C 10752592

M 34 DF
PROJECT GUIDE / GENERATOR SET

INTRODUCTION
01
Information for the user of this project guide 02
The project information contained in the following is not binding, since technical data of products may 03
especially change due to product development and customer requests. Caterpillar reserves the right to
modify and amend data at any time. Any liability for accuracy of information provided herein is excluded. 04
Binding determination of data is made by means of the Technical Specilcation and such other agreements 05
as may be entered into in connection with the order. We will supply further binding data, drawings, dia-
grams, electrical drawings, etc. in connection with a corresponding order. 06
This edition supersedes the previous edition of this project guide. 07
All rights reserved. Reproduction or copying only with our prior written consent. 08
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Caterpillar Motoren GmbH & Co. KG 21
P. O. Box, D-24157 Kiel
Germany 22
Phone +49 431 3995-01
Telefax +49 431 3995-2193 23
Edition November 2014
Page I / M 34 DF Generator Set / 11.2014

INTRODUCTION
01
02 Global Resource from One Source
03 When you select Cat Marine Power for your vessel, look to Cat Financial for worldclass lnancial support.
With marine lending oflces in Europe, Asia and the US supporting Caterpillars worldwide marine distribu-
04 tion network, Cat Financial is anchored in your homeport. We also have over 20 years of marine lending ex-
perience, so we understand your unique commercial marine business needs. Whether youre in the offshore
05 support, cargo, ship assist, towing, lshing or passenger vessel industry, you can count on Cat Financial for
the same high standard you expect from Caterpillar.
06
Marine Financing Guidelines
07
Power: Cat and MaK
08 Financial Products: Construction, term and repower lnancing
Repayment: Loan terms up to 10 years, with longer amortizations available
09 Financed Amount: Up to 80% of your vessel cost
Rates: Fixed or variable
10 Currency: US Dollars, Euros and other widely traded currencies
11 www.cat.com/CatMarineFinance
12 Visit our website or see your local Cat dealer to learn how our marine lnancing plans and options can help
your business succeed.
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Page II / M 34 DF Generator Set / 11.2014

INTRODUCTION
01
Global Dealer Network 02
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Commissioning
06
Monitoring and 07
Diagnostic Software Training
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Remanufactured Parts Maintenance
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Genuine Spare Parts Overhauls
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Engine Upgrades Repairs
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Customer Support 15
Agreements (CSAs)
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Providing integrated solutions for your power system means much more than just supplying your engines. 19
Beyond complete auxiliary and propulsion power systems, we offer a broad portfolio of customer support
solutions and lnancing options. Our global dealer network takes care of you wherever you are worldwide. 20
Localized dealers offer onsite technical expertise through marine specialists and an extensive inventory of
all the spare parts you might need. 21
To lnd your nearest dealer, simply go to WWW.MARINE.CAT.COM 22
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Page III / M 34 DF Generator Set / 11.2014

INTRODUCTION
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Page IV / M 34 DF Generator Set / 11.2014

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

1.3 Engine running in............................................................................................................. 10 06
1.4 Prospective life times ..................................................................................................... 11 07
08
2. GENERAL DATA AND OUTPUTS
09
2.1. General delnition of reference conditions ................................................................ 12
2.2 Reference conditions regarding fuel consumption ................................................... 12 10

2.3 Lube oil consumption...................................................................................................... 12 11
2.4 Emissions .......................................................................................................................... 13 12
2.4.1 Exhaust gas preliminary ....................................................................................... 13
13
2.4.2 Nitrogen oxide emissions (NOX-values)................................................................... 13
14
2.4.3 Engine International Air Pollution Prevention Certilcate ....................................... 14
15
2.5 Engine dimensions and weight preliminary............................................................. 15
2.6 System connecting points preliminary ..................................................................... 16 16

17
3. OPERATING RANGES 18
3.1 Restrictions for low load operation ............................................................................. 18
19
3.1.1 Load restrictions in diesel mode ............................................................................. 18
20
3.1.2 Load restrictions in gas mode ................................................................................. 19
21
3.2 Emergency operation without turbocharger .............................................................. 20
3.3 Operation in inclined position ....................................................................................... 20 22
3.4 Load application and recovery behaviour .................................................................. 21 23

3.5 Fuel changeover and recovery behaviour .................................................................. 23
3.6 Derating ............................................................................................................................ 24
Page V / M 34 DF Generator Set / 11.2014

CONTENTS
01
02 4. TECHNICAL DATA
4.1 Diesel, mechanical.......................................................................................................... 25
03
04
5. FUEL OIL SYSTEM
05
5.1 MGO / MDO operation .................................................................................................... 28
06 5.1.1 Acceptable MGO / MDO characteristics ................................................................. 28
07 5.1.2 Internal fuel oil system ............................................................................................ 30
08 5.1.3 External fuel oil system ........................................................................................... 32
5.2 Ignition fuel system ......................................................................................................... 40

09
5.2.1 Ignition fuel quality requirements ........................................................................... 40
10
5.2.2 System diagram ....................................................................................................... 40
11
5.2.3 Pilot fuel ignition system components .................................................................... 41
12 5.3 HFO operation .................................................................................................................. 43
13 5.3.1 CIMAC Requirements for residual fuels for diesel engines (as delivered) .......... 45
14 5.3.2 Fuel booster and supply system .............................................................................. 50
5.3.3 Fuel booster and supply module .............................................................................. 59

15
5.4 Switching over from HFO to diesel oil.......................................................................... 63
16
17
6. GAS FUEL SYSTEM
18 6.1 General.............................................................................................................................. 64
19 6.1.1 Gas fuel quality requirements ................................................................................. 64
20 6.1.2 System diagram ....................................................................................................... 65
6.1.3 Gas system components .......................................................................................... 66

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Page VI / M 34 DF Generator Set / 11.2014

CONTENTS
01
7. LUBE OIL SYSTEM 02
7.1 Lube oil requirements ..................................................................................................... 68
03
7.2 Internal lube oil system .................................................................................................. 70
04
7.3 External lube oil system ................................................................................................. 72
05
7.4 Circulating tanks.............................................................................................................. 76
7.5 Crankcase ventilation system ....................................................................................... 76 06

7.5.1 Crankcase ventilation pipe dimensions ................................................................... 76 07
7.5.2 Crankcase ventilation pipe layout ........................................................................... 76 08
7.5.3 Gas detection sensor ............................................................................................... 76
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8. COOLING WATER SYSTEM
11
8.1 General.............................................................................................................................. 77
8.1.1 Two circuit cooling system ...................................................................................... 77 12
8.1.2 Secondary circuit cooling system ............................................................................ 77 13

8.2 Water quality requirements ........................................................................................... 77 14
8.2.1 General .................................................................................................................... 77
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8.2.2 Requirements ........................................................................................................... 78
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8.2.3 Supplementary information ..................................................................................... 78
17
8.2.4 Treatment before operating the engine for the lrst time ....................................... 78
8.3 Recommendation for cooling water system ............................................................... 78

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8.3.1 Pipes and tanks ........................................................................................................ 78 19

8.3.2 Drain tank with llling pump .................................................................................... 78 20
8.3.3 Electric motor driven pumps .................................................................................... 79
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8.4 Cooling water system ..................................................................................................... 79
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8.4.1 General .................................................................................................................... 79
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8.4.2 Components ............................................................................................................. 81
Page VII / M 34 DF Generator Set / 11.2014

CONTENTS
01
02 8.5 System diagrams heat balance .................................................................................... 85
8.6 Preheating (separate module) ...................................................................................... 87

03
8.6.1 Electrically heated ................................................................................................... 87
04
8.6.2 Other preheating systems ....................................................................................... 88
05 8.7 Box coolers system......................................................................................................... 88
06 8.8 Cooling circuit layout ...................................................................................................... 88
07
08 9. COMPRESSED AIR SYSTEM
9.1 General.............................................................................................................................. 89
09
9.2 Internal compressed air system ................................................................................... 89
10
9.3 External compressed air system .................................................................................. 90
11
9.3.1 Compressor AC1, stand-by compressor AC2 ........................................................... 91
12 9.3.2 Air receiver AT1, AT2 ............................................................................................... 92
13 9.4 Compressed air quality................................................................................................... 94
14 9.5 Optional equipment ......................................................................................................... 95
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10. COMBUSTION AIR SYSTEM
16
10.1 Engine room ventilation.................................................................................................. 96
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10.2 Combustion air system design ...................................................................................... 96
18 10.2.1 Air intake from engine room (standard) .................................................................. 96
19 10.2.2 Air intake from outside ............................................................................................ 96
20 10.2.3 Air intake temperature from engine room from outside ......................................... 96
10.3 Cooling air......................................................................................................................... 96

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10.4 Condensed water from charge air duct ...................................................................... 96
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Page VIII / M 34 DF Generator Set / 11.2014

CONTENTS
01
11. EXHAUST GAS SYSTEM
02
11.1 Components ..................................................................................................................... 97
03
11.1.1 Exhaust gas nozzle preliminary ............................................................................ 97
11.1.2 Exhaust gas compensator ........................................................................................ 98

04
11.1.3 Exhaust gas piping system ...................................................................................... 99 05

11.1.4 Silencer .................................................................................................................... 101 06
11.1.5 Exhaust gas boiler ................................................................................................... 103 07
11.2 Turbocharger ................................................................................................................... 104
08
11.2.1 Turbine cleaning system .......................................................................................... 104
09
11.2.2 Compressor cleaning system ................................................................................... 105
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12. FLEXIBLE CAMSHAFT TECHNOLOFY (FCT) 11

12.1 Flexible Camshaft Technology (FCT) ............................................................................ 106 12
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13. CONTROL AND MONITORING SYSTEM
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13.1 Local control panel (LCP) ............................................................................................... 107
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13.2 Data link overview........................................................................................................... 108
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13.3 Components ..................................................................................................................... 110
13.4 Genset control ................................................................................................................. 112 17

13.5 Control cabinet ................................................................................................................ 113 18
13.6 Requirements ................................................................................................................... 115 19
13.6.1 Requirements on power management system ........................................................ 115
20
13.6.2 Requirements on gas system .................................................................................. 116
21
13.7 List of measuring points, exhaust gas monitoring ..................................................... 117
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13.8 Local and remote indicators.......................................................................................... 123
13.9 Condition monitoring....................................................................................................... 123 23

13.10 Safety ................................................................................................................................ 124
13.10.1Safety concept........................................................................................................ 124
Page IX / M 34 DF Generator Set / 11.2014

CONTENTS
01
02 14. INSTALLATION AND ARRANGEMENT
14.1 Resilient mounting of genset ......................................................................................... 126
03
14.2 Earthing of engine ........................................................................................................... 127
04
05
15. VIBRATION AND NOISE
06 15.1 Data for torsional vibration calculation ....................................................................... 128
07 15.2 Sound levels ..................................................................................................................... 132
08 15.2.1 Airborne noise ......................................................................................................... 132
15.3 Vibration ............................................................................................................................ 132

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16. POWER TRANSMISSION
11
16.1 Flexible coupling.............................................................................................................. 133
12
13 17. PIPING DESIGN
14 17.1 Pipe dimensions .............................................................................................................. 134
17.2 Flow velocities in pipes .................................................................................................. 134

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17.3 Trace heating ................................................................................................................... 134
16
17.4 Insulation .......................................................................................................................... 134
17
17.5 Flexible pipe connections .............................................................................................. 135
18
19 18. ENGINE ROOM LAYOUT
20 18.1 Engine center distances ................................................................................................ 136
18.2 Space requirement for maintenance ........................................................................... 137

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18.2.1 Removal of charge air cooler and turbocharger cartridge ...................................... 137
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18.2.2 Removal of piston and cylinder liner ....................................................................... 138
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Page X / M 34 DF Generator Set / 11.2014

CONTENTS
01
19. PAINTING, PRESERVATION 02
19.1 Inside preservation ......................................................................................................... 139
03
19.1.1 Factory standard N 576-3.3 Inside preservation .................................................. 139
04
19.2 Outside preservation ...................................................................................................... 139
05
19.2.1 Factory standard N 576-3.2 Outside preservation VCI 368 .................................. 139
19.2.2 Factory standard N 576-4.1 Clear varnish ............................................................ 140 06

19.2.3 Factory standard N 576-4.3 Painting .................................................................... 141 07
19.2.4 Factory standard N 576-5.2 VCI packaging .......................................................... 141 08
19.2.5 Factory standard N 576-5.2 Suppl. 1 Information panel for VCI preservation
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and inspection ......................................................................................................... 142
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19.3 Factory standard N 576-6.1 Protection period, check and represervation ........ 143
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19.3.1 Protection period ..................................................................................................... 143
19.3.2 Protection check ...................................................................................................... 143 12
19.3.3 Represervation as per factory standard N 576-6.1 ................................................. 143 13

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20. TRANSPORT, DIMENSIONS AND WEIGHTS 15
20.1 Lifting of engines ............................................................................................................. 144
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20.2 Dimensions of main components ................................................................................. 145
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21. STANDARD ACCEPTANCE TEST RUN 18
21.1 Standard acceptance test run ...................................................................................... 146 19

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22. ENGINE PARTS 21
22.1 Required spare parts (Marine Classilcation Society MCS) .................................... 147
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22.2 Recommended spare parts ........................................................................................... 148
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Page XI / M 34 DF Generator Set / 11.2014

CONTENTS
01
02 23. CATERPILLAR MARINE
23.1 Gas sytems technology Scope of supply ................................................................. 151
03
23.2 Caterpillar Propulsion ..................................................................................................... 152
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Page XII / M 34 DF Generator Set / 11.2014

GENSET DESCRIPTION
01
1.1 Delnitions 02
03
2 3 4 5 6 04
1
05
06
07
Driving end
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09
10
Free end
Control side 11
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6 5 4
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3 2 1
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Free end
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Exhaust side 21
Driving end
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Fig. 1-1 M 34 DF
23
6 M 34 DF 8 M 34 DF 9 M 34 DF
Output [kW] 3,000 4,000 4,500
Page 1 / M 34 DF Generator Set / 11.2014

GENSET DESCRIPTION
01
02 Cylinder conlguration: 6, 8, 9 in-line
Bore: 340 mm
03 Stroke: 460 mm
Stroke / bore-ratio: 1.35
04 Swept volume: 42 l/cyl.
Output/cyl: 500 kW
05 BMEP: 19.9/19.1 bar
Revolutions: 720/750 rpm
06 Mean piston speed: 11.0/11.5 m/s
Turbocharging: single log
07 Direction of rotation: counter-clockwise, option: clockwise
08
1.2 Main components and systems
09
10 1.2.1 Main features and characteristics
11 Caterpillar Motoren designed the M 34 DF based on the reliable M 32 C engine series. It is capable of ope-
rating on multiple fuels without sacrilcing the typical MaK marine engine features like superior serviceabi-
12 lity and class-leading maintenance intervals. Caterpillar has leveraged more than 60 years experience with
thousands of spark-ignited gas engines operating in the leld to develop the M 34 DF.
13 The M 34 DF offers high fuel eflciency and lower exhaust gas emissions as an answer to increasing ope-
rating costs and upcoming fuel sulfur and NOX regulations in Emission Control Areas (ECA).
14 It saves cost by using natural gas while retaining the traditional performance and durability of diesel engi-
nes. HFO operation is supported for use outside of ECAs.
15
High eflcieny and proven reliability make the M 34 DF an excellent propulsion engine for operation inside
and outside of environmentally protected areas as well as waters with HFO limitations. Redundant cont-
16
rols and safety systems even support single main engine installations.
17 The M 34 DF is an attractive alternative to expensive low-sulphur MDO or large and complex scrubber
installations to comply with future IMO III exhaust gas regulations.
18
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20
21
22
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Fig. 1-2 Control side and driving end Fig. 1-3 Exhaust side and free end

GENSET DESCRIPTION
01
1.2.2 Description of components 02
Cylinder head 03
2 3 4 5 6 7 04
1
05
06
07
08
09
10
11
12
13
14
13 12 11 10 9 8 15
Fig. 1-4 Cylinder head
16
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1 Media ducted through cylinder head 8 Cooling water line, outlet
2 Rocker arm, outlet 9 Cooling water line, inlet 18
3 Valve bridge, outlet 10 Cooling water spaces in cylinder head
4 Exhaust gas valves, water cooled 11 Combustion air inlet valves 19
5 Double walled gas pipe 12 Fuel feed pump
6 Ignition fuel injector 13 Fuel feed pipe 20
7 Exhaust gas line
21
The cylinder heads are made of nodular cast iron with 2 inlet and 2 exhaust valves, which are equipped
with valve rotators. 22
The exhaust valve seats are directly water cooled.
The injection nozzles for heavy fuel operation are cooled by engine lube oil. 23

