DP2 (separate)
03 The feed pump DP1/DP2 delivers fuel through the llter DF1 to each injection pump.
The feed pump maintains the pressure at the injection pumps and circulates the fuel in the system.
04 The capacity is slightly oversized to transfer the heat, which occurs during the injection process, away
from the fuel injection system.
05 A positive static pressure is required at the suction side of the pump.
Capacity see technical data.
06
07 C
08
D
09
B
E
10
A
11
Fig. 5-6 Feed pump DP1/DP2
12
13
Voltage /
Dimensions [mm] Weight Motorpower
Engine Frequency
14
A B C D E [kg] [kW] [V/Hz]
15 6-9 M 46 DF 805 132 314 60.3 180 72 3.0 400/50
6 M 46 DF 775 132 314 60.3 180 70 2.6 440/60
16 7/8/9 M 46 DF 805 132 314 60.3 180 72 3.6 440/60
17
18
19
20
21
22
23
24

FUEL OIL SYSTEM
01
Fuel oil cooler DH3 02
To ensure a fuel oil temperature below 50 °C at any time a cooling of diesel oil may be required. 03
The need for a fuel cooler is system specilc and depends on fuel circuit design and type of fuel oil. In case
of more than one engine connected to the same fuel supply system, the MDO-cooler capacity has to be 04
increased accordingly.
The heat transfer load into the diesel oil system is approx. 3.1 kW/cyl. 05
LT-water is normally used as cooling medium.
06
A 07
D
B 08
N1
09
N2
10
11
C
N4 N3
12
Fig. 5-7 Fuel oil cooler for MDO operation DH3

13
14
Dimensions [mm] Weight 15
Engine
A B C D N1 + N2 N3 + N4 [kg]
6-9 M 46 DF 940 148 225 702 DN50 1 ½“ BSP 39 16
17
18
19
20
21
22
23
24

FUEL OIL SYSTEM
01
02 Fuel pressure regulating valve DR2
03 To ensure a suflcient diesel oil pressure at engine inlet, a fuel pressure regulating valve DR2 has to be
installed and adjusted during commissioning of the engine.
04
05
06
07
08
A
09
10
D
11
12 C E
B
13 Fig. 5-8 Fuel pressure regulating valve
14
Plant Weight
15 Dimensions [mm]
output
16 [kW] A B C D E [kg]
≤ 6,000 248 70 Ø 25 88 122.5 3.6
17 > 6,000 279 94 Ø 38 109 150.5 8.4
18
19
20
21
22
23
24

FUEL OIL SYSTEM
01
5.2 HFO operation 02
The following section is based on the experiences gained in the operation of heavy fuel installations. 03
Stable and correct viscosity of the fuel before injection pumps (see technical data) must be maintained at
any time. Suflcient circulation through every engine connected to the same circuit must be ensured in all 04
operating conditions.
The fuel treatment system should comprise at least one settling tank and two separators. 05
Correct dimensioning of HFO separators is of great importance, and therefore the recommendations of the
separator manufacturer must be closely followed. 06
Poorly puriled fuel is harmful to the engine. A high content of water may also damage the fuel feed
system. 07
Injection pumps generate pressure pulses into the fuel feed and return piping. The fuel pipes between the
feed unit and the engine must be clamped properly to rigid structures. The distance between the lxing 08
points should be at close distance next to the engine. (See chapter piping design, treatment and
installation.) 09
ATTENTION: 10
In multiple engine installations, where several engines are connected to the same fuel feed circuit, it must
be possible to close the fuel supply and return lines connected to the engine individually. (This is a SOLAS 11
requirement.)
12
NOTE:
It is further stipulated that the means of isolation shall not affect the operation of the other engines, and it
13
shall be possible to close the fuel lines from a position that is not rendered inaccessible due to lre on any
of the engines.
14
15
In HFO mode operation the ignition fuel system is always active.
16
Fuel oil system
17
A pressurized fuel oil system, as shown in Fig. 5-10, is necessary when operating on high viscosity fuels.
When using high viscosity fuels requiring high preheating temperatures, the fuel oil from the engine fuel 18
oil system to the return line will also have a relatively high temperature. The fuel oil pressure measured on
the engine (at fuel pump level) should be about 5 bar. This maintains a pressure margin against 19
gasilcation and cavitation in the fuel system, even at 150 °C preheating.
In order to ensure correct atomization, the fuel oil temperature must be adjusted according to the specilc 20
fuel oil viscosity used. An inadequate temperature can inmuence the combustion and could cause
increased wear on cylinder liners and piston rings, as well as deterioration of the exhaust valve seats. 21
A too low heating temperature, i.e. too high viscosity, could also result in excessive fuel consumption.
Therefore, optimum injection viscosity of 10 – 12 cSt must be maintained at any rate and with all fuel 22
grades.
Deviations from design recommendations are possible, however, they should be discussed with Caterpillar 23
Motoren.
Trace heating for all heavy fuel pipes is recommended. 24

24
23
22
21
20
19
18
17
16
15
14
13
12
11
10
09
08
07
06
04
03
02
01
05
Viscosity temperature sheet
Fig. 5-9
3000 3000
2000 2000
Limit of pumpability
1000 1000
700 700
500 500
400 400
300
Heavy fuel 300
FUEL OIL SYSTEM
RM
200 K5
5( 200
RM ~IF
Viscosity temperature sheet
H3

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

5( 38
RD ~IF 0)
M 18
60 15 0) 60
50
RM (~I 50
M A1 F8
ar 0)
40 ine 0(
~IF 40
Di 40
30 es
el ) 30
Oi
l (M
20 DO 20
)
15 15
12 12
11 11
10 10
9 9
8 Lim 8
M
7 7
ar
it f
i
or
ne
6
pr
eh M 6
Ga
ea ax
sO
tin . li
g
il (
mi
5 tI 5
M
SO
GO
)
-F
-D
4 M 4
C
-10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 t [°C]
Temperature
CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC
Designation
5.2.1
A10 B10 C10 D15 E25 F25 G35 H35 K35 H45 K45 H55 K55
Related to RMA RMB RMC RMD RME RMF RMG RMH RMK RMH RMK RMH RMK
Characteristic ISO8217 (12) F- 30 30 30 80 180 180 380 380 380 500 500 700 700
Dim. Limit
Density at 15°C kg/m³ max 950 2) 975 3) 980 4) 991 991 1,010 991 1,010 991 1,010
Kin. viscosity at cSt. 1) max 10 15 25 35 45 55
FUEL OIL SYSTEM
100°C
Kin. viscosity at cSt. 1) min 6 5) 15 5)

100°C
Flash point °C min 60 60 60 60 60 60
• Fuel shall be free of used lube oil.
Pour point
°C max 0
winter
Pour point
°C max. 6 24 30 30 30 30 30
summer
Carbon residue % (m/m) max 12 6) 14 14 15 20 18 22 22 22
Ash % (m/m) max 0.10 0.10 0.10 0.15 0.15 0.15 0.15 0.15
Total sedim. % (m/m) max 0.10 0.10 0.10 0.10 0.10 0.10
after ageing
Water % (V/V) max 0.5 0.5 0.5 0.5 0.5 0.5
Sulphur % (m/m) max 3.5 3.5 3.5 3.5 3.5 3.5
Vanadium mg/kg max 150 300 150 150 500 350 350 450 450 450
Aluminum +
mg/kg max 40 40 50 60 60 60
• Requirements for residual fuels for diesel engines please see table next page.
Silicon
Zink mg/kg max 15 15 15 15 15 15
Phosphor mg/kg max 15 15 15 15 15 15
CIMAC – Requirements for residual fuels for diesel engines (as delivered)
Calcium mg/kg max 30 30 30 30 30 30

1) An indication of the approximate equivalents in kinematic viscosity at 50°C and Redw. I sec 100°F is given below:
Kinematic viscosity at 100°C [mm²/s] (cSt.) 7 10 15 25 35 45 55
Kinematic viscosity at 50°C [mm²/s] (cSt.) 30 40 80 180 380 500 700
Kinematic viscosity at 100°F Redw. [l sec.] 200 300 600 1,500 3,000 5,000 7,000
2) ISO: 960 / 3) ISO: 960 / 4) ISO: 975 / 5) ISO: not limited / 6) ISO: carbon residue 10
05
24
23
22
21
20
19
18
17
16
15
14
13
12
11
10
09
08
07
06
04
03
02
01
24
23
22
21
20
19
18
17
16
15
14
13
12
11
10
09
08
07
06
04
03
02
01
05
u
LI LI
HT1 LSL LSL DT1
HH4 TI
FUEL OIL SYSTEM
HR9

C78
ENGINE
GS GS TI TT
HR6
PT PAL
GS GS
HP1 PSL
LSL
DH3 TI 5111 PI
HF2 PI PI HT2 VSL VI VSH PDSH 49120
PI N/C KD1 C76 PDI 49104 PT C96
HP3 HH1 HH2 PI TT PT 5102 PT
TI TI s s
HP2 PDSH FQI TI HR2 Fuel gas supply
PDI DF1 PT
TI TI TT 5201 Air
PI C97
HR1 HF4 HP4 4520245106 TI inlet
PI C81b
TT PT DP8
p
Ignition fuel oil uu
PDSL
C76a
LSH 5301
C81e C80b p C81 p C78a

HH3 LSH LSH
LI LI
HS2 HT5 HT6
N/C TI LSL TI LSL p
HH4 HH4
Ignition fuel oil
PI HP5 PI HF2
HS1 HH3
KT1
PI HP6 PI
LSH
LI
KT2
TI LSL
HH4 Separator
module
Fig. 5-10 System diagram, HFO operation
FUEL OIL SYSTEM
01
General 02
For location, dimensions and design (e.g. mexible connection) of the disconnecting points see engine 03
installation drawing.
No valve lttings with loose cone must be installed by the shipyard in admission and return lines. 04
05
DF1 Fuel lne llter (Duplex llter) FQI Flow quantity indicator
DH3 Gas oil cooler GS Limit switch 06
DP8 Common rail high pressure pump LI Level indicator
DT1 Diesel oil day tank LSH Level switch high 07
HF2 Primary llter (duplex llter) LSL Level switch low
HF4 Self cleaning llter PAL Pressure alarm low 08
HH1 Heavy fuel lnal preheater PDI Diff. pressure indicator
HH2 Stand-by lnal preheater PDSH Diff. pressure switch high 09
HH3 Heavy fuel preheater (separator) PDSL Diff. pressure switch low
HH4 Heating coil PI Pressure indicator 10
HP1 Fuel pressure pump PSL Pressure switch low
HP2 Fuel stand-by pressure pump PT Pressure temp. 11
HP3 Fuel circulating pump TI Temperature indicator
HP4 Stand-by circulating pump TT Temperature transmitter (PT100) 12
HP5/6 Heavy fuel transfer pump (separator) VI Viscosity indicator
HR1 Fuel pressure regulating valve VSH Viscosity control switch high
13
HR2 Viscosimeter VSL Viscosity control switch low
HR6 Change over valve
14
HR9 Fuel change over main valve C76 Duplex llter, inlet
15
HS1/2 Heavy fuel separator C76a Pilot fuel, inlet
HT1 Heavy fuel day tank C78 Fuel outlet
16
HT2 Mixing tank C78a Ignition fuel, oulet
HT5/6 Settling tank C80b Drip fuel connection 17
KD1 Pressure absorber (sealing oil injection pump)
KT1 Drip fuel tank C81 Drip fuel connection 18
KT2 Sludge tank C81b Drip fuel connection
C81e Drip fuel connection, pilot fuel 19
C96 Gas inlet
C97 Flushing connection gas pipe (inertgas) 20
All heavy fuel pipes have to be insulated. p Free outlet required 21
Heated pipe s Please refer to the measuring point list
Fintube heat exchanger regarding design of the monitoring devices. 22
u Fuel from separator or from transfer pump
uu Only MDO fuel types DMA and DMZ acc. to 23
ISO 8271 are to be used. For usage of DMB or
DMX please consult Caterpillar Motoren in 24
advance.

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

FUEL OIL SYSTEM
01
Heavy fuel separators HS1, HS2 02
Any fuel oils whether heavy fuel oil, diesel oil or crude oil must always be considered as contaminated 03
upon delivery and should therefore be thoroughly cleaned before use.
Therefore self-cleaning types should be selected. 04
The purpose of any fuel treatment system is to clean the fuel oil by removal of water, solids, and
suspended matter to protect the engine from excessive wear and corrosion. 05
Liquid contaminants are mainly water, i.e. either fresh water or salt water.
Impurities in the fuel can cause damage to fuel injection pumps and injectors, and can result in increased 06
cylinder liner wear and deterioration of the exhaust valve seats as well as increased fouling of
turbocharger blades. 07
Two separators with independent electrically driven pumps must be provided.
08
Separator sizing:
09
The correct sizing of the separators is based on the max. fuel oil consumption at maximum continuous
rating (MCR) of the engines. The following formula can be used: 10
(The fuel consumption of auxiliary engines and boilers, if there are any, must be included)
11
Veff. = 0.28 P (l/h)
12
Veff. = Volume effective [l/h]
Peng. = Power engine [kW]
13
The cleaning capacity of the separator must always be higher than the entire fuel consumption of the
14
plant, incl. aux. equipment.
15
ATTENTION:
16
The separator outlet pressure is limited, so the pressure in the pipe line between separator outlet and day
tank must be observed carefully. Follow the separator manufacturer‘s guidelines. 17
18
Heavy fuel day tank HT1 19
The tank design, sizing and location must comply with classilcation society requirements based on ship 20
application. Two day tanks are to be provided. Each day tank capacity must be designed for full load
operation of all consumers according to classilcation requirements. An overmow system into the settling 21
tanks is required.HFO day tanks shall be provided with heating coils and suflcient insulation. Heating is
possible by steam, thermal oil or hot water. The day tank temperature shall be above 90 °C. 22
23
24

FUEL OIL SYSTEM
01
02 5.2.2 Fuel booster and supply system
03 The booster system shall provide a pre-pressure to the mixing tank of approx. 4 - 5 bar. The circulating
system provides suflcient mow of the required viscosity to the injection pumps. The circulation mow rate is
04 typically 3.5 - 4 times the fuel consumption at MCR to prevent overheating of the fuel injection system and
thus avoiding evaporation in the injection pumps.
05
Fuel change over main valve HR9
06
A manually operated three-way valve for changing over from MDO/MGO to HFO operation and back to
07 MDO/MGO equipped with limit switches is necessary.
08 Primary llter (duplex llter) HF2
09 A protection strainer with a mesh size 320 ¦m has to be installed before fuel pressure pumps to prevent
any large particles entering the pump.
10
11
12
H2
13
14
15
16
D
H1
17
18
W
19
Fig. 5-11 Primary llter HF2
20
DN
21 [kW] H1 H2 W D
≤ 10,000 40 330 300 250 210
22 ≤ 20,000 65 523 480 260 355
> 20,000 80 690 700 370 430
23
24

FUEL OIL SYSTEM
01
Fuel pressure pump HP1, fuel stand-by pressure pump HP2 02
Two supply pumps in parallel are recommended, one in operation and one on stand-by. 03
The capacity of the pump must be suflcient to prevent pressure drop during mushing of the automatic llter.
A suction strainer with a mesh size of 320 ¦m should be installed before each pump. 04
• Screw type pump with mechanical seal.
• Vertical or horizontal installation is possible. 05
• Delivery head 5 bar.
Peng. · [kW] V= Volume [m³/h] 06
Capacity V [m³/h] = 0.4 · Peng.= Power engine [kW]
1,000 07
A
08
09
10
11
C
12
13
D
14
B
E
15
16
Fig. 5-12 Fuel pressure pump HP1; fuel stand-by pressure pump HP2
17
Voltage /
Plant output Dimensions [mm] Weight
frequency 18
[kW] A B C D E [kg] [V/Hz]
5,400 - 7,720 775 132 314 60.3 180 70 400/50 19
8,100 - 11,580 805 132 314 60.3 180 72 400/50
13,510 820 132 314 60.3 190 80 400/50 20
14,400 - 17,370 980 160 354 88.9 210 124 400/50
21
Voltage / 22
frequency
[kW] A B C D E [kg] [V/Hz] 23
5,400 - 8,685 775 132 314 60.3 180 70 440/60
10,800 - 13,510 805 132 314 60.3 180 70 440/60
24
14,400 - 17,370 820 132 314 60.3 190 80 440/60

FUEL OIL SYSTEM
01
02 Fuel pressure regulating valve HR1
03 This valve is installed for adjusting a constant and suflcient pressure at engine fuel inlet. Due to the
overcapacity of the pressure pumps HP1/HP2 the valve provides a nearly constant pressure under all
04 operating conditions - from engine stop to maximum engine consumption. For MDO/MGO operation the
pipes of the fuel return line must be equipped with suflcient lncoolers to reduce the generated heat.
05
06
07
08
09
A
10
11
D
12
13 C E
B
14 Fig 5-13 Fuel pressure regulating valve
15
16 Plant
output
17 [kW] A B C D E [kg]
≤ 8,400 248 70 Ø 25 88 122.5 3.6
18 > 8,400 279 94 Ø 38 109 150.5 8.4
19
20
21
22
23
24

FUEL OIL SYSTEM
01
HFO automatic llter HF4 02
An automatic llter with a mesh size 10 ¦m (absolute) is required to remove cat lnes from the fuel oil. 03
The llter is installed between day tank and mixing tank.
04
05
06
07
08
09
A
10
D 11
12
D
13
E 14
15
16
17
C
18
19
B
20
Fig. 5-14 HFO automatic llter HF4
21
Plant output Dimensions [mm]
[kW] A B C D E 22
≤ 12,000 890 520 335 DN 65 DN 50
≤ 19,800 975 590 410 DN 80 DN 65 23
24

FUEL OIL SYSTEM
01
02 Flow quantity indicator FQ1
03 The fuel meter has to be installed between feed pumps and mixing tank HT2.
Independent fuel consumption measurements for individual engines can be provided by installing two mow
04 meters per engine, one at the feed line and one at the return line.
05
Mixing tank HT2
06
The mixing tank acts as a buffer for fuel viscosity and/or fuel temperature, when changing over from HFO
07 to diesel oil and vice versa. In the mixing tank the warm return fuel from the engine is mixed with the fuel
delivered from the day tank.
08 Venting to the day tank is required, if level switch is activated, due to accumulated air or gases in the
mixing tank.
09
D
10
11
12
13
14
15
16
A
17
18
19
20
21
Fig. 5-15 Mixing tank HT2
22
Plant output Volume Dimensions [mm] Weight
23 [kW] [l] A D E [kg]
≤ 10,000 100 1,700 323 1,500 120
24 > 10,000 200 1,700 406 1,500 175

