Page 1
LEBM0029-02
May 2016
Installation Manual
C4.4 & C7.1 ACERT Marine Genset
SAFETY.CAT.COM
Page 2
Important Safety Information
Most accidents that involve product operation, maintenance and repair are caused by failure to observe basic
safety rules or precautions. An accident can often be avoided by recognizing potentially hazardous situations
before an accident occurs. A person must be alert to potential hazards, including human factors that can affect
safety. This person should also have the necessary training, skills and tools to perform these functions properly.
Improper operation, lubrication, maintenance or repair of this product can be dangerous and could result
in injury or death.
Do not operate or perform any lubrication, maintenance or repair on this product until you verify that you
are authorized to perform this work and have read and understood the operation, lubrication, maintenance
and repair information.
Safety precautions and warnings are provided in this manual and on the product. If these hazard warnings are not
heeded, bodily injury or death could occur to you or to other persons.
The hazards are identied by the “Safety Alert Symbol” and followed by a “Signal Word” such as , “WARNING”,
“Caution”, or ‘‘Note’’. The Safety Alert “WARNING” label is shown below.
WARNING
The meaning of this safety alert symbol is as follows:
Attention! Become Alert! Your Safety is Involved.
The message that appears under the warning explains the hazard and can be either written or pictorially presented.
A non-exhaustive list of operations that may cause product damage are identied by “NOTICE” labels on the
product and in this publication.
Caterpillar cannot anticipate every possible circumstance that might involve a potential hazard. The
warnings in this publication and on the product are, therefore, not all inclusive. You must not use this
product in any manner different from that considered by this manual without rst satisfying yourself
that you have considered all safety rules and precautions applicable to the operation of the product in
the location of use, including site-specic rules and precautions applicable to the work site. If a tool,
procedure, work method or operating technique that is not specically recommended by Caterpillar is
used, you must satisfy yourself that it is safe for you and for others. You should also ensure that you
are authorized to perform this work and that the product will not be damaged or become unsafe by the
operation, lubrication, maintenance or repair procedures that you intend to use.
WARNING
When replacement parts are required for this
product Caterpillar recommends using Cat
replacement parts.
Failure to follow this warning may lead to
premature failures, product damage, personal
injury or death.
The information, specications, and illustrations in this publication are on the basis of information that was available
at the time that the publication was written. The specications, torques, pressures, measurements, adjustments,
illustrations, and other items can change at any time. These changes can affect the service that is given to the
product. Obtain the complete and most current information before you start any job. Cat dealers have the most
current information available.
In the United States, the maintenance, replacement, or repair of the emission control devices and systems
may be performed by any repair establishment or individual of the owner’s choosing.
Page 3
LEBM0029-02
Installation Manual
C4.4 & C7.1 ACERT Marine Genset
Installation Manual
Publication LEBM0029-02,
Published in May 2016 by Caterpillar Marine Power UK Ltd, Wimborne, Dorset, England. BH21 7PW
Tel: +44(0)1202 796000 Fax: +44(0)1202 796001 Email: Wimborne_MPC_post@cat.com
Website: www.Cat.com
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LEBM0029-02
Installation Manual
Introduction
The aim of this publication is to provide information in the form of technical data and installation guidance, enabling
auxiliary engines to be installed in a manor which will ensure safety, reliability and ease of servicing.
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LEBM0029-02
Installation Manual
Contents
Important Safety Information .......................................2
Introduction ..................................................................2
1. Location of Engine Installation
Points ..........................................1
C7.1 Heat Exchanger ..................................................1
Front and Right Side .........................................1
Rear and Left Side ............................................2
C7.1 MCS ....................................................................3
Front and Right Side .........................................3
Rear and Left Side ............................................4
C7.1 Keel Cooling ........................................................5
Front and Right Side .........................................5
Rear and Left Side ............................................6
3. Engine Mounting .......................17
Installation Angles ......................................................17
Engine Base C7.1 ......................................................17
Engine Base C7.1 Radiator .......................................18
Engine Base C4.4 ......................................................18
Engine Base C4.4 Radiator .......................................19
Lifting the Genset Package, Heat Exchanger & Keel
Cooled .......................................................................19
Lifting the Genset Package, Radiator ........................20
Lifting the Engine Only ....................................20
Lifting the Generator Only ...............................21
Power Take-Off (Optional) .........................................21
PTO Fitting Instructions ..................................21
C7.1 Radiator ..............................................................7
Front and Right Side .........................................7
Rear and Left Side ............................................8
C4.4 Heat Exchanger ..................................................9
Front and Right Side .........................................9
Rear and Left Side ..........................................10
C4.4 Keel Cooled, Duplex and MCS .........................11
Front and Right Side ....................................... 11
Rear and Left Side ..........................................12
C4.4 Radiator ............................................................13
Front and Right Side .......................................13
Rear and Left Side ..........................................14
2. Introduction ..............................15
Provision for Power Take-Off ..........................22
Belt Driven ..................................................22
Axial Driven ................................................23
Polar Diagram ............................................................24
Air Starter (Optional) ..................................................25
4. Genset Room Ventilation ..........27
General Principles of Air Ventilation ..........................27
Ventilation Airow ............................................28
Calculating Required Ventilation Airow ....28
Crankcase Breather ...................................................28
5. Exhaust Systems ......................29
Ratings .....................................................................15
Rating Conditions .....................................................15
General Comments On Load Conditions ..................15
Dry Systems ..............................................................29
Exhaust Support ........................................................29
Exhaust Support Limits ...................................30
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LEBM0029-02
Installation Manual
Silencer ......................................................................30
Silencer Selection ...........................................30
Exhaust System Back Pressure ................................30
6. Fuel Systems ............................31
Fuel Connections .......................................................31
Fuel Feed and Return .....................................31
Low Pressure Fuel System .............................31
Fuel Tanks .................................................................31
Typical Fuel Systems .................................................31
Fuel Systems With Day Tanks ...................................33
Multiple Fuel Tanks ....................................................34
7. Engine Cooling System ............35
Air Flow Measurements .............................43
Power Variability .............................................44
8. Electrical System ......................47
Electrolytic Corrosion .................................................47
Denition of Galvanic and Electrolytic
Corrosion. .......................................................47
Avoiding Electrolytic Corrosion .......................47
Engine Electrical System ...........................................48
Control Panels ................................................48
Converter (If Fitted) .........................................49
Connection Layouts ...................................................50
Secondary Panels, Connection (MCS) ...........51
End Resistor ...............................................52
Engine Cooling ..........................................................35
Cooling Flow Diagrams .............................................35
Fresh Water ....................................................35
Raw Water ......................................................35
Keel Cooling ....................................................35
Radiator ..........................................................36
Air Flow ...........................................................36
Fresh Water System ..................................................37
Raw Water Systems ..................................................37
Seawater Strainers ........................................37
Keel Cooling or Skin Cooling .....................................38
Sizing the Coolers .....................................................38
Heat Rejection Data ..................................................38
CAN ID Conguration ................................52
EMCP 4.2 Panel ............................................52
MCS 3 Panel ...................................................52
Fault Codes .....................................................54
Battery and Starter Cables ........................................54
Starter Batteries ..............................................54
Starter Cables .................................................55
Starter Motor and Control System
Connection .........................................................55
Battery Isolator Switches ................................55
Battery Cables ................................................55
Battery and Starter Connections ................55
Generator Lead Connections - up to July 2016 ..
........................................................................56
De-Aeration ...............................................................39
Engine Bleed (Vents) .................................................39
Expansion Tank .........................................................40
Remote Expansion Tank ............................................40
Radiator Cooling: .......................................................42
Lead Numbering .........................................56
Generator Lead Connections - After July 2016 ...
........................................................................57
Lead Numbering .........................................57
Grounding the Frame ......................................58
Neutral Connections .......................................58
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LEBM0029-02
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Single Units .....................................................58