GENSET DESCRIPTION
01
02 Connecting rod and piston
03
3
04 2 4
1
05
5
06
07
15
08
09
14
10
11
12
13 13
6
14 7
15
8
16
17
18
12 9
19
20 11
21
22 10
Fig. 1-5 Connecting rod and piston
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GENSET DESCRIPTION
01
1 Oil scraper ring 9 Big end bearing cap 02
2 Second piston ring 10 Big end bearing bolts
3 First piston ring 11 Lower big end bearing shell with oil inlet 03
4 Piston crown 12 Upper big end bearing shell
5 Piston skirt 13 Connecting rod 04
6 Connecting rod bolts 14 Small end in marine head design
7 Connecting rod mange 15 Piston pin 05
8 Big end bearing
06
The pistons are of composite type with steel crown and forged steel or nodular cast iron skirt. 07
The piston ring sets consist of two compression rings, lrst ring with chromium diamond plated running
surfaces, the second ring with chromium plated running surfaces, and one chromium diamant plated oil 08
scraper ring.
All ring grooves are located in the steel crown, which is cooled by lube oil. 09
The ring grooves are hardened.
3-piece connecting rod, supporting removal of the piston without opening the big end bearing. 10
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13
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15
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18
19
20
21
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GENSET DESCRIPTION
01
02 Engine block
03
1 2 3
04
05
06 4
07
08
5
09 10
10
9
11
12
8
13 7 6
Fig. 1-6 Engine block
14
15
1 One-piece nodular cast iron block 6 Space for underslung crankshaft
16
2 Top plate with seating manges for the 7 Side screws
17 cylinder liners 8 Main bearing
3 Camshaft bearings 9 Locating (main) bearing
18 4 Camshaft housing 10 Corrosion protected main bearings
5 Foot of engine block with drain chamfer
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20
21
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GENSET DESCRIPTION
01
Core element of the M 34 DF is the engine block, which is made of nodular cast iron in one piece. 02
The advantages of the engine block design are: 03
The one-piece design makes the engine block extremely robust and warp resistant.
The charge air manifold is cast integral, which avoids vibration and leakage problems. 04
Lube oil lines are routed through the block in cast and drilled holes, reducing the number of connecting
points and leakage problems to a minimum. 05
The camshaft housing contains a camshaft, which is made of sections per cylinder allowing a removal
of the segments sideways. 06
The underslung crankshaft allows the removal of the complete crankshaft without disassembly of the
entire engine. 07
The engine block is not integrated into the cooling water circuit, therefore the engine block is
completely dry. 08
09
10
11
12
13
14
15
16
17
18
19
20
21
22
23

GENSET DESCRIPTION
01
02 Safe and simple power train
03 5
6
4
04 7
3
05 8
06
2 9
07
1 10
08
09 11
10 26 12
11 25
12 24
13
13
14
14 23
22
15
15
21
16
20 16
17
18
19
19
20
21
22 17
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17 18
Fig. 1-7 Conlguration of main components of one cylinder compartment

GENSET DESCRIPTION
01
1 Media duct on cylinder head 17 Main bearing cap 02
2 Cylinder head stud bolts 18 Counterweights on crankshaft
3 Double walled gas pipe 19 Upper main bearing shell with oil inlet 03
4 Leakage detection pipe 20 Connecting rod, marine design
5 Solenoid valve 21 Camshaft segment 04
6 Rocker arm, inlet 22 Cylinder liner
7 Rocker arm, outlet 23 Piston crown 05
8 Head cover 24 Cooling water distributor
9 Cylinder head 25 Cooling water pipe, inlet 06
10 Ignition fuel oil pipe 26 Cooling water pipe, outlet
11 Fuel feed pump 07
12 Fuel feed pipe
13 Push rod 08
14 Cam follower, fuel feed pump
15 Cam follower, outlet 09
16 Lube oil tube in cam follower shaft
10
The safe and simple designed power train of cylinder head, piston with liner, connecting rod and camshaft 11
is parted in cylinder compartments, while the crankshaft is one-piece. The advantage is simplilcation of
maintenance work saving costs. 12
Additional advantages are:

13
Service friendly distribution of media in maintenance-free plugged pipes and cast blocks
14
2-stage fresh water cooling system with 2-stage charge air cooler
15
Turbocharger supplied with inboard plain bearings which are lubricated by engine lube oil
Service friendly gas admission valve and ignition fuel injector location
16
17
18
19
20
21
22
23

GENSET DESCRIPTION
01
02 1.3 Engine running in
03 All MaK engines delivered have already been completely run in, therefore special guidelines for running in
are not necessary.
04 Under certain circumstances, referred to the respective maintenance guidelines, further running in can be
required. This may be for example maintenance work at or changing of:
05
pistons,
06 piston rings and
liners.
07
In these cases a running in period of 8 hours for M 34 DF engines is to be adhered.
08 During this period the load of the preheated engine is increased from 20 % to 100 %.
HFO operated engines should be operated on MGO / MDO below 50 % engine load due to increased gene-
09 ration of combustion residues.
During the running in period pressure and temperature values are to be compared with the respective
10 values of the factory acceptance test run.
Maintenance work or changing of main or big end bearings do not cause running in procedures.
11
12
13
14
15
16
17
18
19
20
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23

GENSET DESCRIPTION
01
1.4 Prospective life times 02
General 03
The expectable TBO (time between overhaul) and actual life time may deviate signilcantly as a result of, 04
fuel quality, load and operating prolle, conditions, the quality of maintenance and other external factors.
05
Life time operating hours [h]
Core components M 34 DF Propulsion 06
MDO HFO TBO M 34 DF
Piston crown (life time incl. 2 stages rework) 90,000 90,000 30,000 07
Piston skirt cast iron (standard) 60,000 60,000
Piston skirt steel (optional) 90,000 90,000
08
Piston skirt Aluminium
09
Piston rings 30,000 30,000
Piston pin bearing 60,000 60,000 10
Cuff / Antipolishing ring 30,000 30,000
Cylinder liner 90,000 90,000 11
Cylinder head 90,000 90,000 15,000
Inlet valve 30,000 30,000 15,000 12
Exhaust valve 30,000 30,000 15,000
Nozzle element 7,500 5,000 13
Pump element 15,000 15,000
14
Main bearing 30,000 30,000
Big end bearing 30,000 30,000 15
Camshaft bearing 45,000 45,000
Turbocharger plain bearing 12,000 12,000 16
Vibration damper camshaft 15,000 15,000
Vibration damper crankshaft 30,000 30,000 15,000 17
Ignition fuel injector 7,500
Gas admission valve 7,500 18
Cylinder pressure sensor 7,500
Ignition fuel oil llter element 2,000
19
20
The above mentioned data are only indicative and relate to an average component life time under
favourable operating conditions. 21
22
23

GENERAL DATA AND OUTPUTS
01
720/750 rpm
02 Type
[kW]
03 6 M 34 DF 3,000
8 M 34 DF 4,000
04 9 M 34 DF 4,500
05 The maximum fuel rack position is mechanically limited to 100 % output.
06
2.1 General delnition of reference conditions
07
The maximum continuous rating (locked output) stated by Caterpillar Motoren refers to the following re-
08 ference conditions according to IACS (International Association of Classilcation Societies) for main and
auxiliary engines (tropical conditions):
09
Air pressure: 100 kPa (1 bar)
10 Air temperature: 318 K (45 C)
Relative humidity: 60 %
11 Seawater temperature: 305 K (32 C)
12 2.2 Reference conditions regarding fuel consumption

13 Fuel consumption data is based on the following reference conditions:
14 Intake temperature: 298 K (25 C)

Charge air temperature: 318 K (45C)
15
Charge air coolant inlet temperature: 298 K (25C)
Net heating value of the diesel oil: 42,700 kJ/kg
16
Tolerance: 5%
17 Fuel gas minimum lower heating value (LHV) 28 MJ/Nm
Fuel gas methane number for rated output > 80
18
Specilcation of fuel consumption data without engine driven pumps;
19 for each pump driven on an additional consumption of 1 % has to be calculated.
20
2.3 Lube oil consumption
21
0.6 g/kWh
22 Value is based on rated output
Tolerance 0.3 g/kWh
23
NOTE:
Please also compare the technical data (see chapter 4).

01
2.4 Emissions 02
03
2.4.1 Exhaust gas preliminary
04
Tolerance: 5%
Atmospheric pressure: 100 kPa (1 bar) 05
Relative humidity: 60 %
Constant speed 750 rpm 06
Intake air temperature 25 C 07
Output Output [%]
08
[kg/h]
Engine [kW]
[C] 09
100 90 80 70 60 50
6 M 34 DF 3,000
22,000 21,050 18,580 16,130 13,730 11,780 10
305 300 310 315 330 345
8 M 34 DF 4,000
29,355 28,060 24,700 21,460 18,265 15,670 11
310 305 315 317 335 350
9 M 34 DF 4,500
33,000 31,575 27,870 24,195 20,590 17,650 12
305 300 310 315 330 345
13
Intake air temperature 45 C
14
Output Output [%]
[kg/h] 15
Engine [kW]
[C]
100 90 80 70 60 50 16
20,680 19,785 17,465 15,160 12,910 11,070
6 M 34 DF 3,000
324 319 330 335 351 367 17
27,590 26,375 23,215 20,170 17,170 14,730
8 M 34 DF 4,000
329 324 335 337 356 372 18
31,020 29,675 26,195 22,740 19,365 16,600
9 M 34 DF 4,500
325 320 330 335 351 367 19
20
2.4.2 Nitrogen oxide emissions (NOX-values) 21
NOX-limit values according to IMO II: 9.60 g/kWh (n=750 rpm) 22
CPP acc. to cycle E2: 9.50 g/kWh
Genset acc. cycle D2: 9.50 g/kWh 23

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

01
2.5 Engine dimensions and weight preliminary 02
Turbocharger at free end 03
04
W2 05
06
07
H1
08
09
H2
10
W1 L3
L2 11
L1
Fig. 2-1 Turbocharger at free end

12
13
Dimensions [mm] Weight
Type 14
L1 L2 L3 H1 H2 W1 W2 [t]
6 M 34 DF 9,566 9,094 8,672 2,771 1,800 2,432 126 73.0 15
8 M 34 DF 10,626 10,154 9,732 2,908 1,800 2,432 190 92.0
9 M 34 DF 11,156 10,684 10,262 2,908 1,800 2,432 190 98.0 16
17
Engine center distance 18
(2 engines side by side) 19
Minimum distance 3,000 mm 20
21
22
23

01
02 2.6 System connecting points preliminary
03
C91
04
05
06
07
08
C34
09
10
11
12 C81 C75 C73 C81 C76a C78
13
C91a
14
15
16 C13
17 C96, C97 C12
C25
18
C34
19 C28
C23
20 C22
C21
21 C58
22
23
C61 C65 C60 C61 C35
Fig. 2-2 Connecting points at the engine

01
C12 Generator cooler, inlet 02
C13 Generator cooler, outlet
C21 Fresh water pump HT, inlet 03
C22 Fresh water pump LT, inlet
C23 Fresh water pump HT, outlet 04
C25 Cooling water, engine outlet
C28 Fresh water pump LT, outlet 05
C34 Drain condensate separator, charge air cooler
C35 Drain charge air duct 06
C58 Force pump, delivery side
C59 Lube oil inlet, lube oil llter 07
C60 Separator connection, suction side
C61 Separator connection, delivery side 08
C65 Lube oil llling socket
C73 Fuel inlet, engine ltted pump 09
C75 Connection, stand-by pump
C76a Pilot fuel, inlet 10
C78 Fuel outlet
C81 Drip fuel connection 11
C91 Crankcase ventilation to stack
C91a Exhaust gas outlet 12
C96 Gas inlet
C97 Flushing connection gas pipe (inertgas)
13
14
15
16
17
18
19
20
21
22
23

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

OPERATING RANGES
01
3.1.2 Load restrictions in gas mode 02
According to the low load restrictions given by the required air to fuel ratio, the engine starts and stops 03
only in diesel operation. A gas operation above 100% load is prohibited. A gas operation below 20% load
is not possible or limited for a certain time. A direct fuel change over from HFO operation to gas operation 04
is prohibited. The engine needs to run a certain time with MDO before change over to gas operation.
05
110 06
Diesel /
HFO operation 07
100
08
09
Engine load [%]
Diesel / Gas operation 10

HFO operation
11
12
20
Diesel / 13
HFO operation
0 14
Diesel mode Gas mode
15
Fig. 3-2 Load restirctions in gas mode
16
17
18
19
20
21
22
23

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

OPERATING RANGES
01
3.4 Load application and recovery behaviour 02
Our standard loading up procedure for M 34 DF engines is to achieve recovery behaviour in accordance 03
with class requirements.
04
Load
100 %
05
06
66 %
07
08
33 % 09
10
11
Fig. 3-4 Standard loading up procedure
12
5-10 s 5-10 s 5-10 s Time
13
Power [%]
Steps 1. 2. 3.
14
Diesel mode 33.3 % 33.3 % 33.3 %
15
16
17
18
19
20
21
22
23

OPERATING RANGES
01
02 Power [%]
Steps 1. 2. 3. 4. 5.
03 Diesel mode 33.3 % 33.3 % 33.3 %
Gas mode 33.0 % 24.0 % 20.0 % 15.0 % 80%
04
05 30%
Diesel mode
06 25% Gas mode
07
Power [%]
20%
08 15%
10%
09
5%
10
0%
11 Fig. 3-5
1.
Load steps M 34 DF
2. 3.
Step
4. 5.
12
35
13
30
14 25
Max. load step [%]
15 20
15 Diesel mode
16 Gas mode
10
17 5
18 0
0 10 20 30 40 50 60 70 80 90 100
19 Fig. 3-6 Maximum permissible load steps Current load [%]
20 Remarks:
21 Instant loading with recovery time in 5 seconds, Tol.: 5 seconds, engine warmed up in operating
conditions
22 Minimum operating rime 10 minutes
Lube oil > 50 C
23 Coolant > 65 C

OPERATING RANGES
01
3.5 Fuel changeover and recovery behaviour 02
a) Changeover from gas to diesel operation: 03
Changeover from gas to diesel fuel operation is done within approx. 1 second at any load, if required 04
due to emergency switch over. The normal switchover takes approx. 50 seconds.
Changeover can be started manually by operator or automatically by MACS, if the gas operation 05
conditions are not given anymore (e.g. load window for gas operation has been left).
06
- Main liquid fuel injection activated
- Gaseous fuel slowly cut back / liquid fuel amount rises 07
- FCT: Valve timing adjusts depending on running condition (e.g. load)
- Air fuel ratio control is shut-off (Blow-Off and Waste Gate) 08
- Ignition shot is still active
09
b) Changeover from diesel to gas operation:
10
Changeover from diesel to gas fuel operation is possible in the load range between 20 and 100%
power. 11
If gas mode is activated, the load is constant in the correct range and all systems are running, the
engine control will change over to gas operation: 12
- Start air fuel ratio control with exhaust Waste Gate and Blow-Off
13
- Change valve timing over to gas operation depending on running conditions
- Start gas supply and raise gas amount, if gas pressure is suflcient
14
- Main liquid fuel injection cuts back and switches off, if minimum fuel rack position is reached
15
The procedure will take approx. 2 minutes, which depends on gas supply system and self check
16
procedures.
If the procedure is completed, power ramp up to 100% power or instant loading is possible. 17
18
19
20
21
22
23

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

TECHNICAL DATA
01
4.1 Diesel, mechanical 02
6 M 34 DF 8 M 34 DF 9 M 34 DF 03
Performance data
Maximum continuous rating acc.
[kW] 3,000 4,000 4,500
04
ISO 3046/1
Speed [rpm] 720/750 720/750 720/750 05
Minimum speed [rpm] 435 435 435
Brake mean effective presure [bar] 19.9/19.1 19.9/19.1 19.9/19.1 06
Charge air pressure [bar] 3.55 3.55 3.55
Firing pressure [bar] 200 200 200
07
Combustion air demand (ta=20 C) [m/h] 17,800 23,750 26,710
08
Specilc fuel oil consumption
diesel/gas
09
n = const 1) 100 % [g/kWh] [kJ/kWh] 188/7,665 188/7,665 188/7,665
85 % [g/kWh] [kJ/kWh] 187/7,777 187/7,777 187/7,777 10
75 % [g/kWh] [kJ/kWh] 189/7,925 189/7,925 189/7,925
50 % [g/kWh] [kJ/kWh] 195/8,290 195/8,290 195/8,290 11
Lube oil consumption 2)
[g/kWh] 0.6 0.6 0.6
Pilot injection gas operating [%] 1 1 1 12
NOX-emission 6) [g/kWh] 9.6 9.6 9.6
NOX-emission gas 6) [g/kWh] 2.39 2.39 2.39 13
Turbocharger type Napier NT10 Napier NT12 Napier NT12
Fuel
14
Engine driven booster pump [m/h/bar] 3.2/5 3.2/5 3.2/5
15
Stand-by booster pump [m/h/bar] 2.2/5 2.9/5 3.2/5
Stand-by booster pump (CCR-
[m/h/bar] 0.66/8 0.88/8 1.0/8 16
system)
Mesh size MDO lne llter [mm] 0.025 0.025 0.025 17
Mesh size HFO automatic llter [mm] 0.010 0.010 0.010
Mesh size HFO lne llter [mm] 0.034 0.034 0.034 18
19
20
21
22
23

TECHNICAL DATA
01
02
03 6 M 34 DF 8 M 34 DF 9 M 34 DF
Lube oil
04 Engine driven pump [m/h/bar] 141/10 141/10 141/10
Independent pump [m/h/bar] 60/10 80/10 80/10
05 Working pressure on engine inlet [bar] 4-5 4-5 4-5
Engine driven suction pump [m/h/bar] 168/3 168/3 168/3
06
Independent suction pump [m/h/bar] 65/3 85/3 100/3
07 Priming pump [m/h/bar] 8/5 11/5 11/5
Sump tank content / dry sump
[m] 4.1 5.4 6.1
08 content
Temperature at engine inlet [C] 60 - 65 60 - 65 60 - 65
09 Temperature controller NB [mm] 80 100 100
Double llter NB [mm] 80 80 80
10 Mesh size double llter [mm] 0.08 0.08 0.08
Mesh size automatic llter [mm] 0.03 0.03 0.03
11 Fresh water cooling
Engine content [m] 0.7 0.95 1.05
12
Pressure at engine inlet min/max [bar] 4.5/6.0 4.5/6.0 4.5/6.0
Header tank capacity [m] 0.35 0.45 0.55
13
Temperature at engine outlet [C] 80 - 90 80 - 90 80 - 90
14 Two circuit system
Engine driven pump HT [m/h/bar] 118/4.5 118/4.5 118/4.5
15 Independent pump HT [m/h/bar] 70/4.0 70/4.0 80/4.0
HT-controller NB [mm] 100 100 100
16 Water demand LT-charge air cooler [m/h] 40 60 60
Temperature at LT-charge air
17 cooler inlet
[C] 38 38 38
Heat dissipation
18 Specilc jacket water heat [kJ/kW] 500 500 500
Specilc lube oil heat [kJ/kW] 525 525 525
19
Lube oil cooler [kW] 440 590 660
20 Jacket water [kW] 420 550 625
Charge air cooler 3) [kW]
21 Charge air cooler (HT-stage) 3) [kW] 996 1,330 1,496
Charge air cooler (LT-stage) 3)
[kW] 290 388 436
22 (HT-stage before engine)
Heat radiation engine [kW] 150 190 210
23