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

Capacity V [m³/h] = 0.7 · Peng.= Power engine [kW]
1,000 07
08
C
09
D
10
11
B
E
12
Fig. 5-16 Fuel circulating pump HP3, Stand-by circulating pump HP4
13
14
Voltage / 15
frequency
[kW] A B C D E [kg] [V/Hz] 16
≤ 6,300 805 132 314 60.3 180 72 400/50
≤ 8,100 820 132 314 60.3 190 80 400/50 17
≤ 12,600 980 160 354 88.9 210 124 400/50
≤ 17,370 1,020 160 354 88.9 210 139 400/50 18
19
Voltage /
frequency 20
[kW] A B C D E [kg] [V/Hz]
≤ 5,400 775 132 314 60.3 180 70 440/60 21
≤ 8,100 805 132 314 60.3 180 72 440/60
≤ 12,600 820 132 314 60.3 190 80 440/60 22
≤ 17,370 980 160 354 8.9 210 124 440/60
23
24

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

[kW] A B C D E F G H K [kg]
22 up to 5,400 1,520 120 210 1,005 DN 25 DN 32 DN 32 DN 32 Ø 275 155
up to 8,800 2,065 120 215 1,540 DN 25 DN 40 DN 40 DN 32 Ø 275 272
23 up to 14,000 1,630 130 235 1,035 DN 40 DN 50 DN 50 DN 50 Ø 390 265
up to 21,000 2,170 130 235 1,555 DN 40 DN 65 DN 65 DN 50 Ø 390 339
24

FUEL OIL SYSTEM
01
Viscosimeter HR2 02
The viscosimeter is regulating in conjunction with the lnal preheater the required fuel injection viscosity. 03
This device automatically regulates the heating of the lnal preheater depending on the viscosity of the
bunkered fuel oil, so that the fuel will reach the nozzles with the viscosity required for injection. 04
05
Pressure absorber KD1 (optional)
06
During the injection phases of fuel from the supply line, compression and injection as well as the release
of unused fuel into the return line, cyclic pressure pulsations may result. The requirement of installing fuel 07
dampers in the external pipe system depends on the design of the external fuel pipe work and its ability
to absorb such pulsations suflciently. Just in case of enhanced damping requirements additional dampers 08
have to be installed.
09
Bypass overmow valve HV (optional) 10
If more than one engine is connected to the fuel booster and supply system a bypass overmow valve 11
between the feed line and the return line can be required.
It serves to secure and stabilize the pressure in the fuel feed line under all circumstances and operation 12
conditions. The overmow valve must be differential pressure operated.
The opening differential pressure should be 2 bar.
13
14
Duplex llter HF1 (ltted)
15
The fuel duplex llter is installed at the engine.
16
The two llter chamber construction allows continuous operation without any shut downs for cleaning the
llter elements. 17
The drain connection of the llter is provided with a valve and must be routed to the leak oil tank.
If the llter elements are removed for cleaning, the llter chamber must be emptied. This prevents the dirt 18
particles remaining in the llter casing from migrating to the clean oil side of the llter.
19
20
21
22
23
24

FUEL OIL SYSTEM
01
02 Fuel oil cooler DH3
03 To ensure a fuel oil temp. below 50 °C a cooling of diesel oil may be required.
The need for fuel cooler is system specilc and depends on fuel circuit design and type of fuel oil.
04 In case of more than one engine are connected to the same fuel supply system, the MDO-cooler capacity
has to be increased accordingly.
05 The diesel oil coolers are always installed in the fuel return line (engine connection C78). The heat transfer
load into the diesel oil system is approx. 3.1 kW/cyl. LT-water is normally used as cooling medium.
06
A
07 D
B
08 N1
09 N2
10
C
11 N4 N3
12
Fig. 5-18 Fuel oil cooler for MDO operation DH3
13
14 Engine
A B C D N1 + N2 N3 + N4 [kg]
15 6-9 M 46 DF 940 148 225 705 DN50 1 ½“ BSP 39
16
17 5.2.3 Fuel booster and supply module
18 A complete fuel conditioning module, designed for HFO up to 700 cSt / 50 °C, can be supplied.
19 Caterpillar Motoren standard modules consist of the following components:

• Three-way change over valve • Circulating pumps
20 • Booster pumps • Fuel preheater (steam, thermal oil or electric)
• Automatic llter • Viscosity control
21 • Pressure regulating valve • Diesel oil cooler
• Fuel mow meter • Control cabinet
22 • Mixing tank • Alarm panel
23 Built on one frame, they include all piping, wiring and trace heating.
24

FUEL OIL SYSTEM
01
Module controlled automatically with alarms and starters 02
• Pressure pump starters with stand-by automatic
• Circulating pump starters with stand-by automatic 03
• PI-controller for viscosity controlling
• Starter for the viscosimeter 04
• Analog output signal 4 - 20 mA for viscosity
05
Alarms
• Pressure pump stand-by start 06
• Low level in the mixing tank
• Circulating pump stand-by start 07
• Self-cleaning lne llter clogged
• Viscosity alarm high/low 08
• The alarms with potential free contacts
• Alarm cabinet with alarms to engine control room and connection interface for remote start/stop and 09
• indicating lamp of fuel pressure and circulating pumps
10
Size, weight and dimensions
11
The whole module is tubed and cabled up to the terminal strips in the electric switch boxes which are
installed on the module. All necessary components like valves, pressure switches, thermometers, gauges 12
etc. are included. The fuel oil pipes are equipped with trace heating (steam, thermal oil or electrical) where
necessary.
13
NOTE:
14
The module will be tested hydrostatical and functional in the workshop without heating and not connected
15
to the engine.
16
Fuel oil standard module
Capacity Module size (LxWxH) Module weight 17
Module size
up to [kW] [mm] [kg]
Size 1 1,900 2,800 x 1,200 x 2,100 1,700 18
Size 2 2,800 2,800 x 1,200 x 2,100 1,800
Size 3 4,200 3,000 x 1,200 x 2,100 2,200
19
Size 4 6,000 3,200 x 1,300 x 2,100 2,700
20
Size 5 8,200 3,200 x 1,300 x 2,100 2,700
Size 6 9,300 3,400 x 1,400 x 2,100 3,000 21
Size 7 11,400 3,600 x 1,400 x 2,100 3,400
Size 8 13,100 3,600 x 1,400 x 2,100 3,400 22
Size 9 15,900 4,200 x 1,600 x 2,100 3,800
Size 10 19,800 5,000 x 1,700 x 2,100 4,600 23
Size 11 26,000 6,000 x 2,000 x 2,100 5,600
24
NOTE:
Customized modules are possible on request.

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

HH4 TI
05
06
07
HR9 TI TT
HR6
GS GS
GS GS
08 DH3
09
HP1 PSL M
LSL
N/C
HF2 PI PI PI HT2 VSL VI VSH
PDSH KD1
TI HP3 PI TI TT
10 HP2 PDI FQI TI

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

FUEL OIL SYSTEM
01
02
03
04
05
HP1 06
07
HH2 08
HP2
HH1 09
HF4
10
11
12
DH3
13
14
HT2
15
16
HR9 17
HR2
18
HF2
HP4
19
HP3
20
Fig. 5-20 Fuel booster and supply module, 3D
21
DH3 Fuel oil cooler for MDO operation HP1 Fuel pressure pump
HF2 Primary llter (duplex llter) HP2 Fuel stand-by pressure pump 22
HF3 Coarse llter HP3 Fuel circulation pump
HF4 HFO automatic llter HP4 Stand-by circulation pump 23
HH1 Heavy fuel lnal preheater HR9 Fuel change over main valve
HH2 Stand-by lnal preheater HT2 Mixing tank 24

FUEL OIL SYSTEM
01
02 5.3 Switching over from HFO to diesel oil
03 Continuous operation with HFO is recommended for engines designed for running mainly on HFO.
Starting and stopping the engine on HFO (Pier to Pier) can be provided if a suflcient preheating of the fuel
04 oil system is ensured.
The circulating pumps have to be permanently in service, so that a continuous circulation of warm/hot fuel
05 oil through the engine is ensured.
06 A frequent change over from HFO to diesel oil is only recommended when necessary for mushing purposes,
emergencies, special sea area emission requirements, etc.
07
Changing the fuel oil too quickly and too often may cause high risk of plunger seizure (thermal shock),
08 fuel injection pump leakages, etc. in the fuel injection pump.
Only a slow switch over will attenuate that effect.
09
10 Typical switch over characteristics (HFO to diesel)
11
12 Rate diesel oil
13
14
Temperature
15 Fuel rate
16 Diesel oil cooler switching
Fuel oil temperature point
17
18
19 Rate heavy fuel oil
20 Time
Fig 5-21 Switch over characteristics
21
22
23
24

GAS FUEL SYSTEM
01
6.1 General 02
The gas system provides the fuel gas from the Gas Valve Unit (GVU) to the gas admission valves on the 03
engine.
04
The complete gas manifold on the engine is double walled and leak detected to comply with the gas safe
machinery space requirements. A leakage location system to decrease the maintenance effort is available 05
as an option.
06
The fuel gas will be port injected by solenoid gas valves, these gas valves are integrated in the cylinder
head design. 07
The GVU is part of the Caterpillar Motoren standard scope of supply. One individual GVU per engine has to 08
be provided. A maximum pipe length of 10 m between the GVU and the engine must not be exceeded.
For applications, where the GVU is located directly in the machinery space, a gas-proof cover is available 09
as an option to comply with the gas safe machinery space requirements.
10
6.1.1 Gas fuel quality requirements 11

12
Gas fuel to be complied with the Caterpillar gas fuel specilcation VD8768 for dual fuel engines.
13
Gas specilcation M 46 DF
14
Gas temperature before engine inlet [°C] 0 - 60
Gas pressure before fuel regulating skid [bar (g)] 6.5 - 9 15
Maximum gas pressure muctuation [mbar/s] +/- 80
Minimum lower heat value [MJ/m³] 28 16
Minimum Cat - Methane number
[MN] 80
(without power derate) 17
Maximum Sulphur as H2S [mg/m³] 20
Maximum Ammonia (NH4) [mg/m³] 25 18
Maximum Fluorines [mg/m³] Ȉ = 50
Maximum Chlorine [mg/m³] Ȉ = 50 19
Maximum oil content [mg/m³] 50
20
Maximum particles content [mg/m³] 50
Maximum particles size [¦m] 5 21
Maximum tar content [mg/m³] 10
Maximum Silicium [mg/m³] 10 22
Saturated fuel or water and
Maximum water condensates at gas control unit 23
are not allowed
24

GAS FUEL SYSTEM
01
02 6.1.2 Inert gas quality requirements
03
Inert gas to be complied with the Caterpillar inert gas specilcation VD8836 for dual fuel engines.
04
Inert gas specilcation M 46 DF
05 Gas temperature range at interfaces to engine [°C] 0 - 60
Minimum pressure difference
[bar(g)] 1
06 (min. inert gas - max. fuel gas)
Maximum inert gas pressure [bar(g)] 10
07 Nitrogen > 95 %
Allowed gases
Carbon Dioxid 2.5
08 Maximum Sulphur as H2S [%] 0,05 (= 770 mg/mn³)
Maximum Ammonia (NH3) [mg/m³] 25
09 Maximum Fluorines [mg/m³] Ȉ = 50
Maximum Chlorine [mg/m³] Ȉ = 50
10
Maximum oil content [mg/m³] 50
11 Maximum particles content [mg/m³] 50
Maximum particle size [¦m] 5
12 Maximum dew point [°C] -20
13
14
15
16
17
18
19
20
21
22
23
24

GAS FUEL SYSTEM
01
6.2 Gas system overview 02
Outlet to 03
ventilation stack MGO service
tank
Drain
04
Ventilation
Inert gas supply
Outlet 05
module
Explosion relief valves

06
Lead to venting or bursting discs to be
stack specified
Compressed air
07
Compressed air for Air inlet from engine
(dry & clean) room or from outside
crankcase flushing
From gas Inert gas supply
C98 handling unit Ignition fuel Compressed air
08
Inert gas for module (dry & clean)
crankcase flushing Gas valve unit Double wall
C99 Compressed air
piping to be Exhaust
Distance to engine <10 m or specified
Air ventilation
09
contact Caterpillar Motoren
Slow C96
receiver C86 C97 module
turn
Drain 10
C78a C76a C81e
Drain to dirt
11
oil tank
12
C91
13
Crankcase
gas
detection 14
Fig. 6-1 Gas system overview
15
16
17
18
19
20
21
22
23
24

GAS FUEL SYSTEM
01
02 6.2.1 Gas valve unit (GVU)
03 The gas valve unit provides the engine with the desired fuel gas pressure and fuel gas quantity.
It is controlled by the engine‘s control and monitoring system and the engine‘s speed governor. The
04 maximum distance between the GVU and the engine is 10 m. If more distance is requested please contact
Caterpillar Motoren.
05 It has several features to safely cut the engine from the gas train and to remove the gas fuel from the
piping system (mushing). In case of mushing the gas fuel is pushed by inert gas over the engine via the GVU
06 towards the ship‘s vent system.
07 The shown GVU‘s are an example. GVU‘s can be supplied in horizontal and vertical design, as U-type and
also mounted within an enclosure.
08 The gas valve unit is an off-engine component. GVU is single walled designed and needs to be installed in
an ESD compliant machinery space or within an enclosure.
09 The GVU is optionally available with a gas fuel mow meter.
10
11
12
13 D1
14
A B
15
16
17
18
19
20 Fig. 6-2 Gas valve unit Fig. 6-3 Gas valve unit, U-form vertical
21
22
23
24

GAS FUEL SYSTEM
01
6.2.2 Ignition fuel system 02
The MaK dual fuel engine is equipped with an ignition fuel system to ignite the gas fuel / air mixture in the 03
combustion chamber. This ignition system is a common rail system which injects only a small amount of
MDO fuel. 04
Ignition fuel is to be used also during operation with liquid fuel, for cooling of injector needles. To achieve
the cleanliness of the ignition fuel a lltering system is required. 05
6.2.2.1 Ignition fuel quality requirements 06
Only MDO fuel types DMA and DMZ acc. to ISO 8271 are to be used. For usage of DMB or DMX please 07
consult Caterpillar Motoren in advance.
A llter module to provide the required ignition fuel cleanliness is part of MaK standard scope of supply. 08
6.2.2.2 Ignition fuel components 09
Ignition fuel module 10

1
11
12
13
DT7
14
DR6
DP10 15
DT8
CL2
16
17
18
2
19
DR4 3
4
DP12 6
5 20
Fig. 6-4 Ignition fuel module 7
21
1 Vent to the top of day tank CL2 Fin cooler
2 Return fuel from engine DP10 Gear pump 22
3 Drain module DP12 Gear pump
4 Drain llter and tank DR4 Change over valve 23
5 DF to pilot injection system engine DR6 Pressure regulating valve
6 Supply compressed air (dry & clean) DT7 Mixing tank 24
7 DF from diesel oil day tank DT8 Mixing tank

GAS FUEL SYSTEM
01
02 Ignition fuel lne llter
03
04
05
H2
06
07
08
09
D
H1
10
11
W
12
Fig. 6-5 Ignition fuel lne llter
13
14 DN
[kW] H1 H2 W D
15 6-9 M 46 DF 25 200 170 206 ca. 150
16
17
18
19
20
21
22
23
24

GAS FUEL SYSTEM
01
Ignition fuel injector 02
Weight: 5.9 kg 03
The ignition fuel injector enables the injection of pressurized fuel directly into the cylinder.
04
The injector design is simple and compact, the key features are:
• Electronically controlled 05
• Flexible injection timing and duration
• Flow limiter 06
07
08
09
10
Fig. 6-6 Ignition fuel injector

11
12
High pressure pump
13
Weight: 36 kg
One high pressure pump delivers the required amount of ignition fuel to the injectors and provides the
14
desired pressure in closed loop control. The pump itself is based on a proved design.
15
16
17
18
19
20
21
22
Fig. 6-7 High pressure pump 23
24

GAS FUEL SYSTEM
01
02 6.2.3 Engine ventilation system
03 The ventilation module supplies permanent ventilation for continuous monitoring / leakage detection by
vacuum pump and gas sensor. This pump is able to handle any kind of ignitable gases.
04 Nitrogen connection on the module, for mushing of the annular space of the double walled piping system
and fuel gas supply line of the engine.
05 Depending on class requirements redundant equipment might be requested.
The standard design is for the use in an inherent safe engine room and is therefore of non-hazardous type.
06 The ventiltaion module shall be installed in the engine room as close as possible to the gas valve unit.
07
6.2.4 Engine ventilation module
08
09
10
11 3
2
12
1
13
4
14
15
16 5
6
17 8
7
Fig. 6-8 Engine ventilation module
18
1 Vacuum pump 5 Drain module
19 2 Electro-magnetic valve 6 Nitrogen, inlet
3 Gas sensor 7 Electro-magnetic valve
20 4 Jacketed pipe system, inlet 8 Outlet to drain
Nitrogen, outlet
21
22
23
24

GAS FUEL SYSTEM
01
6.2.5 Exhaust gas ventilation system 02
The exhaust gas ventilation module is installed to ventilate the ship side exhaust gas system after an 03
emergency stop of the engine in gas mode. The module consists of a ventilation fan, a separated buttermy
valve and exhaust gas compensator for the connection to the exhaust gas system. The buttermy valve 04
separates the exhaust gas system under all conditions to protect the engine room against exhaust gas
inrush except the case of a stop of the engine in gas mode. The ventilator is sized to remove the total 05
volume of the exhaust gas system, incl. silencer, stack, boiler and duct three times. The engine start is
blocked, if the valve is not completely closed, monitored by a position switch. 06
07
6.2.6 Exhaust gas ventilation module
08
09
10
1
11
2
12
13
14
15
Fig. 6-9 Exhaust gas ventilation module
16
17
1 Isolation valve
2 Exhaust fan 18
19
20
21
22
23
24

GAS FUEL SYSTEM
01
02 6.2.7 Crankcase gas detection
03 The crankcase needs several protection devices to provide a reliable and safe operation of the dual fuel
engine. Due to the normal blow-by special care needs to be taken to detect fuel gas before it reaches an
04 explosive concentration.
05 This system detects an abnormal amount of fuel gas in the crankcase. The gas sensor will sense for fuel
gas and will monitor the actual fuel gas concentration in percent of the lower explosion limit (% LEL).
06 Before the LEL is reached an alarm will be triggered and without recovery of the LEL within a certain time,
latest before the concentration of fuel gas will reach 100 % LEL, the engine will switch back to fuel oil to
07 ensure that an explosive atmosphere will not occur due to fuel gas blow-by.
08 If abnormal blow-by occurs the pressure sensor will trigger an alarm, showing that at least one of the
piston rings has worn and the switch over to fuel oil might occur soon.
09
A gas detection system might also be required to detect fuel gas in HT expansion tank and lube oil
10 circulating tank, depending on authority.
11
6.2.8 Explosion relief valves for exhaust gas system
12
Exhaust gas piping in which explosive atmosphere can accumulate is routed steadily ascending to avoid
13 gas accumulations. Additionally it is protected against overpressure by explosion pressure relief valves.
These relief valves discharge the overpressure in case of any explosion within the exhaust gas system. The
14 positioning and amount of explosion relief vavles must be adjusted according to the design and layout of
the existing exhaust gas system.
15
In case of an explosion in the exhaust gas system the explosion relief valves open quickly. This reduces
16
explosion overpressure inside the exhaust gas system to a safe level without any mame transmission to the
17 surrounding area. After the explosion pressures subsides, the valves reseal, so that the engine could be
restarted or further operated.
18
19 6.2.9 Slow turn
20
The slow turn module can turn the engine automatically in predelned intervals with pressure reduced
21 starting air. This air supply is limited in such a way that the ignition engine speed will not be reached. A
fuel injection will be disabled during this process. If the crankshaft will only start to oscillate during slow
22 turning and will not come to a continuous rotation it must be assumed that water has accumulated in one
of cylinders. In that case a starting interlock will be set
23 For more information, please see also chapter 9.5
24