Multiple Units ..................................................58
Parallel to Utility ..............................................58
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LEBM0029-02
Installation Manual
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1 LEBM0029-02
Installation Manual
1. Location of Engine
Installation Points
C7.1 Heat Exchanger
Front and Right Side
1 Coolant ller cap.
2 Header tank.
3 Raw water inlet.
4 Fresh water drain point.
5 Excess fuel return.
6 Lifting point, entire package.
7 Secondary fuel lter.
8 Primary fuel lter.
9 Main key.
10 Customer connect.
11 Lifting point, entire package.
12 Fuel inlet.
13 Air intake
14 Crankcase breather.
15 Raw water outlet.
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Rear and Left Side
16 Generator lifting eye, outer.
17 Lifting point, entire package.
18 Starter.
19 Engine oil drain.
20 Oil lter.
21 Lifting point, entire package.
22 Alternator.
23 Exhaust connection.
24 Dipstick.
25 Control panel.
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Installation Manual
C7.1 MCS
Front and Right Side
1 Coolant ller cap.
2 Header tank.
3 Raw water inlet.
4 Fresh water drain point.
5 Excess fuel return.
6 Lifting point, entire package.
7 Secondary fuel lter, (duplex).
8 Primary fuel lter, (duplex).
9 Main key.
10 Customer connect.
11 Lifting point, entire package.
12 Fuel inlet.
13 Air intake
14 Crankcase breather.
15 Raw water outlet.
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Rear and Left Side
16 Generator lifting eye, outer.
17 Lifting point, entire package.
18 Engine oil drain valve.
19 Starter.
20 Oil lter, (duplex).
21 Lifting point, entire package.
22 Alternator.
23 Diptsick.
24 Exhaust connection.
25 Control panel.
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C7.1 Keel Cooling
Front and Right Side
1 Fresh water outlet.
2 Fresh water inlet.
3 Lifting point, entire package.
4 Secondary fuel lter.
5 Primary fuel lter.
6 Customer connect.
7 Main key.
8 Fuel inlet.
9 After cooler water inlet.
10 After cooler water outlet.
11 Air intake.
12 Crankcase breather.
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Rear and Left Side
13 Generator lifting eye, outer.
14 Lifting point, entire package.
15 Engine oil drain valve.
16 Starter.
17 Oil lter.
18 Lifting point, entire package.
19 Alternator.
20 Exhaust connection.
21 Dipstick.
22 Control panel.
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C7.1 Radiator
Front and Right Side
1 Drag holes, 4 off.
2 Lifting point, entire package.
3 Secondary fuel lter.
4 Primary fuel lter.
5 Customer connect.
6 Main key.
7 Fuel inlet.
8 Air intake.
9 Crankcase breather.
10 Radiator.
11 Coolant ller cap.
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Installation Manual
Rear and Left Side
12 Generator lifting eye, outer.
13 Lifting point, entire package.
14 Engine oil drain valve.
15 Starter.
16 Oil lter
17 Dipstick.
18 Alternator.
19 Cooling fan.
20 Turbocharger.
21 Service indicator.
22 Emergency stop
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C4.4 Heat Exchanger
Front and Right Side
1 Coolant ller cap.
2 Header tank.
3 Raw water inlet.
4 Fresh water drain point.
5 Excess fuel return.
6 Fuel feed.
7 Lifting point, entire package.
8 Duplex secondary fuel lter.
9 Duplex primary fuel lter.
10 Main key.
11 Customer connect.
12 Lifting point, entire package.
13 Air intake
14 Crankcase breather.
15 Raw water outlet.
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Rear and Left Side
16 Generator lifting eye, outer.
17 Lifting point, entire package.
18 Starter.
19 Duplex Oil lters.
20 Lifting point, entire package.
21 Alternator.
22 Exhaust connection.
23 Control panel.
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11 LEBM0029-02
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C4.4 Keel Cooled, Duplex and
MCS
Front and Right Side
1 Fresh water outlet.
2 Fresh water inlet.
3 Excess fuel return.
4 Fuel feed
5 Lifting point, entire package.
6 Secondary fuel lter.
7 Primary fuel lter.
8 Main key.
9 Customer connect.
10 Lifting point, entire package.
11 Air intake.
12 Crankcase breather.
13 Turbocharger.
14 Exhaust.
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LEBM0029-02 12
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Rear and Left Side
15 Generator lifting eye, outer.
16 Lifting point, entire package.
17 Starter.
18 Engine oil drain valve.
19 Oil lter.
20 Lifting point, entire package.
21 Alternator.
22 Air cleaner indicator.
23 Control panel.
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C4.4 Radiator
Front and Right Side
1 Drag holes, 4 off.
2 Secondary fuel lter.
3 Primary fuel lter.
4 Customer connect.
5 Main key.
6 Air intake.
7 Crankcase breather.
8 Radiator.
9 Coolant ller cap.
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Rear and Left Side
10 Generator lifting eye, outer.
11 Engine oil drain valve.
12 Starter.
13 Oil lter
14 Alternator.
15 Cooling fan.
16 Turbocharger.
17 Service indicator.
18 Emergency stop
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2. Introduction
Ratings
The most fundamental factor governing the correct
sizing of a Genset is the power rating required. By
considering the electrical load likely to be applied to
the a.c. generator, the user can estimate the required
power rating. This is usually done by adding together
the kW ratings of the individual parts of the load to
arrive at a total kW power rating gure.
Initially, every possible load should be included. In
addition, an allowance for future growth typically
between 15% and 20% is common practice. This total
kW power rating can now be checked with standard
published output for the standard range of Genset
packages. For standby or emergency service, only
the essential loads need to be included.
Having established the power requirement and
possible Genset size we now need to look at the
specic supply details, environmental conditions and
performance criteria required when supplying this
particular load. This next stage will ‘ne tune’ things
to ensure that exactly the right size of machine is
chosen for the application.
It should be noted that standard published output
lists, usually quote a kVA rating as well as a kW
power rating, and in relating these a power factor of
0.8 lagging is assumed:
i.e., kW = 0.8 x kVA
Rating Conditions
The engine ratings are determined at the ISO 3046-1
standard reference conditions, 25°C air temperature,
barometric pressure 100 kPa, and 30% relative
humidity. Gensets are capable of producing their
rated electrical output at IACS ambient reference
conditions of 45°C air temperature, barometric
pressure 100 kPa, and 60% relative humidity. If the
engine is to operate in ambient conditions other than
the reference conditions then suitable adjustments
must be made to the expected power output.
General Comments On Load
Conditions
The majority of a.c. generator applications are in
supplying electricity to standard loads such as
lighting, heating, ventilation and an innite variety of
motor drives.
In arriving at a total load gure it is always wise to
select the standard rating larger than that estimated.
This is despite the fact that it is unlikely that all
the loads will not be operating at the same time
and hence a smaller machine may be considered.
However, future operating conditions and future
growth are very difcult to estimate. An allowance
of 15% to 20% excess capacity designed into a set
is a small price to pay compared with the cost of
a completely new larger unit that may be required
to drive additional loads in a few years’ time. The
exceptions are Gensets solely for emergency service,
when only the essential loads need be included.
There are two basic conditions to check when sizing
GenSets. The steady state condition, which is mainly
concerned with normal operation of the generator
within temperature rise limits; and the transient
condition, which examines voltage deviations
when suddenly applying high current loads (e.g.
during motor starting). It is essential that both these
conditions be checked, as a rating sufcient for the
steady state condition is often not large enough to
meet motor starting or voltage dip requirements.
It is the nature of the applied load that dictates
the system power factor. Loads that operate at or
very close to unity (1.0) power factory include most
forms of lighting, rectier and thyristor type loads;
in fact any load which does not include an induction
coil (motor). Generally, all domestic loads can be
considered as unity power factor since any motors
(washing machine, refrigerator, etc.) represent only
a small part of the load, being normally fractional
horsepower motors.
For all remaining load types, some knowledge of
operating power factor is required, which for motors
depends a great deal on their size and power rating.
When considering motor loads, design data should
be sought from the motor manufacturer.
In order for a motor to start to rotate, the magnetic
eld of the motor must be built up to create sufcient
torque. During the starting period, a very large
current is demanded from the power source. This is
known as starting or locked rotor current. The level of
starting current can vary greatly depending upon the
motor design. Six times motor full load current can
be considered a usual starting current for most three
phase motors. In applying this level of load to an a.c.
generator, the output voltage disruption may be quite
severe. Momentary transient voltage dips in excess of
40% are possible. Consequent effects of this on other
connected loads may be experienced. For example,
lighting may dim or even go out altogether; and
motors may stop due to insufcient holding voltage on
the control contactor coils or release of under voltage
protection relays. Therefore, for most applications a
maximum voltage dip ought to be specied. Generally
the maximum voltage dip should not exceed 30% and
in the absence of any prescribed limit this is the gure
normally assumed.
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17 LEBM0029-02
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3. Engine Mounting
Caution: There must be sufcient space around
the engine to avoid any contact with any
surrounding vessel structure to avoid damage.
Caution: Do not exceed the minimum and
maximum installation angles quoted in this
installation manual.
Caution: Any mounts supplied by the end
user must comply with the manufacturers
specications.
Caution: Where the genset is mounted must be of
sound and strong construction so as not to put
additional stress and vibration on the unit and
vessel.
Installation Angles
These engines are intended to be mounted so that
the cylinders are vertical, when viewed from ahead
or astern as in (A). Maximum continuous angle of
operation is 25O and 30O intermittent in any direction.
Engine Base C7.1
1 509 mm.
2 896 mm.
3 212 mm.
4 22 mm diameter.
The engine base should be securely mounted to the
surface using appropriate hardware in such a way
that it is safe from vibration. Typically this would be
on rails or on a secured structural base.
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LEBM0029-02 18
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Figure (C) shows the base for the heat exchanger
and keel cooled units. with the dimensions for the
securing hardware.
Engine Base C7.1 Radiator
Engine Base C4.4
1 400 mm.
1 1050 mm.
2 896 mm.
3 126 mm.
4 22 mm diameter.
The engine base should be securely mounted to the
surface using appropriate hardware in such a way
that it is safe from vibration. Typically this would be
on rails or on a secured structural base.
Figure (D) shows the base for the radiator cooled
units. with the dimensions for the securing hardware.
2 476.5 mm.
3 896 mm.
4 200 mm.
5 22 mm diameter.
The engine base should be securely mounted to the
surface using appropriate hardware in such a way
that it is safe from vibration. Typically this would be
on rails or on a secured structural base.
Figure (E) shows the base for the heat exchanger
and keel cooled units. with the dimensions for the
securing hardware.
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Engine Base C4.4 Radiator
1 765 mm.
2 660 mm.
3 340 mm.
4 18 mm diameter.
The engine base should be securely mounted to the
surface using appropriate hardware in such a way
that it is safe from vibration. Typically this would be
on rails or on a secured structural base.
Figure (F) shows the base for the radiator cooled
units. with the dimensions for the securing hardware.
Lifting the Genset Package,
Heat Exchanger & Keel Cooled
Caution: Do not use the lifting eyes located on the
generator or the engine to lift the whole assembly
as damage may occur and invalidate warranty.
C7.1 is shown, C4.4 is similar.
Lifting points have been provided (G1) on the base
rails of the generator set for lifting the entire package.
Caution: Only use the lifting eyes on the engine to
lift the engine when separated from the generator.
Caution: Only use the lifting eyes on the
generator to lift the generator when it has been
removed from the engine.
Caution: Care must be taken when lifting the
genset package when using strops as damage
may occur if the pathway for the strops is too
close to parts of the engine prone to damage.
Lifting the engine and the generator together requires
special equipment and procedures.
Lifting strops and spreader bars must be used to lift
the entire package using (G1).
The arrangement must be capable of lifting 2,000
kg (4,400 lbs) and care must be taken not to let the
package tilt anymore than 5
If in any doubt, please consult your Cat dealer for
information regarding xtures for proper lifting of your
complete package.
O
as shown in (H).
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LEBM0029-02 20
Installation Manual
Lifting the Genset Package,
Radiator
Caution: Do not use the lifting eyes located
on the generator or the engine to lift the whole
assembly as damage may occur and invalidate
warranty.
Caution: Only use the lifting eyes on the engine
to lift the engine when separated from the
generator.
Caution: Only use the lifting eyes on the
generator to lift the generator when it has been
removed from the engine.
Caution: Care must be taken when lifting the
genset package when using strops as damage
may occur if the pathway for the strops is too
close to parts of the engine prone to damage.
Lifting points have been provided (I1) on the base
rails of the generator set for lifting the entire package.
Lifting the engine and the generator together requires
special equipment and procedures.
Lifting strops and spreader bars must be used to lift
the entire package using (I1).
The arrangement must be capable of lifting 3,000
kg (6,607 lbs) and care must be taken not to let the
package tilt anymore than 5
If in any doubt, please consult your Cat dealer for
information regarding xtures for proper lifting of your
complete package.
O
as shown in (J).
Lifting the Engine Only
C7.1 is shown, C4.4 is similar.
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21 LEBM0029-02
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Note: Ensure that the generator is adequately
supported, when lifting the engine only.
To lift the engine only, once separated from the
generator, use the lifting eyes as shown in (K1).
These lifting eyes have blanking plates tted (K2),
which must rst be removed. Reinstate these
blanking plates after use.
Lifting the Generator Only
2 Lifting Eyes Version
4 Lifting Eyes Version
Note: Ensure that the engine is adequately
supported, when lifting the generator only.
Note: Ensure that the engine is adequately
supported, when lifting the generator only.
To lift the generator only, once separated from the
engine, use the lifting eyes as shown in (L1).
These lifting eyes have blanking plates tted (L2),
which must rst be removed. Reinstate these
blanking plates after use.
To lift the generator only, once separated from the
engine, use the lifting eyes as shown in (M1).
These lifting eyes have blanking plates tted (M2),
which must rst be removed. Reinstate these
blanking plates after use.