TECHNICAL DATA
01
02
6 M 34 DF 8 M 34 DF 9 M 34 DF 03
Exhaust gas
Silencer / spark arrestor NB [mm] 600 700 800 04
Pipe diameter NB after turbine [mm] 600 700 800
Maximum exhaust gas pressure
05
[bar] 0.03 0.03 0.03
drop
Exhaust gas temperature after
06
[C) 305 310 305
turbine (intake air 25 C) 5)
Exhaust gas mass mow (intake air
07
[kg/h] 22,000 29,335 33,000
25 C) 5)
Exhaust gas temperature after
08
[C] 345 355 350
turbine (intake air 25 C) (gas) 5)
Exhaust gas mass mow (intake air
09
[kg/h] 18,920 25,230 28,400
25 C) (gas) 5)
Starting air
10
Starting air pressure max. [bar] 30 30 30
11
Minimum starting air pressure [bar] 10 10 10
Air consumption per start 4)
[Nm] 1.2 1.2 1.2 12
Max. allowed crankcase pressure,
[mmWs/mm] 15/80 15/80 15/80
ND ventilation pipe 13
1) Reference conditions: LCV = 42,700 kJ/kg, ambient temperature 25 C, charge air coolant temperature 25 C, tolerance 5 %, + 1 % for engine
driven pump / 2) Standard value, tolerance 0.3 g/kWh, related on full load / 3) Charge air heat based on 45 C ambient temperature /
14
4) Preheated engine / 5) Tolerance 10 %, rel. humidity 60 % / 6) Marpol 73/78, Annex VI, cycle E2, D2
15
16
17
18
19
20
21
22
23

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

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

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

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

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

FUEL OIL SYSTEM
01
02 5.1.2 Internal fuel oil system
03 General
04 The fuel injectors are utilized to deliver the correct amount of fuel to the cylinders precisely at the moment
it is needed.
05 The diesel fuel supply system must ensure a permanent and clean supply of diesel fuel to the engine
internal fuel oil system.
06 NOTE: In diesel mode operation the ignition fuel system is always active.
07
08 C78 ENGINE
09 DR2
10 PT
C96
C76a DP8
uu
11 Ignition fuel oil
treatment and C97
C75 supply system LSH
12 PDSH
PDI
PI
s
TI
C73 DP1 PT TT
13 PI TI
14 DF1
15 C81
Fig. 5-1 Internal fuel oil system, system diagram
16
17 DF1 Fuel lne llter (duplex llter) C73 Fuel inlet, to engine ltted pump
DF10 Ignition fuel oil lne llter C75 Connection, stand-by pump
18 DP1 Diesel oil feed pump C76a Inlet, ignition fuel
DP8 Common rail high pressure pump C78 Fuel outlet
19 DR2 Fuel pressure regulating valve C81 Drip-fuel connection
C96 Gas inlet
20 LSH Level switch high C97 Flushing connection gas pipe (inertgas)
PDI Diff. pressure indicator
21 PDSH Diff. pressure switch high s Please refer to the measuring point list
PI Pressure indicator regarding design of the monitoring devices.
22 PT Pressure transmitter uu Ignition fuel quality requirements only MDO
TI Temperature indicator fuel acc. ISO-F-DMA, DMB to be used
23 TT Temperature transmitter (PT100)

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

09
10
11
12
13
14
15
16
17
18
19
20
21
22
23

FUEL OIL SYSTEM
01
02 5.1.3 External fuel oil system
03
04 Min. 2 meters above to fuel meter (DQ1)
LI m
TI TI
ENGINE
DT1 LSL C78 DR2
05 PT
C96
C76a Ignition fuel oil DP8
DF3
treatment and
06
DH3 uu C97
supply system LSH
PI DP2 PI PSL
DT2 5101 TI
PDSH PI
PDI
s
TI DH1 PI DP1 PT TT
07 TI C75
DF2
FQI
DF1
C73
08
C81
09 p
10 DH2 PI DP5 PI DF3

DT4 KT1
11 DS1
PI PI
12 DP3
Fig. 5-2 External fuel oil system diagram with intermediate tank
13 DF1 Fuel lne llter (duplex llter) FQI Flow quantity indicator
DF2 Fuel primary llter (duplex llter) LI Level indicator
14 DF3 Fuel coarse llter LSH Level switch high
DH1 Diesel oil preheater (if required) LSL Level switch low
15
DH2 Electrical preheater for diesel oil PDI Diff. pressure indicator
(separator) PDSH Diff. pressure switch high
16
DH3 Diesel oil cooler PI Pressure indicator
17 DP1 Diesel oil feed pump PSL Pressure switch low
DP2 Diesel oil stand-by feed pump PT Pressure transmitter
18 DP3 Diesel oil transfer pump (to day tank) TI Temperature indicator
DP5 Diesel oil transfer pump (separator) TT Temperature transmitter (PT100)
19 DP8 Common rail high pressure pump
DR2 Fuel pressure regulating valve C73 Fuel inlet, to engine ltted pump
20 DS1 Diesel oil separator C75 Connection, stand-by pump
DT1 Diesel oil day tank C78 Fuel outlet
21 DT2 Diesel oil intermediate tank C81 Drip-fuel connection
DT4 Diesel oil storage tank C96 Gas inlet
22 KP1 Fuel injection pump C97 Flushing connection gas pipe (inertgas)
KT1 Drip fuel tank
23 s Please refer to the measuring point list
m Lead vent pipe beyond service tank level regarding design of the monitoring devices
p Free outlet required uu Ignition fuel quality requirements only MDO
fuel acc. ISO-F-DMA, DMB to be used

FUEL OIL SYSTEM
01
02
03
FQI
DT1
LI TI
04
LSL DH3
ENGINE
TI C78
05
DR2
C76a DP8
PT C96 06
DF3 Ignition fuel oil
uu treatment and C97
supply system
PDSH PI TI
LSH
07
DF2 PDI
s
TI DH1 TI PI PI C75 DP1 PT TT
FQI
d
DP2
DF1
08
PI C73
09
C81
10
PI DP3 PI p
11
DT4
KT1
12
DH2 PI DP5 PI
DF3
DS1
13
Fig. 5-3 External fuel oil system diagram without intermediate tank
14
DF1 Fuel lne llter (duplex llter) PDI Diff. pressure indicator
15
DF2 Fuel primary llter (duplex llter) PDSH Diff. pressure switch high
DF3 Fuel coarse llter PI Pressure indicator
16
DH1 Diesel oil preheater (if required) PT Pressure transmitter
DH2 Electrical preheater for diesel oil TI Temperature indicator 17
(separator) TT Temperature transmitter (PT100)
DH3 Fuel oil cooler for MDO operation 18
DP1 Diesel oil feed pump C73 Fuel inlet, to engine ltted pump
DP2 Diesel oil stand-by feed pump C75 Connection, stand-by pump 19
DP3 Diesel oil transfer pump (to day tank) C76a Inlet, ignition fuel
DP5 Diesel oil transfer pump (separator) C78 Fuel outlet 20
DP8 Common rail high pressure pump C81 Drip-fuel connection
DR2 Fuel pressure regulating valve C96 Gas inlet 21
DS1 Diesel oil separator C97 Flushing connection gas pipe (inertgas)
DT1 Diesel oil day tank 22
DT4 Diesel oil storage tank p Free outlet required
KT1 Drip fuel tank s Please refer to the measuring point list 23
regarding design of the monitoring devices
FQI Flow quantity indicator uu Ignition fuel quality requirements only MDO
LSH Level switch high fuel acc. ISO-F-DMA, DMB to be used.

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

FUEL OIL SYSTEM
01
Fuel primary llter (duplex llter) DF2 02
The fuel primary llter protects the fuel meter and feed pump from major solids. 03
A duplex change over type with mesh size of 320 m is recommended.
04
05
06
H2
07
08
09
10
D
H1
11
12
W 13
Fig. 5-4 Fuel primary llter DF2
14
15
Engine output DN Dimensions [mm]
[kW] H1 H2 W D 16
5,000 32 249 220 206 180
10,000 40 330 300 250 210 17
20,000 65 523 480 260 355
> 20,000 80 690 700 370 430 18
19
Flow quantity indicator FQI 20
One fuel meter is suflcient if the return fuel from the engine is connected to the diesel intermediate tank 21
DT2.
If the fuel return from engine is connected to the day tank, an additional fuel meter in the return line to day 22
tank has to be provided.
A minimum static fuel pressure head of at least 0.2 bar has to be considered. The fuel may be provided by 23
gravity mow from the day tank. The static pressure must exceed the back pressure of the mow meter and
prellter.

FUEL OIL SYSTEM
01
02 Diesel oil intermediate tank DT2
03 In the intermediate tank DT2 the warm return fuel from the engine mixes with the fuel from the day tank.
The tank shall be vented as an open system, with the ventilation line guided to above the day tank level.
04
05 D
06
07
08
09
10
11
12
A
13
14
15
16
17
18
19 Fig. 5-5 Diesel oil intermediate tank DT2
20
Plant output Volume Dimensions [mm] Weight
21 [kW] l A D E [kg]
4,000 50 950 323 750 70
22 10,000 100 1,700 323 1,500 120
> 10,000 200 1,700 406 1,500 175
23

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

11

12
Engine
A B C D [kg]
13
6/8 M 34 DF 863 498 205 140 42
9 M 34 DF 1,468 484 205 140 ca. 75 14
15
The capacity of the MDO preheater is to determine on the required fuel temperature up to approx. 50 C.
16
Peng. [kW]
Heating capacity: Q [kW] = 17
166
Q= Heating capacity [kW] 18
Peng. = Power engine [kW]
19
A diesel oil preheater is not required
- for gas oil operation. 20
- with preheated day tanks.
21
22
23

FUEL OIL SYSTEM
01
02 Stand-by booster pump DP2 (separate)
03 The stand-by booster pump DP2 delivers fuel through the llter DF1 to each injection pump.
The feed pump maintains the pressure at the injection pumps and circulates the fuel in the system.
04 The capacity is slightly oversized to transfer the heat, which occurs during the injection process, away
from the fuel injection system.
05 A positive static pressure is required at the suction side of the pump.
Capacity see technical data.
06
07 C
08
D
09
B
E
10
A
11
Fig. 5-7 Stand-by booster pump DP2
12
13
Voltage /
Dimensions [mm] Weight Motorpower
Engine Frequency
14
A B C D E [kg] [kW] [V/Hz]
15 6/8/9 M 34 DF 735 112 314 60.3 155 61 1.5 400/50
6/8 M 34 DF 735 112 314 60.3 155 61 1.8 440/60
16 9 M 34 DF 775 132 314 60.3 155 70 2.6 440/60
17
18
19
20
21
22
23

FUEL OIL SYSTEM
01
Fuel oil cooler DH3 02
To ensure a fuel oil temperature below 50 C at any time a cooling of diesel oil may be required. 03
The need for a fuel cooler is system specilc and depends on fuel circuit design and type of fuel oil. In case
of more than one engine connected to the same fuel supply system, the MDO-cooler capacity has to be 04
increased accordingly.
The heat transfer load into the diesel oil system is approx. 1.6 kW/cyl. 05
LT-water is normally used as cooling medium.
06
A
07
D
B 08
N1
09
N2
10
11
C
N4 N3
12
Fig. 5-8 Fuel oil cooler for MDO operation DH3

13
14
Dimensions [mm] Weight 15
Engine
A B C D N1 + N2 N3 + N4 [kg]
6/8/9 M 34 DF 910 106 153 750 1 SAE 1 SAE 19 16
17
18
19
20
21
22
23

FUEL OIL SYSTEM
01
02 5.2 Ignition fuel system
03 The MaK dual fuel engine is equipped with an ignition fuel system to ignite the gas fuel / air mixture in the
combustion chamber. This ignition system is a common rail system which injects only a small amount of
04 MDO fuel.
05
5.2.1 Ignition fuel quality requirements
06
Only MDO fuel acc. to ISO-F-DMA, DMB is to be used.
07
08 5.2.2 System diagram
09 Vent Vent
A1
Compressed air supply
10
N2 supply
11
6 M 34 DF
12 C78
13
TI PI PDSH
TT s s
TT FQIY 45103 45104 PDI
PT C96 49120 TT PT C76
TW GR1 PI PT PT PT PT 49104
vp Double PT HF1
Gas supply
wall pipe PT
14
FQI Air
GF1 PI PT C97 45106 45202 C81b
Gas valve unit inlet DP8 PT TT
Gas valve unit room
DF10 C76a
15 5301 LSH
8 m3/h C78a C81 C80b C81e

Fuel supply from MDO day tank
16
max. 10 bar PI QIT C
Outlet
Ventilation VP1 Ventilation
17
module part I module part II
Drain N2 supply
mmin = 1 kg/s N2 at 7.5 bar
Temp = 20C
18 Fig. 5-9 Gas system diagram 3.5 kg flushing
19
20
21
22
23

FUEL OIL SYSTEM
01
DF10 Ignition fuel oil lne llter C76 Inlet, fuplex llter 02
DP8 Common rail high pressure pump C76a Inlet, ignition fuel
GF1 Gas llter C78 Fuel outlet 03
GR1 Gas pressure regulating valve C78a Outlet, ignition fuel
HF1 Fine llter (duplex llter) C80b Drip-fuel connection 04
VP1 Vaccuum pump (sealing oil injection pump)
C81 Drip fuel connection 05
FQI Flow quantity indicator C81b Drip fuel connection (llter pan)
LSH Level switch high C81e Drip fuel connection 06
PI Pressure indicator C96 Gas inlet
PT Pressure transmitter C97 Flushing connection gas pipe (inertgas) 07
QIT Gas indicator and transmitter
TI Termperature indicator s Please refer to the measuring point list 08
TT Temperature transmitter (PT100) regarding design of the monitoring
TW Protective sleeve devices. 09
vp Distance between GVU and engine max.
10 m (piping length). 10
5.2.3 Pilot fuel ignition system components 11
Ignition fuel injector 12
Weight: 0.7 kg
13
The ignition fuel injector enables the injection of pressurized fuel directly into the cylinder.
14
The injector design is simple and compact, the key features are:
15
Electronically controlled
Flexible injection timing and duration
16
17
18
19
20
21
22
23
Fig. 5-10 Ignition fuel injector

FUEL OIL SYSTEM
01
02 High pressure pump
03 Weight: 8 kg
04 One high pressure pump delivers the required amount of ignition fuel to the injectors and provides the
desired pressure in closed loop control. The pump itself is based on a proved design.
05
06
07
08
09
10
11
12
13
Fig. 5-11 High pressure pump
14
15
16
17
18
19
20
21
22
23

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

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

RM 5( 70
0)
100 100
E2 ~IF
Fig. 5-12 Viscosity / temperature diagram

5( 38
RD ~IF 0)
M 18
60 15 0) 60
50
RM (~I 50
M A1 F8
ar 0)
40 ine 0(
~IF 40
Di 40
30 es
el ) 30
Oi
l (M
20 DO 20
)
15 15
12 12
11 11
10 10
9 9
8 Lim 8
M
7 7
ar
it f
i
or
ne
6
pr
eh M 6
Ga
ea ax
sO
tin . li
g
il (
mi
5 tI 5
M
SO
GO
)
-F
-D
4 M 4
C
-10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 t [C]
Temperature
CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC
Designation
5.3.1
A10 B10 C10 D15 E25 F25 G35 H35 K35 H45 K45 H55 K55
Related to RMA RMB RMC RMD RME RMF RMG RMH GMK RMH RMK RMH RMK
Characteristic ISO8217 (05) F- 30 30 30 80 180 180 380 380 380 500 500 700 700
Dim. Limit
Density at 15C kg/m max 950 2) 975 3) 980 4) 991 991 1,010 991 1,010 991 1,010
Kin. viscosity at cSt. 1) max 10 15 25 35 45 55
FUEL OIL SYSTEM
100C
Kin. viscosity at cSt. 1) min 6 5) 15 5)

100C
Flash point C min 60 60 60 60 60 60
Fuel shall be free of used lube oil.
Pour point
C max 0
winter
Pour point
C max. 6 24 30 30 30 30 30
summer
Carbon residue % (m/m) max 12 6) 14 14 15 20 18 22 22 22
Ash % (m/m) max 0.10 0.10 0.10 0.15 0.15 0.15 0.15 0.15
Total sedim. % (m/m) max 0.10 0.10 0.10 0.10 0.10 0.10
after ageing
Water % (V/V) max 0.5 0.5 0.5 0.5 0.5 0.5
Sulphur % (m/m) max 3.5 4.0 4.5 4.5 4.5 4.5
Vanadium mg/kg max 150 300 350 200 500 300 600 600 600
Aluminum +
mg/kg max 80 80 80 80 80 80
Requirements for residual fuels for diesel engines please see table next page.
Silicon
Zink mg/kg max 15 15 15 15 15 15
Phosphor mg/kg max 15 15 15 15 15 15
CIMAC Requirements for residual fuels for diesel engines (as delivered)
Calcium mg/kg max 30 30 30 30 30 30

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

TI
C76 C78 Peak pressures max. 16 bar
HH4
TI TT C78 ENGINE
FUEL OIL SYSTEM
HR6
HR9
GS GS
GS GS
PT C96