GAS FUEL SYSTEM
01
6.3 Gas system – GVU inside gas safe machinery room 02
Vent inlet
03
30 1/h air changes of GVU housing
and annular space of gas supply pipe
GVU housing
04
Annular space ventilation flow
GVU
Fuel gas supply
05
Compressed air supply
FQI
Bleed
N2 supply
Bleed (optional) Bleed

06
Engine ventilation Bleed N2 (optional)
07
Closed annular space
module no connection to GVU housing Gas safe machinery space
N2 supply
PI Ventilation flow A B
Open annular space
connection to GVU housing
QIT GVU ventilation
08
Gas detector module
M
PI
Vent inlet
30 1/h air changes of annular QIT
09
space of gas supply pipe
M

Connecting point C96/97
Fuel gas connection
10
11
Fig. 6-10 Gas valve unit inside machinery room

12
13
6.3.1 GVU housing

14
15
In case of installing the GVU inside the machinery room and to ensure its delnition as a safe machinery
room the GVU needs to be encased and the gas pipe needs to be of double wall pipe.
16
The GVU housing is seen as an extension of the annular space of double wall fuel gas pipe in front of the
GVU. 17
18
6.3.2 GVU ventilation module
19
Similar to the engine ventilation module the GVU ventilation module is used for permanent ventilation of
the GVU housing and its double walled pipe inside machinery space. 20
The vent mow will be through the GVU housing and the annular space of the double wall fuel gas line by
an explosion proofed fan. A gas detector will be installed close to the exhaust fans inside the extraction 21
mow. The GVU housing is always connected to open atmosphere by the annular space and hereby not
considered as a pressure vessel. 22
23
24

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

- It cleans the engine by carrying dirt and wear particles until the llters can extract and store them.
04 - It cools the engine by carrying heat away from the piston, cylinder walls, valves and cylinder heads
to be dissipated in the engine oil cooler.
05 - It cushions the engines bearings from the shocks of cylinder lring.
- It lubricates the wear surfaces, reducing friction.
06 - It neutralizes the corrosive combustion products.
- It seals the engines metal surfaces from rust.
07 - It lubricates the turbocharger bearings.
- It cools the injection nozzles.
08
09 7.1 Lube oil requirements
10 NOTE:
The viscosity class SAE 40 is required.
11
Wear and tear and thus the service life of the engine depend on the lube oil quality.
12
Therefore high requirements are made for lubricants:
13 • Constant uniform distribution of the additives at all operating conditions
• Perfect cleaning (detergent effect) and dispersing power, prevention of deposits from the combustion
14 process in the engine
• Suflcient alkalinity in order to neutralize acid combustion residues
15
• The TBN (total base number) must be 30 KOH/g at HFO operation
The TBN is 12 - 20 KOH/g for MDO operation depending on Sulfur content
16
17
18
19
20
21
22
23
24

LUBE OIL SYSTEM
01
02
Diesel oil / 03
Manufacturer I II HFO operation I II
MDO operation
AGIP DIESEL SIGMA S X CLADIUM 300 S X 04
CLADIUM 120 X CLADIUM 400 S X
BP ENERGOL HPDX 40 X ENERGOL IC-HFX 304 X 05
ENERGOL DS 3-154 X ENERGOL IC-HFX 404 X
ENERGOL IC-HFX 204 X 06
VANELLUS C3 X
CAT DEO X
07
CHEVRON, DELO 1000 MARINE X TARO 30 DP X
CALTEX, DELO SHP X TARO 40 XL X
08
TEXACO TARO 12 XD X TARO 40 XLX X
TARGO 16 XD X
09
TARGO 20 DP X
TARGO 20 DPX X 10
CASTROL MARINE MLC X TLX PLUS 304 X
MHP 154 X TLX PLUS 404 X
11
TLX PLUS 204 X
CEPSA KORAL 1540 X
12
ESSO EXXMAR 12 TP X EXXMAR 30 TP X
13
EXXMAR CM+ X EXXMAR 30 TP PLUS X
ESSOLUBE X 301 X EXXMAR 40 TP X
EXXMAR 40 TP PLUS X
14
MOBIL MOBILGARD 412 X MOBILGARD M430 X
15
MOBILGARD ADL X MOBILGARD M440 X
MOBILGARD M430 X MOBILGARD M 50 X
MOBILGARD 1-SHC 1) X
16
DELVAC 1640 X
SHELL GADINIA X ARGINA T X
17
GADINIA AL X ARGINA X X
ARGINA S X
18
ARGINA T X
TOTAL RUBIA FP X AURELIA TI 4030 X
19
LUBMARINE DISOLA M 4015 X AURELIA TI 4040 X
AURELIA TI 4030 X
20
CAPRANO M40 X
LUKOIL NAVIGO 12/40 X NAVIGO TPEO 30/40 X
21
NAVIGO 15/40 X NAVIGO TPEO 40/40 X
22
GULF SEA POWER 4030 X
SEA POWER 4040 X
23
I Approved in operation / II Permitted for controlled use. When these lube oils are used, Caterpillar Motoren GmbH & Co. KG must be informed
because at the moment there is insuflcient experience available for engines. Otherwise the warranty is invalid. / 1) Synthetic oil with a high 24
viscosity index (SAE 15 W/40). Only permitted if the oil inlet temperatures can be decreased by 5 - 10 °C.

LUBE OIL SYSTEM
01
02 7.2 Internal lube oil system
03 Lube oil force pump LP1 (ltted)
04 The lube oil force pump is a gear pump, ltted on the engine and mechanically driven by the crankshaft.
The lube oil force pump provides the lube oil from the circulating tank LT1 to the engine.
05 It is designed to provide a suflcient amount of lube oil at the required pressure to the engine even when
running at the designed minimum engine speed. Capacity, see technical data.
06
07
Duplex llter LF1 (ltted)
08
The duplex llter shall indicate a failure of the self-cleaning llter LF2.
09 Mesh size: 80 ¦m (absolute)
One chamber of the duplex llter is in operation, while the second chamber is in stand-by.
10 Change over can be done during engine operation.
11
12
13
14
15
16
17
18
19
20
Fig. 7-1 Self-cleaning lube oil llter LF2
21
22
23
24

LUBE OIL SYSTEM
01
Back mushing llter LF2 (separate), option 02
03
1 1a 04
P1 P2
S
2 3a 3
05
06
07
08
F
C
09
10
11
12
E
Flushing oil pipe /
free outlet required 13
B 14
X
15
16
Bottom fastening
17
Y
ø 14
18
19
A
Fig. 7-2 Back mushing llter LF2 20
Dimensions [mm] Weight 21

A B C E F S X Y [kg]
6/7 M 46 DF 580 260 950 245 350 600 220 220 195
22
8/9 M 46 DF 655 300 950 245 375 600 290 260 250 23
The back mushing llter protects the engine from dirt particles which may accumulate in the circulating tank
LT1. Mesh size: 30 ¦m (absolute) 24
The llter is continuously mushing into the circulating tank without mushing oil treatment, without bypass
llter.

LUBE OIL SYSTEM
01
02 7.3 External lube oil system
03
1112
PDSH
04 PDI
TI
LH1
TI
C B
LF2
05 LR1 A
p
06 45401
QIT CH4
gs
07
C58 C91
o
1111
08 h
1106 1104
PDSH p
1203 1202 1103 1102 1105 PDI
09 1142 TSHH TT PSLL PSL PT PI TI

PSL LF1
LR2
LP5 LP1
C59
10 ENGINE
11 LF4 C62
C98
12 N/C
Inert gas supply
N/C
Compressed air supply
13 C99
14 LI
LSL 1301 C55c LP9 PI TI
LT1 LF4
15 C61 C60
16 LS1
LH2
17 TI
18 Fig. 7-3 External lube oil system diagram
19
LF1 Duplex lube oil llter LP5 Prelubrication pump
20 LF2 Self-cleaning lube oil llter LP9 Transfer pump (separator)
LF4 Suction strainer LR1 Lube oil temperature control valve
21 LH1 Lube oil cooler LR2 Oil pressure regulating valve
LH2 Lube oil preheater LS1 Lube oil separator
22 LP1 Lube oil force pump LT1 Sump tank
23
24

LUBE OIL SYSTEM
01
LI Level indicator C55c Connection mushing pipe automatic llter 02
LSL Level switch low C58 Force pump, delivery side
PDI Diff. pressure indicator C59 Lube oil inlet, lube oil cooler 03
PDSH Diff. pressure switch high C60 Separator connection, suction side
PI Pressure indicator C61 Separator connection, delivery side 04
PSL Pressure switch low C62 Drip oil, pan duplex llter
PSLL Pressure switch low C91 Crankcase ventilation to stack 05
PT Pressure transmitter C98 Flushing connection crankcase (inertgas)
QIT Gas indicator and transmitter C99 Flushing connection crankcase (air) 06
TI Temperature indicator
TSHH Temperature switch high high gs Position gas sensor min. 5m behind C91. 07
TT Temperature transmitter (PT100) h Please refer to the measuring point list
regarding design of the monitoring devices. 08
o See “crankcase ventilation“ installation
instructions 4-A-9570. 09
p Free outlet required.
10
Lube oil temperature control valve LR1 11
A wax operated control valve will be used to control the oil inlet temperature into the engine. It has an 12
emergency manual adjustment. Option: Electric driven valve with electronical controller.
13
H 30
14
15
16
F
A
17
C B
18
øD
19
G 20
Fig. 7-4 Lube oil temperature control valve LR1 21
22
DN D F G H [kg] 23
6/7 M 46 DF 125 250 241 489 200 67
8/9 M 46 DF 150 285 254 489 200 80
24

LUBE OIL SYSTEM
01
02 Prelubricating pump LP5
03 This pump is mounted at the baseframe. This pump can only be used for prelubricating, not as stand-by for
the force pump. Capacity see technical data.
04
Oil pressure regulating valve LR2 (ltted)
05
The pressure control valve controls the lube oil pressure at engine inlet by giving only the adequate oil
06 mow to the engine. Excessive oil mow will be led back into the engine oil pan.
07 Lube oil cooler LH1 (separate)
08 A plate cooler with plates of stainless steel will be used to dissipate the heat to the LT fresh water system.
It is mounted at the baseframe
09 Option: separate
10
11
12 F1 F2 B2 B1
13
14
A
B
15
16 F4 F3 B3 B4
17
18
C L D
19
Fig. 7-5 Lube oil cooler LH1
20
Dimensions
Weight
21 A B C D L
[mm] [mm] [mm] [mm] [mm] [kg]
22 6 M 46 DF 1,715 1,365 480 225 1,034 662
7 M 46 DF 1,948 1,292 608 296 1,100 1,151
23 8 M 46 DF 1,948 1,292 608 296 1,100 1,182
9 M 46 DF 1,948 1,292 608 296 1,100 1,224
24

LUBE OIL SYSTEM
01
Lube oil temperature control valve LR1 (electric driven valve), option 02
D 03
04
05
06
B
07
08
2 1
09
C
3 10
Fig. 7-6 Lube oil temperature A
control valve LR1 (electric driven valve)
11
12
13
DN A B C D [kg]
6/7 M 46 DF 125 400 717 200 170 110 14
8/9 M 46 DF 150 480 742 240 170 149
15
Lube oil separator LS1 (separate)
16
The most effective cleaning of lube oil is carried out by means of separation.
Separation is mandatory for HFO driven plants and highly recommended for MGO/MDO operation. 17
Layout for MGO/MDO and gas operation 18
Automatic self-cleaning separator; Operating temperature 85 - 95 °C
19
V [l/h] = 0.18 · Peng [kW] Peng= Power engine [kW]
20
Layout for HFO and gas operation 21
Automatic self-cleaning separator; Operating temperature 95 °C
22
V [l/h] = 0.29 · Peng [kW] Peng= Power engine [kW]
23
For the layout of separators, please follow the separator manufacturer‘s guidelines.
24

LUBE OIL SYSTEM
01
02 7.4 Circulating tanks
03 The circulating tank LT1 is mounted at the baseframe.
04
7.5 Crankcase ventilation system
05
06 7.5.1 Crankcase ventilation pipe dimensions
07 • The crankcase ventilation connecting point is DN 150.

• The engine main ventilation line must be at least DN 150.
08
09 7.5.2 Crankcase ventilation pipe layout
10 • The pipes should run upwards.

• Free ventilation under all trim conditions is required.
11 • To avoid backmow of condensate, a permanent drain of the ventilation pipe is required.
12
13 DN 150
DN 150
14
15 Compensator for resilient mounted engine
16
C91
17
Crankcase pressure max. 150 Pa (15 mm WC)
18
Fig. 7-7 Crankcase ventilation
19
C91 Crankcase ventilation to stack
20
21 7.5.3 Gas detection sensor
22 A gas detection sensor has to be installed in the crankcase vent pipe.
23
24

COOLING WATER SYSTEM
01
8.1 General 02
MaK engines are cooled by two cooling circuits: 03
- A high temperature (HT) and
- A low temperature (LT) cooling circuit 04
The cooling water needs to be treated according to Caterpillar Motoren requirements for MaK engines.
05
8.1.1 Two circuit cooling system 06
In this system arrangement, the two cooling systems are designed as two separate water circuits. 07
Each circuit needs to be ltted with a header tank and a fresh water cooler.
08
8.1.2 Secondary circuit cooling system 09
In the "secondary circuit cooling system", HT and LT cooling circuits are combined in sequence to one 10
water circuit.
In order to use the different temperature levels, the HT suction side is connected to the LT delivery side. 11
The HT circuit uses an amount of warm LT water and further heats it up by cooling the engine. The amount
of LT water, that is used by the HT system, depends on the current temperature and engine power. 12
The overrun of the lxed mow of the fresh water pump (ltted on engine) HT (FP1) circulates via bypass line
from the temperature control valve HT (FR1) to the suction side as usual.
13
The advantage of the secondary circuit system is it‘s simplicity. It uses just one water circuit and there is
only one header tank and one fresh water cooler instead of two.
14
In addition also the amount of piping is reduced.
15
16
8.2 Water quality requirements
17
8.2.1 General 18
The engine cooling water must be carefully selected, treated and controlled. 19
The use of untreated cooling water will cause corrosion, erosion and cavitation on the surfaces of the
cooling system. Deposits can impair the heat transfer and may result in thermal overload on components 20
to be cooled.
Therefore the treatment with an anti-corrosion agent has to be effected before the very lrst 21
commissioning of the plant.
22
23
24

01
02 8.2.2 Requirements
03 The characteristic of the untreated cooling water must be within the following limits:
- Distillate or freshwater free from foreign matter (no seawater or waste water)
04 - A total hardness of max. 10° dH
- pH-value 6.5 – 8
05 - Chloride ion content of max. 50 mg/l
06
8.2.3 Supplementary information
07
Distillate:
08 If a distillate or fully desalinated water is available, this should preferably be used as engine cooling
water.
09 Hardness:
Water with more than 10° dGH (German total hardness) must be mixed with distillate or softened.
10
11 8.2.4 Treatment before operating the engine for the lrst time
12 Treatment with an anti-corrosion agent must be done before the engine is operated for the lrst time to
prevent irreparable initial damage.
13
14 8.3 Recommendation for cooling water system
15
8.3.1 Pipes and tanks
16
17 Galvanized material should not be used in tanks and pipes, it can cause zinc attack in the engine.
18
8.3.2 Drain tank with llling pump
19
It is recommended to collect the treated water in a separate drain tank when carrying out maintenance
20 work (to be installed by the yard).
21
22
23
24

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

PM = 1.25 · P 1.5 - 4 kW
PM = 1.2 · P 4 - 7.5 kW 11
PM = 1.15 · P 7.5 - 40 kW
PM = 1.1 · P > 40 kW 12
13
8.4 Cooling water system
14
General note: The following system diagrams should be regarded as typical examples. Their purpose is
15
to explain the general function of the engine‘s systems. Numerous other variants and arrangements are
possible and can be discussed and developed with the mechanical MaK A&I department.
16
8.4.1 General 17
The high temperature (HT) system provides the HT side of the charge air cooler and the engine‘s cylinder 18
heads and cylinder liner water rings with cooling water. In order to reduce the thermal tension in
water-cooled engine parts, it is important to keep the drop in temperature low and therefore the mow high. 19
Therefore the fresh water pump (ltted on engine) HT (FP1) delivers its full mow over the engine.
The HT outlet temperature of 90 °C is controlled by the temperature control valve HT (FR1). In case the 20
temperature decreases, the valve delivers more water to the bypass (connection B for mechanical,
connection 3 for electrical driven valves) back to the HT pump‘s suction side. 21
In order to use the thermal energy of the HT circuit, a heat recovery can be installed as shown in the
cooling water diagrams (FH3). For heat recoveries, especially for fresh water generators a high mow over 22
the heat consumer (FH3) is recommended. This can be achieved by using a mow temperature control valve
HT (FR3). This valve raises the HT mow temperature and therefore reduces the amount of water that is 23
circulated over the bypass of FR1 and increases the mow through the heat recovery heat consumer (FH3)
and the fresh water cooler HT (FH1). 24

01
02 The low temperature (LT) cooling circuit provides cooling for the LT stage of the charge air cooler, the lube
oil and the diesel oil coolers and possible other consumers like e.g. gear box and generator coolers.
03 The LT mow temperature is controlled by FR2. The cooling system is laid out for 38 °C under tropical
conditions and full engine load. For better performance, the LT temperature is to be controlled to 32 °C.
04 Caterpillar Motoren can deliver mechanic P-controllers with a set point range of 20 to 30 °C or electric
driven valves with electronic controllers, which must be set to 32 °C.
05 Depending on the plant design the HT fresh cooling water pump can be ltted on the engine or be supplied
separate with an electrical drive.
06
Cooling water system diagram
07
Anti corrosion treatment
08
cc
fs
fs
09
QIT
FT2 FT1
LI LI
LSL LSL
10
11
TI FH3 TI
12 3
M
2
TI TI
FR1 1 FOD FH1

LH1
13 FR6
TI TI
TI
CR1 1 3 TI
M
14 C37 C25 C15
2
TI
C13 C11
15 TI
2211 2212
TT TSHH
h
TI TI
3
M FH2
2
16 PI
2102 2103 ENGINE 2201 CH1 CH2 CR3 FR2 1 TI TI
PT PSLL TT
17 XH1 XH2 FP6
FP1 TI
18
PI PI
FH5 SP1 SP2
DH3
FP7 PI PI
TI
19
C21 PI C23 C14 C12 C10 SF1
f
20 TT 2229 PSL PT 2112 ST1
2111
TI PI
21 FP5
PI
FP4
PI
FP6
PI
PI PI PI
22
23 Fig. 8-1 Cooling water system diagram - Two circuit system
24 In plants with skin or box coolers not required: seawater system (SP1, SP2, SF1, ST1).