Power Take-Off (Optional)
PTO Fitting Instructions
WARNING
For safety reasons, all moving parts should be
shielded by a guard.
Caution: Load should be applied gradually, not
suddenly. Maximum load is 100%.
Note: Fitting the PTO should be undertaken by a
qualied marine engineer.
Note: Remove all traces of paint from the mating
faces before assembly.
Note: It is recommended that a TVA (Torsional
Vibration Analysis) is carried out on all equipment that
is expected to run on the PTO.
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LEBM0029-02 22
Installation Manual
Caution: Suitable material must be used to make
a support frame bearing in mind the weight and
type of equipment to be utilised.
Caution: It is strongly recommended that
crankshaft axial and belt driven loads are
analysed, and it is advisable to carry out a
full TVA (Torsional Vibration Analysis) on any
additional driven loads.
PTO’s are used predominately to drive auxiliary
equipment such as refrigerators, water makers,
additional alternators and hydraulic winch motors for
example.
The way in which the additional machinery is
mounted is important in order to avoid stress to the
genset and vessel.
C7.1 is shown, C4.4 is similar.
1 M12 bolts, tighten to 115 Nm
2 PTO shaft.
3 Key.
4 Rear face of the engine block to the end of
the PTO is 1135 mm on the C7.1
4 Rear face of the engine block to the end of
the PTO is 762 mm on the C4.4
Belt Driven
Caution: Additional inertia must not be added to
the PTO shaft without specialist advice. Consult
your distributor if you need advice about nonstandard drive arrangements.
Note: Maximum recommended offtake 2 kW per belt.
Note: Multiple belt driven accessories, should as far
as possible, be distributed evenly on either side of the
engine to minimise side loads
Note: If you are in any doubt, please contact your
distributor.
Note: The frame shown is not a factory option.
Provision for Power Take-Off
Caution: Care must be taken when mounting
additional machinery to avoid stress and
vibration.
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C7.1 is shown, C4.4 is similar.
Illustration (P) shows how mounting the machinery
to the hull will create excessive vibration which could
lead to damage of the genset or vessel.
The arrangement shown in (Q) should be adopted
with a suitable frame mounted on the engine and not
the genset base to support the additional equipment.
Illustration (R) shows a taper lock drive for belt
driven PTO arrangements.
Five inch ‘A’ section pulley with 3 grooves (R1) and
ve inch ‘B’ section pulley with 2 grooves (R2) are
recommended, secured in place by taper locks (R3).
In this case, the maximum power which can be taken
will be limited by the belts and it will be necessary to
calculate for marginal applications.
A suggested frame is shown in (S), which shows a
typical arrangement which is not a factory option.
The frame has been bolted between the engine and
mounts in place of the engine feet with a platform to
secure the equipment.
Axial Driven
Caution: Additional inertia must not be added to
the PTO shaft without specialist advice. Consult
your distributor if you need advice about nonstandard drive arrangements.
Caution: If the genset utilises exible mounts,
careful attention is required to prevent strain on
the crankshaft nose.
Note: The frame shown is not a factory option.
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generates a bending moment on the front of the
crankshaft. Excessive bending moments can cause
issues excessive stresses on the crankshaft.
The diagram shows the maximum radial load that can
be applied to the crankshaft by a belt driven device
(viewed from the front of the engine). The radial
load is taken at the main crankshaft pulley location
(103mm from front face of cylinder block) and is
measured in N. Loads taken from an auxiliary pulley
(mounted forwards of the standard crankshaft pulley)
should be scaled using moments taken from the front
face of the cylinder block.
A standard 8 rib belt drive arrangement (powering a
fan, alternator, etc) applies a maximum load of 2kN
in a vertical (0°) direction onto the crankshaft pulley
(103mm from front face of cylinder block).
A heavy duty 12 rib belt drive arrangement (powering
a fan, alternator, etc) applies a maximum load of 4kN
in a vertical (0°) direction onto the crankshaft pulley
(110mm from front face of cylinder block).
C7.1 is shown, C4.4 is similar.
A tyre type coupling should be used as shown in (T)
and this prevents strain on the crankshaft nose.
1 Taper lock anges.
The load needs to be taken into consideration if the
engine takes a belt drive arrangement.
2 Flexible tyre.
3 Taper lock.
A suggested frame is shown in (U), which has been
bolted between the engine and mounts in place
of the engine feet. This illustration shows a typical
arrangement and is not a factory option.
Polar Diagram
It is possible to take power from the front crankshaft
pulley via belts, chains, etc. This type of PTO
Page 33
25 LEBM0029-02
Installation Manual
Air Starter (Optional)
Caution: Turbine air starters are sensitive to ow
restrictions and require unrestricted pipe work.
Ensure that all hoses and ttings have a bore of
at least 25 mm (1”) diameter and that one size is
maintained throughout the installation.
4 Pressure gauge.
5 Supply line, 25 mm (1”) minimum bore.
The air supply to the starter needs to be 1” BSP (W1)
to connect to the air feed which has a maximum
pressure of 8 bar and a minimum of 5.5 bar.
Flow Rates/Consumption
@ 5.5 bar 0.2 m
@ 8.0 bar 0.29 m
3
/s
3
/s
The working pressure rating of the hoses and
ttings must match the starter working pressure
and be rated above the maximum possible
pressure that the system can achieve. The
use of elbows should be kept to a minimum.
C7.1 is shown, C4.4 is similar.
Figure (V) shows the optional air starter (V1).
The graph shows the power and torque curves for the
air starter.
1 Pinion speed (rpm).
2 Torque (Nm).
3 Power (kW).
4 Torque at 8 bar.
5 Torque at 5.5 bar.
6 Power at 8 bar.
7 Power at 5.5 bar.
Figure (W) shows the main elements and
connections.
1 1” BSP tting.
2 Electronic relay valve.
3 Air reservoir.
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LEBM0029-02 26
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Page 35
27 LEBM0029-02
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4. Genset Room Ventilation
Note: This is in addition to the ventilation needs of
the main propulsion gensets. Operating in ambient
temperatures above 50OC (122OF) there will be a
noticeable reduction in power.
Note: Cross sectional area of air ow path must not
be too small.
Note: Ensure that there is sufcient space at the front
and rear of the enclosure for the inlet and outlet air
ducts.
Note: maximum engine compartment depression is 5
kPa.
General Principles of Air
Ventilation
the sources of heat as practical and as low as
possible.
• Ventilation air should be exhausted from the
engine room at the highest point possible,
preferably directly over the engine.
• Ventilation air inlets and outlets should be
positioned to prevent exhaust air from being
drawn into the ventilation inlets (recirculation).
• Ventilation air inlets and outlets should be
positioned to prevent pockets of stagnant or re
circulating air, especially in the vicinity of the
generator air inlet.
• Where possible, individual exhaust suction
points should be located directly above the
primary heat sources. This will remove heat
before it has a chance to mix with engine room
air and raise the average temperature. It must
be noted that this practice will also require that
ventilation supply air be properly distributed
around the primary heat sources.
• Avoid ventilation air supply ducts that blow cool
air directly toward hot engine components. This
mixes the hottest air in the engine room with
incoming cool air, raising the average engine
room temperature. This also leaves areas of the
engine room with no appreciable ventilation.
Figure (A) shows a typical installation.
1 Exhaust fan.
2 Intake air.
3 Intake louvres.
Correct ventilation air routing is vital for proper
operation of Cat engines and packaged units.
Maintaining recommended air temperatures in the
engine room is impossible without proper routing of
the ventilation air. The following principles should
be considered when designing an engine room
ventilation system.
• Fresh air inlets should be located as far from
• For installations where engines draw
combustion air from inside the engine room,
the routing should provide the coolest possible
combustion air to the turbocharger inlets.
• For marine and offshore applications, the
potential exists for seawater to be drawn into
the ventilation air supply; systems for these
applications must be designed to prevent
seawater from being drawn into the air intake
lters and ingested by the turbocharger.
Generator cooling air must also be ltered to
minimize the ingestion of salt.
These general routing principles, while driven by the
same basic principles of heat transfer, will vary with
the specic application. This section discusses the
general considerations relating to single and dual
engine applications, multiple engine (3+) applications,
and several special applications.
The genset room must be ventilated for two reasons:
• To supply the genset with air for combustion.
• To provide a ow of air through the genset room
to prevent an excessive temperature build up,
which may cause components such as the
alternator to overheat.
With an effective ventilation system the genset air
intake temperature will be no more than 10
than the outside air temperature.
O
C higher
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LEBM0029-02 28
Installation Manual
Ventilation Airow
Required ventilation airow depends on the desired
engine room air temperature as well as the cooling
air and combustion air requirements. While it is
understood that total engine room ventilation air ow
must take all equipment and machinery into account,
the following sections provide a means for estimating
the air ow required for successful operation.
For generator sets, the combined heat radiated
from the engine and heat rejected by the alternator
must be used to correctly calculate the ventilation
requirements. Both engine and alternator heat
rejections can be found on TMI, or contact your
local Caterpillar dealer for more information. Engine
radiated heat does not include any heat radiated from
the exhaust system. In practice additional radiated
heat may be present in the engine room from the
exhaust system and other equipment. This should be
accounted for when designing the ventilation system.
Calculating Required Ventilation Airow
Engine room ventilation air required for Cat engines
and packages can be estimated by the following
formula:
In these circumstances genset room ventilation fans
are benecial, preferably arranged to exhaust air from
over the genset.
Crankcase Breather
The breather hose helps to vent the vapours created
in the engine.
The breather hose from the breather canister must
be piped to a position, either overboard via a suitable
oil trap,or as an option, to under the air cleaner cap
depending on installation suitability and access.
Care should be taken to ensure that no excessive
loops are created in any additional lengths of
pipework.
H
V =
[
D x Cp x ∆T
Where:
V = Ventilating air (m
H = Heat radiation i.e. engine, generator, and exhaust
system (kW), (Btu/min)
D = Density of air at air temperature 38°C (100°F).
The density is equal to 1.099 kg/m
Cp = Specic heat of air (0.017 kW x min/kg x
(0.24 Btu/LBS/OF)
∆T = Permissible temperature rise in engine room
O
(
C), (OF) Typically 10OC is permissible (Ensure
however that the maximum engine room temperature
is not exceeded in high temperature climates).
The air entry vents should be situated where spray is
not likely to enter them and some form of water trap
is desirable. Preferably the air ducts should reach the
genset compartment at the sides of the hull so that
water will fall into the bilge.
3
/min), (cfm)
Combustion Air
+
3
(0.071 Ib/ft3)
]
O
C),
When the gensets are shut down after a run at high
output in high ambient temperature conditions, it will
be found that very high air temperatures will build
up in the genset compartment. In boats with open
cockpits, this is usually of no real consequence
however if the gensets are mounted below a wheel
house, then unpleasantly warm conditions may result.
Page 37
29 LEBM0029-02
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5. Exhaust Systems
The exhaust system should conduct exhaust
gases from the engine to the atmosphere with
acceptable back pressure at the same time
reducing exhaust noise to the minimum, avoiding
gas leaks and excessive surface temperatures
while accommodating engine movement on exible
mounts.