PT PAL DP8
DH3 DF3 C76a Ignition fuel oil
treatment and
HP1 PSL supply system C97
LSL LSH
HT2 TI
HF2 PI PI VSL VI VSH PDSH PI TI
PI N/C KD1 PDI s
HP3 HH1 HH2 PI TT PT TT
TI TI
HP2 PDSH FQI TI HR2
PDI HF1
TI TI C76
PI
HR1 HF4 HP4
PI
p
C81
PDSL p
HH3
LSH LSH
KT1
LI LI
HS2 HT5 HT6
TI LSL TI LSL
N/C
HH4 HH4
PI HP5 PI
HS1
HH3 HF2
PI HP6 PI
LSH
LI
KT2
TI LSL
HH4 Separator
module
Fig. 5-13 System diagram, HFO operation
FUEL OIL SYSTEM
01
General 02
For location, dimensions and design (e.g. mexible connection) of the disconnecting points see engine instal- 03
lation drawing.
No valve lttings with loose cone must be installed by the shipyard in admission and return lines. 04
DH3 Fuel oil cooler for MDO operation FQI Flow quantity indicator 05
DF3 Fuel coarse llter GS Limit switch
DP8 Common rail high pressure pump LI Level indicator 06
DT1 Diesel oil day tank LSH Level switch high
HF1 Fine llter (duplex llter) LSL Level switch low 07
HF2 Primary llter (duplex llter) PAL Pressure alarm low
HF4 Self cleaning llter PDI Diff. pressure indicator 08
HH1 Heavy fuel lnal preheater PDSH Diff. pressure switch high
HH2 Stand-by lnal preheater PDSL Diff. pressure switch low 09
HH3 Heavy fuel preheater (separator) PI Pressure indicator
HH4 Heating coil PSL Pressure switch low 10
HP1 Fuel pressure pump PT Pressure temp.
HP2 Fuel stand-by pressure pump TI Temperature indicator 11
HP3 Fuel circulating pump TT Temperature transmitter (PT100)
HP4 Stand-by circulating pump VI Viscosity indicator 12
HP5/6 Heavy fuel transfer pump (separator) VSH Viscosity control switch high
HR1 Fuel pressure regulating valve VSL Viscosity control switch low
13
HR2 Viscosimeter
HR6 Change over valve C76 Inlet, duplex llter
14
HR9 Fuel change over main valve C76a Inlet, pilot fuel
15
HS1/2 Heavy fuel separator C78 Fuel outlet
HT1 Heavy fuel day tank C81 Drip-fuel connection
16
HT2 Mixing tank C96 Gas inlet
HT5/6 Settling tank C97 Flushing connection gas pipe (inertgas) 17
KD1 Pressure absorber
KP1 Injection pump p Free outlet required 18
KT1 Drip fuel tank s Please refer to the measuring point list
KT2 Sludge tank regarding design of the monitoring devices 19
u Fuel from separator or from transfer pump
All heavy fuel pipes have to be insulated. uu Ignition fuel quality requirements only MDO 20
Heated pipe fuel acc. ISO-F-DMA, DMB to be used.
Fintube heat exchanger 21
22
23

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

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

FUEL OIL SYSTEM
01
02 5.3.2 Fuel booster and supply system
03 The booster system shall provide a pre-pressure to the mixing tank of approx. 4 - 5 bar. The circulating
system provides suflcient mow of the required viscosity to the injection pumps. The circulation mow rate is
04 typically 3.5 - 4 times the fuel consumption at MCR to prevent overheating of the fuel injection system and
thus avoiding evaporation in the injection pumps.
05
Fuel change over main valve HR9
06
A manually operated three-way valve for changing over from MDO/MGO to HFO operation and back to
07 MDO/MGO equipped with limit switches is necessary.
08 Primary llter (duplex llter) HF2
09 A protection strainer with a mesh size 320 m has to be installed before fuel pressure pumps to prevent
any large particles entering the pump.
10
11
H2
12
13
14
D
H1
15
16
W
17 Fig. 5-14 Primary llter HF2
18 Engine output DN Dimensions [mm]

[kW] H1 H2 W D
19 10,000 40 330 300 250 210
20,000 65 523 480 260 355
20 > 20,000 80 690 700 370 430
21
22
23

FUEL OIL SYSTEM
01
Fuel pressure pump HP1, fuel stand-by pressure pump HP2 02
Two supply pumps in parallel are recommended, one in operation and one on stand-by. 03
The capacity of the pump must be suflcient to prevent pressure drop during mushing of the automatic llter.
A suction strainer with a mesh size of 320 m should be installed before each pump. 04
Screw type pump with mechanical seal.
Vertical or horizontal installation is possible. 05
Delivery head 5 bar.
Peng. [kW] V= Volume [m/h] 06
Capacity V [m/h] = 0.4 Peng.= Power engine [kW]
1,000 07
A
08
09
10
11
C
12
13
D
14
B
E
15
16
Fig. 5-15 Fuel pressure pump HP1; fuel stand-by pressure pump HP2
17
Voltage /
Plant output Dimensions [mm] Weight
frequency 18
[kW] A B C D E [kg] [V/Hz]
3,300 650 112 254 42.4 155 42 400/50 19
4,950 - 6,600 775 132 314 60.3 180 70 400/50
8,800 - 9,900 805 132 314 60.3 180 72 400/50 20
21
Voltage /
frequency 22
3,300 625 112 254 42.4 155 42 440/60 23
4,400 - 4,950 705 112 254 42.4 180 57 440/60
6,600 - 9,900 775 132 314 60.3 180 70 440/60

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

FUEL OIL SYSTEM
01
HFO automatic llter HF4 02
An automatic llter with a mesh size 10 m (absolute) is required to remove cat lnes from the fuel oil. 03
The llter is installed between day tank and mixing tank.
04
05
06
07
08
09
A
10
D 11
12
D
13
E 14
15
16
17
C
18
19
B
20
Fig. 5-18 HFO automatic llter HF4
21
Plant output Dimensions [mm]
[kW] A B C D E 22
3,300 - 4,400 825 445 310 DN 40 DN 32
4,950 - 13,200 890 520 335 DN 65 DN 50 23
14,850 - 19,800 975 590 410 DN 80 DN 65

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

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

Capacity V [m/h] = 0.7 Peng.= Power engine [kW]
1,000 07
08
C
09
D
10
11
B
E
12
A
Fig. 5-20 Fuel circulating pump HP3, Stand-by circulating pump HP4
13
14
Voltage / 15
frequency
[kW] A B C D E [kg] [V/Hz] 16
3,300 775 132 314 60.3 180 70 400/50
4,400 - 4,950 805 132 314 60.3 180 72 400/50 17
6,600 820 132 314 60.3 180 80 400/50
8,800 - 9,900 980 160 345 88.9 210 124 400/50 18
19
Voltage /
frequency 20
3,300 - 4,400 775 132 314 60.3 180 70 440/60 21
4,950 - 6,600 805 132 314 60.3 180 72 440/60
8,800 - 9,900 820 132 314 60.3 190 80 440/60 22
23

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

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

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

FUEL OIL SYSTEM
01
02 Fuel oil cooler DH3
03 To ensure a fuel oil temp. below 50 C a cooling of diesel oil may be required.
The need for fuel cooler is system specilc and depends on fuel circuit design and type of fuel oil.
04 In case of more than one engine are connected to the same fuel supply system, the MDO-cooler capacity
has to be increased accordingly.
05 The diesel oil coolers are always installed in the fuel return line (engine connection C78).
The heat transfer load into the diesel oil system is approx. 1.6 kW/cyl.
06 LT-water is normally used as cooling medium.
07 A
D
08 B
N1
09
N2
10
11
C
N4 N3
12
13 Fig. 5-22 Fuel oil cooler for MDO operation DH3
14
15 Engine
A B C D N1 + N2 N3 + N4 [kg]
16 6/8/9 M 34 DF 910 106 153 750 1 SAE 1 SAE 19
17
18
19
20
21
22
23

FUEL OIL SYSTEM
01
5.3.3 Fuel booster and supply module 02
A complete fuel conditioning module, designed for HFO up to 700 cSt / 50 C, can be supplied. 03
Caterpillar Motoren standard modules consist of the following components:
04
Three-way change over valve
Booster pumps 05
Automatic llter
Pressure regulating valve 06
Fuel mow meter
Mixing tank 07
Circulating pumps
Fuel preheater (steam, thermal oil or electric) 08
Viscosity control
Diesel oil cooler 09
Control cabinet
Alarm panel 10
Built on one frame, they include all piping, wiring and trace heating. 11
Module controlled automatically with alarms and starters 12
Pressure pump starters with stand-by automatic

13
Circulating pump starters with stand-by automatic
PI-controller for viscosity controlling
14
Starter for the viscosimeter
15
Analog output signal 4 - 20 mA for viscosity
16
Alarms
17
Pressure pump stand-by start
Low level in the mixing tank 18
Circulating pump stand-by start
Self-cleaning lne llter clogged 19
Viscosity alarm high/low
The alarms with potential free contacts 20
Alarm cabinet with alarms to engine control room and connection interface for remote start/stop and
indicating lamp of fuel pressure and circulating pumps 21
22
23

FUEL OIL SYSTEM
01
02 Size, weight and dimensions
03 The whole module is tubed and cabled up to the terminal strips in the electric switch boxes which are
installed on the module. All necessary components like valves, pressure switches, thermometers, gauges
04 etc. are included. The fuel oil pipes are equipped with trace heating (steam, thermal oil or electrical) where
necessary.
05
NOTE:
06 The module will be tested hydrostatical and functional in the workshop without heating and not connected
to the engine.
07
Fuel oil standard module
08
Module size Module weight
Engine
09 [mm] [kg]
6 M 34 DF 2,800 x 1,200 x 2,100 1,800
10 8 M 34 DF 3,000 x 1,200 x 2,100 2,200
9 M 34 DF 3,200 x 1,300 x 2,100 2,700
11
12
13
14
15
16
17
18
19
20
21
22
23

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

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

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

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

11
Rate diesel oil 12

13
14
Temperature
Fuel rate 15
Diesel oil cooler switching

16
Fuel oil temperature point
17
18
Rate heavy fuel oil 19
Time 20
Fig 5-25 Switch over characteristics
21
22
23

GAS FUEL SYSTEM
01
02 6.1 General
03 The gas fuel system will be provided from the Gas Valve Unit (GVU) to the engine acc. to the Caterpillar
gas fuel specilcation VD8768 for dual fuel engines.
04
The key features of the gas system are:
05 Double walled designed
With leak detection
06 Double wall is separated in sections
Optional leakage location system available
07
08 6.1.1 Gas fuel quality requirements
09
Gas fuel to be complied with the Caterpillar gas fuel specilcation VD8768 for dual fuel engines.
10
Gas specilcation M 34 DF
11 Gas temperature before engine inlet C 0 - 60
Gas pressure before GVU without mow meter bar (g) 6 - 10
12
Gas pressure before GVU with mow meter bar (g) 6.5 - 10
13 Maximum gas pressure muctuation mbar/s +/- 80
Maximum rate for gas pressure changes bar/min 1
14 Minimum lower heating value (LHV) MJ/mn 28
Minimum Methane number (MN) (rated output) - 80
15 Maximum Sulphur as H2S Vol % 0.05 (= 770 mg/mn)
Maximum Ammonia (NH4) mg/mn 25
16 Maximum Fluorines mg/mn = 50
Maximum Chlorine mg/mn = 50
17
Maximum oil content mg/mn 50
18 Maximum particles content mg/mn 50
Maximum particle size m 5
19 Maximum Tar content mg/mn 10
Maximum Silicium mg/mn 10
20 Maximum water Saturated fuel or water and
condensates at gas control unit
21 are not allowed
22
23

GAS FUEL SYSTEM
01
6.1.2 System diagram 02
03
Ventilation
unit 04
Inert gas
Heavy fuel
day tank
MDO
day tank
Liquid gas tank
05
Gas handling Gas valve
unit
06
plant
Double wall pipe
ENGINE
07
08
C78
Duplex
Heavy fuel C76
filter PT C96
09
module
Air C97
Ignition fuel inlet
treatment and
10
Coarse C76a High pressure
supply system pump
filter
LSH
11
C81
Leak oil tank
Fig. 6-1 Gas system diagram

12
C76 Inlet, duplex llter C81b Drip fuel connection, llter pan
13
C76a Inlet, pilot fuel C81e Drip fuel connection, pilot fuel
C78 Fuel outlet C96 Gas inlet
14
C81 Drip fuel connection C97 Flushing connection gas pipe (inert gas)
15
16
100 17
Maximum gas pressure fluctuation
80
60 18
40
20 19
[mbar]
0
-20 20
-40
-60 21
-80
-100
0 1 2 3 4 5 6 7 8 9 10
22
23
Time [sec.]
Fig. 6-2 Maximum gas pressure muctuation

GAS FUEL SYSTEM
01
02 6.1.3 Gas system components
03 Gas admission valve
04 A gas admission valve is necessary ti introduce the fuel gas acc. to the engine load demand.
The gas admission valve is solenoid activated.
05
The key features of the gas admission valve are:
06 Gas tight cable outlet
Solenoid activated
07 Gas valve is normally closed
08 Weight: 3.7 kg
09
10
11
12
13
14
15
16
Fig. 6-3 Gas admission valve
17
18
19
20
21
22
23

GAS FUEL SYSTEM
01
Gas Valve Unit (GVU) 02
The gas valve unit is an off-engine component. It provides fuel gas to the engine with the required pres- 03
sure and mow. It shuts off the gas supply to the engine while not operating on gas. It depressurizes the
gas piping between GVU and engine. Control air is being used to switch the valves. GVU is single walled 04
designed and need to be installed in an ESD compliant machinery space.
The GVU is optionally available with a gas fuel mow meter. 05
~ 433 ~ 301 06
07
08
750
09
10
11
115
12
770
110
13
550 14
600
15
D1
16
17
A B
18
19
20
670
660
660
660
21
180 180 180 180
147 1,084 (1,082) 704

2,870
3,302
22
Fig. 6-4 Gas valve unit 23

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

- It cleans the engine by carrying dirt and wear particles until the llters can extract and store them.
04 - It cools the engine by carrying heat away from the piston, cylinder walls, valves and cylinder heads
to be dissipated in the engine oil cooler.
05 - It cushions the engines bearings from the shocks of cylinder lring.
- It lubricates the wear surfaces, reducing friction.
06 - It neutralizes the corrosive combustion products.
- It seals the engines metal surfaces from rust.
07 - It lubricates the turbocharger bearings.
- It cools the injection nozzles.
08
09 7.1 Lube oil requirements
10 NOTE:
The viscosity class SAE 40 is required.
11
Wear and tear and thus the service life of the engine depend on the lube oil quality. Therefore high requi-
12 rements are made for lubricants:
13 Constant uniform distribution of the additives at all operating conditions

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

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

LUBE OIL SYSTEM
01
02 7.2 Internal lube oil system
03 Lube oil force pump LP1 (ltted)
04 The lube oil force pump is a gear pump, ltted on the engine and mechanically driven by the crankshaft.
The lube oil force pump provides the lube oil from the circulating tank LT1 to the engine.
05 It is designed to provide a suflcient amount of lube oil at the required pressure to the engine even when
running at the designed minimum engine speed. Capacity, see technical data.
06
07
Self-cleaning lube oil llter LF2 (ltted)
08
The back mushing llter protects the engine from dirt particles which may accumulate in the circulating tank
09 LT1.
Mesh size 30 m (absolute). The llter is continuously mushing into the oil pan without mushing oil treat-
10 ment, without bypass llter. For single-engine plants a llter insert will be delivered as spare part.
11
12
13
14
15
16
17
18
19
20
21
Fig. 7-1 Self-cleaning lube oil llter LF2
22
23

LUBE OIL SYSTEM
01
Back mushing llter LF2 (separate), option 02
03
1 1a
04
P1 P2
05
S
2 3a 3
06
07
08
F
09
C
10
11
12
E
13
14
B
X 15
16
17
Y
14
18
19
A
20
Fig. 7-2 Back mushing llter LF2 21
Dimensions [mm] Weight 22

A B C E F S X Y [kg]
23
6/8/9 M 34 DF 485 200 775 245 295 400 180 180 112
If the back mushing llter is separate, there will be a duplex llter on the engine.