01
CH1 Charge air cooler HT FOD Oil in water detector (optional) 02
CH2 Charge air cooler LT LI Level indicator
CR1 Charge air thermostat LSL Level switch low 03
DH3 Fuel oil cooler for MDO operation PI Pressure indicator
FH1 Fresh water cooler HT PSL Pressure switch low 04
FH2 Fresh water cooler LT PSLL Pressure switch low
FH3 Heat consumer PT Pressure transmitter 05
FH5 Fresh water preheater QIT Gas alarm and transmitter
FP1 Fresh water pump HT TI Temperature indicator 06
FP4 Fresh water pump (separate) LT TSHH Temperature switch high
FP5 Fresh water stand-by pump HT TT Temperature transmitter 07
FP6 Fresh water stand-by pump LT
FP7 Preheating pump C10 Connection, HT-controller, 08
FR1 Temperature control valve HT generator bearing, inlet
FR2 Temperature control valve LT C11 Generator bearing, outlet 09
FR6 Sensor for temperature control valve LT C12 Generator cooler, inlet
FT1 Compensation tank HT C13 Generator cooler, outlet 10
FT2 Compensation tank LT C14 Charge air cooler LT, inlet
LH5 Oil cooler C.P. propeller C15 Charge air cooler LT, outlet 11
SF1 Seawater llter C21 Fresh water pump, inlet
SP1 Seawater pump C23 Stand-by pump HT, inlet 12
SP2 Seawater stand-by pump C25 Cooling water, engine outlet
ST1 Sea chest C37 Vent
13
XH1 Generator cooler
XH2 Generator bearing cooler cc Flame arrestor must be provided.
14
f Drain.
15
h Please refer to the measuring point list
regarding design of the monitoring devices.
16
fs Depending on classilcation society..
17
18
19
20
21
22
23
24

01
02 Cooling water system diagram – Secondary circuit
03 Anti corrosion treatment

cc
04 fs
fs
QIT
FT1
05 LI
LSL
06
07 FH3
TI TI
08 3
M
2
FR1 1 FOD
09 TI LH1 TI
FR6
CR1 1
10
M 3
2
C37 C25 C15 TI
C13 C11
k FR3 1
11 2211 2212
2
k M
3
TI
TI
TI TT TSHH
h FH2
FR2
12
3
M 2
PI 1 TI
TI
2102 2103 ENGINE 2201
CH1 CH2 CR3
13 PT PSLL TT
XH1 XH2
14 FP1 TI
FR6
FH5
DH3
15 FP7
TI
16 C21 PI C23
f
C14 C12 C10
PI PI
17 TT 2229 PSL PT 2112
2111 SP1 SP2
TI PI PI PI
PI PI PI
18 FP5
PI
FP4
PI
FP6
PI
19 SF1
ST1
20 Fig. 8-2 Cooling water system diagram - Secondary circuit system
21 In plants with skin or box coolers not required: seawater system (SP1, SP2, SF1, ST1).
22
23
24

01
CH1 Charge air cooler HT FOD Oil in water detector (optional) 02
CH2 Charge air cooler LT LI Level indicator
CR1 Charge air thermostat LSL Level switch low 03
CR3 Sensor for charge air temperature control PI Pressure indicator
valve PSL Pressure switch low 04
DH3 Fuel oil cooler for MDO operation PSLL Pressure switch low
FH2 Fresh water cooler LT PT Pressure transmitter 05
FH3 Heat consumer QIT Gas alarm and transmitter
FH5 Fresh water preheater TI Temperature indicator 06
FOD Oil water detector TSHH Temperature switch high
FP1 Fresh water pump HT TT Temperature transmitter 07
FP2 Fresh water pump (ltted on engine) LT
FP7 Preheating pump C10 Connection, HT-controller, 08
FR1 Temperature control valve HT generator bearing, inlet
FR2 Temperature control valve LT C11 Generator bearing, outlet 09
FR3 Flow temperature control valve HT C12 Generator cooler, inlet
FR6 Sensor for temperature control valve LT C13 Generator cooler, outlet 10
FT2 Compensation tank LT C14 Charge air cooler LT, inlet
LH1 Lube oil cooler C15 Charge air cooler LT, outlet 11
LH3 Gear lube oil cooler C21 Fresh water pump, inlet
SF1 Seawater llter C23 Stand-by pump HT, inlet 12
SP1 Seawater pump C25 Cooling water, engine outlet
SP2 Seawater stand-by pump C37 Vent
13
ST1 Sea chest
XH1 Generator cooler cc Flame arrestor must be provided.
14
XH2 Generator bearing cooler f Drain.
15
h Please refer to the measuring point list
regarding design of the monitoring devices.
16
fs Depending on classilcation society.
k Distance min. 1 m. 17
18
8.4.2 Components
19
Freshwater cooler LT FH2 (separate)
20
Plate type, size depending on the total heat to be dissipated.
Most ship cooling systems dump the engines‘ waste heat in seawater cooled fresh water coolers. 21
Caterpillar Motoren offers standardized titanium plate heat exchangers for this purpose.
The size of these coolers will always be individually calculated for the heat dissipation demand of the 22
respective systems.
Alternatively box coolers, radiators and other heat exchanger arrangements and any kind of combined 23
cooling systems can be laid out and delivered.
24

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

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

• It produces static pressure for the cooling water pumps in order to prevent cavitation. Therefore it
06 has to be connected to each pump suction side or in case of a combined system to the suction side of
the central cooling water pump.
07 • The vent lines continuously deliver a small water mow to the header tank. In this mow, air bubbles are
carried away and the system gets de-aerated.
08 - Vent lines should also be installed in the highest points of the circuits in order to get rid of all air
bubbles that accumulate there.
09 - Vent lines may not be too large in order to keep the mow over the header tank low. DN 20 is
recommended and also valves for adjusting the mow must be installed.
10 • The mow of the vent lines gradually heats up the header tank by means of the constantly delivered
hot water. This mow returns to the system via the pump suction side. As this circulation is very small
11 in relation to the mow of the pump (if adjusted correctly), the temperature rise in the system will not be
noticeable.
12 • The header tanks water volume balances the entire system volume, which changes due to thermal
expansion and possibly due to leakages.
13 NOTE: Some marine classilcation societies require the HT compensation tank to be equipped with a gas
sensor.
14
Electric driven charge air temperature control valve CR1 (separate)
15
D
16
17 DN A B C D [kg]
6/7 M 46 DF 100 350 646 175 170 70
18 8/9 M 46 DF 125 400 717 200 170 110
– 150 480 742 240 170 149
B
19
20
21 2 1
22
C
23
3
24 A
Fig. 8-3 Charge air temperature control valve CR1

01
Fresh water pump (separate) HT FP3/FP5 and LT FP4/FP6 02
Capacity: acc. to heat balance. 03
04
E
05
06
07
08
09
D
10
11
DN
12
C
13
A
Fig. 8-4 Fresh water pump

B B 14
15
Flow Pressure Dimensions [mm] Weight 16
[m³/h] [bar] DN A B C D E [kg]
70 3 80 460 260/200 158 913 110 130 17
100 3 125 510 285/225 183 889 110 180
140 3 150 510 285/225 183 889 110 182 18
180 3 150 735 380/355 251.5 1,082.5 110 330
19
20
21
22
23
24

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

Option: PI-controller with electric drive. See charge air temperature control valve (CR1).
04
05 G H 30
A
06
07
08 F
B
09 C
øD
10
11 Fig. 8-5 Temperature control valve HT FR1
12
13
DN D F G H [kg]
14 6/7 M 46 DF HT 125 250 241 489 200 67
8/9 M 46 DF HT 150 285 254 489 200 80
15 6/7/8/9 M 46 DF LT 150*) 285 254 489 200 80
16 Minimum depending on total cooling water mow

*)
17
18
19
20
21
22
23
24

01
8.5 System diagrams heat balance 02
v = 87 cbm/h 03
3
2
M
04
51.7 °C 45.1 °C 50.4 °C
1
90.0 °C
Generator cooler
46.8 °C
05
ENGINE Lube oil cooler Q = 160 kW HT cooler
06
6 M 46 DF IMO III Q = 750 kW v = 20 cbm/h Q = 2,515 kW
P = 5,400 kW
n = 500/514 rpm 43.6 °C 2
3
Q = 745 kW M
07
1 37.4 °C
3 1
M
83.6 °C 2
v = 13 cbm/h
LT cooler
08
Charge air cooler LT Q = 1,440 kW
Charge air cooler HT
Q = 500 kW 2
Q = 1,770 kW 3
v = 80 cbm/h 65.0 °C
M
68.3 °C
38.3 °C 38.0 °C
1
09
SW Pump
39.3 °C v = 230 cbm/h
HT Pump
v = 100 cbm/h
Fuel oil cooler
p = 2.5 bar
10
Q = 30 kW 32.0 °C
p = 4.6 bar v = 20 cbm/h
LT Pump
11
v = 100 cbm/h
p = 3.0 bar
12
Fig. 8-6 Heat balance, system diagram 6 M 46 DF, 900 kW/Cyl.

13
14
v = 96 cbm/h
2
15
3
M 52.3 °C 45.6 °C 51.0 °C
1
90.0 °C 48.0 °C
16
Generator cooler
ENGINE
6 M 46 DF IMO III
Lube oil cooler
Q = 775 kW
Q = 170 kW
v = 20 cbm/h
HT cooler
Q = 2,775 kW
17
P = 5,790 kW
n = 500/514 rpm 2
18
44.0 °C 3
Q = 775 kW 1 M
3 37.6 °C
M 1
83.3 °C 2
19
v = 4 cbm/h
LT cooler
Q = 530 kW 2
Q = 2,000 kW 3
20
v = 80 cbm/h 65.0 °C
M
1
66.1 °C
38.3 °C 38.0 °C SW Pump
39.3 °C v = 230 cbm/h
p = 2.5 bar
21
HT Pump Fuel oil cooler
v = 100 cbm/h Q = 30 kW 32.0 °C
p = 4.6 bar v = 20 cbm/h
22
LT Pump
v = 100 cbm/h
p = 3.0 bar 23
Fig. 8-7 Heat balance, system diagram 6 M 46 DF, 965 kW/Cyl. 24

01
02
03 v = 84 cbm/h
04 3
2
M 54.0 °C 46.4 °C 52.5 °C
1
05 90.0 °C 46.7 °C
Generator cooler
ENGINE Lube oil cooler Q = 190 kW
Q = 875 kW HT cooler
7 M 46 DF IMO III
06
v = 20 cbm/h Q = 2,935 kW
P = 6,300 kW
n = 500/514 rpm 44.6 °C 2
3
Q = 870 kW 1 M
37.4°C
07
3 1
M
83.2 °C 2
v = 26 cbm/h
LT cooler
Q = 1,680 kW
08
Charge air cooler LT
Q = 585 kW 2
Q = 2,065 kW 3
v = 80 cbm/h 60.0 °C
M
09
1
67.0 °C
38.3 °C 38.0 °C SW Pump
39.3 °C v = 270 cbm/h
10
p = 2.5 bar
v = 110 cbm/h Q = 30 kW 32.0 °C
p = 4.5 bar v = 20 cbm/h
11 LT Pump
v = 100 cbm/h
p = 3.0 bar
12
13 Fig. 8-8 Heat balance, system diagram 7 M 46 DF, 900 kW/Cyl.
14
v = 93 cbm/h
15
2
3
16
M 54.6 °C 46.9 °C 53.1 °C
1
90.0 °C 47.9 °C
17
Generator cooler
Q = 905 kW HT cooler
7 M 46 DF IMO III v = 20 cbm/h Q = 3,230 kW
P = 6,755 kW
18
n = 500/514 rpm 44.9 °C 2
3
Q = 900 kW 1 M
3 37.6 °C
M 1
83.0 °C
19
2
v = 17 cbm/h
LT cooler
Q = 615 kW 2
Q = 2,330 kW
20
v = 80 cbm/h 3
M 60.0 °C
1
64.7 °C
38.3 °C 38.0 °C SW Pump
21 39.3 °C v = 270 cbm/h
p = 2.5 bar
v = 110 cbm/h Q = 30 kW
22
32.0 °C
p = 4.5 bar v = 20 cbm/h
LT Pump
23 v = 100 cbm/h
p = 3.0 bar

01
02
v = 96 cbm/h 03
3
2
M 52.6 °C 47.7 °C 51.7 °C
04
1
05
90.0 °C 46.6 °C
Generator cooler
Q = 1,000 kW HT cooler
8 M 46 DF IMO III
06
v = 20 cbm/h Q = 3,355 kW
P = 7,200 kW
n = 500/514 rpm 43.9 °C 2
3
Q = 995 kW 1 M
37.3 °C
07
3 1
M
82.9 °C 2
v = 24 cbm/h
LT cooler
Q = 1,915 kW
08
Q = 665 kW 2
Q = 2,360 kW 3
v = 100 cbm/h 60.0 °C
M
09
1
65.9 °C
38.2 °C 38.0 °C SW Pump
39.3 °C v = 310 cbm/h
10
p = 2.5 bar
v = 120 cbm/h Q = 30 kW 32.0 °C
p = 4.5 bar v = 20 cbm/h
LT Pump 11
v = 120 cbm/h
p = 3.0 bar
12
Fig. 8-10 Heat balance, system diagram 8 M 46 DF, 900 kW/Cyl.

13
14
v = 106 cbm/h
15
2
3
16
M 53.2 °C 48.1 °C 52.4 °C
1
90.0 °C 47.8 °C
17
Generator cooler
8 M 46 DF IMO III v = 20 cbm/h Q = 3,695 kW
P = 7,720 kW
18
n = 500/514 rpm 44.3 °C 2
3
Q = 1,030 kW 1 M
3 37.6 °C
M 1
82.6 °C
19
2
v = 14 cbm/h
LT cooler
Q = 705 kW 2
Q = 2,665 kW
20
v = 100 cbm/h 3
M 60.0 °C
1
63.5 °C
38.2 °C 38.0 °C SW Pump
39.3 °C v = 310 cbm/h
p = 2.5 bar
21
v = 120 cbm/h Q = 30 kW
22
32.0 °C
p = 4.5 bar v = 20 cbm/h
LT Pump
v = 120 cbm/h
p = 3.0 bar 23
Fig. 8-11 Heat balance, system diagram 8 M 46 DF, 965 kW/Cyl. 24

01
02
03 v = 108 cbm/h
04 3
2
M 54.3 °C 48.6 °C 53.4 °C
1
05
90.0 °C 46.5 °C
Generator cooler
9 M 46 DF IMO III
06
v = 20 cbm/h Q = 3,770 kW
P = 8,100 kW
n = 500/514 rpm 44.7 °C 2
3
Q = 1,115 kW 1 M
37.3 °C
07
3 1
M
82.6 °C 2
v = 22 cbm/h
LT cooler
Q = 2,140 kW
08
Q = 750 kW 2
Q = 2,655 kW 3
v = 100 cbm/h 60.0 °C
M
09
1
65.0 °C
38.2 °C 38.0 °C SW Pump
39.3 °C v = 350 cbm/h
10
p = 2.5 bar
v = 130 cbm/h Q = 30 kW 32.0 °C
p = 4.4 bar v = 20 cbm/h
11 LT Pump
v = 120 cbm/h
p = 3.0 bar
12
14
v = 119 cbm/h
15
2
3
16
M 55.0 °C 49.4 °C 54.1 °C
1
90.0 °C 47.7 °C
Generator cooler
17 ENGINE
9 M 46 DF IMO III
Lube oil cooler
Q = 1,160 kW
Q = 260 kW
v = 20 cbm/h
HT cooler
Q = 4,150 kW
P = 8,685 kW
18
n = 500/514 rpm 45.0 °C 2
3
Q = 1,155 kW 1 M
3 37.5 °C
M 1
82.3 °C 2
19
v = 11 cbm/h
LT cooler
Q = 790 kW 2
Q = 2,995 kW
20
v = 100 cbm/h 3
M 60.0 °C
1
62.5 °C
38.2 °C 38.0 °C SW Pump
21 39.3 °C v = 350 cbm/h
p = 2.5 bar
v = 130 cbm/h Q = 30 kW 32.0 °C
22 p = 4.4 bar v = 20 cbm/h
LT Pump
23 v = 120 cbm/h
p = 3.0 bar

01
8.6 Preheating (separate module) 02
03
8.6.1 Electrically heated
04
• The standard preheating system in plants delivered by Caterpillar Motoren is electrically heated.
• Consisting of baseframe mounted preheating pump FP7 (12 m³/h), electric heater FH5 (48 kW) and 05
separate switch cabinet.
Voltage 400 - 690, frequency 50/60 Hz. 06
ø 10.2
25
07
08
15
09
S10
H7
H1
Q0
400
10
11
12
500
13
14
15
16
17
18
19
20
21
22
23
Fig. 8-14 Freshwater preheater FH5, preheating pump FP7 24

01
02 8.6.2 Other preheating systems
03 On request preheating systems heated by thermal oil or steam can be laid out and delivered by Caterpillar
Motoren.
04
05 8.7 Box coolers system
06 On request box coolers can be laid out and delivered by Caterpillar Motoren.
07
8.8 Cooling circuit layout
08
The engine driven cooling water pumps are designed to provide the engine and it‘s systems with cooling
09 water.
For a rough layout of these circuits, a pressure drop of 0.5 bar per component can be calculated:
10 Taking the total estimated pressure loss of the whole circuit in account, the mow delivered by the pump
can be read out from the pump performance curve.
11
12 Engine driven cooling water pumps
Performance curve
13
14
5
15 514 rpm
500 rpm
16 4
17
Total head [bar]
18
19 2
20
1
21
22 0
0 20 40 60 80 100 120 140 160 180 200 220 240 260 280
Flow [m³/h]
23 Fig. 8-15 Pump curve
24

COMPRESSED AIR SYSTEM
01
9.1 General 02
M 46 DF engines require compressed air for starting the engine and providing actuating energy for safety 03
and control devices as well as for Flexible Camshaft Technology (FCT).
04
The compressed air system consists at least of two compressors, two air receivers and its accessories
such as llters, dryers, regulating and control valves and the piping system, of a capacity and air delivery 05
rating dependent of the load prolle of the ship and to meet the requirements of the respective
classilcation society. 06
To ensure always the functionality of the compressed air system, it has to be free of solid particles and oil, 07
see chapter 9.4 Compressed air quality.
08
9.2 Internal compressed air system 09
The M 46 DF engine is started by means of compressed air with a nominal pressure of 30 bar. 10
The start is performed by direct injection of starting air into the cylinder through the starting air valves in 11
the cylinder heads.
12
13
14
15
16
17
18
19
20
21
22
23
24