Dry Systems
Caution: The remainder of the exhaust system
should be well insulated to avoid re risk.
Caution : Bellows should be in an unstrained
condition when installed, so that the full bellows
movement is available to absorb expansion and
engine movement.
required to accommodate movements that do not
involve twisting the ends of the bellows relative to
each other. Fitting a second bellows 90 degrees
to the other one will achieve this. The bellows and
elbows should be covered with re blankets (A2).
If there is a long exhaust run which gains height as it
leaves the exhaust manifold, it may be necessary to
incorporate a trap to collect condensate and allow it
to be drained.
Model Minimum internal bore diameter of
the exhaust pipe
C7.1 102 mm (4 ins)
C4.4 70 mm (2.75 ins)
Exhaust Support
Caution: Rigid brackets should not be used
C7.1 is shown, C4.4 is similar.
Dry exhaust systems are most commonly used
with engines which are keel cooled and are used
for environmental reasons in some areas. This
arrangement is particularly useful for commercial or
pleasure craft operating in heavily silted water with
debris and with radiator cooled engines.
Dry exhaust systems for marine installations need
careful design to minimise the disadvantages of
enclosing components that are at a high temperature
in conned spaces. A typical system is shown in (A).
The rst part of a dry system should include exible
connections (A1) to permit movement between the
engine and the xed part of the exhaust. Connections
of the stainless steel bellows type are suitable, but
care must be taken to ensure that they are only
The weight of the exhaust system should be
supported by brackets and not carried by the bellows,
as shown in (B).
1 Bracket with link to allow movement due to
expansion in the exhaust system (horizontal
exhaust systems should be suspended from
the deck head using similar brackets).
2 Insulating lagging.
3 Rigid bracket to support the weight of the
vertical exhaust system.
4 Heat blanket.
5 Twin stainless steel bellows tted to avoid
torsional load on bellows unit - it is strongly
recommended that twin bellows are used.
O
6 90
elbow.
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LEBM0029-02 30
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Exhaust Support Limits
Installation limits of exible exhaust ttings -
Bellows type
Bellows
diameter
5 & 6 in. 1.00 0.04 2.00 0.08
Maximum offset
between anges
mm inches mm inches
Maximum
extension from
free length
Silencer
Exhaust noise is one of the principal noise sources of
any engine installation. The purpose of the silencer
is to reduce the noise of the exhaust before it is
released to the atmosphere.
Exhaust noise arises from the intermittent release of
high pressure exhaust gas from the engine cylinders,
causing strong gas pressure uctuations in the
exhaust system. This leads not only to discharge
noise at the exhaust outlet, but also to noise
radiation from exhaust pipe and silencer surfaces.
A well designed and matched exhaust system will
signicantly reduce noise from these sources. The
silencer makes a major contribution to exhaust noise
reduction.
Excessive noise is objectionable in most applications.
The required degree of silencing depends on factors
such as the application type, whether it is stationary
or mobile and whether there are any legal regulations
regarding noise emission. For example, excessive
noise is objectionable in a hospital or residential area
but may well be acceptable at an isolated pumping
station.
Silencer Selection
Exhaust System Back
Pressure
Excessive exhaust restriction can adversely affect
performance, resulting in reduced power and
increased fuel consumption, exhaust temperatures
and emissions. It will also reduce exhaust valve and
turbocharger life.
It is imperative that exhaust back pressure is kept
within specied limits for those engines subject to
emissions legislation. When designing an exhaust
system, the design target for back pressure should be
half the maximum allowable system back pressure.
To ensure compliance, exhaust system back
pressure must be veried to be within the Caterpillar
EPA declared maximum value for the engine
conguration and rating. Values can be found in the
“Systems Data” listed in the Cat Technical Marketing
Information (TMI) system, or contact your local
Caterpillar dealer for more information.
Back pressure includes restrictions due to pipe
size, silencer, system conguration, rain cap and
other exhaust-related components. Excessive back
pressure is commonly caused by one or more of the
following factors:
• Exhaust pipe diameter too small.
• Excessive number of sharp bends in the
system.
• Exhaust pipe too long.
• Silencer resistance too high.
1/8” BSP x M14 x 1.5 tappings are located in the dry
exhaust outlet elbow for measuring exhaust back
pressure.
The silencer is generally the largest single contributor
to exhaust back-pressure. Therefore, required noise
reduction and permissible back-pressure must be
considered when selecting a silencer. Application
type, available space, cost and appearance may also
need to be taken into account.
Exhaust outlets should be arranged to keep water
from entering the piping system. Rain caps forced
open by exhaust pressure will accomplish this;
however, they will also introduce additional back
pressure into the system and should be carefully
evaluated.
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6. Fuel Systems
Fuel Connections
Caution: Ensure that exible fuel hose routing
avoids coming into contact with parts of the
engine which can lead to abrasion of the hose.
A common reason for service problems with
fuel systems is the use of poor or incompatible
connectors, where the pressure tightness depends
upon the use of sealing compounds, hose clamps,
bre washers trapped between inadequate and
unmachined faces, or compression ttings which
have been over-tightened to the point where they no
longer seal.
Cleanliness during initial assembly is also of vital
importance, particularly when fuel tanks are installed,
as glass bres and other rubbish may enter tanks
through uncovered apertures.
It is strongly recommended that the exible fuel pipes
available as an option with the engine are used,
which are as follows:
Fuel Feed and Return
Standard Fuel Feed
• 11/16” ‘O’ Ring Faced Seal (ORFS).
• A vent pipe should be tted, again in such a way
as to avoid the entry of water.
• The tank should have a sump or angled bottom
with a drain tap so that water and sediment can
be removed. (This is not always possible).
• Stop cocks can be tted where necessary.
• Internal bafes may be required to prevent fuel
surge.
• The tank should have a removable panel to
simplify cleaning.
• The fuel pipe work should be as simple as
possible with the minimum of valves and cross
connections, so that obscure fuel feed problems
are minimised.
• A fuel sedimenter (water separator) is required
in the fuel system between the fuel tank and the
engine mounted lift pump. To avoid problems
when venting air after draining the sedimenter, it
should preferably be installed below the normal
minimum level of fuel in the fuel tank. (This is
not always possible!).
• The tank should have at least two connections;
a fuel feed connection, and a fuel return
connection. Whenever possible a tank should
only supply one engine, but in any case each
engine should have its own fuel pipes, from tank
to engine.
Standard Fuel Return
• 11/16” ‘O’ Ring Faced Seal (ORFS).
Optional Fuel Feed
• 11/16” ‘O’ Ring Faced Seal (ORFS), straight
female swivel connector.
Optional Fuel Return
• 11/16” ‘O’ Ring Faced Seal (ORFS), straight
female swivel connector.
Low Pressure Fuel System
The fuel lift pump should be no more than 2 metres
above the minimum fuel level in the tank or 2 metres
below the maximum fuel level in the tank.
Fuel Tanks
The more simple the fuel system, the better it will
perform in service.
• The ller neck should be raised so that water
will not enter when lling.
• The ller cap should seal effectively to prevent
water entering when under way.
Typical Fuel Systems
1 Fuel tank.
2 Water separator/pre lter.
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LEBM0029-02 32
Installation Manual
3 Main fuel feed.
4 Fuel return.
5 Drain point.
6 Stop cock.
From the tank the main engine feed line (B2) goes
rst to a water separator (B3), preferably one
tted with either a thick clear plastic bottom or in
accordance with marine societies requirements.and a
drain cock (use only if allowed by local regulations).
The fuel lines may be of metal or seamless steel
tubing used either with compression ttings or
preferably soldered nipples, with a exible armoured
rubber hose to connect to the fuel lift pump.
Stop cocks (B6) may also be tted where necessary.
This simple fuel system is satisfactory when one or
more engines are run from a single fuel tank, and
it may also be used when there are two tanks each
supplying one engine. In the latter case the system
may include a cross connection between the tanks by
means of a balancing pipe with a valve at each end.
In some installations cross connecting pipes between
the two engine feed pipes and the two engine return
pipes have been used, but valves are necessary
in every line so that the appropriate system may
be selected, and the complexity of installation and
operation is such that the advantages in operating
exibility are out-weighed by the possibility of obscure
problems due to component malfunctions, incorrect
operation or engine interaction.
1 Fuel tank.
2 Main fuel feed.
3 Water separator/pre lter.
4 Fuel return.
5 Drain tube.
6 Stop cocks.
The more simple the fuel system, the better it will
perform in service. Figure (A) shows an ideal system.
In some applications there may be legislation that
requires that fuel lines draw from, and return to,
the top of the tank. Figure (B) shows an acceptable
arrangement.
The fuel tank may be steel, aluminium, or G.R.P.
(Glass Reinforced Plastic) or, alternatively, a rubber
bag tank may be used.
The main fuel connection is taken from the rear of the
tank (B1) so that all the fuel is available for use when
under way when the hull will be at an angle.
The fuel return (B4) is extended within the tank to
near the bottom in order to prevent air locks which
can arise due to siphoning of the fuel when the
engines are stopped
The fuel returned to the tank should be kept away
from the main fuel feed, to avoid recirculation.
A drain tube (B5) should be tted to aid servicing and
cleaning.
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33 LEBM0029-02
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Fuel Systems With Day Tanks
Note: Fuel lines should have bends as wide as
possible to minimise restriction.
Note: The size of the day tank should be such that
warm fuel returning to the tank should not raise the
temperature of the collected fuel too much or fuel
coolers may be required.
Note: Day tanks are used in some installations to
reduce vacuum or pressure within the fuel system.
pressure of 40 kPa (11.8 inches Hg).
Practically, this means the height of the fuel return
into the day tank must not be greater than 2.8 metres
(9.2 feet) above the engine crankshaft.
1 Main fuel tank.
2 Water separator/pre-lter (recommended
option).
3 Valve.
4 Pump.
5 Day tank.
6 Overow.
7 Vent.
8 Fuel return.
9 Fuel feed.
1 Main fuel tank.
2 Water separator/pre-lter (recommended
option).
3 Valve.
4 Day tank.
5 Vent.
6 Fuel return.
7 Fuel feed.
Figure (D) shows a system where the day tank is
below the main fuel tank and therefore uses gravity to
supply fuel to the day tank.
Figure (C) shows a fuel system with a day tank
situated above the main fuel tank, requiring a pump
to transfer fuel into it.
Excessive fuel return line pressure can cause
fuel system issues and as such, when the engine
is running at rated speed no load, the fuel return
pressure measured at the connection point on
the generator package must not exceed a gauge
Page 42
LEBM0029-02 34
Installation Manual
Multiple Fuel Tanks
In some cases it is necessary to have a number of
fuel tanks in order to achieve the required operating
range. In such cases, where possible, one tank
should be regarded as the main tank for each engine
and the other tanks should be arranged so that they
will drain into the main tank by gravity. If a gravity
system is not possible, then the system shown in
gure (E) should be used.