LUBE OIL SYSTEM
01
02 7.3 External lube oil system
03 cc
45401
04 QIT CH4
gs
C91
05 o
06 h 1112
1142 1203 1202 1106 1105
LP5 PSL PS TSHH TI PI PSLL
PDSH PDI TI LH1 TI
07
LP1 TT PT
LR2 LR1
M LF2
A B
C
08 LS2 ENGINE
LF4
09
C60
LSH 1312
10 C65
LI
11
LSL 1311
LT1
C61 TI
12 LS1
LH2
13
14 TI PI LP9
LF4
Fig. 7-3 External lube oil system diagram

15
LF2 Self-cleaning lube oil llter PSL/PSLLPressure switch low
16
LF4 Suction strainer PT Pressure transmitter
17 LH1 Lube oil cooler QIT Gas indicator and transmitter
LH2 Lube oil preheater TI Temperature indicator
18 LP1 Lube oil force pump TSHH Temperature switch high high
LP5 Prelubrication pump TT Temperature transmitter (PT100)
19 LP9 Transfer pump (separator)
LR1 Lube oil temperature control valve C60 Separator connection, suction side
20 LR2 Oil pressure regulating valve C61 Separator connection, delivery side
LS1 Lube oil separator C65 Lube oil llling
21 LT1 Sump tank C91 Crankcase ventilation to stack
22 LI Level indicator cc Flame arrestor must be provided

LSL Level switch low gs Position gassensor min. 5m behind C91
23 LSH Level switch high h Please refer to the measuring point list
PDI Diff. pressure indicator regarding design of the monitoring devices.
PDSH Diff. pressure switch high o See crankcase ventilation installation
PI Pressure indicator instructions 4-A-9570

LUBE OIL SYSTEM
01
Prelubricating pump LP5 02
This pump is mounted at the baseframe. 03
This pump can only be used for prelubricating, not as stand-by for the force pump.
Capacity see technical data. 04
Oil pressure regulating valve LR2 (ltted) 05
The pressure control valve controls the lube oil pressure at engine inlet by giving only the adequate oil 06
mow to the engine. Excessive oil mow will be led back into the engine oil pan.
07
Lube oil cooler LH1
08
A plate cooler with plates of stainless steel will be used to dissipate the heat to the LT fresh water system.
It is mounted at the baseframe 09
Option: separate
540
10
L
262 11
12
13
14
15
16
1,113
1,516
17
18
19
20
240
Fig. 7-4 Lube oil cooler LH1 21
L Weight 22
[mm] [kg]
6 M 34 DF 545 638 23
8 M 34 DF 765 692
9 M 34 DF 765 711

LUBE OIL SYSTEM
01
02 Lube oil temperature control valve LR1 (ltted)
03 A wax operated control valve will be used to control the oil inlet temperature into the engine. It has an
emergency manual adjustment.
04 Option: separate
05 Control valve, option If the cooler is not mounted at

the baseframe, the control valve
06 is also separated.
H 30
07
08
09
F
10 A
11 C B
D
12
13
G
14 Fig. 7-5 Lube oil temperature control valve LR1
15
16 Dimensions [mm] Weight
DN D F G H [kg]
17 6 M 34 DF 80 200 171 267 151 27
8/9 M 34 DF 100 220 217 403 167 47
18
19
Centrifugal llter LS2 (separate)
20
A centrifugal llter can be used for cleaning of lube oil. This may extend the lube oil change intervals.
21
22
23

LUBE OIL SYSTEM
01
Lube oil temperature control valve LR1 (electric driven valve), option 02
D 03
04
05
06
B
07
08
2 1
09
C
3
10
Fig. 7-6 Lube oil temperature A
control valve LR1 (electric driven valve)
11
12
13
DN A B C D [kg]
6 M 34 DF 80 310 624 155 170 58 14
8/9 M 34 DF 100 350 646 175 170 70
15
Lube oil separator LS1 (separate)
16
The most effective cleaning of lube oil is carried out by means of separation.
Separation is mandatory for HFO driven plants and highly recommended for MGO/MDO operation. 17
Layout for MGO/MDO and gas operation 18
Automatic self-cleaning separator; Operating temperature 85 - 95 C 19
V [l/h] = 0.18 Peng [kW] Peng= Power engine [kW] 20
Layout for HFO and gas operation 21
Automatic self-cleaning separator; Operating temperature 95 C 22
V [l/h] = 0.29 Peng [kW] Peng= Power engine [kW] 23
For the layout of separators, please follow the separator manufacturers guidelines.

LUBE OIL SYSTEM
01
02 7.4 Circulating tanks
03 The circulating tank LT1 is mounted at the baseframe.
04
7.5 Crankcase ventilation system
05
06 7.5.1 Crankcase ventilation pipe dimensions
07 The crankcase ventilation connecting point is DN 80.

The engine main ventilation line must be at least DN 125.
08
09 7.5.2 Crankcase ventilation pipe layout
10 The pipes should run upwards.

Free ventilation under all trim conditions is required.
11 To avoid backmow of condensate, a permanent drain of the ventilation pipe is required.
12
13 DN 125
DN 80
14
Compensator for resilient mounted engine
15
16
C91
17
Crankcase pressure max. 150 Pa (15 mm WC)
18
Fig. 7-7 Crankcase ventilation
19
C91 Crankcase ventilation to stack
20
21 7.5.3 Gas detection sensor
22 A gas detection sensor has to be installed in the crankcase vent pipe.
23

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

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

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

14
15
8.4.1 General
16
The high temperature (HT) system provides the HT side of the charge air cooler and the engines cylinder 17
heads and cylinder liner water rings with cooling water. In order to reduce the thermal tension in water-
cooled engine parts, it is important to keep the drop in temperature low and therefore the mow high. 18
Therefore the fresh water pump (ltted on engine) HT (FP1) delivers its full mow over the engine. The HT
outlet temperature of 90 C is controlled by the temperature control valve HT (FR1). In case the tempera- 19
ture decreases, the valve delivers more water to the bypass (connection B for mechanical, connection 3 for
electrical driven valves) back to the HT pumps suction side. 20
In order to use the thermal energy of the HT circuit, a heat recovery can be installed as shown in the
cooling water diagrams (FH3). For heat recoveries, especially for fresh water generators a high mow over 21
the heat consumer (FH3) is recommended. This can be achieved by using a mow temperature control valve
HT (FR3). This valve raises the HT mow temperature and therefore reduces the amount of water that is 22
circulated over the bypass of FR1 and increases the mow through the heat recovery heat consumer (FH3)
and the fresh water cooler HT (FH1). 23

01
02 The low temperature (LT) cooling circuit provides cooling for the LT stage of the charge air cooler, the lube
oil and the diesel oil coolers and possible other consumers like e.g. gear box and generator coolers.
03 The LT mow temperature is controlled by FR2. The cooling system is laid out for 38 C under tropical condi-
tions and full engine load. For better performance, the LT temperature is to be controlled to 32 C.
04 Caterpillar Motoren can deliver mechanic P-controllers with a set point range of 20 to 30 C or electric
driven valves with electronic controllers, which must be set to 32 C.
05 Depending on the plant design the fresh cooling water pumps can be ltted on the engine. All cooling
water pumps may also be designed as separate with electrical drive
06
Cooling water system diagram
07
Anti corrosion treatment
08 QAT
FT2
09 LI
LSL
10 TI FH3 TI
CR1 3
1
M
11 C37 C15
2
C18 C32a C32b
12 B C
FR1 A C19
TI LH1
13
TI
2211 2212
TT TI TSHH h
14 TI
TI
PI CH1 CH2 XH1
15 ENGINE B * C FH2
210321012102 2201
PSLL PSL PT TT
FR2 A TI
TI
2111 2112
16
PI PSL PT
C28
17
FH5
18
TI PI PI
FP1 FP7 FP2 DH3 SP1 SP2
TI PI PI
19
SF1
20 C22
ST1
21
Fig. 8-1 Cooling water system diagram
22
In plants with skin or box coolers not required: seawater system (SP1, SP2, SF1, ST1).
23

01
CH1 Charge air cooler HT LI Level indicator 02
CH2 Charge air cooler LT LSL Level switch low
CR1 Charge air temperature control valve PI Pressure indicator 03
DH3 Fuel oil cooler for MDO operation PSL Pressure switch low
FH2 Fresh water cooler LT PSLL Pressure switch low 04
FH3 Heat consumer PT Pressure transmitter
FH5 Fresh water preheater TI Temperature indicator 05
FP1 Fresh water pump (ltted on engine) HT TSHH Temperature switch high
FP2 Fresh water pump (ltted on engine) LT TT Temperature transmitter 06
FP7 Preheating pump QAT Gas sensor
FR1 Temperature control valve HT 07
FR2 Temperature control valve LT C15 Charge air cooler LT, outlet
FT2 Compensation tank LT C18 Oil cooler, inlet 08
LH1 Lube oil cooler C19 Oil cooler outlet
SF1 Seawater llter C22 Freshwater pump LT, inlet 09
SP1 Seawater pump C28 Fresh water pump LT, outlet
SP2 Seawater stand-by pump C32a Heat recovery, outlet 10
ST1 Sea chest C32b Heat recovery, inlet
XH1 Generator cooler C37 Vent 11
h Please refer to the measuring point list 12

regarding design of the monitoring devices.
13
8.4.2 Components
14
15
Freshwater cooler LT FH2 (separate)
16
Plate type, size depending on the total heat to be dissipated.
Most ship cooling systems dump the engines waste heat in seawater cooled fresh water coolers. 17
Caterpillar Motoren offers standardized titanium plate heat exchangers for this purpose. The size of
these coolers will always be individually calculated for the heat dissipation demand of the respective 18
systems.
Alternatively box coolers, radiators and other heat exchanger arrangements and any kind of combined 19
cooling systems can be laid out and delivered.
20
21
22
23

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

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

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

15 D
16 Dimensions [mm] Weight

DN A B C D [kg]
17 80 310 624 155 170 58
6/8 M 34 DF 100 350 646 175 170 70
18 9 M 34 DF 125 400 717 200 170 110
B
19
20
2 1
21
C
22
23 3
A
Fig. 8-2 Charge air temperature control valve CR1

01
Fresh water pump (separate) HT FP3/FP5 and LT FP4/FP6 02
Capacity: acc. to heat balance. 03
04
F
E
05
06
07
08
D
09
10
DN
11
C
A 12
B B
Fig. 8-3 Fresh water pump
13
14
Flow Pressure Dimensions [mm] Weight
[m/h] [bar] DN A B C D E F [kg] 15
70 3.0 80 400 200 140 1,132 180 250 189
80 3.2 100 520 250 175 1,255 140 250 247 16
90 3.0 100 520 250 175 1,255 140 250 247
100 3.2 125 520 315 200 1,285 110 265 359 17
18
19
20
21
22
23

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

Option: PI-controller with electric drive. See charge air temperature control valve (CR1).
04
05 G H 30
A
06
07
08 F
09 C B
D
10
11 Fig. 8-4 Temperature control valve HT FR1
12
13
DN D F G H [kg]
14 6/8/9 M 34 DF HT 180 200 171 267 151 27
6/8 M 34 DF LT 100* 220 217 403 167 47
15 9 M 34 DF LT 125* 250 241 489 200 67
16 * Minimum depending on total cooling water mow
17
18
19
20
21
22
23

01
8.5 System diagrams heat balance 02
47.0 C 03
90 C
v = 70 cbm/h
04
FW Cooler HT
Q = 1,416 kW
90 C 05
v = 70 cbm/h
49.4 C
48.5 C
06
Lube oil cooler
v = 55 cbm/h
Q = 440 kW
66.9 C 37.6 C
07
ENGINE
42.5 C
08
FW Cooler LT
Q = 850 kW
6 M 34 DF IMO III Charge air cooler 2
P = 3,000 kW Q = 290 kW
n = 720/750 1/min
Q = 420 kW
v = 55 cbm/h
09
10
44.9 C 32 C
84.8 C
Generator cooler
v = 15 cbm/h
Q = 120 kW
Charge air cooler 1 SW Pump
11
Q = 996 kW v = 130 cbm/h
38 C p = 2.5 bar
v = 70 cbm/h
FW Pump LT
v = 70 cbm/h
12
72.6 C Sea chest
p = 3.7/4.1 bar
FW Pump HT
v = 70 cbm/h
p = 3.7/4.1 bar
38 C
v = 70 cbm/h
13
Fig. 8-5 Heat balance, system diagram 6 M 34 DF

14
15
16
17
18
19
20
21
22
23

01
02
03 46.4 C
04
90 C
v = 70 cbm/h
FW Cooler HT
Q = 1,880 kW
05 90 C
v = 90 cbm/h
50 C
48.9 C
06
Lube oil cooler
v = 70 cbm/h
Q = 590 kW
66.9 C 37.4 C
07 42.8 C
FW Cooler LT
ENGINE
Q = 1,138 kW
8 M 34 DF IMO III
08
Charge air cooler 2
P = 4,000 kW Q = 388 kW
n = 720/750 1/min v = 70 cbm/h
Q = 550 kW
09 83.2 C
44.9 C
32 C
Generator cooler
v = 20 cbm/h
Q = 160 kW
SW Pump
10
Charge air cooler 1
Q = 1,330 kW v = 180 cbm/h
38 C p = 2.5 bar
v = 70 cbm/h
FW Pump LT
11 66.9 C v = 90 cbm/h
Sea chest
p = 3.4/3.8 bar
FW Pump HT
v = 70 cbm/h
p = 3.7/4.1 bar
12 38 C
v = 90 cbm/h
13 Fig. 8-6 Heat balance, system diagram 8 M 34 DF
14 46.6 C
15
90 C
v = 80 cbm/h
FW Cooler HT
Q = 2,121 kW
16 90 C
v = 90 cbm/h
51.5 C
50.2 C
Lube oil cooler
17
v = 70 cbm/h
Q = 660 kW
66.9 C 37.5 C
18 43.4 C
FW Cooler LT
ENGINE
Q = 1,276 kW
9 M 34 DF IMO III Charge air cooler 2
19 P = 4,500 kW
n = 720/750 1/min
Q = 436 kW
v = 70 cbm/h
Q = 625 kW
20 83.3 C
45.8 C
32 C
Generator cooler
v = 20 cbm/h
Q = 180 kW
Charge air cooler 1 SW Pump
21 Q = 1,496 kW
v = 80 cbm/h
38 C
v = 200 cbm/h
p = 2.5 bar
FW Pump LT
v = 90 cbm/h
22
67.2 C Sea chest
p = 3.4/3.8 bar
FW Pump HT
v = 80 cbm/h
p = 3.6/4.0 bar
23
38 C
v = 90 cbm/h
Fig. 8-7 Heat balance, system diagram 9 M 34 DF

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

01
02 8.6.2 Other preheating systems
03 On request preheating systems heated by thermal oil or steam can be laid out and delivered by Caterpillar
Motoren.
04
05 8.7 Box coolers system
06 On request box coolers can be laid out and delivered by Caterpillar Motoren.
07
8.8 Cooling circuit layout
08
The engine driven cooling water pumps are designed to provide the engine and its systems with cooling
09 water.
For a rough layout of these circuits, a pressure drop of 0.5 bar per component can be calculated:
10 Taking the total estimated pressure loss of the whole circuit in account, the mow delivered by the pump
can be read out from the pump performance curve.
11
12 Engine driven cooling water pumps (HT and LT)
Performance curve
13
14 4,50
15 4,00
750 rpm
16
720 rpm
3,50
17
Total head [bar]
18 3,00
19 2,50
20
2,00
21
22
1,50
0 20 40 60 80 100 120 140 160
Flow [m/h]
Fig. 8-9 Pump curve
23

COMPRESSED AIR SYSTEM
01
9.1 General 02
M 34 DF engines require compressed air for starting the engine and providing actuating energy for safety 03
and control devices as well as for Flexible Camshaft Technology (FCT).
04
The compressed air system consists at least of two compressors, two air receivers and its accessories
such as llters, dryers, regulating and control valves and the piping system, of a capacity and air delivery 05
rating dependent of the load prolle of the ship and to meet the requirements of the respective classilca-
tion society. 06
To ensure always the functionality of the compressed air system, it has to be free of solid particles and oil, 07
see chapter 8.4 Compressed air quality.
08
9.2 Internal compressed air system 09
The M 34 DF engine is started by means of compressed air with a nominal pressure of 30 bar by using air 10
starting motors.
11
The start is performed by engaging the air starting motor that drives the mywheel to the required cranking
speed. 12
13
14
15
16
17
18
19
20
21
22
23

01
02 9.3 External compressed air system
03 The entire external compressed air system has to be slightly inclined and equipped with manual or auto-
matic draining at the lowest points.
04
Caterpillar Motoren recommends installing automatic drain valves.
05 To typhon
06 Other
PI consumers
PI
07 AC1
AT1 AR4 Other
consumers
AR5
08 C86 PI
AR1 AM1
AR4
d
09 AC2 To typhon AF2 6105
AR5 d PI PSL
10
AR4
a
j
PI ENGINE
11
d
AT2
e
12
13 j
14
Fig. 9-1 External compressed air system, system diagram
15
16
AC1 Compressor a Engine shutdown
17 AC2 Stand-by compressor d Water drain (to be mounted at the lowest
AF2 Control air llter point)
18 AM1 Starting air motor e To engine no. 2
AR1 Starting valve h Please refer to the measuring point list
19 AR4 Pressure reducing valve regarding design
AR5 Oil and water separator j Automatic drain required
20 AT1 Starting air receiver (air bottle)
AT2 Starting air receiver (air bottle) AT1/AT2 Option:
21 - Typhon valve
PI Pressure indicator - Relief valve with pipe connection
22 PSL Pressure switch low, only for main engine
23 C86 Connection / starting air

01
9.3.1 Compressor AC1, stand-by compressor AC2 02
According to the requirements of the Marine Classilcation Society there should be minimum 2 starting air 03
compressors with 50% total performance each.
The total performance has to be suflcient for rellling the starting air receivers to their normal pressure of 04
30 bar within one hour.
05
06
07
08
09
10
11
12
13
14
15
Fig. 9-2 Compressor AC1, AC2
16
Capacity:
17
V [m/h] = VRec. 30
18
VRec. Total receiver volume [m]
19
Dimensions (approx.):
20
Width: 1,250 mm
Length: 1,350 mm 21
Height: 1,550 mm
Weight: 600 kg 22
23

01
02 9.3.2 Air receiver AT1, AT2
03 The starting air receivers are to be dimensioned for a nominal pressure of 30 bar.
M 34 DF engines require at least 15 bar as a minimum starting air pressure.
04 The total amount of air receivers and their capacity depend on the requirements of the classilcation socie-
ties and the type of installation.
05 It is required to install the receivers in a way, so that it can always suflciently be drained manually or
automatically at the deepest point of the receivers.
06
07
L
08
3 8 2
09 1
10 5
D
11
4 6
12
Fig. 9-3 Air receiver AT1, AT2
13
14 1 Filling valve 6 Connection G 1/2 with plug
2 Pressure gauge G 1/4 7 Outlet of starting valve at engine
15
3* Relief valve DN 7 8 Typhon valve DN 16
4 Drain valve DN 8 Option: * with pipe connection G 1/2
16
5 Drain position vertical
17
18
19
20
21
22
23

01
Normal requirements of classilcation societies: 02
No. of starts: 6 03
No. of receivers: min. 2
04
Calculation of air receiver volumes:
V2 n Patm 05
V=
Pmax - Pmin 06
V= Air receiver volume 07
V2 = Air consumption per start [Nm]
n= Required number of starting procedures in sequence 08
Patm = Ambient pressure [bar]
Pmax = Maximum receiver pressure (30 bar) 09
Pmin = Minimum receiver pressure (15 bar)
10
Receiver capacity acc. to GL recommendation AT1/AT2 11
Single-engine plant 2 x 250 l 12

Twin-engine plant 2 x 500 l
13
Receiver capacity L D Valve head Weight
14
[l] [mm] [mm] approx. [kg]
250 2,037 480 DN 38 280 15
500 3,501 480 DN 50 460
750 3,033 650 DN 50 625 16
1,000 3,853 650 DN 50 810
17
When CO2 lre extinguishing plants are arranged in the engine room, the blow-off connection of the safety
valve is to be piped to the outside. 18
19
20
21
22
23

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

(Specilcation of size and concentration of particles which still may be contained in the compressed air.)
11
Pressure dew point
12 (Specilcation of the temperature on which the compressed air can cool down without the steam
contained in it condensing. The pressure dew point changes with the air pressure.)
13
14
15
16
17
18
19
20
21
22
23

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

COMBUSTION AIR SYSTEM
01
02 10.1 Engine room ventilation
03 To obtain good working conditions in the engine room and to ensure a trouble free operation of all equip-
ment a properly designed engine room ventilation system with cooling air and combustion air is required.
04
10.2 Combustion air system design
05
Combustion air describes the air the engine requires to burn fuel.
06 Combustion air demand see chapter 4, technical data.
07 10.2.1 Air intake from engine room (standard)
08 Fans are to be designed for a slight overpressure in the engine room.