01
02 9.3 Compressed air system
03 Clean and dry starting air is required. A starting air llter has to be installed before engine, if required.
Module P&ID‘s must be considered for detailed description.
04
Caterpillar Motoren recommends installing automatic drain valves.
05
06 SLOW TURN DEVICE
MaK - M 46 DF
To crankcase ventilation
To typhon Flame
Control air
07
arrestor
6 bar
PI 6106 6113
AT1 C86 AR1 PSH PT
AC1 AR5
08 Slow turn
valve PI h Flame
d PT 6101 6105 arrestor
d
Orifice
09
PSL
AC2 To typhon AR4
AR5 a
PI
PI AR4
10 d AT2 j
Other
consumers
11 j
12
13
Fig. 9-1 External compressed air system, system diagram
14
15
AC1 Compressor a Control air
AC2 Stand-by compressor d Water drain (to be mounted at the lowest
16
AR1 Starting valve point)
17 AR4 Pressure reducing valve h Please refer to the measuring point list
AR5 Oil and water separator regarding design
18 AT1 Starting air receiver (air bottle) j Automatic drain required
AT2 Starting air receiver (air bottle)
19
PI Pressure indicator AT1/AT2 Option:
20 PSH Pressure switch high - Typhon valve
PSL Pressure switch low, only for main engine - Relief valve with pipe connection
21 PT Pressure transmitter
22 C86 Connection / starting air
23
24

01
9.3.1 Compressor AC1 / AC2 02
According to the requirements of the Marine Classilcation Society there should be minimum 2 starting air 03
compressors with 50% total performance each.
The total performance has to be suflcient for rellling the starting air receivers to their normal pressure of 04
30 bar within one hour.
05
06
07
08
09
10
11
12
13
14
15
Fig. 9-2 Compressor AC1, AC2
16
Capacity:
V [m³/h] = Ȉ VRec. · 30 17
VRec. Total receiver volume [m³] 18
19
20
21
22
23
24

01
02 9.3.2 Air receiver AT1 / AT2
03 The starting air receivers are to be dimensioned for a nominal pressure of 30 bar.
M 46 DF engines require at least 14 bar as a minimum starting air pressure.
04 The total amount of air receivers and their capacity depend on the requirements of the classilcation
societies and the type of installation.
05 It is required to install the receivers in a way, so that it can always suflciently be drained manually or
automatically at the deepest point of the receivers.
06
07
L
08
3 8 2
09 1
10 5
øD
11
4 6
12
Fig. 9-3 Air receiver AT1, AT2
13
14 1 Filling valve 6 Connection G 1/2 with plug
2 Pressure gauge G 1/4 7 Outlet of starting valve at engine
15
3* Relief valve DN 7 8 Typhon valve DN 16
4 Drain valve DN 8 Option: * with pipe connection G 1/2
16
5 Drain position vertical
17
18
19
20
21
22
23
24

01
Normal requirements of classilcation societies: 02
No. of starts: 6 + 1 Slow turn
No. of receivers: min. 2 03
04
Calculation of air receiver volumes:
V2 · n · Patm 05
V=
Pmax - Pmin 06
V= Air receiver volume 07
V2 = Air consumption per start [Nm³]
n= Required number of starting procedures in sequence 08
Patm = Ambient pressure [bar]
Pmax = Maximum receiver pressure (30 bar) 09
Pmin = Minimum receiver pressure (14 bar)
10
Receiver capacity acc. to GL recommendation AT1/AT2 11
Single-engine plant Twin-engine plant

12
6/7 M 46 DF 2 x 750 l 2 x 1,500 l
13
8/9 M 46 DF 2 x 1,000 l 2 x 2,000 l
14
Receiver capacity L øD Valve head Weight
15
[l] [mm] [mm] approx. [kg]
250 2,037 480 DN 38 280 16
500 3,501 480 DN 50 460
750 3,033 650 DN 50 625 17
1,000 3,853 650 DN 50 810
1,500 3,753 800 DN 50 1,150 18
2,000 4,903 800 DN 50 1,490
19
When CO2 lre extinguishing plants are arranged in the engine room, the blow-off connection of the safety
valve is to be piped to the outside. 20
21
22
23
24

01
02 9.4 Compressed air quality
03 For a proper operation of the engine a compressed air quality of class 4 according ISO 8573-1 is required.
04
Instrument air specilcation
05 Max. particle size: 15 ¦m
Max. particle density: 8 mg/m³
06 Water pressure dew point: 3 °C
Water: 6.000 mg/m³
07 Residual oil content: 5 mg/m³
08 • Oil content
(Specilcation of aerosols and hydrocarbons which may be contained in the compressed air.)
09
• Particle size and density
10 (Specilcation of size and concentration of particles which still may be contained in the compressed air.)
11 • Pressure dew point

(Specilcation of the temperature on which the compressed air can cool down without the steam
12 contained in it condensing. The pressure dew point changes with the air pressure.)
13
9.5 Slow turn
14
A slow turning device is mandatory and has to be installed, one per engine.
15
This is a precaution in case a cylinder has had oil or water leak into it, which would cause damage to the
16
engine when starting.
17
If the engine completes two full revolutions on slow turn, the automatic main starting air will open for
18 starting the engine.
19 6 M 46 DF 7 M 46 DF 8 M 46 DF 9 M 46 DF
Air consumption per slow turn manoeuvre [Nm³] 5.2 5.4 6.4 6.6
20
21
22
23
24

01
9.6 Equipment 02
Compressor module 03
Caterpillar Motoren can design, offer and deliver integrated compressor modules: 04
Starting air receiver and compressors can be combined individually.
For further information please contact Caterpillar Motoren, technical department. 05
06
07
08
09
10
11
12
13
14
15
16
17
Fig. 9-4 Compressor module
18
19
20
21
22
23
24

COMBUSTION AIR SYSTEM
01
02 10.1 Engine room ventilation
03 To obtain good working conditions in the engine room and to ensure a trouble free operation of all
equipment a properly designed engine room ventilation system with cooling air and combustion air is
04 required.
05 10.2 Combustion air system design
06 Combustion air describes the air the engine requires to burn fuel.
Combustion air demand see chapter 4, technical data.
07
10.2.1 Air intake from engine room (standard)
08
• Fans are to be designed for a slight overpressure in the engine room.
09 • On system side the penetration of water, sand, dust, and exhaust gas must be avoided.
• When operating under tropical conditions, the air mow must be conveyed directly to the turbocharger.
10
10.2.2 Air intake from outside
11
• The intake air duct is to be provided with a llter. Penetration of water, sand, dust and exhaust gas must
12 be avoided.
• Connection to the turbocharger is to be established via an expansion joint.
13 For this purpose the turbocharger will be equipped with a connection socket.
14 10.2.3 Air intake temperature from engine room and from outside
15
• Standard engine operation is possible with an air temperature at the turbocharger inlet above 0 °C.
• Engine operation below 0 °C requires an ignition pressure reduction via waste gate interaction
16
(standard scope of supply) which could occur in a load reduction and / or in higher fuel consumption.
17
10.3 Cooling air
18
Cooling air refers to the mow of air that removes radiant heat from the engine, generator, other driven
19 equipment and other engine room components.
To dissipate the radiated heat a slight and evenly distributed air mow is to be led along the engine exhaust
20 gas manifold starting from the turbocharger.
21 NOTE:
Radiated heat see technical data.
22
10.4 Condensed water from charge air duct
23
Operating the engine in tropical conditions, high ambient temperature and high humidity, may generate
24 condensate (water) that needs to be drained.

EXHAUST GAS SYSTEM
01
The exhaust gas system discharges the exhaust gases, emitted from the engine, through a piping system 02
to the atmosphere. To provide maximum eflciency of the engine, the resistance to the gas mow should be
minimized. The back pressure directly after the turbocharger, inmuenced by the design of the exhaust gas 03
piping and all installed components like exhaust gas boilers, catalysts and scrubbers is limited to 30 mbar.
Higher values will increase the thermal load of the engine and may lead to higher fuel consumption. 04
05
11.1 Components
06
11.1.1 Exhaust gas nozzle 07
For an optimal integration of the engine in the engine room, regarding the discharge of the emitted 08
exhaust gases different orientations of the exhaust gas nozzle are possible.
The basic orientation of the exhaust gas nozzle for all M 46 DF engines is 45 °. 09
Transition pieces are available also for orientations of 0 °, 30 °, 60 ° and 90 ° from the vertical line.
10
11
0°
30°
12
13
45° 14
15
90°
16
60°
17
18
19
Fig. 11.1 Basic orientation Fig. 11-2 Orientations with transition pieces 20
21
22
23
24

EXHAUST GAS SYSTEM
01
02 11.1.2 Exhaust gas compensator
03 The connection of the engine to the piping system of the ship has to be mexible to compensate possible
engine vibrations, movements of resilient mounted engines and to reduce the forces generated by the
04 thermal expansion of the exhaust gas piping acting to the turbocharger. For this connection a special type
approved exhaust gas compensator which is mexible in all directions is available.
05 It is highly recommended to install the exhaust gas compensator directly after the above mentioned
exhaust gas nozzle. If it is necessary to isolate the compensator area it must be possible that the
06 compensator is able to expand and contract freely.
07 0°
08
09
10
11
12
13
14
15
16
17
18
19 Fig. 11-3 Exhaust gas compensator
20 Basic design values of the standard exhaust gas compensators.
21 Diameter Length Weight

Type
[mm] [mm] [kg]
22 6 M 46 DF 900 500 158
7/8/9 M 46 DF 1,000 620 209
23
24

EXHAUST GAS SYSTEM
01
11.1.3 Exhaust gas piping system 02
To minimize the forces acting through the compensator to the turbocharger and to guarantee a long 03
lifetime of the compensator it is highly recommended to position a lxed point piping support directly after
the compensator. 04
Each engine requires a separate exhaust gas pipe. The exhaust gas piping system of two or more 05
engines is not allowed, otherwise exhaust gases from engines under operation be forced into cold engines
not operating and causes engine damages as a result of condensed water from the exhaust gas. 06
Also the exhaust gas pipes and/or silencers should be equipped with water separating pockets and a 07
drainage.
08
In order to minimize the pressure loss of the complete exhaust gas system it is recommended to use a
suitable pipe diameter for the entire exhaust gas line. 09
According to the dimensions of the compensators (see table chapter 11.1.2) there are standard diameters
proposed for the respective engine type in relation to the exhaust gas mass mow. In case of multiple of 10
bends and other components integrated in the exhaust gas system it might be necessary to increase the
pipe diameter. 11
For guidance the exhaust gas mow velocity should be less than 40 m/s. 12
For mushing the exhaust gas piping system after engine operation in gas mode an installation of a forced
13
ventilation system is required.
According to class requirements explosion relief valves for single main engines and for multi-engine
14
installations at least burst discs for explosion release device has to be installed in the exhaust gas system.
15
For each individual installation the number and size of these devices will be determined by a simulation.
16
17
18
19
20
21
22
23
24

EXHAUST GAS SYSTEM
01
02 Resistance in exhaust gas piping
03
ød
04
d (mm) R
0
100
0
40
50
05
0
60
06
50
R/d = 1
0
70
0
80
00
90
R/d = 1.5
00
1,0
07
00
1,1
1,2
20 R/d = 2.5
30
m
15
E
08 20
m
ipe
10 15
m
tp
en
09
10
m
°b
Δp (mmWS/m pipe)
f 90
5
)o
D
10
(m
th
ng
3.0
e le
m
2
11
pip
2.0
1.5 m
50 m
re
/s 1.5
pa
m
L‘s
1
12 C 1.0
m
40 m
/s
13
0.5
w (m/sec.)
B F 30 m
/s
14 0.2
25 m
/s
0.15
15 0.1
250
16
t (°C)
300
A
17 350
00
110,0 0
120,0 0
0
100,0 0
7,000
9,000
0
0
0
00
8,000
0
6,000
0
5,000
0
0
10,00
15,00
20,00
25,00
0
60,00
70,00
80,00
30,00
90,00
40,00
50,00
140,0
13 0 ,0
G (kg/h)
18 Fig. 11-4 Resistance in exhaust gas piping
19 Example (based on diagram data A to E):

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

EXHAUST GAS SYSTEM
01
11.1.4 Silencer 02
The exhaust noise emission of the engine has to be reduced by an integration of at least one suitable 03
silencer in the exhaust gas system to fulll either the specilcations of the relating classilcation company
or legal regulations according to noise emissions or just to meet the clients comfort demand at open deck. 04
Standard silencers which are especially designed for each engine type are available. As the silencers are
of the absorptive type the mow resistance is low so just a back pressure of approximately 100 mmWC will 05
arise. Long lbre absorbing heat resistant material is used for the noise absorption.
The noise attenuation of the standard silencers reaches at least 35 dB(A) and covers a wide frequency 06
range. If necessary also silencers with a higher attenuation can be offered.
As standard the silencer can be provided either with or without a spark arrestor which will be provided 07
with a soot collecting chamber. Each silencer is equipped with a water drain to draw out the condensed
water. The silencer will be delivered with counter manges, screws and gaskets. The mounting brackets for 08
either horizontal or vertical installation as the insulation are not included. Optional the silencers can be
delivered with loose or welded on mounting brackets accordng clients requirements. 09
Special attention has to be paid to the positioning of the silencer in the exhaust gas system to avoid
resonance effects in the piping system. A wrong positioning of the silencer in the system can cause high 10
noise levels before or after the silencer and can lead to extreme noise at the funnel end.
11
View Z L
12
13
DN
DN
øD
14
15
Drain Drain Control socket
Fig. 11-5 Silencer
16
View Z L
17
18
DN
øD
DN
19
A
20
DN 200
Drain Drain Control socket
21
Cleaning hand hole to
Fig. 11-6 Silencer with spark arrestor
arrange easy access
22
Dimensions [mm] Weight Weight with spark arrestor
Type 23
DN A D L [kg] [kg]
6 M 46 DF 900 1,110 1,700 6,150 3,400 2,950
7/8/9 M 46 DF 1,000 1160 1,800 6,460 3,900 3,540
24

EXHAUST GAS SYSTEM
01
02
03 DN 600
DN 500
DN 700 DN 800
DN 900
DN 400 DN 1000
DN 350 DN 1100 DN 1200
04
250
05 200
[mmWS] 150
06
[mmWC]
100
90
07
80
70
Pressure drop
60
50
08 40
09
30
20
10 15
11
Exhaust gas temp.
12 100
150
13 200
250
300
14 [° C] 350
400
1 2 3 4 5 6 7 8 9 10 15 20 25 30 40 50 60 70 80
Combustion air x 103 m3/h
15
Fig. 11-7 Silencer diagram Silencer Silencer with spark arrestor
16
17 11.1.5 Exhaust gas boiler
18 If exhaust gas boilers are used in the exhaust gas line each engine should have a separate boiler. If a
common boiler is used for two or more engines the gas sections have to be separated.
19 Particularly when exhaust gas boilers are installed attention must be paid not to exceed the maximum
recommended back pressure.
20
21 11.2 Turbocharger
22 11.2.1 Turbine cleaning system
23 Turbine cleaning is required for HFO operation. The cleaning is carried out with clean fresh water
„wet cleaning“ during low load operation at regular intervals, depending on the fuel quality, 150 hours.
24

EXHAUST GAS SYSTEM
01
NOTE: 02
Duration of the cleaning period is approx. 15 minutes (2 intervals). Fresh water of 2 - 2.5 bar is required.
03
NOTE:
During cleaning the water drain should be checked. Therefore, the shipyard has to install a funnel after 04
connection point C36.
05
06
07
08
09
10
C42
11
C36
12
13
14
15
Dirt water
tank
16
Fig. 11-8 Connection points fresh water and drain
17
Water mow Injection time
Type 18
C42 Fresh water supply, DN 12 [l/min] [min]
C36 Drain, DN 30 6 M 46 DF 23 - 27 10 19
7/8/9 M 46 DF 32 - 38 10
20
11.2.2 Compressor cleaning system 21
The components for cleaning (dosing vessel, pipes, shut-off valve) are engine mounted. 22
NOTE: 23
Water is fed every 24 hours before compressor wheel via injection pipes during full load operation.
24

FLEXIBLE CAMSHAFT TECHNOLOGY (FCT)
01
02 12.1 Flexible Camshaft Technology (FCT)
03 The dual fuel engine has a modiled FCT system, to ensure an optimal engine operation in all operating
modes over the entire load range. The FCT system is basically known from the M 32 C diesel engine,
04 where this technology is already validated.
05 Benelts:
• High potential for smoke reduction
06 • Low complexity
• Low technical risk-application of existing technology
07 • Increase knock margin at higher engine loads
08
09
10
11
12
13
14
15
16
17
18
19
20
21
22 Fig. 12-1 Valve train with Flexible Camshaft Technology
23
24

CONTROL AND MONITORING SYSTEM
01
13.1 Local control panel (LCP) 02
03
04
05
06
07
08
09
10
11
1
12
13
6
7 14
2 8
9 15
3 10
16
11
4 12 17
5 13
18
Fig. 13-1 Local control panel 19
20
1 DCU (Display and alarm system) 8 Start
2 Reset 9 Stop 21
3 0 = Repair, 1 = Engine, 2 = Remote 10 Lower
4 Slow turn 11 Raise 22
5 Emergency stop 12 Gas shut-off
6 Diesel mode indication, lamp test 13 Emergency start 23
7 Gas mode indication
24

01
02 13.2 Data link overview
03
Remote panel (RP)
04 Legend: (optional) Alarm system
MODbus TCP
05 MODbus TCP to ship‘s system

MODbus RTU RS - 485 engine
MODbus RTU RS - 485 SDU
06 CANbus *)
Redundant MODbus TCP (optional)

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

Engine TB #2 terminal box
14
Local control
15 panel (LCP)
16
MODbus TCP
CANbus 1 DCU
CANbus 2
17 #2 ECM 1 #1
TC #1 ICPM
#2 ECM 2 #1
18
MODbus RTU
MODbus RTU
19 RTD #1 TC #2
SDU
20 RTD #2 RTD #3 OMD Big end bearing
Oil mist detector temp. meas. system
21
22 *) MODbus RTU for alarm system in optionally available
Fig. 13-2 Data link overview - M 46 DF

23
24

01
SDU 02
Protection system in local control panel
DCU 03
Display and alarm system in local control panel
PLC 04
PLC in engine cabinet (EC) MACS
PLC in engine terminal box on engine (TB) 05
RTD Modular Alarm Control System
PT100 module for charge air temperature, lube oil 06
temperature, cooling water HT/LT temperature and
main bearing temperature 07
TC
Thermocouple modules for exhaust gas temperature 08
RP
Remote panel (optional) 09
External display for engine alarm and monitoring system
ECM 10
Engine control module
OMD 11
The oil mist detector measures each cylinder.
CTM 12
Big end bearing temperature monitoring
Each cylinder compartment of the cylinder crankcase is measured by the CTM.
13
ICPM
The “In-cylinder pressure monitoring“ computes combustion characteristics for each cylinder including
14
knock intensity per cylinder
15
Regardless of RTU or TCP, the MODbus address registers are the same. Just the hardware protocol differs.
16
17
18
MODbus TCP
At MODbus TCP a connection between server and 19
client will be established. Therefore an IP address
will be assigned. 20
MODbus settings 21
Type: MODbus TCP
Interface: ethernet 22
IP: will be assigned
Baud rate: 10 mbit/s / 100 mbit/s 23
Connector: RJ45
24