Figure (E) shows a collector tank (E1),fed by all the
storage tanks (E2) and connected to the engine feed
and return systems, but with a vent pipe (E3) taken
to any convenient tank and connected to it at the
highest point. The fuel feeds (E5) should be taken
from the bottom of the collector tank and the fuel
returns (E6) at the top.
A water separator (E4) should be installed which
should suit the total ow for all the installed engines.
There is no doubt however, that a simple fuel system
as illustrated in Figure (A) or (B) should be used
wherever possible, as having a completely separate
tank and supply to each engine guarantees that if an
engine stops, due to running out of fuel or to water or
foreign matter in the fuel, the other engine will not be
affected simultaneously.
Page 43
35 LEBM0029-02
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7. Engine Cooling System
Engine Cooling
Heat exchanger cooling is when a ‘fresh’ to ‘raw’
water heat exchanger is mounted on the engine. The
fresh water in the closed circuit is thermostatically
controlled which, when closed, a permanent bleed
by-passes the heat exchanger minimising the engines
warm-up time but maintains sufcient ow through
the cylinder block and exhaust manifold. When the
engine has reached the correct working temperature,
the thermostat opens allowing the coolant over the
heat exchanger tubestack which is cooled by sea
water.
Cooling Flow Diagrams
Fresh Water
Raw Water
1 Auxiliary water pump.
1 Header tank.
2 Fresh water pump.
3 Engine.
2 Engine.
3 Heat exchanger.
Keel Cooling
4 Heat exchanger.
5 Aftercooler.
6 Turbocharger.
1 Jacket grid cooler.
2 Aftercooler grid cooler.
3 Aftercooler.
4 Auxiliary water pump.
5 Fresh water pump.
Page 44
LEBM0029-02 36
Installation Manual
6 Engine.
7 Thermostat.
8 Exhaust manifold.
9 Remote tank
Radiator
Air Flow
1 Engine.
1 Engine.
2 Turbocharger.
3 Fresh water pump.
4 Thermostat.
5 Radiator.
2 Turbocharger.
3 Charge air cooler.
4 Radiator.
Page 45
37 LEBM0029-02
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Fresh Water System
Caution: Care should be taken when removing
the header tank pressure cap. Allow the engine to
cool down before removing the cap as hot uids
and steam can be forced out at high pressure if
not allowed to settle.
The fresh water circuit cools the engine block,
cylinder head, exhaust manifold, turbo, aftercooler
and heat exchanger.
Fresh water is circulated through the engine core
and turbocharger at start up, and when the normal
working temperature is achieved, the thermostat
opens and allows water to ow through the
aftercooler/heat exchanger.
Raw Water Systems
Caution: The maximum pressure into the sea
water pump should not exceed 15 kPa.
Note: Ensure a separate feed for each engine. A
shared supply is not recommended.
Note: Where possible mount the strainer so that the
top is just above the waterline to facilitate cleaning.
line, should not project appreciably below the bottom
of the hull and it should be situated well clear of other
components such as shafts, logs and rudders to
prevent ow problems at high speeds.
The intake ttings and pipe work should have a
minimum bore of 39 mm (1.5”) (F2). Inboard of the
intake tting a sea cock must be provided (F4). This
should be of the full ow type giving unobstructed
passage to the water in the open position with a
minimum bore of 39 mm (1.5”).
Between the intake tting and the sea water pump
(F3) on the engine, there should be a strainer
(F5) which should be easily accessible for routine
examination, and should be easily removable.
Seawater Strainers
Strainers are required in order to protect the seawater
pump, aftercooler, heat exchanger and other
cooling system components from foreign material
in the seawater. The foreign material can plug and/
or coat heat transfer surfaces causing overheating
of the engine and shortened life of components.
If the foreign material is abrasive, it will erode
pump impellers and soft metal parts, reducing their
effectiveness.
Full-ow strainers are desirable. The strainer screens
should be sized no larger than 1.6 mm (0.063 in)
mesh for use in closed sea water circuits. The
strainer connections should be no smaller than the
recommended line size. The use of a differential
pressure gauge across the strainers will indicate the
pressure drop and enables the operator to determine
when the strainers need servicing.
A completely separate sea water system should be
provided for each engine to prevent a blockage
resulting in the need to shut down more than one
engine.
A typical system is shown in gure (F).
The water intake tting (F4), situated below the water
From the sea water strainer, a pipe should be run to
the sea water pump inlet connection on the engine.
The pipe may either be mainly rigid, for example
copper or cupro-nickel, or exible, but only exible
hose which is reinforced to prevent collapse should
be used. The system must be sufciently exible to
permit the engine to move on its exible mountings.
The sea water pump connection is for a hose with a
42 mm (1.65”) bore, (optional ange connections).
Care should be taken to use compatible materials
in the sea water systems to prevent excessive
galvanic corrosion. Systems incorporating copper,
cupro-nickel, stainless steel Type 316, gun-metal,
silver solder, and aluminium brass will generally be
satisfactory. Components made from lead, iron, steel,
aluminium or its alloys, zinc or magnesium, should be
generally avoided.
Page 46
LEBM0029-02 38
Installation Manual
Keel Cooling or Skin Cooling
Caution: Twin grid coolers are required for the
engine.
Caution: If the genset is a replacement package
and the original cooling system, keel cooler
and expansion tank, is to be reused, then it is
essential that the system be thoroughly ushed
to remove sludge that may be in the system.
Failure to remove sludge could block air bleeds
leading to the engine overheating.
Keel cooling or skin cooling is a closed circuit method
of cooling both the engine and charge air. In order to
provide engine protection an antifreeze mixture must
be used for both the engine and charge air cooling
circuits. The nominal antifreeze mixture which should
be used depends on genset model:
• C7.1 ACERT – 20% Glycol In normal climates
• C7.1 ACERT – 50% Glycol In cold climates
• C4.4 ACERT – 50% Glycol Under all conditions
If the genset is a replacement package and the
original cooling system, keel cooler and expansion
tank, is to be reused, then it is essential that the
system be thoroughly ushed to remove sludge that
may be in the system. Failure to remove sludge could
block air bleeds leading to the engine overheating.
Sizing the Coolers
Commercial keel coolers are manufactured in
a variety of sizes and shapes. The keel cooler
manufacturer will recommend a keel cooler when
provided with the following data:-
• Glycol mixture to be used.
• Engine model and rating.
• Engine specication sheet.
• Heat Rejection.
• Engine coolant ow rates are at a system
resistance of 15 kPa.
• Max. coolant temperatures from grid cooler.
The coolant specied here is mandatory for use in the
climates specied to ensure that adequate levels of
corrosion inhibitor are present. The 20% antifreeze
mix will give frost protection down to -7
A 50% mixture will give protection down to -37OC
(-34.6OF).
A properly designed and installed cooling system is
essential for satisfactory engine life and performance.
This system uses a group of tubes, pipes or channels
attached to the outside of the hull below the waterline
as a heat exchanger. Keel coolers are used in
preference to the standard raw water cooled engine
mounted heat exchanger when operating in areas
that have heavy silt and debris in the water that would
erode the heat exchanger tubes or block them.
Keel cooling is used in Arctic conditions to avoid the
problems of freezing that is experienced with the raw
water circuit on the heat exchanger cooling system.
Keel coolers are available in standard designs from
several manufacturers. These units are simple to
install and are sized by the manufacturer for the
engine model and boat application. Commercial
coolers are made of erosion resistant materials and
have a relatively high heat transfer efciency.
The disadvantage of external keel coolers is that they
are vulnerable to damage and must be guarded. An
alternative to the commercially available coolers are
fabricated keel coolers manufactured by the boat
builder as part of the hull construction. These coolers
are not as efcient and must be designed oversize
to allow for a decrease in performance that follows
the formation of rust, scale and marine growth on the
keel cooler.
O
C (19.4OF).
• Maximum raw water temperature.
• Pipe connections.
Heat Rejection Data
Please refer to TMI for specic data.
As a general rule the pressure drop across the grid
coolers should be between 14-28 kPa (2 to 4 psi)
when operating with the thermostat fully open. Refer
to TMI for coolant ow curves. Keeping the water
velocity below 0.46 m/s (5 ft/s) will help to achieve
this.
Great care should be taken during grid cooler
selection to ensure that the highest sea water
temperature the application will see is used to
calculate the cooler size. In order to give the cooler
sufcient size it is recommended that an engine outlet
temperature of 86
a sea of 25OC. Under these conditions the coolant
returned to the engine will be close to, but not greater
than 70OC. These guidelines should ensure that there
is sufcient cooler capacity should the engine operate
in seas hotter than 25OC.
The maximum coolant inlet temperatures allowable
to the aftercooler circuit when operating in a sea
temperature of 27oC, are specied in the ‘Systems
Data’ section of TMI for each model and rating of
genset. Temperatures are specied at given glycol
mixtures, and care should be taken to ensure the
correct temperature is selected for the target glycol
mixture. The temperatures quoted should be taken as
maximum temperatures when the engine is operating
O
C is achieved when operating in
Page 47
39 LEBM0029-02
Installation Manual
at full load. Further they are critical to ensure
compliance with exhaust emission certication.
Keel Cooling Connections
Keel coolers should be installed below the waterline
far enough to avoid the aerated water close to the
surface. Recessed and shielded coolers must allow
for unobstructed ow around the coolers. The keel
coolers should be installed so that air pockets are not
present during the initial ll. Vents at all high points
along the connecting pipes will be necessary.
Keel coolers should not be tted where they would
be exposed to pounding seas or hull exing. The bow
of the vessel is not considered to be a good location
whereas adjacent to the keel, where it is the strongest
area of the vessel, is the preferred location.
De-Aeration
Caution: Air in the engine coolant can cause the
following problems:
• Air accelerates the corrosion within the engine
water passages that can lead to high water
temperatures as silt deposits on the surface of
the cooler reducing the heat transfer. Premature
failure of the engine can occur.
C7.1 is shown, C4.4 is similar.
Figure (G) shows the connections
1 Remote tank.
2 Fresh water circuit keel cooler.
3 Aftercooler circuit keel cooler.
4 Genset.
• Air expands more than coolant when heated
and may cause loss of coolant from the engine
system through the expansion tank overow.
• In an extreme case, air will collect in one area
and cause a loss of coolant ow around the
cylinder block resulting in piston seizure and
major engine damage.
Caution: Care should be taken when lling the
system and should be done slowly to avoid air
pockets.
Caution: The boat builder should provide a
secure and stable system.
Engine Bleed (Vents)
Caution: Joining the bleed pipes into a common
vent will reduce the total water ow and may
result in aerated water owing back into the
engine resulting in the engine overheating and
possible failure.
Figure (H) shows the items not supplied with the
engine as un-shaded.
Connections are both 50.8 mm (2 inches).