On system side the penetration of water, sand, dust, and exhaust gas must be avoided.
09 When operating under tropical conditions, the air mow must be conveyed directly to the turbocharger.
10 10.2.2 Air intake from outside
11 The intake air duct is to be provided with a llter. Penetration of water, sand, dust and exhaust gas must
be avoided.
12 Connection to the turbocharger is to be established via an expansion joint.
For this purpose the turbocharger will be equipped with a connection socket.
13
10.2.3 Air intake temperature from engine room and from outside
14
Standard engine operation is possible with an air temperature at the turbocharger inlet above 0 C.
15
Engine operation below 0 C requires an ignition pressure reduction via waste gate interaction
(standard scope of supply) which could occur in a load reduction and / or in higher fuel consumption.
16
17 10.3 Cooling air
18 Cooling air refers to the mow of air that removes radiant heat from the engine, generator, other driven
equipment and other engine room components.
19 To dissipate the radiated heat a slight and evenly distributed air mow is to be led along the engine exhaust
gas manifold starting from the turbocharger.
20
NOTE:
21 Radiated heat see technical data.
22 10.4 Condensed water from charge air duct
23 Operating the engine in tropical conditions, high ambient temperature and high humidity, may generate
condensate (water) that needs to be drained.

EXHAUST GAS SYSTEM
01
The exhaust gas system discharges the exhaust gases, emitted from the engine, through a piping system 02
to the atmosphere. To provide maximum eflciency of the engine, the resistance to the gas mow should be
minimized. The back pressure (directly after the turbocharger, inmuenced by the design of the exhaust gas 03
piping) and all installed components like exhaust gas boilers, catalysts and scrubbers is limited to 30 mbar.
Higher values will increase the thermal load of the engine and may lead to higher fuel consumption. 04
05
11.1 Components
06
11.1.1 Exhaust gas nozzle preliminary 07
For an optimal integration of the engine in the engine room, regarding the discharge of the emitted ex- 08
haust gases different positions of the exhaust gas nozzle are possible.
The basic orientation of the exhaust gas nozzle for all M 34 DF engines, achieved by a transition piece 09
from the vertical line, are: 0 , 30 and 60 . For the 8 and 9 M 34 DF engines additional standard orienta-
tions of 45 and 90 from the vertical line are available. 10
11
0 0
12
13
45 14
15
30
30 16
17
18
90
19
20
60 60
21
22
23
Fig. 11.1 6 M 32 E nozzle orientation Fig. 11-2 8/9 M 32 E nozzle orientation

EXHAUST GAS SYSTEM
01
02 11.1.2 Exhaust gas compensator
03 The connection of the engine to the piping system of the ship has to be mexible to compensate possible
engine vibrations, movements of resilient mounted engines and to reduce the forces generated by the
04 thermal expansion of the exhaust gas piping acting to the turbocharger. For this connection, a special type
of approved exhaust gas compensator, which is mexible in all directions, is available. It is highly recom-
05 mended to install these exhaust gas compensator directly after the above mentioned exhaust gas nozzle. If
it is necessary to isolate the compensator area it must be possible that the compensator is able to expand
06 and contract freely.
07 0
08
09
10 45
11
12
13
14
15
16
17
18
19 Fig. 11-3 Exhaust gas compensator
20 Basic design values of the standard exhaust gas compensators.
21 Diameter Length Weight

Type
[mm] [mm] [kg]
22 6 M 34 DF 600 450 107
8 M 34 DF 700 520 137
23 9 M 34 DF 800 500 145

EXHAUST GAS SYSTEM
01
11.1.3 Exhaust gas piping system 02
To minimize the forces acting through the compensator to the turbocharger and to guarantee a long life- 03
time of the compensator it is highly recommended to position a lxed point piping support directly after the
compensator. 04
Each engine requires a separate exhaust gas pipe. The exhaust gas piping system from two or more engi- 05
nes is not allowed to be joined in one.
06
In order to minimize the pressure loss of the complete exhaust gas system it is recommended to use a
suitable pipe diameter for the entire exhaust gas line. 07
According to the dimensions of the compensators (see table chapter 10.1.2) there are standard diameters 08
proposed for the respective engine type in relation to the exhaust gas mass mow. In case multiple of bends
and other components integrated in the exhaust gas system it might be necessary to increase the pipe 09
diameter.
10
For guidance the exhaust gas mow velocity should be less than 40 m/s.
11
NOTE:
Max. pressure loss (incl. silencer and exhaust gas boiler): 30 mbar (lower values will reduce thermal load 12
of the engine).
13
14
15
16
17
18
19
20
21
22
23

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

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

EXHAUST GAS SYSTEM
01
11.1.4 Silencer 02
General 03
Design according to the absorption principle with wide-band attenuation over a wide frequency range and 04
low pressure loss due to straight direction of mow. Sound absorbing llling consisting of resistant mineral
wool. 05
06
Dimension
07
Installation: vertical to horizontal
Flanges according to DIN 86044 08
Incl. countermanges, screws and gaskets
Without supports and insulation 09
10
Silencer
11
Sound level reduction 35 dB(A) (standard). Max. permissible mow velocity 40 m/s.
12
13
L
14
15
DN
DN
D
16
17
Fig. 11-5 Silencer
18
19
20
21
22
23

EXHAUST GAS SYSTEM
01
02 Silencer with spark arrestor
03 Soot separation by means of a swirl device (particles are spun towards the outside and separated in the
collecting chamber). Sound level reduction 35 dB(A). Max. permissible mow velocity 40 m/s.
04 Silencers are to be insulated by the yard. Foundation brackets can be provided as an option.
L
05
06
DN
D
DN
07
A
08 Fig. 11-6 Spark arrestor and silencer DN 200
09 Dimensions [mm] Weight Weight with spark arrestor

Type
DN A D L [kg] [kg]
10 6 M 34 DF 600 675 1,100 4,800 1,300 1,350
8 M 34 DF 700 775 1,300 5,200 1,650 1,800
11
9 M 34 DF 800 875 1,500 5,600 2,200 2,350
12 DN 600
DN 500
DN 700 DN 800
DN 900
DN 400 DN 1000
DN 350 DN 1100 DN 1200
13
250
14 200
[mmWS] 150
[mmWC]
15 100
90
80
16 70
Pressure drop
60
50
17 40
30
18
20
19 15
20
Exhaust gas temp.
21 100
150
22 200
250
300
23 [ C] 350
400
1 2 3 4 5 6 7 8 9 10 15 20 25 30 40 50 60 70 80
Combustion air x 103 m3/h
Fig. 11-7 Silencer diagram Silencer Silencer with spark arrestor

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

EXHAUST GAS SYSTEM
01
02 11.2 Turbocharger
03
11.2.1 Turbine cleaning system
04
Turbine cleaning is required for HFO operation. The cleaning is carried out with clean fresh water "wet
05 cleaning" during low load operation at regular intervals, depending on the fuel quality, 150 hours.
06 NOTE:
Duration of the cleaning period is approx. 10 minutes (2 intervals). Fresh water of 1.5 bar for 6 M 34 DF
07 and 2.5 bar for 8/9 M 34 DF is required.
08 NOTE:
During cleaning the water drain should be checked. Therefore, the shipyard has to install a funnel after
09 connection point C36.
10
11
12
13
C42
14
15
C36
16
17
18
19
20
Dirt water
21 tank
Fig. 11-8 Connection points fresh water and drain

22
C42 Fresh water supply, DN 12 Water mow Injection time
Type
23 Connection with C42 with quick coupling device [l/min] [min]
C36 Drain, DN 30 6 M 34 DF 12 10
8/9 M 34 DF 18 10

EXHAUST GAS SYSTEM
01
11.2.2 Compressor cleaning system 02
The components for cleaning (dosing vessel, pipes, shut-off valve) are engine mounted. 03
NOTE: 04
Water is fed every 24 hours before compressor wheel via injection pipes during full load operation.
05
06
07
08
09
10
11
12
13
14
15
16
17
18
19
20
21
22
23

FLEXIBLE CAMSHAFT TECHNOLOGY (FCT)
01
02 12.1 Flexible Camshaft Technology (FCT)
03 The dual fuel engine has a modiled FCT system, to ensure an optimal engine operation in all operating
modes over the entire load range. The FCT system is basically known from the M 32 C diesel engine, whe-
04 re this technology is already validated.
05 Flexible Camshaft Technology (FCT):
06 High potential for smoke reduction

Low complexity
07 Low technical risk-application of existing technology
Minimized methane slip
08
09 Full Load Part Load
10
11
Valve lift [mm]
Valve lift [mm]
Gas
12 mode
13
14 Crank angle [deg] Crank angle [deg]
15
16
Valve lift [mm]
Valve lift [mm]
17 Diesel
mode
18
19
Crank angle [deg] Crank angle [deg]
20
FCT-position Exhaust
21 FCT-position Intake
22 Fig. 12-1 FCT-positions Intake & Exhaust
23

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

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

MODbus RTU RS - 485 ship
MODbus RTU RS - 485 engine
06 MODbus RTU RS - 485 SDU
Primary interface: MODbus TCP
Tertiary interface: MODbus TCP
Secondary interface: MODbus RTU

CANbus
07
MODbus
TCP
Engine control cabinet (EC)
08
09 Load sharing system
(optional for twin engine plant
PLC EC #1 Ethernet switch EC
with one propeller)
engine cabinet #2 engine cabinet
10
MODbus
MODbus
11
TCP
TCP
Engine
Terminal box (TB)
12 Network ring
MODbus RTU
RS - 485
CAN #2
CAN #1
13 PLC TB #1 Ethernet switch TB

Engine TB #2 terminal box
14
Local control
15 panel (LCP)
16
MODbus TCP
CANbus 1 DCU
CANbus 2
17 #2 ECM 1 #1
TC #1 ICPM
#2 ECM 2 #1
18
MODbus RTU
MODbus RTU
19 RTD #1 TC #2
SDU
20 RTD #2 RTD #3 OMD Big end bearing
Oil mist detector temp. meas. system
21
22
Fig. 13-2 Data link overview - M 34 DF
23

01
SDU 02
Protection system in local control panel
DCU 03
Display and alarm system in local control panel
PLC 04
PLC in engine cabinet (EC) MACS
PLC in engine terminal box on engine (TB) 05
RTD Modular Alarm Control System
PT100 module #1 e.g. charge air temperature 06
PT100 module #2 e.g. lube oil temperature
PT100 module #3 e.g. cooling water HT 07
TC
Exhaust temperature module #1 (thermocouples) 08
Exhaust temperature module #2 (thermocouples)
RP 09
Remote panel (optional)
ECM 10
Engine control module
OMD 11
The oil mist detector measures each cylinder.
Load sharing system 12
Load sharing system for isochronous load sharing (optional)
CTM
13
Big end bearing temperature monitoring (optional)
Each cylinder is measured by the CTM.
14
ICPM
15
The In-cylinder pressure monitoring computes combustion characteristics for each cylinder including
knock intensity per cylinder
16
Regardless of RTU or TCP, the MODbus address registers are the same. Just the hardware protocol differs. 17
MODbus TCP MODbus RTU 18
At MODbus TCP a connection between server and The MODbus device address will be assigned. 19
client will be established. Therefore an IP address
will be assigned. 20
MODbus settings MODbus settings 21
Type: MODbus TCP Type: MODbus RTU 22
Interface: ethernet Baud rate: 19,200
IP: will be assigned Device address (ID): will be assigned 23
Baud rate: 10 mbit/s / 100 mbit/s Interface: RS-485
Connector: RJ45

01
02 13.3 Components
03 Modular Alarm and Control System (MACS)
04
05 Control
06
07
08
09 MACS
10 Protection Alarm
11
12 The M 34 DF engines will be provided with a new Modular Alarm and Control System, called MACS. The
basic engine control and monitoring system will be installed in the local control panel. Where extension
13 modules are necessary external plc based I/O extension modules will be installed.
14 The main functions of the control systems are:

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

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

The big end bearing temperature measuring system measures the temperature for each big end bearing
and generates an alarm for high temperature. The data are available by MODbus RTU at the DCU. 10
Hardwired outputs are also provided.
11
Gas valve unit
The gas valve unit provides the engine with the desired gas fuel pressure and is controlled by the engines 12
control and monitoring system (MACS). It has several features (e.g. double block and bleed valve) to safety
cut the engine from the gas train and to removce the gas fuel from the piping system (mushing).
13
Crankcase gas detection

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

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

Alarms
main switch board

06 - Remote start/stop
- Emergency start
Temp. Remote
controller panel - Main breaker ON/OFF
07 (optional) (optional) - Frequency control
Manual emergency stop signal
MODbus RTU (optional)

MODbus TCP
0-10 V DC / 4-20 mA
- Synchronizing
- etc.
08
Controls signals
Gas handling unit /
09 230V AC 24V DC
gas system
Alarms
Controls signals
MODbus TCP
Controls signals
Controls signals
10 alarms
Controls signals
Gas valve unit

MODbus TCP
Alarms
Control cabinet
11
Controls signals
Load sharing alarms
unit Crankcase gas detection
(optional)
Controls signals
12 alarms
Alarms
Ventilation module
Voltage supply
(3 phase)
13 Ignition fuel module

Controls signals / alarms Voltage supply
(3 phase)
14 Controls signals
alarms Exhaust ventilation gas module Voltage supply
15
(3 phase)
MODbus RTU
MODbus TCP
redundant
Controls signals
Alarms
power
alarms
supply
Slow turn device
16
17 Generator
Controls signals
Controls signals
voltage
Alternator regulateur
(optional)
18
(optional)
Local control panel (SDU/DCU)
19 24V DC
20
21
Operating
panel
Barring device Cooling water
control cabinet preheating system
22
(optional)
not Caterpillar Motoren supply

Voltage supply Voltage supply
23
(3 phase) (3 phase)
Caterpillar Motoren supply
Fig. 13-3 Generator set control M 34 DF

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

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

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

A7: Charge air temperature controller
13
Degree of protection: IP54
Weight: Approx. 246 kg
14
15
16
17
18
475
605
300
960
19
1,075
1,206
20
21
22
Fig. 13-4 Control panel
23

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

Adjustable acceleration and deceleration times
06 Starting fuel limiter
Input for stop (not emergency stop)
07 18 - 32 V DC voltage supply
Alarm output
08 Droop operation
Isochronous load distribution by master/slave principle
09 Protection class of equipment: IP54
10
11 Tie breaker 1
(TB1)
Tie breaker 2
(TB2)
Tie breaker 3
(TB3)
Busbar
12
13 TB 1-3 status TB 1-3 status TB 1-3 status TB 1-3 status
14
Load share unit Load share unit Load share unit Load share unit
15
16
17
Actuator Actuator Actuator Actuator
18
19 Diesel Diesel Diesel Diesel
engine engine engine engine
20
21 Fig. 13-5 Load share units
22
23

01
13.6 Requirements 02
13.6.1 Requirements on power management system 03
Standard interface to power management system
External starting interlock Binary contact 24 V DC External starting interlock 04
External engine shutdown Binary contact 24 V DC External engine shutdown 05
Blackout (start release of
Blackout Binary contact 24 V DC starting interlock prelubri- 06
cation)
Indication shutdown
24 V DC Binary contact
Shutdown 07
undelayed/delayed undelayed/delayed
Load signal from
4-20 mA
Max. load Load signal from 08
kW transducer *) 250 kW transducer
Raise / lower (remote) Binary contact 24 V DC Raise / lower (remote) 09
On = isochronous
Isochronous / droop *) Binary contact 24 V DC
Off = droop
10
Circuit breaker closed
Status circuit breaker Binary contact 24 V DC
(on for closed)
11
Bus tie signal Binary contact 24 V DC Bus tie is closed 12
Manual activation slow turn Binary contact 24 V DC Slow turn mode change
13
Slow turn selected for
Automatic slow turn Binary contact 24 V DC
automatic
14
Start/stop remote Binary contact 24 V DC Start/stop in remote mode
Change genset 24 V DC Binary contact Engine fault - change genset

15
Normal stop indication 24 V DC Binary contact Normal stop indication 16
Start initiation indication 24 V DC Binary contact Start initiation indication
17
Starting interlock indication 24 V DC Binary contact Starting interlock indication
18
Remote control active 24 V DC Binary contact Remote control active
Ready to start, indication 24 V DC Binary contact Ready to start, indication 19

False start indication 24 V DC Binary contact False start indication 20
rpm contact 24 V DC Binary contact rpm contact
21
Ofmoad *) Binary contact 24 V DC Ofmoad
Isochronous selected *) 24 V DC Binary contact Isochronous selected

22
Emergency stop from PMS Binary contact 24 V DC

External emergency stop 23
(from PMS)
*)
For optionally isochronous load sharing.