01
02 13.3 Components
03 Modular Alarm and Control System (MACS)
04
Control
05
06
07
08
MACS
09
10 Protection Alarm
11
12 The M 46 DF engines will be provided with a new Modular Alarm and Control System, called MACS.
The basic engine control and monitoring system will be installed in the local control panel.
13 Where extension modules are necessary external plc based I/O extension modules will be installed.
14 The main functions of the control systems are:

• Alarm management
15
• Local start and stop, emergency start and stop from the engine control panel
• Remote start and stop from the power management system (PMS)
16
• Start and stop sequence control
17 • Critical parameter monitoring
• Slow turn control
18 • Flexible camshaft technology (FCT monitoring)
• Exhaust gas termperature monitoring
19 • Main and big end bearings temperature monitoring
20 For the following modules the control and monitoring is integrated in MACS:
• Ignition fuel module
21 • Ventilation module
• Crankcase gas detection
22
23
24

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

The big end bearing temperature measuring system measures the temperature for each big end bearing
and generates an alarm for high temperature. The data is available by MODbus RTU at the DCU. 09
Hardwired outputs are also provided.
10
Gas valve unit (GVU)
The gas valve unit provides the engine with the desired gas fuel pressure and is controlled by the engine‘s 11
control and monitoring system (MACS). It has several features (e.g. double block and bleed valve) to safety
cut the engine from the gas train and to removce the gas fuel from the piping system (mushing). 12
Crankcase gas detection (CGD)

13
The crankcase gas detection system monitors the actual concentration of explosive atmosphere in the
crankcase in means of methane concentration in lower explosion limit (LEL). If the concentration increases
14
above a lxed value an alarm is triggered and in a second step the engine switches back to diesel mode.
15
Ventilation module (VM)
16
The aim of the ventilation module is to detect a leakage in the double walled gas pipes downstream the
gas valve unit all the way over the engine. The air in the double walled gas pipe will be ventilated and the 17
gas concentration will be measured.
18
Ignition fuel module (IFM)
The ignition fuel control system provides the required ignition fuel oil quality for the engine‘s ignition system. 19
Exhaust gas module (EGV) 20
The exhaust gas module is installed to ventilate the ship side exhaust gas system after an emergency stop
of the engine in gas operation. The module consists of a ventilation fan, a separation buttermy valve and 21
exhaust gas compensator for the conntection to the exhaust gas system.
22
Slow turn device (STD)
The slow turn function is used to detect water in the combustion chamber, e.g. after a long non-operation 23
period.
24

01
02 13.4 Genset control
03
Alarm System
04 Engine
TC speed speed
Emer-
gency
(optional) (optional) stop
05 Power management system

Alarms
main switch board

06 - Remote start/stop
Temp. Remote - Emergency start
Redundant MODbus TCP (optional)
controller panel - Main breaker ON/OFF
07 (optional) (optional) - Frequency control
Manual emergency stop signal
MODbus TCP
0-10 V DC / 4-20 mA
- Synchronizing
08 - etc.
Controls signals
Gas handling unit /

09 230V AC 24V DC
gas system
Alarms
Controls signals
MODbus TCP
Controls signals
10
Controls signals
alarms
Controls signals
Gas valve unit
Alarms
11 Controls signals
alarms
Crankcase gas detection
12 Controls signals
alarms
Alarms
Ventilation module
Engine cabinet Voltage supply
13 (3 phase)
Controls signals / alarms Ignition fuel module
14
Voltage supply
(3 phase)
Controls signals
15
alarms Exhaust gas module Voltage supply
(3 phase)
MODbus RTU
MODbus TCP
redundant
Controls signals
Alarms
power
alarms
supply
16 Slow turn device
17 Generator
Controls signals
Controls signals
voltage
18 Alternator regulateur
(optional) (optional)
19 Local control panel (SDU/DCU)
20
21 Operating
panel
Cooling water
22
Barring device
control cabinet preheating system
(optional)
23 Voltage supply
(3 phase)
Voltage supply
(3 phase)
not Caterpillar Motoren supply
Caterpillar Motoren supply
24 Fig. 13-3 Generator set control M 46 DF

01
13.5 Control cabinet 02
Each engine is equipped with a separate control cabinet. The control cabinet acts as an interface between 03
engine and external devices. Information about the engine status are available via MODbus TCP or
MODbus RTU (optionally). 04
External signals for the engine control, monitoring and alarm system (for example power management
system, main switch board, gas system,...) can be transferred as 4-20 mA, binary, or PT100 signals. 05
Safety relevant signals to the PLC are wire break and short circuit monitored.
The remote panel or the temperature controller can be optionally integrated in the control cabinet. 06
07
08
605
1,206
*)
H1: Main supply without failure 09

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

11
2,205
12
2,205
*) *)
A3: Remote panel

A7: Charge air temperature controller
13
Degree of protection: IP54
Weight: Approx. 355 kg
14
15
*)
ATTENTION: A distance of 300 mm on each
side for air circulation is
16
necessary.
17
NOTE: Dimesions are shown in mm
475
605
300
18
960
1,075
19
20
1,206
Fig. 13-4 Control panel

21
22
23
24

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

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

Isochronous selected *) 24 V DC Binary contact Isochronous selected
23 Emergency stop from External emergency stop
Binary contact 24 V DC
PMS (from PMS)
24
*)
For optionally isochronous load sharing.

01
13.6.2 Requirements on gas system 02
The table below shows the standard interface between the gas system and the dual fuel engine. 03
Standard interface to the gas system 04
Indication diesel mode 24 V DC binary
05
Indication gas mode 24 V DC binary
Activate gas supply to gas valve unit 24 V DC binary 06

Switch over to gas operation failed 24 V DC binary 07
Gas operation shut off machinery space 24 V DC binary
08
Gas operation shut off engine 24 V DC binary
Engine cabinet
Gas system
09
Gas mode interlock 24 V DC binary
Gas operation shut down binary 24 V DC 10

Gas mode interlock binary 24 V DC 11
Diesel mode select binary 24 V DC
12
Gas mode select binary 24 V DC
Inert gas supply pressure 4-20 mA Analogue output 13

Pressure transmitter fuel gas supply to 14
4-20 mA Analogue output
engine room
15
Cat scope of supply (optional) Caterpillar Motoren scope of supply

16
Gas system
17
Gas tank Gas handling
unit
Gas valve unit Engine with engine cabinet
18
19
20
21
22
23
Fig. 13-5 Basic overview: dual fuel engine gas system
24

01
02 13.6.3 Uninterruptable power supply (UPS)
03 For the control and monitoring system an uninterruptable power supply (UPS) with a back-up power supply
is needed (class requirement). The standard power supply is 24 V DC but on demand another power supply
04 is possible (e.g. 230 V AC or 480 V AC three phase current).
The engine control cabinet has an integrated voltage distribution for the control and monitoring systems at
05 the engine (see lg. 13-3). Each cabinet has its DC/DC converter and its insolation monitoring device.
06
07 MSB
main supply
MSB
back-up supply
08
09
10
11
UPS
2,500 W
12
13 24 V DC 24 V DC
14 DC DC
DC DC
15 Engine
control cabinet
16
Fig. 13-6 Uninterruptable power supply - variants
17
18
19
20
21
22
23
24

01
13.7 Alarm indication 02
In general, the engine is equipped with the relevant alarm and safety sensorsaccording to classilcation 03
society rules.
MACS provides an engine alarm system which is located in the local control panel. The engine alarm 04
system and the local control display are consolidated in the DCU. The complete alarm management is
handled by the DCU. All information is visualized via the screen in the LCP and additional several remote 05
panels can be added.
06
The DCU receives measurement values and data from all I/O modules, PLC‘s and the engine control system
(ECM). Furthermore it provides all measurement values, status values and alarm via MODbus TCP 07
(MODbus RTU, optional) for the vessel‘s system and the remote monitoring system. The engine‘s alarm
system determines critical engine conditions and activates alarms. The DCU has the ability of actuating 08
the secondary safety stop valve. That means the DCU also works as well as a shut down unit and is able to
stop the engine as reliable as the shut down unit (SDU). All alarms are stored in an alarm history and are 09
shown in a manner requested by the MACS.
10
11
12
13
14
Fig. 13-7 Remote panel Fig. 13-8 DCU (display and alarm system)
15
16
For the interface to ship alarm system (IAMCS) the following functions are applicable:
• Transmitting measurement data to IAMCS 17
• Transmitting engine status to IAMCS
• Transmitting alarm to IAMCS 18
• Receiving ship‘s time stamp from IAMCS
19
All data is available via MODbus TCP. Upon request MODbus RTU is also possible. Device fault from the
different MACS devices and some special alarms are provided as hardwired alarms. 20
21
22
23
24

01
02 The table below shows an example of an overview of the different engine systems/modules with their
safety functions.
03
A project related list of measurting points with all necessary MODbus information will be created for each
04 order.
05
SHOGM
SHOGE
Alarm
FUNC
STBL
IND/
CHG
SHD
GMI
06
Lube oil X X X X X
07 Oil mist detector X X X X
Fresh water HT X X X
08 Fresh water LT X X
Air supply X X X
09
Charge air X X X
10 FCT X X X X
Electrical status X X X X
11 Engine status X X X X
Combustion monitoring X X X X X
12 Exhaust gas X X X X
Big end bearing X X X
13 Main bearing X X X
Load share unit (optional) X X
14 ECM X X X
Inert gas mushing X X X X
15
Ignition fuel system engine X X X X X X
16 Fuel gas system engine X X
Fuel gas leakage monitoring X X X X
17 Diesel gas mode control
X X X X X
signals
18 Gas valve unit X X X X X
Ignition fuel module X X X X
19 Crankcase gas detection X X X
Exhaust gas module X X X X X
20 Slow turn X X
Ventilation modules X
21
Furthermore an evaluation of sensor faults is integrated. Depending on the importance of the failure it
22 causes a STBL, E-STBL, CHG, GMI and SHOGE.
23 NOTE:
An active gas operation shut off (SHOGE/SHOGM) will activate gas mode interlock (GMI) and an engine
24 shutdown will adtivate a starting interlock (STBL) as well as a gas shut off for the engine (SHOGE).

01
FUNC Used in software function 02
IND Only for indication
A Alarm 03
STBL Starting interlock (overrideable by E-start of blackout start)
E-STBLEmergency starting interlock (not overrideable by E-start or blackout start) 04
CHG Change generator set
SHD Shutdown 05
GMI Gas mode interlock
SHOGE Gas shut off for engine / Shut off gas supply to engine. 06
The double block and bleed group in the gas valve unit (GVU) is closed.
SHOGM Gas shut off for engine and machinery space. 07
The master gas valve has to be closed.
08
13.8 Local and remote indicators
09
Local indication Remote indicators 10

96 x 96 mm
Installed at the engine
(optional) 11
Fuel oil temperature at engine inlet X 2)
12
Fuel oil differential pressure at llter
Lube oil temperature at engine inlet X 2)
13
Lube oil differential pressure at llter
Fresh water temp. at engine inlet (HT circuit) 14
Fresh water temp. at engine outlet (HT circuit) X 2)
Fresh water temperature (LT circuit) X 2) 15

Fresh water temperature cooler inlet
Fresh water temperature cooler outlet 16
Charge air temperature cooler inlet
Charge air temperature engine inlet X 2)
17
Fuel oil pressure X 2)
18
Lube oil pressure X 2)
Fresh water pressure (HT circuit) X 2) 19
Fresh water pressure (LT circuit) X 2)
Start air pressure X 2) 20
Charge air pressure cooler outlet X 2)
Stop air pressure 21
Engine speed X 1)
Turbocharger speed X 1) 22
Charge air temp. cooler inlet (digital value)
Exhaust gas temp. after cylinder (digital value)
23
Exhaust gas temp. before / after turbocharger
(digital value)
24
1) 144 x 144 mm possible / 2) Signal is supplied by the alarm system

01
02 13.9 Cat Connect for Marine provide by Caterpillar Marine Asset Intelligence (MAI)
03 MAI provides technology enabled solutions and services, that

• Provide remote monitoring and automated analytics via the internet.
04 • Combines equipment and application information.
• Applies predictive analytics.
05 • Utilizes interpretive expertise.
06 13.9.1 MAI - MaK engine solution only
07
08 On-board ship Off-board ship
09 Onboard Marine Asset Intelligence industrial PC with Offline data such as fluid
automated analytics, real-time dashboards, automated analysis provided via
MaK equipment advisory recommendations, optional historian web-service
10 Network
switch /
11 firewall
12
Manual inspections &
13
measurements
14
Existing ship‘s
15 network / LAN
Real-time
16 dashboards, reports,
automated analytics,
advisory recommen-
17 dations, raw data
Cat fleet advisors
18
19
Master Chief Master Chief
20 engineer engineer
21
Email advisories
22
Fig. 13-9 MAI – MaK engine solution only
23
24

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

Onboard Marine Asset Intelligence industrial PC with Offline data such as fluid 05
automated analytics, real-time dashboards, automated analysis provided via
MaK equipment advisory recommendations, optional historian
06
web-service
Network
switch /
firewall 07
Optional equipment
Cat engines 08
Manual inspections &
IAMCS
measurements
09
Read only via
10
OPC or Modbus
Auxiliaries TCP/IP
Other OEMs Existing ship‘s
network / LAN
11
12
Real-time
dashboards, reports,
automated analytics,
advisory recommen-
Fuel flow
Integration device(s)
Integration with systems or dations, raw data
Cat fleet advisors
13
meters individual sensors via OPC or
14
Modbus TCP/IP or NMEA 0173
Navigation systems
& GPS
15
16
Master Chief Master Chief
engineer engineer
Other valuable
equipment 17
Email advisories
18
Fig. 13-10 MAI – Extended solution
19
13.9.3 General information 20
Capabilities 21
• Consolidates data and analyzes across all lve condition monitoring elements.
• Analyzes data using multiple engines to identify and highlight exceptions. 22
• Creates a complete view of the equipment and performance.
• Allows more knowledgeable planned maintenance and scheduled repairs. 23
• Enables optimized tuning of equipment to maximize fuel eflciency.
24

01
02 Comprehensive scope possible
• Monitors and analyzes variety of systems across the total vessel, based on what is important for each vessel.
03 • Can monitor Caterpillar/MaK equipment as well as non-Caterpillar/MaK equipment.
• Can monitor diesel engines and non-diesel engines.
04 • Primary services available:
- Protect: Identify potential problems with equipment before there is a failure, assist onboard crew
05 with remote expert troubleshooting.
- Improve: Optimize fuel consumption for individual equipment through better maintenance and for
06 entire vessel through operations and maintenance optimization.
- Optimize: Move to condition based maintenance.
07 • Supporting services available:
- Account: Ensure fuel accountability, measure and track fuel bunkering and consumption.
08 - Save: Create visibility for unsafe operations or equipment condition.
- Comply: Ensure equipment is operated and performs in compliance with regulations.
09 - Manage: Customized dash-boards for different levels of management without custom software
development.
10 - Integrate: Integrate with other enterprise systems, such as Computerized Maintenance
Management System (CMMS).
11
System Benelts
12 • Support most cost eflcient operation.
• Provides optimized planning of service activities.
13 • Helps to avoid unexpected downtime.
• Helps reduce fuel cost for both the individual equipment and the entire vessel (depending on scope
14 included).
15
Scope of delivery
• Electrical engine equipment MACS and Modbus interface for data streaming.
16
• Industrial PC with interfaces for connection to ship‘s network, automation system and other onboard
17 systems.
• Software for real-time dashboard with online data view via ship‘s network (from any computer
18 connected to ship‘s network).
• Network router with lrewall for data replication via internet.
19 • Conlguration of shore interface for shore customer users.
• Analytics with mexible reports and dashboards that can be conlgured and modiled by the customer.
20 • Option: connection with additional systems beyond MaK/Caterpillar engines, to include other engines/
generators, auxiliary systems, other systems, individual sensors such as fuel mow sensors, torque
21 meters, anemometers, GPS/ECDIS, etc via OPC, Modbus or NMEA data protocols.
22 Customer assumption
• Network infrastructure and data transfer via satellite communication to be provided by customer.
23
24

SAFETY CONCEPT
01
14.1 Safety 02
03
Potential
operation 04
Diesel Gas
Selected
operation operation “Mode“ speciles the 05
mode desired engine operation.
Diesel 06
Yes No “Operation“ speciles the
mode actually burned fuel. 07
Gas
Possible Yes
mode 08
Fig. 14-1 Delnition: “Mode“ vs. “Operation“
09
Additional safety requirements need to be fulllled to operate a dual fuel engine in a marine application.
The safety concept for the MaK dual fuel engine is designed according the upcoming IGF code (draft 10
international code of safety for ships using gases or other low-mashpoint fuels) to provide a gas safe
machinery space. 11
12
14.1.1 Safety concept
13
The main intention of the safety concept is to avoid any hazardous situation. To this aim the safety concept
for the dual fuel engine has to prevent the formation of any harzardous explosive atmosphere.
14
Therefore a detection system is used in combination with automatic safety actions that will lnally result in
15
a changeover to diesel mode and mushing the fuel gas supply line with inert gas to avoid any endangering.
Additionally a ventilation system for the exhaust pipe will inhibit an accumulation of fuel gas.
16
Already during the design phase ignition sources have been considered and were excluded where
possible. 17
To ensure highest level of safety CFD (Computational Fluid Dynamics) simulations were used and based on
those data safety valves with suflcient relief areas were applied is necessary. 18
19
14.1.2 Gas safe machinery space
20
The safety concept for the dual fuel engine is based on a gas safe machinery space. The aim of this
concept is that no hazardous atmosphere can occur in the machinery space. In case of any malfunction, the 21
dual fuel engine will not shut down, instead the fuel supply will switch over to fuel oil as there are MDO
and MGO. After reaching the diesel mode the engine can be switched over to HFO. 22
The switch over from fuel oil to fuel gas or vice versa will be bumpless and without any losses in power
performance of the engine. 23
To avoid any hazardous area in the machinery space the fuel gas pipes in the machinery space are of
double walled design from entering the engine room, via the gas valve unit throughout the cylinders. 24
For detection of any leakage a suitable monitoring system is installed.

SAFETY CONCEPT
01
02 To fullll the requirements of a gas safe machinery room according to IMO resolution
MSC.285(86) the following measures are taken:
03
• Fuel gas piping inside the machinery space must be of double walled design.
04 • All parts of the engine‘s fuel gas supply system inside the machinery space are double walled.
• The double wall is permanently monitored for leakage while the inner pipes are containing fuel gas.
05 • Flushing the fuel gas line with inert gas must be possible.
• Gas concentration must be monitored in the crankcase ventilation pipe.
06 • The lube oil system must be suitable for gas, class requirements have to be observed.
• The cooling water system must be suitable for gas, class requirements have to be observed.
07 • Means must be provided to inert and vent the crankcase for maintenance reasons.
• No direct access to gas hazardous areas must be possible.
08 • In case of a starting failure or an emergency shutdown of the engine while running on fuel gas the
exhaust system will be ventilated automatically after emergency stop.
09 • In case of an emergency shutdown of the fuel gas supply or the engine, while the engine is running on
fuel gas, the fuel gas supply lines will be mushed automatically with inert gas.
10 • Furthermore the system integrator needs to pay special attention to
- The machinery room.
11 - The gas handling room.
- All rooms adjacent to possibly hazardous areas.
12
The engine control, monitoring and protection system, called MACS (Modular Alarm Control System),
13 consists of different functional components. It includes the start-stop system, the gas management, the
monitoring system and the engine protection system. A screen is ltted in the local control panel and
14 shows measurement data as well as diagnostics and engine status.
15
16
17
18
19
20
21
22
23
24

SAFETY CONCEPT
01
14.1.3 Gas related safety equipment 02
03
18 19 1
Outside ship 04
Inside ship PDSL 2 05
Machinery Space 06
TT TT Engine
07
17 3 08
CH
TT TT TT TT TT TT QIT
ERR
PT
ERR
PT
ERR
PT
ERR
PT
ERR
PT
ERR
4 09
PT
TT
16 QIT
PT CH
5
10
15 PDSL
OMD 11
14 ERR ERR
ERR ERR ERR ERR
13 PT 6 12
13
12 11 10 9 8 7 14
Fig. 14-2 Gas related safety equipment
15
16
1 Inertgas ventilation outlet 11 Crankcase mushing valve for inertgas
2 Gas sensor in crankcase ventilation line 12 Crankcase purging valve for compressed air 17
3 Vacuum pump in ventilation module 13 Air inlet for exhaust gas duct purging
4 Gas sensor in ventilation module 14 Fan for exhaust gas duct purging 18
5 Inertgas supply inlet 15 Temperature transmitter
6 Fuel gas supply 16 Buttermy isolation valve 19
7 Inertgas compartment 17 Explosion relief valve
8 GAV (Gas Admission Valve) 18 In cylinder pressure sensor 20
9 Fresh air mushing valve 19 In cylinder pressure transmitter
10 Inertgas mushing valve 21
22
23
24

INSTALLATION AND ARRANGEMENT
01
02 15.1 Resilient mounting of genset
03 Basic design and arrangement
04 The engine is resiliently mounted on the baseframe and all pipe connections to the baseframe are
mexible. The generator is connected with the engine via a high mexible coupling and rigidly mounted on
05 the baseframe. This design ensures high vibration isolation between engine and the baseframe generator
arrangement.
06 The resilient mounting arrangement of the engine is designed to reach the best possible load distribution
of the engine weight in respect of the maximal permissible demection of the conical rubber element.
07 The whole genset is rigidly connected with the vessel‘s foundation via bolts. The vessels‘ foundation
itself does not require machining, but unevenness between the baseframe and the foundation has to be
08 compensated either using welded-on sheets and shims or resin chocks.
09
15.1.1 Conical mountings
10
11 General
12 The used conical design provides high demection and load capacity combined with long service life. The
life expectancy of the rubber elements will be approx. 20 years in ideal circumstances. In fact of bad
13 inmuences out of environmental circumstances the (working) life expectancy will be approx. 10 years.
14 Specilcations
15
The used conical mountings have been approved from all relevant classilcation societies. All mounting
rubber inserts are individual tested and selected on stiffness by our supplier.
16
An adjustable central buffer controls the mounted equipment displacements due to ship movements
17 vertically and horizontally within delned limits.
18
19
20
21
22
23
24 Fig. 15-1 Elastic mounted genset with conical elements

INSTALLATION AND ARRANGEMENT
01
15.2 Earthing of engine 02
Information about the execution of the earthing 03
The earthing has to be carried out by the shipyard during the assembly on board.
The engine is already equipped with M 16, 25 mm deep threaded holes in the lower part of the baseframe. 04
If the engine is resiliently mounted it is important to use mexible conductors.
In case of using welding equipment it is important to earth the welding equipment close to the welding 05
area (the distance should not exceed 10 m).
06
07
08
09
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24

VIBRATION AND NOISE
01
02 16.1 Data for torsional vibration calculation
03 To determine the location and resonance points of each engine and equipment Caterpillar Motoren
calculates the torsional vibration behaviour of the engine, including all components, such as coupling,
04 gearboxes, shaft lines and propellers, pumps, and generators.
The normal as well as the emergency operating mode is covered.
05 The classilcation societies require a complete torsional vibration calculation.
06 To be able to provide a correct torsional vibration calculation, we would like to ask you to lll in the
documents in the appendix, according to your scope of supply.
07
Please send the completed data to your local dealer 6 month prior to the engine delivery at the latest.
08 For further information please compare the data sheet for torsional vibration calculation.
(following 3 pages).
09
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24

VIBRATION AND NOISE
01
02
03
Main drive Shipyard:
Additional engine
Aux. Engine Shipowner: 04
DE drive Type of vessel:
plant data part “B” Ktr.-No.: Newbuilding No.: 05
Remark:
Please note that the application and installation drawings will be delivered not later than 6 weeks 06
after receiving the completed “Additional engine plant data sheet” part “B”. The “Additional engine
plant data sheet” part “A” to be delivered together with the order.
07
General information, required for all applications:
Flag state (needed for EIAPP cert): 08
Please note that Caterpillar Motoren will issue an "EAPP Document of Compliance" or an "EIAPP
Certificate" as per flag state authorization only in case the flag state information is provided at least eight (8) 09
weeks prior to the engine delivery date as per the Sales Contract (Appendix 1). In case such information
has not been provided to Caterpillar Motoren until such date, Caterpillar Motoren will provide an "EAPP
Statement of Compliance" which has to be converted into "EAPP Documents of Compliance" or an "EIAPP 10
Certificate" as per flag state authorization. In this case the application and costs for the before mentioned
11
conversion has to be borne by the Buyer.
Alarm system
yard maker: type: yard contact manager:
12
Make of automation/bus system
yard maker: type: yard contact manager: 13
Additional information for cooling water system:
14
Add. heat exchanger integrated in LT system, Yes No, if “ Yes” please provide the following data:
number of aux. engine
heat dissipation kW required water flow m³/h pressure drop bar
15
oil cooler gear box number of cooler
heat dissipation kW required water flow m³/h pressure drop bar 16
air cond. unit number of air cond. unit
heat dissipation kW required water flow m³/h pressure drop bar 17
others Please specify:
heat dissipation kW required water flow m³/h pressure drop bar
18
Comments/Remarks:
19
20
Caterpillar Confidential: Green 21
Fig. 16-1 Additional engine plant data, part "B" (1/3)
22
23
24

VIBRATION AND NOISE
01
02
03
Additional engine plant data, part “B”
04 TVC data - Information for main engine(s) only:
05 Flex. coupling main engine:

Supplied by Caterpillar Yes No, if “ No” please provide the following data:
Vulkan Stromag Centa
06 Type: Size: TVC scheme attached
Drawing attached Drawing attached
07
Other maker
Type: Size: TVC scheme attached
Drawing attached
08 Norminal torque [kNm]:

Perm. power loss [kW]:
Perm. vibratory torque [kNm]:
Perm. rotational speed [1/min]:
Dyn. torsinal stiffness[kNm/rad]: Relative damping:
09 Flex. coupling engine PTO shaft (on engine free-end)

Supplied by Caterpillar Yes Not applicable No, if “ No” please provide the following data:
10 Vulkan
Type:
Stromag
Size:
Centa
TVC scheme attached
11 Other maker
Drawing attached
12 Norminal torque [kNm]: Perm. vibratory torque [kNm]:
Perm. power loss [kW]: Perm. rotational speed [1/min]:
Dyn. torsinal stiffness[kNm/rad]: Relative damping:
13 Flex. coupling gearbox PTO
14 Vulkan Stromag Centa
15 Other maker
16
Drawing attached
Norminal torque [kNm]: Perm. vibratory torque [kNm]:
Perm. power loss [kW]: Perm. rotational speed [1/min]:
17 Dyn. torsinal stiffness[kNm/rad]: Relative damping:
Gearbox
18 Supplied by Caterpillar
Maker:
Yes
Type:
No, if “ No” please provide the following data:
TVC scheme attached
Max. permissible PTO output [kW]: Drawing attached
19 Front gearbox for engine PTO
20 Maker: Type: TVC scheme attached
Max. permissible PTO output [kW]: Drawing attached
21 PTO shaft generator/fire fighting pump or similar consumer, driven by engine PTO shaft/front step up gear
22
Maker: Type:
Output [kW]: rpm [1/min]: TVC scheme attached
Plain bearing, external lubrication Drawing attached
23 Caterpillar Confidential: Green

24

VIBRATION AND NOISE
01
02
03
Additional engine plant data, part “B”
04
TVC data - Information for main engine(s) only:
PTO shaft generator, driven via gearbox 05
Maker:
Output [kVA]:
Type:
rpm [1/min]: TVC scheme attached
06
PTI operation PTI output [kW]:
Shaft arrangement between engine - gearbox

07
Maker: TVC scheme attached detail drawing:
08
09
Propeller and propeller shafting data:
CPP FPP Voith Rudder FPP/CPP Others
numbers of blades: Ø propeller [mm]: 10
Moments of inertia in water [kgm²]: Moments of inertia in air [kgm²]:
Maker: TVC scheme attached or detail drawing: 11
Propeller and propeller shafting information:
Supplied by Caterpillar No Yes, in case of “Yes” please provide the following data: 12
Wake field attached Propulsion test attached Length of shafting incl. drawing attached
(tank test)
13
Comments/Remarks:
14
15
16
17
18
Confirmed by buyer:
Date:
19
Stamp and signature:
20
21
Caterpillar cannot be held liable for any mistakes made by the buyer.
Components not mentioned in Cat's technical specification/No. , dd. and essential for 22
installation/operation of the equipment will be buyer's scope of supply.
Caterpillar Confidential: Green 23

24

VIBRATION AND NOISE
01
02 16.2 Sound levels
03
16.2.1 Airborne noise
04
05 The airborne noise level requirement in the engine room speciled by IMO Resolution A.468 will be
satisled by M 46 DF (even for multiple installations).
06
The airborne noise level is measured in a test cell according to EN ISO 9614-2.
07
08 16.3 Vibration
09 The vibration level of M 46 DF engines complies with ISO 20283-4 and ISO 10816-6.
10 From these ISO standards, the following values are an applicable guideline:
Displacement S eff < 0.448 mm f> 2 Hz < 10 Hz
11 Vibration velocity V eff < 28.2 mm/s f> 10 Hz < 250 Hz
Vibration acceleration a eff < 44.2 m/s2
f> 250 Hz < 1,000 Hz
12
13
14
15
16
17
18
19
20
21
22
23
24

POWER TRANSMISSION
01
17.1 Flexible coupling 02
03
L1 04
05
L2 06
07
08
09
ø 1,899
ød
10
11
12
13
200 14
To centre of cyl. 1 15
1,255
16
Fig. 17-1 Flexible coupling
17
Power Speed
Nominal torque of
Weight 18
coupling d L1 2) L2 1)
[kW] [rpm] [kNm] [mm] [mm] [mm] [kg] 19
5,400
6 M 46 DF 500/514 125 1,240 729 385 1,200
5,790*) 20
6,300
7 M 46 DF 500/514 160 1,240 745 385 1,500
6,755*) 21
7,200
8 M 46 DF 500/514 160 1,240 745 385 1,500
7,720*) 22
8,100
9 M 46 DF 500/514 200 1,460 954 480 2,100
8,685*) 23
*)
MDO operation only /1) Length of hub / 2) Alignment control (recess depth 8 mm) 24

PIPING DESIGN
01
02 18.1 Pipe dimensions
03 The external piping systems are to be installed and connected to the engine by the shipyard.
Piping systems are to be designed so as to keep the pressure losses at a reasonable level.
04 To achieve this at justilable costs, it is recommended to keep mow rates as indicated below (see chapter
18.2).
05 Nevertheless, depending on specilc conditions of piping systems, it may be necessary to adopt even lower
mow rates.
06
ATTENTION:
07 Generally it is not recommended to adopt higher mow rates.
08
18.2 Flow velocities in pipes
09
Recommended mow rates [m/s]
10 Suction side Delivery side Kind of system
Fresh water (cooling water) 1.5 - 3.0 1.5 - 3.0 Closed
11
Lube oil 0.5 - 1.0 1.5 - 2.5 Open
12 Sea water 1.0 - 1.5 1.5 - 2.5 Open
Diesel fuel oil 0.5 - 1.0 1.5 - 2.5 Open
13 Heavy fuel oil 0.3 - 0.8 1.0 - 1.5
Open / closed
pressurized system
14 Exhaust gas 20 - 40 Open
15
16 18.3 Trace heating
17 Trace heating is highly recommended for all pipes carrying HFO or leak oil. For detailed explanation see
fuel oil diagrams, showing the trace heated pipes marked as .
18
19 18.4 Insulation
20 All pipes with a surface temperature > 60 °C should be insulated to avoid risk of physical injury.
This applies especially to exhaust gas piping.
21 To avoid thermal loss, all trace heated pipes should be insulated.
Additionally, lube oil circulating pipes, the piping between engine and lube oil separator as well as the
22 cooling water pipes between engine and preheater set should be insulated.
23
24

PIPING DESIGN
01
18.5 Flexible pipe connections 02
Flexible pipe connections become necessary to connect resilient mounted engines with external piping 03
systems. these components have to compensate the dynamic movements of the engine in relation to the
external piping system. 04
The shipyard‘s pipe system must be exactly arranged so that the manges or screw connections lt 05
without lateral or angular offset. It is recommended to adjust the lnal position of the pipe connections
after engine alignment is completed. 06
It is important to support as close as possible to the mex connection and stronger than normal. The pipes 07
outside the mexible connection must be well lxed and clamped to prevent from vibrations, which could
damage the mexible connections. 08
Installation of steel compensators 09
Steel compensators can compensate movements in line and transversal to their center line. They are not 10
suitable for compensating twisting movements. Compensators are very stiff against torsion.
11
It is very important that all steel compensators are not allowed to be installed on resilient mounted
engines in vertical direction. 12
13
Z 14
Mounting space Flat gasket Counter flange 15
Z
16
17
140 ± 5
18
19
20
Steel sheet washer 21
Fig. 18-1 Rubber expansion joint Fig. 18-2 Rubber expansion joint, detail Z 22
23
24

ENGINE ROOM LAYOUT
01
02 19.1 Genset center distances
03 3,700
04
05
06
07
08
09
10
11
12
13 600
14
15
16
17 3,400 3,400
18 Fig. 19-1 Center distance of twin-engine plants
19
Dimensions [mm]
Type
20 A
6/7/8/9 M 46 DF 3,700
21
22
23
24

ENGINE ROOM LAYOUT
01
19.2 Space requirement for maintenance 02
03
19.2.1 Removal of charge air cooler and turbocharger cartridge
2,840 2,330
04
1,827 *) 1,412 *) 05
1,457
06
07
08
30
09
1,8
10
970
11
2,055
654 12
13
14
15
16
Fig. 19-2 Space requirement for dismantling of
charge air cooler and turbocharger cartridge X 17
Weight Weight Charge air cooler cleaning 18
charge air turbocharger
Type
cooler cartridge Cleaning is carried out with charge air cooler 19
[kg] [kg] dismantled. A container to receive the cooler
6 M 46 DF 1,138 460 and cleaning liquid is to be supplied by the yard. 20
7/8/9 M 46 DF 1,124 820 Intensive cleaning is achieved by using ultra
sonic vibrators. 21
Damper ø Weight X
Type
[mm] [kg] [mm] Turbocharger dismantling 22
6 M 46 DF 1,100 960 2,010
7 M 46 DF 1,340 1,538 2,250 To provide a lifting rail with a travelling trolley 23
8 M 46 DF 1,480 2,527 2,390 right above the center of the turbocharger in
9 M 46 DF 1,480 2,527 2,390 order to carry out scheduled maintenance work is 24
*) Splitted charge air cooler recommended..

ENGINE ROOM LAYOUT
01
02 19.2.2 Removal of piston and cylinder liner
03
04
05
06
07
Y1
08
X1
09
10
11 Fig. 19-3 Removal of piston and cylinder liner
12
Removal of:
13
Piston: in transverse direction X1 = 5,974 mm
14
Cylinder liner: in transverse direction Y1 = 6,609 mm
15
16
17
18
19
20
21
22
23
24

PAINTING, PRESERVATION
01
20.1 Inside preservation 02
03
20.1.1 Factory standard N 576-3.3 – Inside preservation
04
Components
• Main running gear and internal mechanics 05
Application 06
• Max. 2 years
07
NOTE:
Inside preservation does not have to be removed when the engine is commissioned. 08
09
20.2 Outside preservation 10

11
20.2.1 Factory standard N 576-3.2 – Outside preservation VCI 368
12
Conditions
• Europe and overseas
13
• Sea and land transportation
• Storage in the open, protected from moisture max. 2 years with additional VCI packaging
14
15
Appearance of the engine
• Castings with red oxide antirust paint
16
• Pipes and machined surfaces left as bare metal
• Attached components with colours of the manufacturers 17
NOTE: 18
Outside preservation must be removed before commissioning of the engines.
Environmentally compatible disposal is to be ensured. 19
Durability and effect depend on proper packaging, transportation, and storage (i.e. protected from
moisture, stored at a dry place and suflciently ventilated). Inspections are to be carried out at regular 20
intervals.
21
22
23
24

01
02 20.2.2 Factory standard N 576-4.1 – Clear varnish
03 Conditions
• Europe
04 • Roofed land transportation
• Storage in a dry and tempered atmosphere, protected from moisture max. 1 year with additional
05 VCI packaging
06 NOTE:
Clear varnish is not permissible for sea transportation of engine and storage of engines in the open, even if
07 they are covered with tarpaulin.
08
09 • Castings with red oxide antirust paint
• Pipes and machined surfaces left as bare metal
10 • Attached components with colours of the manufacturers
• Surfaces sealed with clear varnish
11 • Bare metal surfaces provided with VCI 368 preservation
12 NOTE:
VCI packaging as per factory standard N 576-5.2 is generally required!
13 Durability and effect depend on proper packaging, transportation, and storage (i.e. the engine is to be
protected from moisture, VCI llm not ripped or destroyed).
14 Inspections are to be carried out at regular intervals.
If the above requirements are not met, all warranty claims in connection with corrosion damage shall be
15
excluded.
16
17
18
19
20
21
22
23
24

01
20.2.3 Factory standard N 576-4.3 – Painting 02
Conditions 03
• Sea and land transportation 04
• Short-term storage in the open, protected from moisture up to max. 4 weeks
• Longer than 4 weeks VCI packaging as per factory standard N 576-5.2 is required 05
• Max. 2 years with additional VCI packaging
06
• Surfaces mostly painted with varnish 07
• Bare metal surfaces provided with VCI 368 preservation
08
NOTE:
Durability and effect depend on proper packaging, transportation, and storage (i.e. the engine is to be 09
protected from moisture, VCI llm not ripped or destroyed).
Inspections are to be carried out at regular intervals. 10
11
20.2.4 Factory standard N 576-5.2 – VCI packaging
12
Conditions
• Engines with outside preservation VCI 368 as per factory standard N 576-3.2
13
• Engines with clear varnish as per factory standard N 576-4.1
NOTE:
14
These engines are always to be delivered with VCI packaging!
15
Nevertheless, they are not suitable for storage in the open!
• Engine or engine generator sets with painting as per factory standard N 576-4.3
16
• Storage in the open, protected from moisture 17
NOTE: 18
Durability and effect depend on proper packaging, transportation, and storage (i.e. the engine is to be
protected from moisture, VCI llm not ripped or destroyed). 19
Inspections are to be carried out at regular intervals.
20
21
22
23
24