The engine bleed system provides a continuous ow
of water through the expansion tank as a method
of removing air from the engine coolant. Depending
on the model of the engine there can be up to three
bleed pipes which need to be connected to the top of
the expansion tank. Each bleed must be connected to
the expansion tank without using tee’s or other ttings
that would join the bleed pipes together in a common
vent.
Page 48
LEBM0029-02 40
Installation Manual
Expansion Tank
The expansion volume in the tank must be large
enough for the entire cooling system. Since the
engine coolant expands about 5% between cold and
hot engine operating temperatures, the expansion
tank must have a volume equal to 5% of the entire
cooling system volume.
Remote Expansion Tank
WARNING
Hot coolant is under pressure and can cause
severe burns when removing the pressure cap.
First release the pressure in the system by
loosening the pressure cap.
A remotely mounted expansion tank is supplied as
standard with a capacity of 19 litres. A remote cooler
expansion tank kit can be tted using the following
procedure.
When designing the larger expansion tank the
following allowance should be made:
• A 50 kPa pressure cap should be tted to
pressurise the system.
• 3% to 5% of total system capacity for expansion
losses.
• 10% of total system capacity for volume loss on
hot shut down.
• 5% of total system capacity for working volume.
The illustration (I) shows the allowances required
when designing a larger expansion tank.
1 3% to 5% of total system capacity.
2 10% of total system capacity.
3 5% of total system capacity.
C7.1 is shown, C4.4 is similar.
Page 49
41 LEBM0029-02
Installation Manual
C7.1 is shown, C4.4 is similar.
1 Mount the remote expansion tank in a
position where the bottom of the unit is as
shown in gure (J1).
2 Connect the new bleed hoses (J2) to the tank
and the ttings on the engine.
3 Connect the main inlet hose to the engine
(J3).
4 Fill the remote expansion tank with 20%
antifreeze solution (K1), for normal operation,
(50% for extreme conditions), to the
maximum position on the sight glass (K2).
5 Start engine (L1) by rst turning the key to
the clockwise position.
6 Press the green button (L2 MCS version), (L3
non MCS version) on the control panel.
7 Run engine until normal working temperature
is reached, between 82 to 88
O
C.
8 Stop engine (L4 MCS version) (L5 non MCS
version).
9 Return the key (L1) to the vertical position.
10 Check coolant level in the sight glass (M1).
11 Top-up with 20% antifreeze solution ,
for normal operation, (50% for extreme
conditions) to maximum level (N1).
Page 50
LEBM0029-02 42
Installation Manual
Radiator Cooling:
Note: Only exible ducts to be used on the front of
the radiator.
Note: Ducting or duct-work should not be hard
mounted to the genset or radiator. The genset is
tted with exible mounts and therefore is able to
vibrate and slightly move in operation. A exible
compensation section should be used in any duct
which is tted to the genset or radiator, in order to
take up slight movements without causing undue
stress to either the duct-work or genset components.
The radiator cooling pack option uses air to cool
the engine, rather than sea water. As such a good
supply of air is vital to achieving the correct cooling
performance. Not only is the supply of air important
but so is the exhaust of air from the radiator. The
complete air circuit must be given great consideration
to achieve the correct cooling performance.
Illustration O shows the cooling air circuit. Although
the exact details of the layout will need to vary from
installation to installation, the basic air circuit will
remain the same. The marine genset utilises a pusher
fan, which draws cooling air from the inlet (O2) over
the generator and engine (O1), and then pushes
through the radiator and charge air cooler. Typically
the exhaust from the radiator and charge air cooler
then exit the engine room via a vent to outside (O3).
Cool air enters the engine room from outside through
another set of vents.
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43 LEBM0029-02
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The radiator cooling system is designed for a
maximum air temperature behind the genset of
50OC. The design accounts for the radiated heat
from the engine and generator which will lead to air
temperatures greater than 50OC at the inlet to of the
radiator fan. The design does not account for any
other heat sources in the engine bay. If other sources
of heat are present then additional ventilation will
need to be considered. This is especially important
for gensets likely to operate in hotter climates.
The radiator cooling system is designed to operate
with a maximum duct restriction pressure of 127Pa
(0.5 in H20). The pressure is measured from a
location in-front of the fan (typically along the length
of the engine) to a location directly in-front of the
radiator outlet, illustrations (P3) and (Q). In this
way the total pressure over the cooling pack(P2) is
measured, including both the restrictions encountered
in drawing the air into the engine and the restriction
encountered in air exiting the engine room. When
designing the engine room ventilation a pressure
restriction target of 63.5Pa should be aimed for,
although lower is better.
In order to measure the duct restriction of an
installation, static pressure tubes will be required.
Use of any other means is likely to give inaccurate
results. A water manometer (P4) is normally sufcient
for measuring the pressure. The static tube should
be aligned parallel with the air ow. A ne thread on
a stick is a useful tool in identifying the direction of
air ow over the engine. (Care should be taken to
keep it away from rotating parts, including the fan)
Illustrations P and Q shows typical locations of the
static tubes used for taking pressure readings.
Air Flow Measurements
2 Height.
3 Air ow.
An alternative to taking pressure measurements is
to measure the air ow through the radiator. This
can be done using an anemometer to measure the
air velocity through an opening of known area, from
which the volumetric ow can be calculated. As
air density decreases with temperature, to get an
accurate reading air ow measurements should be
taken with the generator running, but at no load, such
that there is minimum heating of the air ow.
Anemometers are specically available for ventilation
and duct work, an instrument of this type should be
used where possible. Measurements should be made
where air ow is uniform, ideally just after the radiator
outlet, but not after any louvers, bends or obstructions
which could lead to non-uniform air velocities. An
accurate measurement of volumetric ow is best
made by taking at least twelve air velocity readings
across the opening. It is best to draw up a grid with
each cell being of equal area. Air velocity readings
are then averaged, to give a total average air velocity
through the opening. This is then multiplied by the
opening area to give the volumetric air ow.
Illustration (S) shows the layout of the grid for
calculating the volumetric ow
TMI contains air ow data for the fans tted to CAT
generator sets along with the restriction curves for
radiator cores. Overlaying the two curves will give the
operating volumetric air ow at the curve intersection
point. If the air ow is measured then the total
pressure across the fan can be measured of the fan
curve. Given the air ow reading, the pressure drop
can also be read off the radiator restriction curve.
The difference in the two pressures is the total duct
restriction present within the air system.
1 Width.
Volumetric Flow is given by:
• Q = h x w x v
• v
= (v1 + v2 + v3 + v4 + … + v12) / 12
m
m
Where:
• V
: Air velocity readings 1->12 (m/s or ft/min)
1-12
• v
: Average air velocity (m/s or ft/min)
m
• h : Opening height (m or ft)
• w : Opening width (m or ft)
• Q : Air volumetric ow (m
Whilst taking pressure and air ow measurements
can be useful verication methods, good design
practice should be used to correctly size and locate
inlet and exhaust vents. The biggest restriction
around the air circuit is likely to be due to the inlet
3
/s or cfm)
Page 52
LEBM0029-02 44
Installation Manual
and exhaust vents themselves. As such the supplier
of the vents should be consulted for correct sizing.
Other good practices include:
• Exhaust pipes should be lagged, right from the
turbine outlet. The lagging should be sufcient
to ensure that the external surface temperature
does not exceed 220OC at full load. This helps
to ensure that no extra heat is carried into the
radiator air.
• Exhaust routing should, where possible, be
away from the radiator so that the air ow into
the radiator is not impeded.
• Ensure there is sufcient space in front and
behind of any exhaust or inlet vent (see
illustration (R), this includes:
◦ Fire / heavy weather hatches should be
able to fully open away from the vent.
◦ Placing the vent such that a bulkhead
is not immediately in front or behind the
opening.
◦ A suggested clearance between the vent
and any bulkhead or otherwise is at least
the longest of the height or width of the
vent itself.
• Inlet air vents should be placed such that they
pick up cool ambient air, not air which has
picked up any additional heat, such as air
exhausted from another engine room.
• The exhaust vent should have a frontal area
equivalent to the total radiator exit area and
ideally the same dimensions. If this cannot be
achieved then tapered ductwork should be used
to adapt the two together. A minimum length
of 1m (3’ 3”) is recommended for any adapting
ductwork, where a signicant dimension change
needs to take place.
Illustration R shows the basic considerartions for
allowing the genset to cool and breath.
Power Variability
All engines are subject to variability of power output
dependant on various external factors. Two of these
factors with high signicance are inlet air and fuel.
Inlet air is largely affected by temperature, with
atmospheric pressure variation being minor for
marine sea-level installations. Diesel engines inject
fuel by volume, and as such density changes vary the
mass of fuel being injected.
The graphs below show the variation on engine
power output based on changes to air inlet
temperature and fuel density. The power output
change with fuel is the same across all engines
regardless of cooling system. The power output
change with inlet air temperature does however
depend on the charge air cooling method. Engines
using an air to water cooler, Heat Exchanged and
Keel Cooled, have less variation. This is due to the
water being a more stable heat-sink, with resulting
inlet manifold air temperatures being stable also. Air
to air cooling methods, Radiators, are less stable with
the ambient air being used to cool the charge air,
leading to high output variability.
CAT engines have their rated power dened at
standardised conditions; typically these are 25
and 850 kg/m3 fuel. As such operating in conditions
away from these will likely cause engine power
output to drop. This should be born in mind when
designing engine room ventilation, so that ambient air
temperatures are kept to a minimum.
108
106
104
102
100
98
96
94
92
90
0 10 20 30 40 50 60
O
C air
1 Engine room.
2 Vents.
3 *D
4 V
5 V
: minimum distance.
M
: vent width.
W
: vent height.
H
*Dm should meet the following conditions:
Dm ≥ Vw
and
Dm ≥ VH
1 Power adjustment - %.
2 Engine power adjustment by ambient
temperature. SAE J1995 rating standard.
3 Ambient temperature.
4 Radiator.
5 Heat exchanger & keel cooled.
P
= 100 kPa
Baro
P
= 1 kPa
vap
F
= 0.614 (engine factor).
m
Turbocharged engines only.
Page 53
45 LEBM0029-02
Installation Manual
3
.
102.0
101.0
100.0
99.0
98.0
97.0
96.0
800 810 820 830 840 850 860 870 880
1 Power adjustment - %.
2 Engine power adjustment by fuel density.
SAE J1995 rating standard.
3 Fuel density - kg/m
4 All cooling options.
Page 54
LEBM0029-02 46
Installation Manual
Page 55
47 LEBM0029-02
Installation Manual
8. Electrical System
Electrolytic Corrosion
WARNING
Electrical shock can cause severe personal
injury or death. Great care should be taken when
working on any electrical part of the genset.
Caution: The engine may be damaged by
electrolytic corrosion (stray current corrosion) if
the correct bonding procedure is not adopted.
Caution: This section on bonding covers a typical
system and has been included for guidance
purposes only. It may not be appropriate for
your boat. As installations vary, it is advised that
specic recommendations from a specialist in the
subject of electrolytic corrosion are obtained.
1 Propulsion engines.
2 Genset.
3 Sea cock.
4 Common bonding system wire in a ring as
shown.
5 Through the hull metal ttings.
6 Zinc anode.
Denition of Galvanic and
Electrolytic Corrosion.
Galvanic corrosion is caused when two different
metals are immersed in a conductive uid such
as seawater (called electrolyte), with a connection
between them, an electric current is generated in the
same way as a battery.
Electrolytic corrosion (stray current corrosion) is
caused by a current from an external source such as
the boats battery or shore supply.
Avoiding Electrolytic Corrosion
The current that causes electrolytic action is called
‘stray current’ which can emanate from two sources.
The rst is the batteries on board the vessel where
the negative terminal is earthed to the hull at a
central earth terminal. If other negative connections
are made elsewhere on the vessel then the resulting
small differences in voltage between the earth
terminals can cause the same chemical action as in
galvanic corrosion, but it must be stressed that this
is not GALVANIC CORROSION but stray current
known as electrolysis caused by an external electrical
current.
The way to prevent electrolytic corrosion is to ensure
a good electrical installation and to bond the genset
to the bonding system in the boat which is providing
a low resistance connection between all the metals
in contact with the sea water. The bonding system
should be connected to a zinc sacricial anode that
is xed to the outside of the hull below sea level. A
typical layout is shown in (A).
The bonding should consist of heavy stranded
wire (not braiding or wire with ne strands). It is an
advantage if the wire is tinned. Insulation is also an
advantage and should preferably be green in colour.
Although the current carried by the bonding system
will not normally exceed 1 amp, the cable sizes
should be generous as shown in the table below:
Page 56
LEBM0029-02 48
Installation Manual
Length of run to
zinc anode
Up to 30 feet 7 strand / 0.185 mm (4 mm
30 - 40 feet 7 strand / 1.04 mm (6mm
As many of the connections may be splashed with
sea water they should be soldered wherever possible
and clamped elsewhere with the joint protected from
corrosion by neoprene paint or a similar material to
exclude water.
Bonding of aluminium boats is a special case as the
various appliances on board should be earth free and
therefore to avoid stray currents all appliances must
be earthed to a single terminal.
Grounding is required on AC voltage for safety
reasons if voltages are high, i.e. when there is a
240 volt generator on board or when a shore line
is connected. Grounding (or earthing) must not be
confused with the term ‘earth return’. Earth return
carries current, whereas grounding (earthing) does
not.
Use the earthing strap bolt (B1) to to ground the unit.
Suggested cable size
2
)
2
)
Engine Electrical System
WARNING
Electrical shock can cause severe personal
injury or death. Great care should be taken when
working on any electrical part of the genset.
Control Panels
Another source of unplanned current giving raise to a
form of stray current corrosion is an earth connection
from a shore line. When a shore line is in use the
boat system should be protected from earth leakage
by an earth leakage switch on shore but as additional
safety there should be a switch on board the boat.
1 Main keyswitch.
2 Customer connect.
3 Engine loom connection.
4 Customer power entry.
5 Starter connection.
6 Glow plug relay entry.
7 Service tool connection point.
8 Circuit breaker, glow plugs.
9 Circuit breaker controls.
Page 57
49 LEBM0029-02
Installation Manual
Converter (If Fitted)
Some early engines may be tted with a 24 volt
converter (D1). This was due to the late development
of a 24 volt fuel pump. The converter is required to
drop the voltage from 24 volt to 12 volt.
Page 58
LEBM0029-02 50
1
2
346
7
5
8
8 56
7
4321
8 56
7
4321
8 56
7
4321
8 56
7
4321
10 10 10
K1
K2
K3
K4
F1F2
F3
IN OUT
1 2
QUINT DIODE
CAN B
CAN A
Power
Self Check OK
Alarm Inhibit
Service Port
Display
98 10099 101102
103
104105106107 108 109110
111112
113
114
115116
-
1
2
3
5
4
15
14
13
12 11
25
24
23
22 21
31
32333435
6
7
8
9
10
20
19
18 16
17
26
27
28
2930
40
39
38 37 36
41
42
43
44
45
46
47
48
4950
515253
54
55
56
5960
61
62
636465
6667
686970
57
58
1
2
3
5
4
15
14
13
12 11
25
24
23
22 21
31
32333435
6
7
8910
20
19
18 16
17
262728
2930
40
39
38 37 36
41
42
43
44
45
46
47
48
4950
515253
54
55
56
5960
6162636465
6667
686970
57
58
20
90
1 2
3
5
4
6
7
15
21
20
191816
17
31
32
33
34 35
29
30
43
44
45
46
47
48
49
59 60 61
62
63
57
58
14
13
12
11
8
9 10
25
24
23
22
26
27
28
40
39
38
37
36
41
42
50
51
52 53
54
55
56
64
65
66 67
68 69
70
1 2
3
5
4
6
7
15
21
20
191816
17
313233
34 35
29
30
43
44
45
464748
49
59 60 61
62
635758
14
13
1211
8
9 10
25
24
232226
27
28
40
39
38
37
36
41
42
505152 53
54
55
56
64
65
66 67
68 69
70
E
H
A
J
B
C
G
F
DD
F
G
C
BJA
H
E
+
12
13
14
11
10
3
1
4
2
16
15
18
6
5
7
17
9
8
19
12
13
14
10
3
1
4
2
16
15
18
6
5
7
17
9819
11
9A040/9A080
(YELLOW)
BACKUP
START/STOP
9A039/9A040
(WHITE)
SHUTDOWN
OVERRIDE
9 10
11 12
13
14
Main Switch
Controls
Circuit Breaker
GlowPlug
Circuit Breaker
Customer Connect
Connector
Service Tool
Connector
Engine Interface
Connector
AC Harness Entry
BULKHEAD CONNECTIONS
MCS-3 COMPONENT LAYOUT
Part No 436-2938
Start Relay GlowPlug -ve Relay
GlowPlug +ve
Relay
Capacitor
Aux -ve
Aux +ve
Shutdown
Override
Start / Stop
F1 10A Breaker
F2 10A Breaker
F3 10A Breaker
Power On
Gen. Running
Lift Pump
Alternator
DEIF MCS-3 CONTROLLER
Co Doc 7661-9-16
ECM Circuit
Breaker
Installation Manual
Connection Layouts
BULKHEAD CONNECTIONS
9
13
13
27
41
55
10
11
12
1 2
3
4
5
6
7
8
9 10
1211
13
14
14
28
42
56
70
AC Harness Entry
Controls
Circuit Breaker
Main Switch
GlowPlug
Circuit Breaker
Customer Connect
Connector
Service Tool
Connector
Engine Interface
Connector
9819
18
10
7
2
6
3
1
11
17
5
4
16
12
14
15
13
+
1
43
2930
57
15
2
44
58
3
31
45
5960
17
4
46
32333435
18 16
5
61
47
19
6
48
20
62
7
4950
636465
8
22 21
9
515253
23
24
6667
38 37 36
10
25
39
40
26
12 11
41
27
13
42
28
14
13
12 11
14
262728
25
41
42
39
40
55
56
54
686970
54
55
56
24
38 37 36
6667
686970
23
515253
8910
22 21
DD
E
C
B
F
A
J
G
H
1
3
2
5
6
4
7
15
18 16
17
19
20
31
32333435
2930
43
45
46
44
47
48
4950
57
58
5960
6162636465
19
8
18
7
2
3
6
17
1
5
4
16
14
15
20
4
464748
C
BJA
6
5
191816
20
34 35
62
57
58
59 60 61
62
63
64
65
66 67
68 69
70
7
8
9 10
21
232226
24
36
37
38
505152 53
49
635758
64
65
66 67
15
29
43
30
44
17
45
31
32
46
191816
33
47
34 35
20
48
49
21
36
50
22
37
23
51
38
52 53
24
39
25
54
26
40
55
27
41
56
28
42
1211
25
39
40
54
68 69
135
E
F
G
H
3
1 2
15
17
313233
30
29
45
43
44
59 60 61
EMCP 4.2 COMPONENT LAYOUT
Part No 4376988 Co Doc 7662-4-15
1 1 1 1 2 2 2 2 3 4 5
Start Relay GlowPlug -ve Relay
6
Alternator
Lift Pump
32
32
1
4
1
4
K2K1
8 56
8 56
7
7
-
GlowPlug +ve
Relay
Page 59
51 LEBM0029-02
Installation Manual
Secondary Panels, Connection (MCS)
Note: A maximum of 3 panels can be set up. 1 master and 2 slaves. Any one of the panels can be set as the
master by pressing and holding the view button and using the password ‘2000’.
Note: The maximum length of the CANbus line is 200 m.
Note: A DC/DC converter for the DC supply voltage and 2 x1m cable with an RJ12 plug in one end and stripped
wires in the other end are included in the additional standard display delivery.
1 2
End resistor End resistor
OFF
ON
AOP-1
0 I 0 I
CAN 1 CAN 2
ML-2
5 6 7
3 3
4
Key
Item Description
1 Standard display
2 Additional standard display
3 Terminal block
4 Cable shield
OFF
ON
AOP-1
CAN 1 CAN 2
5
7
6
ML-2
9
8
0 VDC
+5 VDC
10
Wiring details
Item Old version New version
5 Green Red
6 (Not Used) Yellow Brown/White
7 Blue Red/White
8 Black Black/White
9 White Black
10 (Not Used) Red Brown
1 Red/White: CAN H.
2 Brown/White: CAN GND.
3 Red: CAN L.
4 Brown: Not used.
5 Black/White: +5 VDC.
6 Black: GND.
1 Red/White: CAN H.
2 Brown/White: CAN GND.
3 Red: CAN L.
4 Not used.
5 Not used.
6 Not used.
Page 60
LEBM0029-02 52
Installation Manual
End Resistor
2 units
connected:
3 units
connected:
More than 3 units
connected:
Dip switch no. 1 has to be set
to ON on both units.
Dip switch no. 1 has to be set
to ON on unit 1 and unit 3.
Dip switch no. 1 has to be set
to ON on the rst and the last
unit on the CANbus line.
CAN ID Conguration
Note: The display unit which is connected to the main
MCS 3 unit has to have CAN ID no. 1.
Note: Any additional displays need to have different
CAN ID’s to each other. Keep the main display as ID1
The CAN ID on the display unit can be set from 0 to
3. If it is set to zero, the CANbus communication is
deactivated.
The CAN ID selection is done in the following way:
MCS 3 Panel
There are 2 panels supplied with the gensets.
The standard option is for the EMCP 4.2 (E).
1 On the display unit, press the left
and right
activate a CAN ID selection menu.
2 Select the desired CAN ID with the up
and down buttons and press ENTER.
The CAN ID of the display unit has now been
selected.
buttons at the same time to
EMCP 4.2 Panel
, up
The MCS 3 option is shown in (F).
Key Features:
• Both current generator controllers use CanBus
Communications Protocol.
• Engine Diagnostics are broadcast onto the
CanBus from the ECM. (compliant with sae
J1939 - 71)
• CanBus is used as the primary method for
setting the engine state. Eg Start/Stop. Hard
wired start/stop is activated in the ECM when
CanBus is disabled.
• The ECM parameters are congured to suit the
engine build. If a sensor isn’t present on the
engine, it will need to be disabled in the ECM
otherwise a fault code will be raised.
• Fault codes relating to engine diagnostics will
be displayed as a Suspect Parameter Number/
Failure Mode Indicator with a short description.
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53 LEBM0029-02
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1
- +
+VE
3
+VE
-VE
-VE
2
5
4
12
1
2
2
1
2
1
8
Starter
FT3 Black
Relay
Glow Plug
Earth Relay
Relay
Glow Plug
6
11
1 Battery, customer supply.
2 Starter motor.
3 Starter solenoid.
4 Isolator switch (Ref C1).
5 Ext Gland (Ref C4).
FT4 White
7 Engine block. Note: Ensure no permanent
8 Relays.
9 Ext Gland (Ref C5)
10 Glow plugs.
11 Customer supply wiring.
9
10
Glow Plug - Cyl 1
Glow Plug - Cyl 2
Glow Plug - Cyl 3
Glow Plug - Cyl 4
Glow Plug - Cyl 5
Glow Plug - Cyl 6
7
connection to 0V -ve.
6 Ext Gland (Ref C6).
12 Circuit breaker.
Page 62
LEBM0029-02 54
Installation Manual
Fault Codes
A full list of fault codes can be found in the
‘Troubleshooting Guide’.
To access the fault codes
• EMCP 4.2 panel: Press the Event Log.
• MCS 3 panel: Press and hold the Log
button for 3 seconds.
Marine Society Certied engines use secondary
sensors that monitor:
• Speed
• Coolant Temp
• Oil Pressure
These will shut the engine down immediately if
certain fault conditions are met. The MCS3 unit has
a full range of customisable parameter alarms for the
values broadcast on CanBus. (Congurable using
Cat Utility Software 3)
Battery and Starter Cables
Starter Batteries
WARNING
Only persons competent in electrical installations
must carry out connections to the starter battery.
WARNING
Caution: Ensure that all wiring is protected from
any potential abrasion.
Note: Long cable runs from the battery to the starter
should, where possible, be avoided.
Note: Where starting at temperatures below freezing
is an important requirement, a 24 volt system is the
preferred choice
The performance of starter batteries is commonly
expressed by the current in amperes that they will
supply under specied conditions.
There are two standards by which battery
performance is commonly stated:-
• BS3911 uses the current which can be
maintained for 60 seconds without the voltage
of a nominal 12 V battery dropping below 8.4
volts whilst at a temperature of -18OC.
• SAE J537 is similar except that the current is
only maintained for 30 seconds and the voltage
is allowed to fall to 7.2 volts.
Batteries for temperatures down to -5OC (23OF)
12 Volt 24 Volt
One battery - 520 Amps
BS3911 or 800 Amps
SAE J537 (CCA)
Batteries for temperatures down to -15
Two 12V batteries in
parallel, each 520 Amps
BS3911 or 800 Amps
SAE J537 (CCA)
Two 12V batteries in
series - each 315 Amps
BS3911 or 535 Amps
SAE J537(CCA)
O
C (5OF)
Two 12V batteries in
series, each 520 Amps
BS3911 or 800 Amps
SAE J537 (CCA)
The starter battery must be wired correctly
otherwise a re or personal electrocution could
result causing injury or death
WARNING
Ensure that all wiring, connections, safety
devices and associated materials conform to the
local standards..
WARNING
Ensure that all wiring is checked prior to
operating the alternator.
Caution: Ensure that the wiring is arranged to
take up any movement and vibration.
Page 63
55 LEBM0029-02
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Starter Cables
Starter Motor and Control System
Connection
Caution: Ensure the wire FC-6 is connected to the
common zero volts point of the glow plug earth
relay, NOT the earth side. This earth connection
needs to be isolated. See wiring diagram at the
end of this section.
from (G2) connects to (H2).
A wiring diagram showing the connections can be
seen at the end of this chapter.
Battery Isolator Switches
A switch should be tted in the positive lead to the
starter, as close to the battery as is convenient. The
switch should be suitable for a momentary current of
at least 1000 Amps.
Battery Cables
The total resistance of the two leads from the battery
to the engine should not exceed 0.0017 ohms. In
practice, this means that the total length of the starter
cables (positive and negative) should not exceed 6
metres if the commonly available 61/.044 cable is
used. Longer cable runs, which should be avoided if
possible, will require either double cables or a heavier
cable, in order to comply with the total resistance of
0.0017 ohms.
Mounting the battery close to the starter is the
preferred option.
Starter cables for 12 or 24 volt systems
*Maximum total
length
Metres Feet mm
5.6 19.00 61/1,13 61 0.0948
9,0 28.30 19/2,52 95 0.1470
Customer supply wiring size
Nominal resistance in
ohms
Per
metre
0,000293 0.0000890 61/.044 00
0,000189 0.0000600 513/.018 000
*The length of all cables in the starter circuit (whether
positive or negative), should be added together to
give the ‘Total Length’.
Per foot
Cable
size
metric
16 mm
Nominal C.S.A.
2
2
Approx. equivalent size
English
imperial
2
in
America B&S
SAE
Battery and Starter Connections
The connection points for the starter motor are shown
in illustrations (G) and (H).
A conduit of 2 wires runs from inside the control box
to the terminals on the starter motor.
Wire FC-7 from (G1) connects to (H1), and wire FC-6
Note: Main supply for starter and supply for control
and start aid must be run separately from the battery.
The following wiring diagram shows the battery and
starter connections.
Page 64
LEBM0029-02 56
Installation Manual
Generator Lead Connections - up to
July 2016
Lead Numbering
The Wye Congurations and the Delta Congurations
are the most common generator lead connections.
The following three-phase connection diagrams
illustrate the proper connection and lead identication.
The leads are numbered clockwise from the top
and from the outside inward. The diagrams that
are contained in the “Wye Conguration Diagrams”
section show lead numbering for the six lead
generators and for the 12 lead generators. The
diagrams contained in the “Delta Conguration
Diagrams” section show lead numbering for the six
lead generators and for the 12 lead generators
Page 65
57 LEBM0029-02
Installation Manual
Generator Lead Connections - After
July 2016
Lead Numbering
The Wye Congurations and the Delta Congurations
are the most common generator lead connections.
The following three-phase connection diagrams
illustrate the proper connection and lead identication.
The leads are numbered clockwise from the top
and from the outside inward. The diagrams that
are contained in the “Wye Conguration Diagrams”
section show lead numbering for the six lead
generators and for the 12 lead generators. The
diagrams contained in the “Delta Conguration
Diagrams” section show lead numbering for the six
lead generators and for the 12 lead generators
1
2
12
11
L
9
10
9
1
2
12
11
10
L
10
5
6
Tension LN = 1/2 tension LL
LN voltage = 1/2 LL voltage
Tension LN = 1/2 tension LL
LN voltage = 1/2 LL voltage
9
2
1
12 1
11
10
9
8
7
L
8
L
3
4
8
8
N
L
3
4
6
7
7
3
2
6 5
N
10
8
190 - 230 190 - 240
5
L
7
380 - 440 380 - 480
6
5
L
220 - 260 220 - 240
12
11
4
220 - 260 220 - 240
3
4
12
4
11
7
3
8
12
4
11
10
7
6
3
2
8
3
11
4
7
12
8
10
11
6
7
2
3
6
2
9
5
1
9
5
1
2
9
10
5
6
1
9
4
5
12
1
Page 66
LEBM0029-02 58
Installation Manual
Grounding the Frame
In any generator set installation, the frame of the
generator is securely connected to an earth ground.
This connection is the rst connection that is made at
the installation. This connection is the last connection
that should be removed. If the generator set is
on exible pads or on resilient pads, the ground
connection must be exible. This conguration will
avoid possible breakage in later operation.
Ground connection cable or ground connection straps
should have at least the current carrying capacity of
the largest line lead to the connected load. Joints in
cables or in straps must be clean, free of electrical
resistance, and protected from possible oxidation.
Bolted ground connection joints eventually oxidize.
The joints are frequent sources of radio frequency
interference (RFI). Silver soldered joints and bolted
joints are electrically and mechanically sound.
Neutral Connections
The generators with Wye Conguration usually have
the neutral grounded when the generator is installed.
However, there are some cases when denite
measures should be taken in order to prevent load
side equipment damage.
If the neutral wire is grounded and one of the phase
leads becomes grounded, the excessive current will
open a load circuit breaker. The excessive current
will also collapse the generator voltage. The result
depends on the following items: particular generator
electrical characteristics, type of fault and trip rating
of the circuit breaker. An undervoltage device may be
required in order to provide an adequate short circuit
protection.
Single Units
In a three-phase, four-wire system, the neutral wire
should be grounded according to local wiring codes.
In applications in which denite measures are taken
in order to prevent grounds to the load leads, an
ungrounded neutral can be used. Be sure to check
your local wiring codes.
Multiple Units
Operation of multiple generators in parallel that have
all neutrals grounded, may result in the circulating
current through the neutral connections. In order
to eliminate the possibility of circulating currents,
ground the neutral of only one generator. If multiple
generators are alternated on line, a switch should
be installed in the neutral ground circuit of each
generator. In this case, all neutral ground circuits
except one circuit can be opened. Be sure that one of
the neutral ground circuits is closed.
Parallel to Utility
When a Wye connected generator is going to operate
in parallel with a utility system (innite bus) and the
secondary of the step-down transformer in the utility
system is also a Wye connection, the following may
happen. The grounding of both Wye neutrals may
result in circulating currents through the neutrals.
Also, the coordination of ground fault protection
requires an entire system study. This study should
be done by a certied, registered consultant who
is familiar with generator systems. The study will
determine which grounding method should be used.
There are some instances in which grounding the
neutral wire is undesirable. In other applications,
having an ungrounded neutral lead is acceptable.
Denite measures should be taken in such
applications in order to prevent grounds to the phase
leads. An example of such measures is ground fault
protective circuits. Ground fault protection requires
that the entire group of distribution circuits should
be studied. The entire group of distribution circuits
should be treated as a system. The owner should
engage a certied, registered consultant if a new
distribution system is being developed. The owner
should also engage a certied, registered consultant
if an existing system should be modied for the
ground fault protection.
Page 67
LEBM0029-02
Installation Manual
California
Proposition 65 Warning
Diesel engine exhaust and some of its constituents are
known to the State of California to cause cancer, birth
defects, and other reproductive harm.
Page 68
LEBM0029-02
Installation Manual
©2016 Caterpillar Marine Power UK Ltd.
All rights reserved.
Printed in the UK.
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