01
02 13.6.2 Requirements on gas system
03 The table below shows the standard interface between the gas system and the dual fuel engine.
04 Standard interface to the gas system

Indication diesel mode 24 V DC binary
05
Indication gas mode 24 V DC binary
06 Activate gas supply to gas valve unit 24 V DC binary
07 Switch over to gas operation failed 24 V DC binary
Gas operation shut off machinery space 24 V DC binary

08
Gas operation shut off engine 24 V DC binary
Engine cabinet
Gas system
09
Gas mode interlock 24 V DC binary
10 Gas operation shut down binary 24 V DC
11 Gas mode interlock binary 24 V DC
Diesel mode select binary 24 V DC

12
Gas mode select binary 24 V DC
13 Inert gas supply pressure 4-20 mA Analogue output
14 Pressure transmitter fuel gas supply to

4-20 mA Analogue output
engine room
15
16
Yard scope of supply Caterpillar Motoren scope of supply
17
Gas system
18 Gas tank Gas handling

unit
Gas valve unit Engine with engine cabinet
19
20
21
22
23
Fig. 13-6 Basic overview: dual fuel engine gas system

01
13.7 List of measuring points, exhaust gas monitoring 02
This list is only a general overview for genset / DE application. 03
Meas. Signal
point
Description
range
Remarks 04
Lube oil
05
1104 Pressure switch lube oil pressure low start pump binary
1105 Pressure switch lube oil pressure low alarm 4-20 mA 06
1106 Pressure switch lube oil pressure low shutdown binary
1 evaluation unit 07
for 1112.1/.2
1112.1 pre-alarm
Differential pressure lube oil automatic Only existing,
llter high binary when automatic 08
1112.2 alarm llter is mounted
on the engine. 09
1142 Pre lube oil pressure low start interlock binary
1202 Lube oil temperature at engine inlet high alarm PT 100 10
1203 change genset
1311 Lube oil level low alarm binary 11
1312 Lube oil level high alarm binary
Oil mist detector 12
1251 alarm
1251.1 Oil mist concentration in crankcase high pre-alarm binary 13
1253 shutdown
1254 Indication of opacity for compartment (each cyl.) indication 14

9631 Oil mist detector failure alarm binary 15
Fresh water HT
2102 Cooling water pressure HT at engine inlet low alarm 4-20 mA 40rating
kPa below ope- 16
pressure
60 kPa below ope- 17
2103 Cooling water pressure HT at engine inlet low shutdown binary rating pressure
delay: 20s
2201 Cooling water temperature HT at engine inlet alarm PT 100
18
2211 Cooling water temperature HT at engine alarm
2213 outlet high shutdown PT100 19
Depending on HT
2321 Oil ingress in fresh water at cooler outlet alarm binary and LT system 20
Fresh water LT
Cooling water pressure LT at engine outlet 40 kPa below ope- 21
2112 alarm binary
low rating pressure
Cooling water temperature LT at engine 22
2229 alarm PT 100
inlet
23

01
02
03 Meas. Signal
Description Remarks
point range
04 Fuel oil
5102 Fuel oil pressure at engine inlet low alarm 4-20 mA
05 5111 Differential pressure fuel oil llter high alarm binary
06 5201 Fuel oil temperature at engine inlet low alarm PT 100 1 sensor for 5201
+ 5202 (not in use
07 5202 Fuel oil temperature at engine inlet high alarm PT 100 with HFO)
5301 Leakage fuel oil niveau at engine high alarm binary

08
Air
09 6101 Starting air at engine inlet low alarm 4-20 mA
6108 Stopping air pressure at engine low alarm 4-20 mA Alarm delayed: 2s
10
6181 Intake air pressure in engine room indication 4-20 mA
11 Charge air
7109 Charge air pressure at engine inlet indication 4-20 mA
12 7201 Charge air temperature at engine inlet high alarm PT 100
7206 Intake air temperature at turbocharger inlet indication PT 100
13 7301 Condense water in charge air canal alarm binary
Charge air differential pressure at charge
14 7307 air cooler indication 4-20 mA
Charge air temperature at charge air cooler NiCr-Ni
15 7309 inlet indication (mV)
FCT
16 49323
49335
17 49332 FCT position failure in gas and diesel mode shutdown binary
49336
49338
18
49315 FCT common alarm common alarm binary
19 49317 Data link error
49318 Load signal alarm binary
49319 ECM driver position
20 49401 Charge air pressure
49324 FCT position failure alarm binary
21 49335
49337 Actual FCT position doesnt match gas SHOGE
operation
22
Electrical status
23 9717.1 - Voltage failure electrical devices alarm binary
9717.11
9751.1 Voltage failure at charge air temperature alarm binary
controller

01
02
Meas. Signal 03
Description Remarks
point range
Electrical status 04
9971 Emergency stop ECR diabled alarm binary
99935.1 Status network failure MODbus TCP alarm binary
05
99937.1 Status failure RS232 alarm binary
06
99938.1 Status CAN 1CANbus J1939 failure alarm binary
99938.2 Status CAN 2CANbus J1939 failure alarm binary 07
99939 Fuel bus failure - common alarm alarm binary
99940 Sensor / Isolation fault - common alarm alarm binary 08
99941 Device status monitoring system - common alarm binary
alarm 09
99942 Device status protection system alarm binary
99970 Alarm system / DCU common alarm alarm binary 10
Engine status
Overspeed alarm 11
9404 Engine overspeed shutdown binary generated via
9419.1 / 9419.2 12
9419.1 - Engine speed, pick-up signal Used for indica-
indication
9419.11 tion and functions 13
9429 Turbocharger speed indication 4-20 mA
9509 Distance sensor, fuel setting indication 0-20 mA 14
9513.1 Ready primary ECM diesel ready start interlock binary
9561 Turning gear engaged start interlock binary 15
Power supply engine cabinet
99973.1 Main power supply failure alarm binary 16
99973.2 Back-up power supply failure alarm binary
17
99974 Power supply isolation failure alarm binary
Exhaust gas 18
Exhaust gas temperature after cylinder NiCr-Ni
8211 indication
(each cylinder) (mV)
19
Exhaust gas temperature after cylinder Calculated from
8218 change genset binary
(each cylinder) 8211
Exhaust gas temperature after cylinder Calculated from
20
8219 alarm binary
(aech cylinder) 8211
Calculated from 21
8214 Mean average exhaust gas temperature indication function 8211
8213 Deviation from mean average (each cylin- alarm Calculated from 22
binary
8216 der) change genset 8214
8221 Exhaust gas temperature at turbocharger indication NiCr-Ni 23
outlet (mV)
Exhaust gas temperature at turbocharger Calculated from
8222 alarm binary
outlet 8221

01
02
03 Meas. Signal
Description Remarks
point range
04 Exhaust gas
05 8224
outlet
change genset binary
8221
Exhaust gas temperature at turbocharger NiCr-Ni
06 8231
inlet
indication
(mV)
07 8232
inlet
alarm binary
8231
Big end bearing (optional)
08 High temperature conrod big end bearing
1231 indication analogue
(each bearing)
09 High temperature conrod big end bearing Calculated from
1232 alarm binary
(each bearing) 1231
10 1238 High temperature conrod big end bearing shutdown binary Calculated from
(each bearing) 1231
11 1235 Mean average temperature of big end indication function Calculated from
bearings 1231
12 1236 Max. positive temperature deviation from alarm binary Calculated from
1237 mean average shutdown 1235
13 Main bearing (optional)
High temperature main bearing
1211 indication analogue
(each bearing)
14
1212 High temperature main bearing alarm Calculated from
binary
1218 (each bearing) shutdown 1211
15
Mean average temperature of main bea- Calculated from
1215 indication function
rings 1211
16
1216 Max. positive deviation from mean average alarm Calculated from
binary
1217 of main bearing shutdown 1215
17 Load share unit (optional)
9615 Minor alarm load share unit alarm binary
18
9616 Major alarm load share unit shutdown binary
19 Fuel oil module (optional)
5105 Fuel oil pressure low stand-by pump
20 5112 Fuel oil differential pressure at automatic alarm
llter
21 5115 Fuel oil differential pressure at circulating stand-by pump
pump
22 Fuel oil differential pressure at circulating
5116 alarm
pump
5251
23 5252 Fuel oil viscosity at engine inlet high alarm
5333 Fuel oil level mixing tank indication

01
02
Meas. Signal 03
Description Remarks
point range
Gas valve unit 04
45301
45302
Position of block valve 1 open/close alarm/SHOGE binary 05
45303
45304
Position of block valve 2 open/close alarm/SHOGE binary 06
45305
Position of bleed valve 1 open/close alarm/SHOGE binary 07
45306
45307 Position of bleed valve 2 open/close 08
alarm/SHOGE binary
45308
45309 Position of bleed valve 3 open/close
45310 alarm/SHOGE binary 09
45101 Fuel gas pressure at GVU inlet alarm/SHOGE 4-20 mA
10
45102 Pressure between block valve 1 and 2 at function 4-20 mA
GVU
45108 Flow of fuel gas volume at GVU inlet indication 4-20 mA 11
45122 function pulse
45103 Fuel gas pressure at GVU outlet SHOGE 4-20 mA 12
45104 indication 4-20 mA
45201 Fuel gas temperature at GVU inlet alarm/SHOGE PT 100 13
Ignition fuel module
45312 HIHI Level switch circulation tank 14
45313 HI Level switch circulation tank alarm binary
45315 LOLO Level switch circulation tank 15
45314 LSLL Level switch feed tank
45316 HIHI Level switch feed tank
45317 HI Level switch feed tank alarm binary 16
45318 LO Level switch feed tank
45319 LOLO Level switch feed tank 17
45320 Filling valve function binary
45321 Limit switch 1 llling valve function binary
18
45322 Limit switch 2 llling valve
45323 Transfer valve function binary 19
45324 Limit switch 1 transfer valve function binary
45325 Limit switch 2 transfer valve 20
45326 Circulation pump function binary
45327 Feeding pump function binary 21
45109 Differential pressure switch duplex llter 1 status binary
45110 alarm 22
45111 status
Differential pressure switch duplex llter 2 binary
45112 alarm 23
49121 ESD active circulation and feeding pump alarm binary
SHOGE: Shut-off gas supply to individual engine

01
02
03 Meas. Signal
Description Remarks
point range
04 Ignition fuel module
45105.1 Differential pressure ignition fuel oil llter pre-alarm
05 45105.2 high alarm
binary
45329.1 Diesel oil circulation pump DP10, DP11, (on, indication

06 - 45329.8 off tripped...) alarm
binary
45329.9
07 Change over valce DR4 manual/auto indication binary
45329.10
08 45329.11 Change over valve DR5 manual/auto indication binary
45329.12
45328 Feeding pump in back-up alarm binary
09
49122 ESD active back-up feeding pump alarm binary
10 45301 Diesel oil ignition supply pump DP12 on
45302 Diesel oil ignition supply pump DP12 manual indication binary
45303 Diesel oil ignition supply pump DP12 auto
11 45304 Diesel oil ignition supply pump DP12 tipped
Crankcase gas detection
12 4-20 mA
45401 Gas detector fuel gas concentration high alarm/SHOGE 0-100% LEL
13
45403 Media mow monitor indication binary
14 45404 Media pump control indication binary
Exhaust gas ventilation
15 99989 Start exhaust gas ventilation function binary
99990 Motor map EGMV command open
16 99991 Motor map EGMV command close function binary
99992 Ventilator fault function binary
17 99993 Motor map fault function binary
99994 Motor map position switch open
18 99995 Motor map position switch close function binary
99996 Differential pressure switch / air after fan function binary
19
99997 Temperature air after fan function binary
Slow turn device
20
9829.1 Stop position switch close function binary
9829.2 Stop position switch open
21
99950 Mode change indication binary
22 9846 Automatic mode indication binary
SHOGE: Shut-off gas supply to individual engine
23

01
13.8 Local and remote indicators 02
Local indication Remote indicators 03

96 x 96 mm
Installed at the engine 04
(optional)
Fuel oil temperature at engine inlet X 2)
Fuel oil differential pressure at llter
05
Fuel rack position (mean injection pump rack) X 2)
06
Lube oil temperature at engine inlet X 2)
Lube oil differential pressure at llter 07
Fresh water temp. at engine inlet (HT circuit)
Fresh water temp. at engine outlet (HT circuit) X 2) 08
Fresh water temperature (LT circuit) X 2)
Fresh water temperature cooler inlet 09
Fresh water temperature cooler outlet
Charge air temperature cooler inlet 10
Charge air temperature engine inlet X 2)
Fuel oil pressure X 2)
11
Lube oil pressure X 2)
12
Fresh water pressure (HT circuit) X 2)
Fresh water pressure (LT circuit) X 2) 13
Start air pressure X 2)
Charge air pressure cooler outlet X 2) 14
Stop air pressure
Engine speed X 1) 15
Turbocharger speed X 1)
Charge air temp. cooler inlet (digital value) 16
Exhaust gas temp. after cylinder (digital value)
17
Exhaust gas temp. before / after turbocharger
(digital value)
18
1) 144 x 144 mm possible / 2) Signal is supplied by the alarm system
19
13.9 Condition monitoring 20
New diagnostic system for on-line engine data transmission 21
Based on several years of Caterpillar experience, Caterpillar Motoren will launch a new diagnostic system
in 2015. The new system will be based on data transfer via internet to a central Caterpillar warehouse 22
and offers intensive diagnostics by Caterpillar engine specialists and use of a common data base. The
DICARE system has been discontinued and will not be offered due to lack of ability to support the software 23
platform in the future.
For detailed information please contact Caterpillar Motoren, application and installation department,
+ (49) 431-39 95 01.

01
02 13.10 Safety
03
Potential
04 operation
Diesel Gas
05 Selected
operation operation Mode speciles the desi-
mode red engine operation.
06 Diesel
Yes No Operation speciles the
07 mode
actually burned fuel.
Gas
Possible Yes
08 mode
Fig. 13-7 Delnition: Mode vs. Operation
09
Additional safety requirements need to be fulllled to operate a dual fuel engine in a marine application.
10 The safety concept for the MaK dual fuel engine is designed according the upcoming IGF code to provide a
gas safe machinery space.
11
12 13.10.1 Safety concept
13 The main intention of the safety concept for the new dual fuel engine is to prevent the formation of a
hazardous explosive atmosphere. Therefore a gas detection system is used in combination with automatic
14 safety actions that will lnally result in changeover to diesel and mushing of the gas supply line. Additio-
nally a ventilation system for the exhaust pipe will inhibit an accumulation of fuel gas.
15
Already during the design phase ignition sources have been considered and were excluded where possib-
16
le. The aim was to create a robust design.
17
This safety concept for the dual fuel engine is based on a gas-safe machinery space.
18 This means that in case of a malfunction the dual fuel engine wont shut down, instead the fuel supply will
switch over to fuel oil. The switchover from fuel oil to fuel gas or vice versa will be bumpless and without
19 any losses in power performance of the engine.
20 To create a gas-safe machinery space the fuel gas pipes in the machinery space are double-walled from
the gas valve unit throughout the cylinders. A leakage monitoring system is installed. To ensure the gas
21 safe machinery space at all times the following requirements need to be fulllled in addition:
Fuel gas piping in machinery space needs to be double-walled.
22 All parts of the engines fuel gas supply system inside the machinery space need to be double-walled.
The double wall permanently needs to be checked for leakage while containing fuel gas.
23 Purging the fuel gas line with inert gas needs to be possible.
Machinery space ventilation needs to be monitored (30 air changed per hour by two separate systems).
Gas concentration of the crankcase outlet needs to be monitored.