01
02 Apperance of the engine
• Bare metal surfaces provided with VCI 368 or VCI oil
03 • VCI impregnated mexible PU foam mats attached to the engine using tie wraps.
Kind and scope depending on engine type.
04 The attached mats should not come into contact with the painted surface.
• Cover the engine completely with air cushion llm VCI 126 LP. Air cushions are to face inwards!
05 The air cushion llm is fastened to the transportation skid (wooden frame) by means of wooden laths.
Overlaps at the face ends and openings for the lifting gear are to be closed by means of PVC scotch
06 tape. In case of engines delivered without oil pan, the overhanging VCI llm between engine and
transport frame is to be folded back upwards before fastening the air cushion llm.
07
ATTENTION:
08 The corrosion protection is only effective if the engine is completely wrapped in VCI llm. The protective
space thus formed around the component can be openend for a short time by slitting the llm, but
09 afterwards it must be closed again with adhesive tape.
10
11 20.2.5 Factory standard N 576-5.2 Suppl. 1 – Information panel for VCI preservation and
inspection
12
An information panel for VCI preservation and inspection will be supplied.
13
Application
14 • Engines with VCI packaging as per factory standard N 576-5.2
15
Description
• This panel provides information on initial preservation and instructions for inspection.
16
• Arranged on the transport frame on each side so as to be easily visible.
17
18
19
20
21
22
23
24

01
20.3 Factory standard N 576-6-1 – Protection period, check, and represervation 02
03
20.3.1 Protection period
04
There will only be an effective corrosion protection of the engine if the delnitions and required work
according to factory standard N 576-6.1 are duly complied with. 05
Normally, the applied corrosion protection is effective for a period of max. 2 years, if the engine or engine
generator set is protected from moisture. 06
After two years represervation must be carried out.
However, depending on the execution of the preservation or local conditions shorter periods may be 07
recommended.
08
20.3.2 Protection check 09
Every 3 months specilc inspections of the engine or engine generator set are to be carried out at delned 10
inspection points.
Any corrosion and existing condensation water are to be removed immediately. 11
12
20.3.3 Represervation as per factory standard N 576-6.1
13
After 2 years represervation must be carried out.
14
15
16
17
18
19
20
21
22
23
24

TRANSPORT, DIMENSIONS AND WEIGHTS
01
02 21.1 Lifting of engines
03
For more information regarding the lifting of the engine, please contact Caterpillar Motoren.
04
05 21.2 Dimensions of main components
06
07
08
1,111
09
362
494
10 ø 618
1,170
11
357
12
728
618
13
14 ø 56
Fig. 21-1 Cylinder head (2D), weight 1,147 kg Fig. 21-2 Cylinder head (3D)
15
16
ø 613
17
335
18 ø 524
19 ø 460
1,271.5
20
21
22
23
24 Fig. 21-3 Cylinder liner (2D), weight 560 kg Fig. 21-4 Cylinder liner (3D)

TRANSPORT, DIMENSIONS AND WEIGHTS
01
02
03
204
04
ø 205
05
06
ø 138 07
1,296
08
1,888
09
10
763
11
12
649 160
13
Fig. 22-5 Connecting rod (2D), weight 560 kg Fig. 22-6 Connecting rod (3D)
14
15
ø 460
16
17
18
404
19
604
20
21
22
23
Fig. 22-7 Piston (2D), weight 230 kg Fig. 22-8 Piston (3D) 24

STANDARD ENGINE ACCEPTANCE TEST RUN
01
02 22.1 Standard acceptance test run
03 The acceptance test run is carried out on the testing bed with customary equipment and auxiliaries using
exclusively MDO and under the respective ambient conditions of the testing bed. During this test run the
04 fuel rack will be blocked at the contractual output value. In case of deviations from the contractual
ambient conditions the fuel consumption will be converted to standard reference conditions.
05 The engine will be run at the following load stages according to the rules of the classilcation societies.
06 Diesel mode
Load [%] Duration [min]
07
Diesel mode
08 25 20
50 20
09 75 20
85 20
10 100 60
110 30
11 Gas mode
25 20
12 50 20
75 20
13
85 20
14 100 60
15 The load stages above can vary according to the requirements of the classilcation societies.
After reaching steady state conditions of pressures and temperatures these will be recorded and
16
registered according to the form sheet of the acceptance test certilcate.
17
Additional functional tests
18 In addition to the acceptance test run the following functional tests will be carried out:
• Governor test
19 • Overspeed test
• Emergency shut-down via minimum oil pressure
20 • Start/stop via central engine control
• Starting trials up to a minimum air pressure of 10 bar
21 • Measurement of crank web demection (cold/warm condition)
22 After the acceptance, main running gear, camshaft drive and timing gear train will be inspected through
the opened covers. Individual inspection of special engine components such as piston or bearings is not
23 intended, because such inspections are carried out by the classilcation societies at intervals on series
engines.
24

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

Pt. 1, Pt. 7, Pt. 5, Ch. 15,
Rules references 04
Ch. 17 Ch. 10 Ch. 1 Sec. 1&2
Parts
Main bearing 1 1 1 1 05
Thrust washer 1 1 1 1
Cylinder liner, complete 1 1 1 1
06
Cylinder head, complete 1 1 1 1
07
Cylinder head, only with valves (w/o injection valve) – – – –
Set of gaskets for one cylinder head – – – – 08
Set bolts and nuts for cylinder head 1/2 1/2 1/2 1/2
Set of exhaust valves for one cylinder head 1 (2)* 2 2 09
Set of intake valves for one cylinder head 1 (1)* 1 1
Starting air valve, complete 1 1 1 1 10
Relief valve, complete 1 1 1 1
Injection valve, complete – – – – 11
Set of injection valves, complete, for one engine 1 1 1 1
12
Set of conrod top & bottom bearing for one cylinder 1 1 1 1
Piston, complete 1 1 1 1 13
Piston, without piston pin + piston rings – – – –
Connecting rod 1 1 1 1 14
Big end bearing – – – –
Gudgeon pin with bushing for one cylinder 1 1 1 1 15
Set of piston rings 1 1 1 1
Fuel injection pump 1 1 1 1 16
Fuel injection piping 1 1 1 1
Set of gaskets and packing for one cylinder 1 1 1 1
17
Exhaust compensators between cylinders 1 – 1 1
18
Turbocharger rotor, complete – (1)* – –
Set of gear wheels – – – – 19
ECU 1 1 1 1
Speed pick up camshaft 1 1 1 1 20
Speed pick up crankshaft 1 1 1 1
DCU 1 – – – 21
Only for electronic speed setting
– – – – 22
Pick up for electronic speed setting
Only if oil mist detector is provided
– – – – 23
Sintered bronze llter (for crankcase monitor)
* Recommendation only
24

ENGINE PARTS
01
02 23.2 Recommended spare parts
03 Classilcation societies ABS DNV LR BV ** RINA **

Pt. 4, Pt. 4, Pt. 5, Pt. A, Pt. A,
04 Rules references Ch. 2 Ch. 1, Ch. 16, Ch. 1, Ch. 1,
Sec. 1 Sec. 5 Sec. 1 Sec. 1 Sec. 1
05 Parts
Main bearing 1 1 1 – –
06 Thrust washer 1 1 1 – –
Cylinder liner, complete 1 – 1 – –
07 Cylinder head, complete 1 – 1 – –
Cylinder head, only with valves (w/o injection valve) – – – – –
08
Set of gaskets for one cylinder head – – – – –
09 Set bolts and nuts for cylinder head 1/2 – 1/2 – –
Set of exhaust valves for one cylinder head 2 2 2 – –
10 Set of intake valves for one cylinder head 1 1 1 – –
Starting air valve, complete 1 1 1 – –
11 Relief valve, complete 1 1 1 – –
Injection valve, complete – – – – –
12 Set of injection valves, complete, for one engine 1 1/2 1 – –
Set of conrod top & bottom bearing for one cylinder 1 1 1 – –
13
Piston, complete 1 – 1 – –
14 Piston, without piston pin + piston rings – – – – –
Connecting rod 1 – 1 – –
15 Big end bearing – – – – –
Gudgeon pin with bushing for one cylinder 1 1 1 – –
16 Set of piston rings 1 1 1 – –
Fuel injection pump 1 1 1 – –
17 Fuel injection piping 1 1 1 – –
Set of gaskets and packing for one cylinder 1 1 1 – –
18 Exhaust compensators between cylinders 1 – 1 – –
Turbocharger rotor, complete – – – – –
19
Set of gear wheels 1 – – – –
20 ECU 1 1 1 1 1
Speed pick up camshaft 1 1 1 1 1
21 Speed pick up crankshaft 1 1 1 1 1
Only for electronic speed setting
– – – – –
22 Pick up for electronic speed setting
Only if oil mist detector is provided
– – – – –
23 Sintered bronze llter (for crankcase monitor)
* Recommendation only / ** Owner‘s responsibility
24

ENGINE PARTS
01
02
Caterpillar recommendation Caterpillar 03

Rules references
Parts 04
Main bearing 1
Thrust washer – 05
Cylinder liner, complete 1
Cylinder head, complete –
06
Cylinder head, only with valves (w/o injection valve) 1
07
Set of gaskets for one cylinder head 1
Set bolts and nuts for cylinder head 1/2 08
Set of exhaust valves for one cylinder head –
Set of intake valves for one cylinder head – 09
Starting air valve, complete –
Relief valve, complete – 10
Injection valve, complete 1
Set of injection valves, complete, for one engine – 11
Set of conrod top & bottom bearing for one cylinder –
12
Piston, complete –
Piston, without piston pin + piston rings 1 13
Connecting rod –
Big end bearing 1 14
Gudgeon pin with bushing for one cylinder –
Set of piston rings 1 15
Fuel injection pump 1
Fuel injection piping 1 16
Set of gaskets and packing for one cylinder –
Exhaust compensators between cylinders 1
17
Turbocharger rotor, complete –
18
Set of gear wheels –
ECU 1 19
Speed pick up camshaft 1
Speed pick up crankshaft 1 20
DCU 1
Gas admission valve 2 21
Ignition injector 2
Cylinder pressure sensor 1 22
Set of dual fuel gaskets 1
Rail pressure sensor 1
23
Gas compensator 1
24
Ignition fuel high pressure pump 1

CATERPILLAR MARINE
01
02 24.1 Gas systems technology – Scope of supply
03 Beside the gas / dual fuel engines itself Caterpillar offers also the whole gas system which is needed to
operate the engine onboard the vessel.
04 Whether on a new building or for a retrolt project, the service can include:
• Gas / dual fuel engines
05 • FEED study (Front End Engineering and Design study)
• A&I engineering
06 • Bunker station
• LNG storage tank
07 • Gas handling system
• Gas and LNG piping
08 • Gas valve unit
• Control & monitoring
09 • Safety systems
The customer can benelt from getting a whole solution from one hand. Supported by our strong dealer and
10 customer support organizations.
11 Ignition fuel
module
Optional Cat
12 Standard gas system
technology
Bunker Cat supply
supply
13 station Ventilation
module Optional Standard
14 Cat supply yard supply
Gas
15 storage Crankcase
tank gas
16 detection
Gas Alarm and

17 handling Exhaust gas monitoring
unit ventilation system
18 module
19 Gas valve
Double Engine Gas handling
walled control system
unit M 46 DF
piping
20
21 Slow turn
device
Power
management
22 system
23 Fuel oil system

MDO/HFO
module
24 Fig. 24-1 Scope of supply M 34 DF Gas systems technology – block diagram

CATERPILLAR MARINE
01
24.2 Caterpillar Propulsion 02
Performance You Can Rely On 03
Caterpillar Propulsion supplies complete, 04
world-leading propulsion systems.
05
Custom-designed and optimized for uptime
and cost-effective operations, our top-of-the-line 06
controllable pitch propellers, thrusters,
control systems, and hubs are all manufactured 07
at our state-of-the-art production facilities
in Sweden and Singapore. 08
Fig. 24-2 Controllable pitch propeller
We are experts in innovative hydrodynamics 09
to ensure heavy-duty, reliable performance for our customers.
10
How we deliver uptime
11
Our guiding principle is to deliver maximum uptime for our customers’ peace-of-mind and proltability.
12
For us, this means using more material to ensure our propulsion systems are built to last even in the most
extreme conditions. And with extreme attention to detail, we study your vessel’s design, the job at hand –
13
anything and everything that affects the hydrodynamics.
14
Using all our expertise, we’re not lnished until the system is as optimized and reliable as possible.
15
Please visit us at catpropulsion.com.
16
17
18
19
20
21
22
Fig. 24-3 Azimuth thrusters Fig. 24-4 Tunnel thrusters Fig. 24-5 Remote control system 23
24

The Power You Need.
The Cat® and MaK™ brands of Caterpillar Marine offer premier high- and medium-speed propulsion, auxiliary, and generator
set solutions, as well as optional dual fuel, diesel-electric, and hybrid system conlgurations. With the launch of Caterpillar
Propulsion our comprehensive and evolving product line gives customers one source for the most extensive engine power range
available, complete propulsion systems, controllable pitch propellers, transverse and azimuth thrusters, and controls. Cat and
MaK products and technologies are proven reliable and are built to last in all marine applications, demonstrating superior
productivity and the lowest lifecycle cost.
The Cat Global Dealer Network, more than 2,200 global service locations strong, ensures that you'll have local expertise, highly-
trained technicians, rapid parts delivery, and the proper equipment and services to keep you working – anytime, anywhere.
Construction, term, or repower lnancing through Cat Financial helps you make Cat and MaK power a reality. With our
knowledge of customer needs, local markets, and legal and regulatory requirements, we've been providing tailored lnancing
solutions and exceeding expectations since our start in 1986.
For more information and to lnd your local dealer, please visit our website: www.cat.com/marine
Visit Cat Financial at: CatPowerFinance.com
Caterpillar Marine
Europe, Africa, Middle East Americas Asia Pacilc
Caterpillar Marine MaK Americas Inc. Caterpillar Marine Trading Caterpillar Marine Asia
A Division of (Shanghai) Co., Ltd. Pacilc Pte Ltd.
Caterpillar Motoren GmbH & Co. KG No. 5 Tukang
Neumühlen 9 3450 Executive Way 25/F, Caterpillar Marine Center Innovation Grove
22763 Hamburg Miramar Park of Commerce 1319, Yan‘an West Road Singapore 618304
Germany Miramar, FL. 33025/USA 200050 Shanghai/P.R. China Republic of Singapore
Phone: +49 40 2380-3000 Phone: +1 954 885 3200 Phone: +86 21 6226 2200 Phone: +65 68287-600
Telefax. +49 40 2380-3535 Telefax: +1 954 885 3131 Telefax: +86 21 6226 4500 Telefax: +65 68287-625
For more information please visit our website: Subject to change without notice. © 2015 Caterpillar All Rights Reserved. Printed in Germany.
cat.com/marine Leamet No. 271 · 12.15 · e · L+S · VM3 CAT, CATERPILLAR, their respective logos, MaK, "Caterpillar Yellow" and the POWER EDGE trade
LEBM0050-00 dress, as well as corporate identity used herein, are trademarks of Caterpillar and may not be
used without permission.
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M 46 DF

PROJECT GUIDE / GENERATOR SET

Edition December 2015 24

Page I / M 46 DF Generator Set / 12.2015

Page II / M 46 DF Generator Set / 12.2015

Page III / M 46 DF Generator Set / 12.2015

Page IV / M 46 DF Generator Set / 12.2015

1.2.2 Description of components ...................................................................................... 3 05

2.3 Lube oil consumption...................................................................................................... 6 10

2.5 Engine dimensions and weight – preliminary............................................................. 11 16

Page V / M 46 DF Generator Set / 12.2015

07 3.4 Load application and recovery behaviour .................................................................. 17

08 3.5 Fuel changeover and recovery behaviour .................................................................. 19

3.6 Derating .......................................................................................................................... 20

14 4.1.2.1 Output 965 kW/Cyl. at 500 rpm – preliminary ............................................ 24

4.1.2.2 Output 965 kW/Cyl. at 514 rpm – preliminary ............................................ 27

20 5.1.3 External fuel oil system ........................................................................................... 32

5.2 HFO operation .................................................................................................................. 41

Page VI / M 46 DF Generator Set / 12.2015

6.2.1 Gas valve unit (GVU) ................................................................................................ 64 06

6.2.6 Exhaust gas ventilation module .............................................................................. 69 12

6.2.7 Crankcase gas detection ......................................................................................... 70 13

Page VII / M 46 DF Generator Set / 12.2015

07 7.5.1 Crankcase ventilation pipe dimensions ................................................................... 80

08 7.5.2 Crankcase ventilation pipe layout ........................................................................... 80

7.5.3 Gas detection sensor ............................................................................................... 80

14 8.2 Water quality requirements ........................................................................................... 81

8.2.1 General .................................................................................................................... 81

20 8.3.2 Drain tank with llling pump .................................................................................... 82

8.3.3 Electric motor driven pumps .................................................................................... 83

Page VIII / M 46 DF Generator Set / 12.2015

8.7 Box coolers system......................................................................................................... 96

8.8 Cooling circuit layout ...................................................................................................... 96 06

9.3.2 Air receiver AT1 / AT2.............................................................................................. 100 12

10.2 Combustion air system design ...................................................................................... 104 18

Page IX / M 46 DF Generator Set / 12.2015

06 11.1.4 Silencer .................................................................................................................... 109

07 11.1.5 Exhaust gas boiler ................................................................................................... 110

11.2 Turbocharger ................................................................................................................... 110

18 13.5 Control cabinet ................................................................................................................ 119

19 13.6 Requirements ................................................................................................................... 120

13.6.1 Requirements on power management system ........................................................ 120

Page X / M 46 DF Generator Set / 12.2015

13.9.3 General information ................................................................................................. 127

15. INSTALLATION AND ARRANGEMENT 12

16.2 Sound levels ..................................................................................................................... 138 18

Page XI / M 46 DF Generator Set / 12.2015

20.1.1 Factory standard N 576-3.3 – Inside preservation .................................................. 145

and inspection ......................................................................................................... 148

Page XII / M 46 DF Generator Set / 12.2015

24.2 Caterpillar Propulsion ..................................................................................................... 157 13

Page XIII / M 46 DF Generator Set / 12.2015

Page 1 / M 46 DF Generator Set / 12.2015

Page 2 / M 46 DF Generator Set / 12.2015

Page 3 / M 46 DF Generator Set / 12.2015

05 Additional advantages are:

Page 4 / M 46 DF Generator Set / 12.2015

Page 5 / M 46 DF Generator Set / 12.2015