01
Means are to be provided to inert and vent the crankcase for maintenance reasons. 02
No direct access to gas hazardous areas is allowed.
In case of an emergency shut down of the engine while running on fuel gas, the exhaust system needs 03
to be ventilated.
At each engine stop after gas operation the fuel gas supply lines need to be mushed. 04
Additionally to the machinery space special attention needs to be paid to the gas handling room and all 05
rooms adjacent to possibly hazardous areas.
06
The engine control, monitoring and protection system, called MACS (Modular Alarm Control System),
consists of different functional components. It will include the start-stop system, the gas management, the 07
monitoring system and the engine protection system. A screen is ltted in the local control panel and will
show measurement data as well as disgnostics and engine status. 08
1
18 19 Outside ship 09
Inside ship PDSL

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

INSTALLATION AND ARRANGEMENT
01
02 14.1 Resilient mounting of genset
03 Engine and generator are rigidly connected with the baseframe. The baseframe is resilient mounted at the
ships foundation via conical rubber elements.
04 For each individual order the resilient mounting will be checked and the position of the mountings may be
redelned depending on the generator weight to achieve almost an equal load distribution to realize the
05 best possible structure borne noise attenuation.
The used conical design provides high demection and load capacity combined with long service life and
06 have been approved from all relevant classilcation societies.
An adjustable central bugger controls the mounted equipment displacements due to ship movements
07 vertically and horizontally within delned limits, so there is no need for separate stoppers.
08
Conical elements
Engine
09 required
6 M 34 DF 10 x RD214x
10 8 M 34 DF 12 x RD214x
9 M 34 DF 12 x RD214x
11
12
13
14
15
5,017
16
17
18
19
1,800
20
21
22
183
23 2,350
2,574
Fig. 14-1 Elastic mounted genset with conical elements

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

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

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

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

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

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

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

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

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


VIBRATION AND NOISE
01
02 15.2 Sound levels
03
15.2.1 Airborne noise
04
05 The airborne noise level requirement in the engine room speciled by IMO Resolution A.468 will be satis-
led by M 34 DF (even for multiple installations).
06
The airborne noise level is measured in a test cell according to EN ISO 9614-2.
07
08 15.3 Vibration
09 The vibration level of M 34 DF engines complies with ISO 20283-4 and ISO 10816-6. From these ISO stan-
dards, the following values are an applicable guideline:
10
Displacement S eff < 0.448 mm f> 2 Hz < 10 Hz
11 Vibration velocity V eff < 28.2 mm/s f> 10 Hz < 250 Hz
Vibration acceleration a eff < 44.2 m/s2 f> 250 Hz < 1,000 Hz
12
13
14
15
16
17
18
19
20
21
22
23

POWER TRANSMISSION
01
16.1 Flexible coupling 02
03
852 To centre of cyl. 1
L1 170 04
L2 05
06
07
08
09
10
1,439
Generator Engine
d
11
12
13
14
15
16
Fig. 16-1 Flywheel and mexible coupling
17
18
Nominal torque of Weight
Power Speed
coupling d L1 4) L2 3) 1) 2)
19
[kW] [rpm] [kNm] [mm] [mm] [mm] [kg] [kg]
6 M 34 DF 3,000 720/750 50.0 995 495 285 381 465 20
8 M 34 DF 4,000 720/750 80.0 995 495 285 381 465
9 M 34 DF 4,500 720/750 80.0 1,070 530 285 464 556 21
1) Outer part/ 2) Inner part / 3) Length of hub / 4) Alignment control (recess depth 5 mm) 22
23

PIPING DESIGN
01
02 17.1 Pipe dimensions
03 The external piping systems are to be installed and connected to the engine by the shipyard.
Piping systems are to be designed so as to keep the pressure losses at a reasonable level. To
04 achieve this at justilable costs, it is recommended to keep mow rates as indicated below (see chapter
19.2).
05 Nevertheless, depending on specilc conditions of piping systems, it may be necessary to adopt even lower
mow rates.
06
ATTENTION:
07 Generally it is not recommended to adopt higher mow rates.
08
17.2 Flow velocities in pipes
09
Recommended mow rates [m/s]
10 Suction side Delivery side Kind of system
Fresh water (cooling water) 1.5 - 3.0 1.5 - 3.0 Closed
11
Lube oil 0.5 - 1.0 1.5 - 2.5 Open
12 Sea water 1.0 - 1.5 1.5 - 2.5 Open
Diesel fuel oil 0.5 - 1.0 1.5 - 2.5 Open
13 Heavy fuel oil 0.3 - 0.8 1.0 - 1.5
Open / closed
pressurized system
14 Exhaust gas 20 - 40 Open
15
16 17.3 Trace heating
17 Trace heating is highly recommended for all pipes carrying HFO or leak oil. For detailed explanation see
fuel oil diagrams, showing the trace heated pipes marked as
18
19 17.4 Insulation
20 All pipes with a surface temperature > 60 C should be insulated to avoid risk of physical injury. This
applies especially to exhaust gas piping.
21 To avoid thermal loss, all trace heated pipes should be insulated.
Additionally, lube oil circulating pipes, the piping between engine and lube oil separator as well as the
22 cooling water pipes between engine and preheater set should be insulated.
23

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

Z
16
17
18
140 5
19
20
Steel sheet washer 21

Fig. 17-1 Rubber expansion joint Fig. 17-2 Rubber expansion joint, detail Z 22
23

ENGINE ROOM LAYOUT
01
02 18.1 Engine center distances
03
04
05
06
07
08
09
10
11
12
13
14
15
16 A
17 Fig. 18-1 Center distance of twin-engine plants
18
Dimensions [mm]
Type
19 A
6/8/9 M 34 DF 3,000
20
21
22
23

ENGINE ROOM LAYOUT
01
18.2 Space requirement for maintenance 02
03
18.2.1 Removal of charge air cooler and turbocharger cartridge
1,108 *
04
05
06
07
500 08
09
kg
10
495
1,452
11
693
800 12
02
1,2
13
14
15
1,566 16
Fig. 18-2 Space requirement for dismantling of
1,968
charge air cooler and turbocharger cartridge
17
Dimensions [mm]
Weight Weight 18
Type charge air cooler turbocharger cartridge
A B C D E F [kg] [kg] 19
6 M 34 DF 1,413 1,980 676 520 1,160 850 495 1,200
8/9 M 34 DF 1,625 2,015 870 720 1,180 1,640 495 2,000 20
Charge air cooler cleaning 21
Cleaning is carried out with charge air cooler dismantled. A container to receive the cooler and cleaning 22
liquid is to be supplied by the yard. Intensive cleaning is achieved by using ultra sonic vibrators.
23
Turbocharger dismantling
Removal of cartridge must be carried out with compressor delivery casing after removal of air llter silencer.

ENGINE ROOM LAYOUT
01
02 18.2.2 Removal of piston and cylinder liner
03
Normal height for removal
04
05 Recuced height for removal
06
07
3,515 *
3,400
3,040
2,860 **
2,750
08
09
10 Centerline of crankshaft Centerline of crankshaft Centerline of crankshaft
11
Weight: 300 kg Weight: 200 kg
Weight: 300 kg
12 * Removal in longitudinal direction
of engine
** Removal in cross direction of engine
13
Fig. 18-3 Removal of piston and cylinder liner
14
15
16
17
18
19
20
21
22
23

PAINTING, PRESERVATION
01
19.1 Inside preservation 02
03
19.1.1 Factory standard N 576-3.3 Inside preservation
04
Components
05
Main running gear and internal mechanics
06
Application
07
Max. 2 years
08
NOTE:
Inside preservation does not have to be removed when the engine is commissioned. 09
10
19.2 Outside preservation 11

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

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

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

01
19.2.3 Factory standard N 576-4.3 Painting 02
Conditions 03
Europe and overseas 04
Sea and land transportation
Short-term storage in the open, protected from moisture up to max. 4 weeks 05
Longer than 4 weeks VCI packaging as per factory standard N 576-5.2 is required
Max. 2 years with additional VCI packaging 06
Appearance of the engine 07
Surfaces mostly painted with varnish 08

Bare metal surfaces provided with VCI 368 preservation
09
NOTE:
Durability and effect depend on proper packaging, transportation, and storage (i.e. the engine is to be 10
protected from moisture, VCI llm not ripped or destroyed).
Inspections are to be carried out at regular intervals. 11
12
19.2.4 Factory standard N 576-5.2 VCI packaging

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

01
02 Apperance of the engine
03 Bare metal surfaces provided with VCI 368 or VCI oil

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

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

TRANSPORT, DIMENSIONS AND WEIGHTS
01
02 20.1 Lifting of engines
03 For the purpose of transport the genset is equipped with a lifting device, which shall remain the property
of Caterpillar Motoren. It has to be returned in usable condition free of charge.
04 6 Cyl. Genset
05
06
4,400
07
6,200
08
09
ATTENTION! When lifting up genset minimize inclination by adjusting of the lifting device.
10 Weight: 6 Cyl. Generator Set max. 140 t, lifting device ca. 7 t
11 8 Cyl. Genset
12
13
4,375
14
6,175
15
16
ATTENTION! When lifting up genset minimize inclination by adjusting of the lifting device.
17 Weight: 8 Cyl. Generator Set max. 140 t, lifting device ca. 7 t
18 9 Cyl. Genset
19
20
4,375
21
6,175
22
23 ATTENTION! When lifting up genset minimize inclination by adjusting of the lifting device.
Weight: 9 Cyl. Generator Set max. 140 t, lifting device ca. 7 t
Fig. 20-1 Transport of engine

TRANSPORT, DIMENSIONS AND WEIGHTS
01
20.2 Dimensions of main components 02
03
443
04
05
177.5
907
388 06
289
394 07
08
897.5
850
254
09
10
11
528
440
12
42 13
Fig. 20-2 Cylinder head, weight 460 kg Fig. 20-3 Cylinder liner, weight 221 kg
14
153
340 15
16
17
312
105
18
1,360.8
472
19
20
21
646.9
22
496 120 23
Fig. 20-4 Connecting rod, weight 224 kg Fig. 20-5 Piston, weight 97.6 kg

STANDARD ACCEPTANCE TEST RUN
01
02 21.1 Standard acceptance test run
03 The acceptance test run is carried out on the testing bed with customary equipment and auxiliaries using
exclusively MDO and under the respective ambient conditions of the testing bed. During this test run the
04 fuel rack will be blocked at the contractual output value. In case of deviations from the contractual ambi-
ent conditions the fuel consumption will be converted to standard reference conditions.
05 The engine will be run at the following load stages according to the rules of the classilcation societies.
06 Diesel mode
Load [%] Duration [min]
07
Diesel mode
08 25 20
50 20
09 75 20
85 30 (contractual fuel consumption measurement)
10 100 60
110 45
11 Gas mode
25 20
12 50 20
75 20
13
85 30 (contractual fuel consumption measurement)
14 100 20
15 The load stages above can vary according to the requirements of the classilcation societies.
After reaching steady state conditions of pressures and temperatures these will be recorded and registe-
16
red according to the form sheet of the acceptance test certilcate.
17
Additional functional tests
18
In addition to the acceptance test run the following functional tests will be carried out:
19 Governor test
Overspeed test
20 Emergency shut-down via minimum oil pressure
Start/stop via central engine control
21 Starting trials up to a minimum air pressure of 10 bar
Measurement of crank web demection (cold/warm condition)
22
After the acceptance, main running gear, camshaft drive and timing gear train will be inspected through
23 the opened covers. Individual inspection of special engine components such as piston or bearings is not
intended, because such inspections are carried out by the classilcation societies at intervals on series
engines.

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

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

Pick up for electronic speed setting 20
Only if oil mist detector is provided

Sintered bronze llter (for crankcase monitor) 21
* Recommendation only 22
23

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

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

Pick up for electronic speed setting
21 Only if oil mist detector is provided

Sintered bronze llter (for crankcase monitor)
22
* Recommendation only / ** Owners responsibility
23

ENGINE PARTS
01
02
Caterpillar recommendation Caterpillar 03

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

ENGINE PARTS
01
02
03 Caterpillar recommendation Caterpillar
Rules references
04 Dual fuel diesel mode
ECM 1
05 Speed pick up camshaft 1
Speed pick up crankshaft 1
06 Dual fuel gas mode
Gas admission valve 2
07 Ingnition injector 2
Cylinder pressure sensor 1
08
Set of DF gaskets 1
09 Rail pressure sensor 1
Gas compensator 1
10 Only for electronic speed setting 1
Pick up for electronic speed setting
Only if oil mist detector is provided
11 Sintered bronze llter (for crankcase monitor) 1
12
* Recommendation only
13
14
15
16
17
18
19
20
21
22
23

CATERPILLAR MARINE
01
23.1 Gas systems technology Scope of supply 02
03
Optional Cat
Standard
Cat supply
gas system
technology 04
Bunker supply
station Ventilation 05
module Optional Standard
yard supply
Cat supply
06
Gas
storage
tank
Crankcase 07
gas
detection
08
Gas Alarm and
handling Exhaust gas monitoring 09
unit ventilation system
module 10
Gas valve
Double
walled
Engine Gas handling 11
unit M 34 DF control system
piping Ignition fuel
oil system 12
Slow turn
device
Power 13
management
system
14
Fuel oil system
MDO/HFO 15
module
16
Fig. 23-1 Scope of supply M 34 DF Gas systems technology block diagram
17
18
19
20
21
22
23

CATERPILLAR MARINE
01
02 23.2 Caterpillar Propulsion
03 Performance You Can Rely On
04 Caterpillar Propulsion supplies complete,

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

The Power You Need.
The Cat and MaK brands of Caterpillar Marine offer premier high- and medium-speed propulsion, auxiliary, and generator
set solutions, as well as optional dual fuel, diesel-electric, and hybrid system conlgurations. With the launch of Caterpillar
Propulsion our comprehensive and evolving product line gives customers one source for the most extensive engine power range
available, complete propulsion systems, controllable pitch propellers, transverse and azimuth thrusters, and controls. Cat and
MaK products and technologies are proven reliable and are built to last in all marine applications, demonstrating superior
productivity and the lowest lifecycle cost.
The Cat Global Dealer Network, more than 2,200 global service locations strong, ensures that you'll have local expertise, highly-
trained technicians, rapid parts delivery, and the proper equipment and services to keep you working anytime, anywhere.
Construction, term, or repower lnancing through Cat Financial helps you make Cat and MaK power a reality. With our
knowledge of customer needs, local markets, and legal and regulatory requirements, we've been providing tailored lnancing
solutions and exceeding expectations since our start in 1986.
For more information and to lnd your local dealer, please visit our website: MARINE.CAT.COM
Visit Cat Financial at: CatPowerFinance.com
Caterpillar Marine
Europe, Africa, Middle East Americas Asia Pacilc
Caterpillar Marine MaK Americas Inc. Caterpillar Marine Trading Caterpillar Marine Asia
A Division of (Shanghai) Co., Ltd. Pacilc Pte Ltd.
Caterpillar Motoren GmbH & Co. KG No. 5 Tukang
Neumhlen 9 3450 Executive Way 25/F, Caterpillar Marine Center Innovation Grove
22763 Hamburg Miramar Park of Commerce 1319, Yanan West Road Singapore 618304
Germany Miramar, FL. 33025/USA 200050 Shanghai/P.R. China Republic of Singapore
Phone: +49 40 2380-3000 Phone: +1 954 885 3200 Phone: +86 21 6226 2200 Phone: +65 68287-600
Telefax. +49 40 2380-3535 Telefax: +1 954 885 3131 Telefax: +86 21 6226 4500 Telefax: +65 68287-625
For more information please visit our website: Subject to change without notice. 2014 Caterpillar All Rights Reserved. Printed in Germany.
MARINE.CAT.COM Leamet No. 266 11.14 e L+S VM3 CAT, CATERPILLAR, their respective logos, MaK, "Caterpillar Yellow" and the POWER EDGE trade
LEBM0036-00 dress, as well as corporate identity used herein, are trademarks of Caterpillar and may not be
used without permission.
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M 34 DF

PROJECT GUIDE / GENERATOR SET

Edition November 2014

Page I / M 34 DF Generator Set / 11.2014

Page II / M 34 DF Generator Set / 11.2014

Page III / M 34 DF Generator Set / 11.2014

Page IV / M 34 DF Generator Set / 11.2014

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

2.2 Reference conditions regarding fuel consumption ................................................... 12 10

2.6 System connecting points preliminary ..................................................................... 16 16

3.3 Operation in inclined position ....................................................................................... 20 22

3.4 Load application and recovery behaviour .................................................................. 21 23

3.6 Derating ............................................................................................................................ 24

Page V / M 34 DF Generator Set / 11.2014

07 5.1.2 Internal fuel oil system ............................................................................................ 30

08 5.1.3 External fuel oil system ........................................................................................... 32

5.2 Ignition fuel system ......................................................................................................... 40

14 5.3.2 Fuel booster and supply system .............................................................................. 50

5.3.3 Fuel booster and supply module .............................................................................. 59

20 6.1.2 System diagram ....................................................................................................... 65

6.1.3 Gas system components .......................................................................................... 66

Page VI / M 34 DF Generator Set / 11.2014

7.5 Crankcase ventilation system ....................................................................................... 76 06

8.1.1 Two circuit cooling system ...................................................................................... 77 12

8.1.2 Secondary circuit cooling system ............................................................................ 77 13

8.3 Recommendation for cooling water system ............................................................... 78

8.3.1 Pipes and tanks ........................................................................................................ 78 19

Page VII / M 34 DF Generator Set / 11.2014

8.6 Preheating (separate module) ...................................................................................... 87

13 9.4 Compressed air quality................................................................................................... 94

14 9.5 Optional equipment ......................................................................................................... 95

19 10.2.2 Air intake from outside ............................................................................................ 96

10.3 Cooling air......................................................................................................................... 96

Page VIII / M 34 DF Generator Set / 11.2014

11.1.2 Exhaust gas compensator ........................................................................................ 98

11.1.3 Exhaust gas piping system ...................................................................................... 99 05

12. FLEXIBLE CAMSHAFT TECHNOLOFY (FCT) 11

13.4 Genset control ................................................................................................................. 112 17

13.9 Condition monitoring....................................................................................................... 123 23

13.10.1Safety concept........................................................................................................ 124

Page IX / M 34 DF Generator Set / 11.2014

07 15.2 Sound levels ..................................................................................................................... 132

08 15.2.1 Airborne noise ......................................................................................................... 132

15.3 Vibration ............................................................................................................................ 132

17.2 Flow velocities in pipes .................................................................................................. 134

18.2 Space requirement for maintenance ........................................................................... 137

Page X / M 34 DF Generator Set / 11.2014

19.2.2 Factory standard N 576-4.1 Clear varnish ............................................................ 140 06

19.3.2 Protection check ...................................................................................................... 143 12

19.3.3 Represervation as per factory standard N 576-6.1 ................................................. 143 13

21. STANDARD ACCEPTANCE TEST RUN 18

21.1 Standard acceptance test run ...................................................................................... 146 19

Page XI / M 34 DF Generator Set / 11.2014

Page XII / M 34 DF Generator Set / 11.2014

Page 1 / M 34 DF Generator Set / 11.2014

Page 2 / M 34 DF Generator Set / 11.2014

Page 3 / M 34 DF Generator Set / 11.2014

Page 4 / M 34 DF Generator Set / 11.2014

Page 5 / M 34 DF Generator Set / 11.2014

Page 6 / M 34 DF Generator Set / 11.2014

Page 7 / M 34 DF Generator Set / 11.2014

Page 8 / M 34 DF Generator Set / 11.2014

Additional advantages are: