LEBM0041-00

April 2016

Project Guide
C7.1 Marine Propulsion Engine

SAFETY.CAT.COM
 Important Safety Information
Most accidents that involve product operation, maintenance and repair are caused by failure to observe basic
safety rules or precautions. An accident can often be avoided by recognizing potentially hazardous situations
before an accident occurs. A person must be alert to potential hazards, including human factors that can affect
safety. This person should also have the necessary training, skills and tools to perform these functions properly.

Improper operation, lubrication, maintenance or repair of this product can be dangerous and could result
in injury or death.

Do not operate or perform any lubrication, maintenance or repair on this product until you verify that you
are authorized to perform this work and have read and understood the operation, lubrication, maintenance
and repair information.

Safety precautions and warnings are provided in this manual and on the product. If these hazard warnings are not
heeded, bodily injury or death could occur to you or to other persons.

The hazards are identified by the “Safety Alert Symbol” and followed by a “Signal Word” such as , “WARNING”,
“Caution”, or ‘‘Note’’. The Safety Alert “WARNING” label is shown below.

WARNING
The meaning of this safety alert symbol is as follows:

Attention! Become Alert! Your Safety is Involved.

The message that appears under the warning explains the hazard and can be either written or pictorially presented.

A non-exhaustive list of operations that may cause product damage are identified by “NOTICE” labels on the
product and in this publication.

Caterpillar cannot anticipate every possible circumstance that might involve a potential hazard. The
warnings in this publication and on the product are, therefore, not all inclusive. You must not use this
product in any manner different from that considered by this manual without first satisfying yourself
that you have considered all safety rules and precautions applicable to the operation of the product in
the location of use, including site-specific rules and precautions applicable to the work site. If a tool,
procedure, work method or operating technique that is not specifically recommended by Caterpillar is
used, you must satisfy yourself that it is safe for you and for others. You should also ensure that you
are authorized to perform this work and that the product will not be damaged or become unsafe by the
operation, lubrication, maintenance or repair procedures that you intend to use.

WARNING
When replacement parts are required for this
product Caterpillar recommends using Cat
replacement parts.

Failure to follow this warning may lead to

premature failures, product damage, personal
injury or death.

The information, specifications, and illustrations in this publication are on the basis of information that was available
at the time that the publication was written. The specifications, torques, pressures, measurements, adjustments,
illustrations, and other items can change at any time. These changes can affect the service that is given to the
product. Obtain the complete and most current information before you start any job. Cat dealers have the most
current information available.

In the United States, the maintenance, replacement, or repair of the emission control devices and systems
may be performed by any repair establishment or individual of the owner’s choosing.
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C7.1 Marine Propulsion Engine

Project Guide
LEBM0041-00
Project Guide

Introduction
The aim of this publication is to provide information in the form of technical data and installation guidance, enabling
engines to be installed in a manor which will ensure safety, reliability and ease of servicing.

Note: Failure to follow these instructions when installing a certified engine in a vessel violates federal law
(40 CFR 1068. 105(b)).

Only install and operate this engine in accordance with the specifications and parameters of the stated model.
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Contents
Important Safety Information........................................2 Exhaust Support..............................................15

Introduction...................................................................2 Part Dry, Part Wet Systems........................................16

Water Lift Systems.....................................................16

1. Location of Engine Installation
Points...........................................1 Silencer.......................................................................17
Silencer Selection............................................17
Heat Exchanger............................................................1
Front and Right Side..........................................1 6. Fuel Systems.............................19
Rear and Left Side.............................................2
Fuel Connections........................................................19
2. Engine Mounting..........................5 Fuel Feed and Return Sizes............................19
Low Pressure Fuel System..............................19
Installation Angles.........................................................5
Fuel Tanks..................................................................19
Engine Mounting Brackets............................................6
Tank Location & Fuel Lines........................................20
Flexible Engine Mounts................................................6 Fuel Tank Location Guidelines.........................20
Engine Bearers.............................................................7 Fuel Supply / Tank Installation ...................................20
Lifting............................................................................7 Fuel Tank Guidelines.......................................20
Lifting the Engine...............................................7
Multiple Fuel Tanks.....................................................21
Lifting the Engine and Transmission..................8
Typical Basic Fuel Systems........................................21

4. Engine Room Ventilation.............9 Fuel Systems With Day Tanks....................................22

Engine Drains.............................................................10 Primary Fuel Filter......................................................23

Filtration efficiency...........................................23
3. Propeller Shafts and Couplings.11
7. Engine Cooling System.............25
Propeller Sizing..........................................................12
Engine Cooling...........................................................25
5. Exhaust Systems - Emission Cooling Flow Diagrams..............................................25
related installation Fresh Water.....................................................25
instructions...................... 13 Raw Water.......................................................25

Exhaust System Back Pressure.................................13 Fresh Water System...................................................25

Wet Systems..............................................................13 Raw Water Systems...................................................26

Seawater Strainers .........................................26
Dry Systems...............................................................14
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De-Aeration................................................................26 Trip Clear Switch..............................................38

Emergency Crank Override Switch..................38
8. Electrical System.......................29 Monitoring System Override............................38
Additional Features Wiring Diagram................39
Electrolytic Corrosion..................................................29
Definition of Galvanic and Electrolytic Multiple Engine Installation..............................40
Corrosion.........................................................29 Throttle Sync....................................................40
Slow Vessel Mode............................................40
Definition of Bonding, Earthing and Grounding..........29
Bonding:...........................................................29 Trolling Mode...................................................40

Earthing:...........................................................29 Multiple Engine Wiring Diagram.......................41

Grounding:.......................................................29 Battery and Starter Cables.........................................42

Starter Batteries...............................................42
Avoiding Electrolytic Corrosion...................................29
Starter Cables..................................................42
Engine Electrical System............................................31
Battery Connection..........................................42
Connection Layouts.........................................31
Battery Isolator Switches.................................42
Fault Codes......................................................31
Battery Cables.................................................42
Electrical Wiring Diagrams.........................................32
Overview..........................................................32 9. Control Systems........................45
Basic Engine Wiring.........................................32
Power Supply...................................................32 MECP I (Marine Engine Control Panel)......................45

Key Switch.......................................................33
10. Power Take-Off (Optional).......47
Start Button......................................................33
PTO Fitting Instructions...................................47
Starter Interlock (Transmission Neutral Switch)...
.........................................................................33 Provision for Power Take-Off...........................47
Stop Button......................................................33 Belt Driven.......................................................47
Throttle Signal..................................................33 Axial Driven......................................................49
Indication Lamps..............................................34
Polar Diagram.............................................................49
CANBus (J1939)..............................................35
Basic Wiring Diagram......................................37 11. Cabin Heater/Calorifier............51
Additional Features..........................................38
Low Oil Pressure Lamp....................................38 12. Reference Material..................53
Low Coolant Level Lamp.................................38
Water In Fuel Lamp.........................................38
General Alarm Lamp........................................38
Shutdown Notify Lamp.....................................38
Maintenance Lamp..........................................38
Maintenance Clear Switch...............................38
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1. Location of Engine
Installation Points

Heat Exchanger
Front and Right Side
1 Lubrication oil filler cap. 10 Aftercooler drain valve.

2 Electronic Control Module (ECM). 11 Aftercooler.

3 Belt cover. 12 Air intake.

4 Cabin heater, outlet (optional). 13 Crankcase breather.

5 Cabin heater, inlet (optional). 14 Fuel filter, secondary.

6 Auxiliary water pump. 15 Oil filter.

7 Raw water intake.

8 Fuel inlet.

9 Fuel return.
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Rear and Left Side

16 Starter motor.

17 Lubricating oil drain.

18 Dipstick.

19 Flexible and adjustable engine mounts

(optional).

20 Gearbox oil cooler (optional).

21 Header tank/heat exchanger.

22 Front lifting eye.

23 Exhaust manifold.

24 Rear lifting eye.

25 Turbocharger.

26 Air filter.

27 Water cooled exhaust elbow (optional).

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2. Engine Mounting
Caution: There must be sufficient space around
the engine to avoid any contact with any
surrounding vessel structure to avoid damage.

Caution: Do not exceed the minimum and

maximum installation angles quoted in this
project guide.

Caution: Any mounts supplied by the end

user must comply with the manufacturers
specifications.

Caution: Where the engine is mounted must be of

sound and strong construction so as not to put
additional stress and vibration on the unit and
vessel.

Note: If the engine is installed in such a way that These engines are intended to be mounted so that
makes the engine’s emission control information label the cylinders are vertical, when viewed from ahead
hard to read during normal engine maintenance, a or astern as in (A). Maximum dynamic angle of 30O is
duplicate label must be placed on the vessel. permitted athwart ships (B).

Illustration (C) shows the static installation angle fore

and aft of 20O.
Installation Angles
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Engine Mounting Brackets Flexible Engine Mounts

The standard brackets, provide mounting points It is recommended that flexible engine mounts should
which are 51 mm (2”) below, and parallel with, the be used for all applications. The principal purpose of
crankshaft centre line. The brackets may be used to the mounts is to reduce the transmission of vibration
mount the engine directly on the engine bearers, but from the engine to the hull, but another valuable
for all applications it is recommended that flexible advantage is that the mountings reduce the shock
engine mounts are used. transmitted from the hull to the engine under adverse
weather conditions and also prevent the engine being
Illustration (D) shows the holes (1) for the holding inadvertently used as a structural part of the boat,
down bolts are slotted, 23 mm (centre to centre) due to flexing in the hull, a function the engine will not
x 17 mm diameter (0.9 x 0.67”) to allow for some satisfactorily fulfil.
movement during the final stages of alignment.
Where fine alignment is not necessary, for example Illustration (E) shows the flexible engine mount for
when a flexibly jointed drive shaft is used, the bolts most applications.
on all four corners of the engine should be positioned
at the end of the slot - all either fully in or fully out. Note: Refer to the installation drawing for specific
This will provide additional security in the fixing dimensions, which are for the mount in the unloaded
arrangements. condition.

Note: Please refer to the GA (General Arrangement)

To adjust the height of the mount (1), use the adjuster
drawings for specific engine mount positions.
nut and bolt (2) against the pad (3) to introduce shims
(4). A maximum of thirteen shims per mount can be
For any non standard options, please contact your used, eleven at 1 mm thick and 2 at 0.5 mm thick.
local Caterpillar dealer for advice.
Caution: Jacking bolts must not be used to
support the weight of the engine in service. The
engine should be secured to the flexible mount
through the shim packs and the main mounting
bolt.

Radially slotted holes (5) can be utilised to obtain the

optimum position.

Engines used with unusual drive arrangements, such

as ‘V’ drives when integral with the engine unit, pose
special mounting problems and recommendations as
to the most suitable mounting arrangement can be
made for specific applications.

Note: For transmission ratios above 2:1 or use in

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extreme conditions, please contact your local dealer

for advice.
Lifting

Installation drawings are available showing the

Lifting the Engine
preferred mounting arrangements when using a Caution: Care must be taken when lifting the
variety of gearboxes and applications. engine when using strops as damage may occur
if the pathway for the strops is too close to parts
of the engine prone to damage.
Engine Bearers

The materials and methods of construction of engine Lifting points have been provided (G1) for lifting the
bearers which have proved to be satisfactory in engine.
service vary to such an extent that it is difficult to lay
down universal guide lines. However, as a rough
guide it can be said that the engine bearers should
be capable of supporting a static load of about eight
times the weight of the engine, to cater for the effects
of rough seas.

The bearers should be cross connected to give lateral

rigidity, in order to maintain the shaft alignment and to
prevent twisting and racking forces being applied to
the engine.

To enable minimum shaft centre distances to be

achieved in a twin installation, a common centre
bearer supporting the inner mountings of both
engines is sometimes used as shown in illustration
(F).

A recommended minimum distance between the shaft

centres is 914 mm (36 inches).

Note: Narrower distances can be used but it

must be noted that this will severely compromise
serviceability. Caution: Never bend the eyebolts and the
brackets. Only load the eyebolts and the brackets
under tension. Remember that the capacity
of an eyebolt is less as the angle between the
supporting members and the object becomes less
than 90 degrees. When it is necessary to remove
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a component at an angle, only use a link bracket should be parallel to each other. The chains and
that is properly rated for the weight. cables should be perpendicular to the top of the
object that is being lifted. Consult your Caterpillar
dealer or consult the OEM for information regarding
Use a hoist to remove heavy components. Use an
fixtures for proper lifting of your complete package.
adjustable lifting beam to lift the engine as shown in
illustration (H). All supporting members (chains and
cables) should be parallel to each other. The chains Lifting the Marine Transmission
and cables should be perpendicular to the top of the To remove the marine transmission ONLY, use the
object that is being lifted. eyebolts that are on the marine transmission housing.
Some removals require lifting fixtures in order to Refer to the manufacturers gearbox manual for
obtain proper balance. Lifting fixtures also help to proper lifting instructions (if equipped).
provide safety. If a component resists removal, ensure that all of the
To remove the engine ONLY, use the lifting eyes that nuts and bolts have been removed. Ensure that no
are on the engine. adjacent parts are interfering.

Lifting eyes are designed and installed for the specific

engine arrangement. Alterations to the lifting eyes
and/or the engine make the lifting eyes and the lifting
fixtures obsolete. If alterations are made, ensure
that proper lifting devices are provided. Consult your
Caterpillar dealer for information regarding fixtures for
proper engine lifting.

Lifting the Engine and

Transmission
Note: If the engine is equipped with a pod drive
unit, refer to the information which is provided by the
manufacturer of the pod drive unit.

Caution: Do not use the eyebolts that are on the

marine transmission housing to lift the engine.

To remove both the engine and the marine

transmission, use the lifting eyes that are on the
engine. Use an adjustable lifting beam to lift the
engine. All supporting members (chains and cables)
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4. Engine Room Ventilation 10 Noise absorbant material.

Note: The air temperature entering the engine should

not exceed 50OC. The air temperature in the engine
room should not exceed 60OC.

Note: The maximum engine compartment depression

is 1kPa.

Note: Cross sectional area of air flow path must not

be too small.

The engine room must be ventilated for two reasons:

• To supply the engine with air sufficient for

combustion.

• To provide a flow of air through the engine room

to prevent an excessive temperature build-up
which may cause components such as the
alternator to overheat.

In most applications in temperate climates, the engine

will draw air from the engine room. If this is the case then,
1 Engine. as a rough guide, it can be taken that every horsepower
produced by the engines requires, as a minimum, 161 sq.
2 Cockpit.
mm, (6.34 sq.ins.) of vent area. If the boat is likely to be
3 Exhaust vent(s). used in hot climates, and if engine room ventilation fans
are fitted, then a vent area of 322.58 sq.mm (12.7 sq.ins.)
4 Inlet vent(s). per horsepower should be provided. Wherever possible a
flow of air through the engine room should be encouraged
5 Moisture trap. by using forward facing intake vents to take advantage of
6 Engine rear. ram airflow, together with other vents to allow hot air to
escape.
7 Turbo air inlet.
In most applications in climates up to around 40OC,
8 Exhaust fan. the engine (1) can be allowed to draw combustion
air from the engine room. In climates above 40OC it
is strongly advised that the combustion air should be
ducted to the air inlet from outside the engine room.
The maximum engine air inlet temperature is 50OC.

Ventilation around the engine is required to remove

radiated heat in order to stop the engine room
temperature from rising too high. An effective
ventilation system will keep the engine room
temperature less than 10OC higher than external
ambient.

Air entry vents (4) should be situated where spray is

not likely to enter them and some form of water trap
(5) is desirable. Preferably the air ducts should reach
the engine compartment at the sides of the hull so
that water will fall into the bilge. Ideally the air should
enter the engine room at the rear of the engine (6),
such that the turbocharger inlet (7) receives cool
combustion air. Air inlet vents should be positioned to
prevent exhaust air from being drawn in.

Where forced air is required for ventilation,

9 Noise absorbing chambers. (recommended in most installations), the air should
be exhausted from the engine room using a suitable
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fan (8). Sucking the air from the engine room will
ensure there is a slightly negative pressure present
Engine Drains
in the engine room. This prevents any air from the It is adviseable to attach a suitable container to 2
engine room escaping into the vessels cabins or engine drains so that the fluids do not contaminate
living spaces, which could introduce smells and the bilge or floor of the vessel.
exhaust fumes.
Both of these are found on the header tank/heat
Note: that the maximum engine room depression is exchanger assembly (1).
1kPa.
• Heat exchanger drain (2). Attach a suitable
remote container to the drain point with a tube.
Where possible, individual exhaust suction points
should be located directly above the primary heat • Header tank overflow pipe (3). Allow to drain
sources. This will help to remove heat prior to it into a suitable remote container.
having a chance to mix with engine room air and
raise the average temperature. In practice this is
unlikely to be possible, and as such it is suggested
that the air is exhausted from in front of the engine as
shown.

If engine noise is of concern, noise absorbing

chambers (9) with deflector baffles and noise
absorbent material (10) can be positioned to direct
ventilation air flow over a large surface area of the
absorbent material. This can be applied to both
inlet and exhaust ducts, significantly reducing noise
emanating out through the vents.

When the engine is shut down after a run at high

power the engine bay may become very hot, unless
the ventilation fans are arranged to run-on after
engine shutdown until the engine room is cool. In
installations where living spaces and cabins are
located close to the engine room, this can be of
significant advantage.

Check the containers periodically and empty any

excess fluid in accordance with local regulations.
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3. Propeller Shafts and

Couplings

It is recommended that all engines are mounted on

flexible mountings (A1), which will reduce noise and
vibration, and will prevent hull movements resulting in
forces being applied to the engine.

The responsibility for the design and installation of

the transmission system connected to the gearbox
lies with the boat designer, the boat builder, the naval
architect or the engine installer. It is recommended
that a (TVA) Torsional Vibration Analysis is carried out
on the complete drive system. Mass Elastic Data can
be provided on request.

Illustration (A) shows a simple arrangement,

where the propeller shaft is supported only by the
gearbox coupling and an outboard rubber bearing
at the propeller end. Entry of water into the boat is
prevented by a shaft seal, which must be flexibly
mounted to allow for engine movement. A flexible
shaft coupling (A2) is fitted to the gearbox coupling, to
allow momentary angular misalignment in operation

This system is only suitable for applications where

the speed, diameter, and unsupported length of
the propeller shaft will not induce ‘whirling’ (i.e. the
centrifugal force generated by the speed of rotation is
not sufficient to bend the shaft into a bow shape).

Illustration (A) also shows a cutless bearing (A3) and

flexibly mounted shaft seals (A4).

Where the propeller shaft length is such that it cannot

be simply supported by the gearbox coupling and ‘P’
bracket, without the risk of whirling, the arrangement
shown in illustration (B) may be adopted

Water supply (B4) for bearings (use hose from 1/2” -

20 TPI STOR (Straight Thread O Ring) tapping on the
gearbox oil cooler end cap) (C1).

In this case one or more additional bearings (B3) are

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included in the shaft log, and flexible shaft couplings

(B2) (which will accept thrust) are used to permit the
engine to move on the flexible mountings (B1).

WARNING
Use a syphon break (B5) where a water lift
exhaust system is specified.

A variation of this is to use a thrust block (bearing)

at the point where the shaft emerges from the log
into the engine room, together with constant velocity
joints at each end of the short shaft connected to the
gearbox coupling.

Note: Customers that do not take the optional

gearbox oil cooler, will have to provide this feed when
they create the piping to their own gearbox oil cooler
and exhaust elbow.

Propeller Sizing
The propeller is as important as the hull or the engine
to the performance of the boat. The propeller directly
influences top speed, fuel efficiency, and engine life.

While many operators will choose to operate at

reduced throttle settings while cruising, the engine
must be able to reach its rated speed (rpm) when the
boat is ready for sea; fully loaded with fuel, water,
and stores. To achieve the ultimate in engine life and
economy, the engine should operate at approximately
2882 to 2940 rpm engine speed during sea trial
of new vessels. This is done to compensate for
anticipated boat loading and hull fouling. Full throttle
engine speed should not be below 2853 rpm under
normal in-service operating conditions.
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5. Exhaust Systems Wet Systems

- Emission related Note: that the system must meet the requirement
for the maximum exhaust back pressure to be not
installation instructions greater than 15 kPa, measured within 305 mm (12
inches) of the turbocharger / exhaust outlet. Minimum
volume of exhaust tank should be 3 times the volume
of the water in the riser. The tank should be installed
Exhaust System Back near the centre-line of sailing craft.
Pressure
Note: that the system must meet the requirement
for the maximum exhaust back pressure to be not
greater than 15 kPa, measured within 305 mm (12
inches) of the turbocharger / exhaust outlet. Minimum
volume of exhaust tank should be 3 times the volume
of the water in the riser. The tank should be installed
near the centre-line of sailing craft.

Excessive exhaust restriction can adversely affect

performance, resulting in reduced power and
increased fuel consumption, exhaust temperatures
and emissions. It will also reduce exhaust valve and
turbocharger life.

It is imperative that exhaust back pressure is kept

within specified limits for those engines subject to
emissions legislation. When designing an exhaust
system, the design target for back pressure should be
half the maximum allowable system back pressure.
To ensure compliance, exhaust system back pressure
must be verified to be within the Caterpillar EPA
declared maximum value for the engine configuration
and rating. Information (TMI) system, or contact your
local Caterpillar dealer for more information.

Back pressure includes restrictions due to pipe

size, silencer, system configuration, rain cap and
other exhaust-related components. Excessive back
pressure is commonly caused by one or more of the
following factors:

• Exhaust pipe diameter too small.

• Excessive number of sharp bends in the
system.

• Exhaust pipe too long.

• Silencer resistance too high.
1/8” BSP x M16 x 1.5 tappings are located in the
dry exhaust outlet elbow (if supplied) for measuring
exhaust back pressure.

The exhaust system should conduct exhaust

gases from the engine to the atmosphere with
acceptable back pressure at the same time
reducing exhaust noise to the minimum, avoiding
gas leaks and excessive surface temperatures
while accommodating engine movement on flexible
mounts.
LEBM0041-00 14
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a location on the engine or marine transmission to

allow the bracket to move with the engine.

If a taller system is required then a dry 90O elbow

(not shown) can be used on the turbocharger outlet
with the water injected elbow. Full articulation can be
utilised to suit most applications

Due consideration must be given to providing

flexibility in the exhaust hose, particularly if the engine
is flexibly mounted. Where the exhaust hose must
pass through a bulkhead immediately behind the
engine it is preferable that the arrangement shown in
illustration (C) is adopted, using rubber bellows (C1)
to provide flexibility.

Note: that the bellows should be in an unstrained

condition when fitted, a minimum fall of 5o (C3) is
required, and that the point of water injection must be
at least 8 inches above the waterline (C2).

Note: A single double hump bellows can be used

Wet exhaust systems, where the auxiliary water where space is restricted.
used to circulate through the heat exchangers on the
engine is finally dumped into the exhaust pipe to cool
the exhaust gases, are the most common choice for Caution: Movement of the engine on the flexible
small craft. Their principal advantage is that a rubber mounts must not be restricted by the exhaust
exhaust hose may be used, with a fairly low surface hose.
temperature, which presents no risk of fire.

The exhaust elbow outside diameter is 152.4 mm

(6”). Dry Systems
Note: that the system must meet the requirement
A general arrangement for such a system is shown
for the maximum exhaust back pressure to be not
on illustration (A). In many cases the exhaust outlet
greater than 15 kPa, measured within 305 mm (12
passes through the transom, just above the waterline
inches) of the turbocharger / exhaust outlet.
(A1). It will be seen that a minimum fall of 5O (A2)
is required, and that the point of water injection
must be at least 8 inches above the waterline (A3), Caution: The system should be well insulated to
although the actual height necessary for a particular avoid fire risk.
boat can only be decided in the light of the exhaust
system design, and the pitch and roll which may be Caution : Bellows should be in an unstrained
encountered in service. condition when installed, so that the full bellows
Caution: It is essential that the exhaust system movement is available to absorb expansion and
is designed so that water from the exhaust does engine movement.
not enter the engine under any conceivable
operational condition.

Illustration (B) shows the exhaust elbow (B1) with

water injection (B3) and support eyelet and support
(B4). The elbow can be rotated (B2) to achieve the
optimal position.

Note: The exhaust elbow must have a fall of 10O

downwards.

The wet exhaust elbow is fitted with an eyelet (B4)

to connect to a support rod or bracket (not supplied).
This must be used to ensure that no load is
supported by the turbocharger housing. The support
rod or bracket must be securely connected back to
15 LEBM0041-00
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Exhaust Support
Caution: Rigid brackets should only be used on
the vertical exhaust system.

Dry exhaust systems for marine installations need

careful design to minimise the disadvantages of
enclosing components that are at a high temperature
in confined spaces. A typical system is shown in (D).

The first part of a dry system should include flexible

connections (E5) to permit movement between the The weight of the exhaust system should be
engine and the fixed part of the exhaust. Connections supported by brackets and not carried by the bellows,
of the stainless steel bellows type are suitable, but as shown in (E).
care must be taken to ensure that they are only
required to accommodate movements that do not 1 Bracket with link to allow movement due to
involve twisting the ends of the bellows relative to expansion in the exhaust system (horizontal
each other. Fitting a second bellows 90 degrees exhaust systems should be suspended from
to the other one will achieve this. The bellows and the deck head using similar brackets).
elbows should be covered with fire blankets (E4). 2 Insulating lagging.
If there is a long exhaust run which gains height as it 3 Rigid bracket to support the weight of the
leaves the exhaust manifold, it may be necessary to vertical exhaust system.
incorporate a trap to collect condensate and allow it
to be drained. 4 Heat blanket.

Recommended minimum internal diameter 5 Twin stainless steel bellows fitted to avoid
of the turbo outlet exhaust pipe torsional load on bellows unit - it is strongly
recommended that twin bellows are used.
152 mm (6 ins)
6 90O elbow.
LEBM0041-00 16
Project Guide

Part Dry, Part Wet Systems Water Lift Systems

Note: that the system must meet the requirement Note: that the system must meet the requirement
for the maximum exhaust back pressure to be not for the maximum exhaust back pressure to be not
greater than 15 kPa, measured within 305 mm (12 greater than 15 kPa, measured within 305 mm (12
inches) of the turbocharger / exhaust outlet. Minimum inches) of the turbocharger / exhaust outlet. Minimum
volume of exhaust tank should be 3 times the volume volume of exhaust tank should be 3 times the volume
of the water in the riser. The tank should be installed of the water in the riser. The tank should be installed
near the centre-line of sailing craft. near the centre-line of sailing craft.

Even where the engine is mounted well below the Illustration (G) shows the main features of such a system,
waterline the advantages of a wet system can still be which utilises pressure developed by the exhaust gases
gained, providing that water injection takes place at a point to force a mixture of gas and water to a height which may
sufficiently above the waterline. be considerably above the engine. When the engine is
stopped the exhaust tank contains the water which falls
In these circumstances the part dry, part wet system shown back from the exhaust riser.
in illustration (F) can be utilised. The modular exhaust
components allow a system to be readily constructed, If a proprietary unit is used the manufacturers instructions
utilising a tall dry riser, followed by a water injection elbow. should be carefully followed, but illustration (G) identifies
the key features.
(F1) Stainless steel bellows.
(G1) Exhaust tank (water lock).
(F2) Optional high rise extension - not factory supplied.
(G2) Water injection elbow.
(F3) Flexible hanger.
(G3) To overboard outlet.
(F4) Point of water injection to be 200 mm (8 inches)
minimum height above water line. (G4) 1/2” bore siphon break.

(F5) 5O minimum average fall. (G5) Top of exhaust riser and point at which the siphon
break is connected to the engine pipe work must be
(F6) Water line. above the water line under the worst possible conditions
(normally a distance of 450 mm (18”) under static
conditions will be sufficient)

(G6) Exhaust riser.

Note: Do not overcrank the engine. Overcranking the

engine may cause water from the exhaust system to
enter into the cylinders.
17 LEBM0041-00
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Silencer

Exhaust noise is one of the principal noise sources of

any engine installation. The purpose of the silencer
is to reduce the noise of the exhaust before it is
released to the atmosphere.

Exhaust noise arises from the intermittent release of

high pressure exhaust gas from the engine cylinders,
causing strong gas pressure fluctuations in the
exhaust system. This leads not only to discharge
noise at the exhaust outlet, but also to noise
radiation from exhaust pipe and silencer surfaces.
A well designed and matched exhaust system will
significantly reduce noise from these sources. The
silencer makes a major contribution to exhaust noise
reduction.

Excessive noise is objectionable in most applications.

The required degree of silencing depends on factors
such as the application type, whether it is stationary
or mobile and whether there are any legal regulations
regarding noise emission.

Silencer Selection
The silencer is generally the largest single contributor
to exhaust back-pressure. Therefore, required noise
reduction and permissible back-pressure must be
considered when selecting a silencer. Application
type, available space, cost and appearance may also
need to be taken into account.

Note: Refer to local legislation on noise limits.

Exhaust outlets should be arranged to keep water

from entering the piping system. Rain caps forced
open by exhaust pressure will accomplish this;
however, they will also introduce additional back
pressure into the system and should be carefully
evaluated.
LEBM0041-00 18
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19 LEBM0041-00
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6. Fuel Systems Fuel Feed and Return Sizes

Standard, Fuel Feed & Return
• 3/4”-16, 37O flare (JIC-8 size) straight male
Fuel Connections connector.

Optional, Flexible Fuel Feed & Return

• 13/16”-16 ‘O’ Ring Faced Seal (ORFS), straight
connector.

Optional, Flexible Fuel Feed & Return (female

swivel connectors)
• 3/4”-16, 37O flare (JIC-8 size) straight male
connector.

Optional, Flexible Fuel Feed & Return (female

swivel connectors)
• 13/16”-16 ‘O’ Ring Faced Seal (ORFS), straight
connector.

Low Pressure Fuel System

The fuel lift pump should be no more than 2 metres
above the minimum fuel level in the tank or 2 metres
below the maximum fuel level in the tank in a typical
installation.

Caution: Ensure that flexible fuel hose routing

avoids coming into contact with parts of the Fuel Tanks
engine which can lead to abrasion of the hose.
The more simple the fuel system, the better it will
perform in service.
A common reason for service problems with
fuel systems is the use of poor or incompatible • The filler neck should be raised so that water
connectors, where the pressure tightness depends will not enter when filling.
upon the use of sealing compounds, hose clamps,
fibre washers trapped between inadequate and • The filler cap should seal effectively to prevent
unmachined faces, or compression fittings which water entering when under way.
have been over-tightened to the point where they no • A vent pipe should be fitted, again in such a way
longer seal. as to avoid the entry of water.
Cleanliness during initial assembly is also of vital • The tank should have a sump or angled bottom
importance, particularly when fuel tanks are installed, with a drain tap so that water and sediment can
as glass fibres and other rubbish may enter tanks be removed. (This is not always possible).
through uncovered apertures.
• Stop cocks can be fitted where necessary.
It is strongly recommended that the flexible fuel pipes These will also be an alternative way of shutting
available as an option with the engine are used, the engine down in an emergency.
which are as follows:
• Internal baffles may be required to prevent fuel
Illustration (A) shows the fuel inlet (A1) and fuel surge.
return (A2).
• The tank should have a removable panel to
Caution: A protective circular shroud (A3) is simplify cleaning.
attached to the fuel lift pump housing and must
be reinstated if removed when removing and • The fuel pipe work should be as simple as
replacing the fuel inlet hose connection. possible with the minimum of valves and cross
connections, so that obscure fuel feed problems
are minimised.

• A fuel sedimenter (water separator) is required

in the fuel system between the fuel tank and the
LEBM0041-00 20
Project Guide

engine mounted lift pump. To avoid problems fuel feed stop cock with the engine running. Shutting
when venting air after draining the sedimenter, it the return stop cock could lead to engine damage.
should preferably be installed below the normal
minimum level of fuel in the fuel tank. (This is
Note: Actual fuel tank height should be calculated
not always possible!).
using line restriction formulas.
• The tank should have at least two connections;
a fuel feed connection, and a fuel return • Minimum depth of fuel below crank centre-line:
connection. Whenever possible a tank should 1 m (39.4 inches) (B9).
only supply one engine, but in any case each
engine should have its own fuel pipes, from tank • Maximum feed or return line restriction: 20 kPa
to engine. (80 in H2O).

These requirements mean that in practice the

Tank Location & Fuel Lines following feed and return pressures as measured at
the engine connection points must be within these
ranges:
Fuel Tank Location Guidelines
Feed pressure must be less than 17 and greater
than -30 kPa (at engine inlet).

Return pressure must be less than 37 and greater

than -8.5 kPa.

Fuel Supply / Tank Installation

Fuel Tank Guidelines

1 Engine.

2 Fuel return.

3 Fuel feed.

4 Primary filter.

5 High tank.

6 Low tank.

7 Crankshaft centre line. 1 Fuel return.

8 2 m (78.7 inches) maximum. 2 Fuel feed.

9 1 m (39.4 inches) maximum. 3 Minimum 300 mm (12 inch).

• Maximum height of fuel above crank centre-line: 4 12 mm (0.5 inch).

2 m (78.7 inches) (B8) This value is for a typical 5 100 mm (4 inch).
installation as in the example in illustration (B).
The engine requires both a fuel feed and return to
Note: Stop cocks can be fitted where necessary. the fuel tank. Where multiple fuel tanks are desirable,
These will also be an alternative way of shutting the a single day running tank should be installed which
engine down in an emergency. Only shutdown the
21 LEBM0041-00
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can be filled from the main fuel tanks. If a day tank should be used wherever possible, as having a
is required it should be sized to contain sufficient completely separate tank and supply to each engine
fuel for several hours of engine operation, typically guarantees that if an engine stops, due to running
this will require a tank of approximately 150 litres (40 out of fuel or to water or foreign matter in the fuel,
gallons). Smaller tanks should be avoided as high the other engine will not be affected simultaneously.
rates of fuel turn-over can lead to the fuel becoming This will give some time for appropriate manoeuvring
aerated. action to be taken. The simple system will also
require the minimum number of valves and fittings,
Fuel feed and return connections should ideally which ensures maximum reliability in service.
enter the top of the fuel tank and pass down to the
bottom. The fuel feed pick-up (C2) should be just off
the bottom of the tank by 12 mm (1/2 inch) (C4) to Typical Basic Fuel Systems
avoid dirt and water from being sucked up. The fuel
return (C1) should also be routed to the bottom of the
tank, but again kept off the bottom, by around 100
mm (4 inches) (C5). This helps to avoid the fuel being
aerated by the fuel falling into the tank, and also
from agitating any dirt located at the bottom of the
tank. The fuel feed and return should be horizontally
separated by at least 300 mm (12 inches) (C3) to
help ensure that any air entrained into the fuel by the
return is kept away from the fuel feed pick-up.

Multiple Fuel Tanks

6 Fuel tank.

7 Water separator/pre filter.

8 Main fuel feed.

9 Fuel return.

10 Drain point.

11 Stop cock.

The more simple the fuel system, the better it will

perform in service. Figure (E) shows an ideal system.
In some cases it is necessary to have a number of In some applications there may be legislation that
fuel tanks in order to achieve the required operating requires that fuel lines draw from, and return to, the
range. In such cases, where possible, one tank top of the tank.
should be regarded as the main tank for each engine
The fuel tank may be steel, aluminium, or G.R.P.
and the other tanks should be arranged so that they
(Glass Reinforced Plastic) or, alternatively, a rubber
will drain into the main tank by gravity. If a gravity
bag tank may be used.
system is not possible, then the system shown in
illustration (D) should be used. The main fuel connection is taken from the rear of the
tank (E1) so that all the fuel is available for use when
The layout shows a collector tank (D1), fed by all the
under way when the hull will be at an angle.
storage tanks and connected to the engine feed (D2)
and return systems (D3), but with a vent pipe (D4) The fuel return (E4) is extended within the tank to
taken to any convenient tank. near the bottom in order to prevent air locks which
can arise due to siphoning of the fuel when the
There is no doubt however, that a simple fuel system
engines are stopped
LEBM0041-00 22
Project Guide

The fuel returned to the tank should be kept away

from the main fuel feed, to avoid recirculation.
Fuel Systems With Day Tanks
Note: Fuel lines should have bends as wide as
A drain tube (E5) should be fitted to aid servicing and possible to minimise restriction.
cleaning.

From the tank the main engine feed line (E3) goes Note: Day tanks are used in some installations to
first to a water separator (E2), preferably one reduce vacuum or pressure within the fuel system.
fitted with either a thick clear plastic bottom or in
accordance with marine societies requirements and a
drain cock (use only if allowed by local regulations).

Fuel lines should be chosen and routed to ensure

that the maximum line restriction is observed.

Hose internal diameter for SAE-8 JIC fittings is 12.7

mm (1/2”).

Fuel lines should ideally be of stainless steel

tube, with flexible hoses connecting to the engine.
Restrictive fittings and elbows should be avoided
where possible and all bends should have a radius as
large as possible.

Copper, brass or zinc plated tube fittings should not

be used in the fuel system. Diesel can absorb these
materials, whilst they are soluble in the fuel, they
can come out of solution in the fuel injector nozzle.
This can cause coking of the nozzle, resulting in poor
engine performance and adverse emissions.

Stop cocks (E6) may also be fitted where necessary.

1 Main fuel tank.
This simple fuel system is satisfactory when one or
more engines are run from a single fuel tank, and 2 Water separator/pre-filter (recommended
it may also be used when there are two tanks each option).
supplying one engine. In the latter case the system
3 Valve.
may include a cross connection between the tanks by
means of a balancing pipe with a valve at each end. 4 Pump.
In some installations cross connecting pipes between
the two engine feed pipes and the two engine return 5 Day tank.
pipes have been used, but valves are necessary
6 Overflow.
in every line so that the appropriate system may
be selected, and the complexity of installation and 7 Vent.
operation is such that the advantages in operating
flexibility are out-weighed by the possibility of obscure 8 Fuel return.
problems due to component malfunctions, incorrect
operation or engine interaction. 9 Fuel feed.

Figure (F) shows a fuel system with a day tank

situated above the main fuel tank, requiring a pump
to transfer fuel into it.

Excessive fuel return line pressure can cause fuel

system issues and as such, when the engine is
running at low idle no load, the fuel return pressure
measured at the connection point on the engine
package must not exceed a gauge pressure of 37
kPa (10.9 inches Hg).

Practically, this means the height of the fuel return

into the day tank must not be greater than 2.0 metres
(6.6 feet) above the engine crankshaft.
23 LEBM0041-00
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elements which meets the above specification and is

highly recommended.

An optional water in fuel sensor is available for the

Caterpillar filter kit which is compatable with the
engine electronics and is highly recommended.

The use of a water in fuel sensor is strongly

recommended to warn the operator of the presents of
water in the fuel. This can help the operator ensure
water is removed before it causes damage to the
engine fuel system.

1 Main fuel tank.

2 Water separator/pre-filter (recommended

option).

3 Valve.

4 Day tank.

5 Vent.

6 Fuel return.

7 Fuel feed.

Figure (G) shows a system where the day tank is

below the main fuel tank and therefore uses gravity to
supply fuel to the day tank.

Primary Fuel Filter

A primary filter and water separator must be fitted
between the fuel tank(s) and engine fuel inlet
connection. A chosen filter must meet the following
specification:

• Maximum pressure drop must not exceed 16

kPa (64 in H2O) with a clogged filter.

• Fuel flow rate: 5 l/min (79.3 gal/hr).

• Emulsified water separation efficiency: at least
85% or better.

Filtration efficiency
5 microns 72%
10 microns 97%
20 microns 100%

Caterpillar offer a filter kit, and replacement filter

LEBM0041-00 24
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25 LEBM0041-00
Project Guide

7. Engine Cooling System Raw Water

Engine Cooling
Heat exchanger cooling is when a ‘fresh’ to ‘raw’
water heat exchanger is mounted on the engine. The
fresh water in the closed circuit is thermostatically
controlled which, when closed, a permanent bleed
by-passes the heat exchanger minimising the engines
warm-up time but maintains sufficient flow through
the cylinder block and exhaust manifold. When the
engine has reached the correct working temperature,
the thermostat opens allowing the coolant over the
heat exchanger tubestack which is cooled by sea
water.

Cooling Flow Diagrams

Fresh Water
1 Auxiliary water pump.

2 Engine.

3 Fuel cooler.

4 Aftercooler.

5 Header tank/heat exchanger.

6 Gearbox oil cooler (optional).

7 Water cooled exhaust (optional).

Fresh Water System

Caution: Care should be taken when removing
the header tank pressure cap. Allow the engine to
cool down before removing the cap as hot fluids
and steam can be forced out at high pressure if
not allowed to settle.

1 Header tank/heat exchanger. The fresh water circuit cools the engine block,
cylinder head, exhaust manifold, turbocharger and
2 Fresh water pump. header tank/heat exchanger.
3 Engine. Fresh water is circulated through the engine core
4 Turbocharger. and turbocharger at start up, and when the normal
working temperature is achieved, the thermostat
5 Thermostat. opens and allows water to flow through the heat
exchanger.
6 Bleed turbo return flow.
A hose connected to the header tank pressure cap is
provided with the engine. Small quantities of engine
coolant may be expelled from the hose in the event
of hot shutdown. The hose should be routed to an
appropriate receptacle to avoid contaminating the
bilge. This should be inspected periodically and
emptied if necessary.
LEBM0041-00 26
Project Guide

Raw Water Systems Seawater Strainers

Caution: The maximum pressure into the sea Caution: It is highly recommended that a sea
water pump should not exceed 1 bar. water strainer is fitted to the inlet side of the sea
water pump and have holes of 1.6 mm diameter
maximum. The intake pressure must not exceed
Note: Ensure a separate feed for each engine. A
1 bar.
shared supply is not recommended.

Strainers are required in order to protect the seawater

Note: Where possible mount the strainer so that the
pump, aftercooler, heat exchanger and other
top is just above the waterline to facilitate cleaning.
cooling system components from foreign material
in the seawater. The foreign material can plug and/
or coat heat transfer surfaces causing overheating
of the engine and shortened life of components.
If the foreign material is abrasive, it will erode
pump impellers and soft metal parts, reducing their
effectiveness.

Full-flow strainers are desirable. The strainer screens

should be sized no larger than 1.6 mm (0.063 in)
mesh for use in closed sea water circuits. The
strainer connections should be no smaller than the
recommended line size. The use of a differential
pressure gauge across the strainers will indicate the
pressure drop and enables the operator to determine
when the strainers need servicing.

From the sea water strainer, a pipe should be run to

the sea water pump inlet connection on the engine.
The pipe may either be mainly rigid, for example
copper or cupro-nickel, or flexible, but only flexible
hose which is reinforced to prevent collapse should
be used. The system must be sufficiently flexible to
permit the engine to move on its flexible mountings.
The sea water pump connection is for a hose with a
A completely separate sea water system should be
50.8 mm (2”) bore, (optional flange connections).
provided for each engine to prevent a blockage
resulting in the need to shut down more than one Care should be taken to use compatible materials
engine. in the sea water systems to prevent excessive
galvanic corrosion. Systems incorporating copper,
A typical system is shown in figure (C).
cupro-nickel, stainless steel Type 316, gun-metal,
The water intake fitting (C4), situated below the water silver solder, and aluminium brass will generally be
line, should not project appreciably below the bottom satisfactory. Components made from lead, iron, steel,
of the hull and it should be situated well clear of other aluminium or its alloys, zinc or magnesium, should be
components such as shafts, logs and rudders to generally avoided.
prevent flow problems at high speeds.

The intake fittings and pipe work should have a De-Aeration

minimum bore of 50.8 mm (2.0”) (C2). Inboard of the
intake fitting a sea cock must be provided (C4). This Caution: Air in the engine coolant can cause the
should be of the full flow type giving unobstructed following problems:
passage to the water in the open position with a
minimum bore of 50.8 mm (2.0”). • Air accelerates the corrosion within the engine
water passages that can lead to high water
Between the intake fitting and the sea water pump temperatures as silt deposits on the surface of
(C3) on the engine, there should be a strainer the cooler reducing the heat transfer. Premature
(C5) which should be easily accessible for routine failure of the engine can occur.
examination, and should be easily removable.
• Air expands more than coolant when heated
and may cause loss of coolant from the engine
system through the expansion tank overflow.
27 LEBM0041-00
Project Guide

• In an extreme case, air will collect in one area

and cause a loss of coolant flow around the
cylinder block resulting in piston seizure and
major engine damage.

Caution: Care should be taken when filling the

system and should be done slowly to avoid air
pockets.
LEBM0041-00 28
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29 LEBM0041-00
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8. Electrical System Earthing:

Earthing protects electrical equipment and operators
by discharging the electrical energy to earth. This
Electrolytic Corrosion is done by connecting a part which does not carry
current under normal conditions to earth, e.g.
frames, enclosures, supports etc. This is normally
WARNING accomplished by the bonding of a metallic system to
Electrical shock can cause severe personal earth.
injury or death. Great care should be taken when
working on any electrical part of the engine.
Grounding:
Caution: The engine may be damaged by Grounded circuits of machines need to have a return
electrolytic corrosion (stray current corrosion) if path from the machine to the power source in order to
the correct bonding procedure is not adopted. function properly. This is achieved by connecting the
live part to earth.

Caution: This section on bonding covers a typical

system and has been included for guidance Avoiding Electrolytic
purposes only. It may not be appropriate for
your boat. As installations vary, it is advised that Corrosion
specific recommendations from a specialist in the
subject of electrolytic corrosion are obtained.

Definition of Galvanic and

Electrolytic Corrosion.
Galvanic corrosion is caused when two different
metals are immersed in a conductive fluid such
as seawater (called electrolyte), with a connection
between them, an electric current is generated in the
same way as a battery.

Electrolytic corrosion (stray current corrosion) is

caused by a current from an external source such as
the boats battery, shore supply or even the engine
itself.

Definition of Bonding, Earthing

and Grounding 1 Propulsion engines.
Note: Earthing and Grounding are different names
for the same thing. It is a way of preventing high 2 Genset.
voltages on machines. ‘Earthing’ is a more commonly
3 Sea cock.
used term in Britain, Europe and most of the
commonwealth countries (IEC, IS), while ‘Grounding’ 4 Common bonding system wire in a ring as
is a term used in North America (NEC, IEEE, ANSI, shown.
UL).
5 Through the hull metal fittings.

6 Zinc anode.
Bonding:
Bonding is joining two electrical conductors together.
This is achieved by connecting all the metal parts that
are not supposed to be using current during normal
use, and bringing them to the same electrical state.

Electricity will not build up in a machine or between

2 different machines that have the same electrical
potential.
LEBM0041-00 30
Project Guide

in contact with the sea water. The bonding system

should be connected to a zinc sacrificial anode that
is fixed to the outside of the hull below sea level. A
typical layout is shown in (A).

The bonding should consist of heavy stranded

wire (not braiding or wire with fine strands). It is an
advantage if the wire is tinned. Insulation is also an
advantage and should preferably be green in colour.
Although the current carried by the bonding system
will not normally exceed 1 amp, the cable sizes
should be generous as shown in the table below:

Length of run to Suggested cable size

zinc anode
Up to 30 feet 7 strand / 0.185 mm (4 mm2)
30 - 40 feet 7 strand / 1.04 mm (6mm2)

As many of the connections may be splashed with

sea water they should be soldered wherever possible
and clamped elsewhere with the joint protected from
corrosion by neoprene paint or a similar material to
exclude water.

Bonding of aluminium boats is a special case as the

various appliances on board should be earth free and
therefore to avoid stray currents all appliances must
be earthed to a single terminal.

Grounding is required on AC voltage for safety

reasons if voltages are high. Grounding (or earthing)
must not be confused with the term ‘earth return’.
Earth return carries current, whereas grounding
(earthing) does not.

Use the earthing stud bolt (B1) to ground the unit

which is identified by a label as shown in (C).

Another source of unplanned current giving raise to a

form of stray current corrosion is an earth connection
from a shore line. When a shore line is in use the
boat system should be protected from earth leakage
by an earth leakage switch on shore but as additional
safety there should be a switch on board the boat.
The current that causes electrolytic action is called
‘stray current’ which can emanate from multiple Galvanic isolators may also be considered.
sources.

The batteries on board the vessel where the

negative terminal is earthed to the hull at a central
earth terminal can be a source. If other negative
connections are made elsewhere on the vessel then
the resulting small differences in voltage between the
earth terminals can cause the same chemical action
as in galvanic corrosion, but it must be stressed that
this is not GALVANIC CORROSION but stray current
known as electrolysis caused by an external electrical
current.

The way to prevent electrolytic corrosion is to ensure

a good electrical installation and to bond the engine
to the bonding system in the boat which is providing
a low resistance connection between all the metals
31 LEBM0041-00
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Engine Electrical System

WARNING
Electrical shock can cause severe personal
injury or death. Great care should be taken when
working on any electrical part of the engine.

Connection Layouts
• The ECM parameters are configured to suit the
engine build. If a sensor isn’t present on the
engine, it will need to be disabled in the ECM
otherwise a fault code will be raised.

• Fault codes relating to engine diagnostics will

be displayed as a Suspect Parameter Number/
Failure Mode Indicator with a short description
via a display or diagnostic lamp.

Fault Codes
A full list of fault codes can be found in the
‘Troubleshooting Guide’.
LEBM0041-00 32
Project Guide

Electrical Wiring Diagrams

Three wiring diagrams are included here to assist in
you understanding of the electrical connections.

• Basic wiring diagram.

• Additional electrical features.
• Multiple engine wiring diagram.

WARNING
All wiring must be protected by correctly sized
fuses or breakers, to ensure an electrical fire
does not occur during an electrical fault.

Basic Engine Wiring

Although the engine’s electrical system provides
an array of features not all of these need to be
implemented in order for the engine to function.
The connections required for basic operation are as
follows:

Power Supply
Battery power must be supplied to the engine for
the electronic control system. This is key to ensuring
the engine operates correctly and reliably. The
positive supply to the engine should be protected by
a suitable fuse or breaker, with a rating of 20 Amp.
The basic wiring diagram shows the suggesting
Overview positive and negative wiring. It is recommended that
1.5 mm2 (16 AWG) wire is used to connect to the 70
In order for the engine to operating correctly the way connector. There are three pins for the positive
electrical system must be correctly installed. connection and three for the negative connection
Caterpillar offers a wide range of controls, back to the battery. The total circuit resistance of the
instruments, junction boxes and pre-built wiring complete positive and negative wiring to the battery
harnesses in various lengths. This enables the should NOT exceed 50 m Ω for a 12 volt engine or
electrical system to be easily installed. In the absence 100 m Ω for a 24 volt engine. This resistance should
of these components or if bespoke components are include the parallel combinations of the three positive
to be used then the following wiring directions should wires and three negative wires, as shown in (E)
be followed. below. This should be born in-mind when designing
the cable routing, the table below can help when
The main power and control connections to the
choosing wire size and length. The positive supply
engine are made by 70 way connector (D1) located
should be taken straight from the battery isolator and
at the front of the engine. This connector provides
should NOT be taken from the starter motor positive.
connectivity for power, throttle(s), lamps, switches
It is strongly recommended it is connected directly
and data link to and from the engine. In addition
to the battery isolator, such that power is unlikely to
to the 70 way connector, high current power
be interrupted during use and such that the battery
connections are provided at the starter motor.
can be isolated during idle periods, to ensure the
battery is not unnecessarily drained. The negative
connections should also be taken straight back to
the battery or negative busbar. They must NOT be
connected to the starter motor negative.
33 LEBM0041-00
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Wire Gauge Typical Wire Resistance (mOhms) and Length(s) @ 20oC

AWG mm2 2m 4m 6m 8m 10m
6 13.5 2.8 5.6 8.4 11.2 14
8 9 4 8 12 16 20
10 4.5 8 16 24 32 40
12 3 14 28 42 56 70
14 2 20 40 60 80 100

Key Switch
A key switch or ‘ignition’ switch should be used to
control the engine. The basic wiring diagram shows
the recommended connection for the key switch. The
key switch positive supply should be protected by a
suitable fuse or breaker with a rating of 10 Amp. The
key switch must be on for the engine to run. With the
key switch on the engine will run once cranked. If the
key switch is turned off the engine will stop.

Start Button
A momentary switch should be used to trigger the
engine to crank. This could be as part of a combined
key switch with a spring loaded ‘crank’ position, or
a separate switch. The basic wiring diagram shows
the suggested wiring. The power for the start button
should be taken from the same fuse or breaker
protecting the key switch. The start button should be
held in the on position until the engine starts, then
released.

Starter Interlock (Transmission Neutral

Switch)
Two pins are provided on the 70 way connector to
allow a starter interlock switch to be installed. The
basic wiring diagram shows how this should be
connected. Typically this feature is used to lock-out
the starter motor if the transmission is ‘in-gear’. If this
feature is not used, then the two pins must be linked.

Stop Button
Although the engine will stop if the key switch is
turned off, it is recommend that a separate stop
switch is installed. The basic wiring diagram shows
the wiring for this switch. The switch should be a
momentary type such that it needs to be held until
the engine has stopped. If required, additional stop
switches can be connected in parallel.

Throttle Signal
In order to control engine speed a throttle signal
needs to be supplied to the engine. Typically this is
provided by with a PWM or 5 volt proportional signal
provided to the primary throttle input. Alternatively
the engine speed can be controlled over the J1939
LEBM0041-00 34
Project Guide

CANBus using the TSC1 message. The basic wiring

diagram shows how a throttle sensor should be
connected to the engine. Depending on the type of
sensor used, it should take it’s power supply from
either the key switch signal or from the dedicated
5 volt power from the engine. The specification of
the sensor should be checked to ensure the correct
power source is chosen. Under NO circumstances
should the key switch signal and the dedicated 5 volt
power be connected together.

The PWM throttle signal should be provided by a

sensor or controller with a sinking output driver, at a
frequency of 500 Hz +/- 50 Hz. The sensor should
give a valid output within 150 ms of power being
applied to avoid diagnostics being raised due to a
missing signal. 10% duty cycle equates to 0% throttle
or request for low idle. 90% duty cycle equates to
100% throttle or request for high idle. Duty cycle
lower than 5% or higher than 95% will result in
diagnostics being raised to indicate throttle or wiring
failure.

The 5 volt proportional throttle signal should have

a valid range of 0.5 – 4.5 volts. With 0.5 v equating
to 0% throttle or request for low idle. A voltage
lower than 0.25V or higher than 4.75V will result in
diagnostics being raised to indicate throttle or wiring
failure.

Indication Lamps
The engine provides for a total of eight indication
lamps. Out of these eight it is strongly recommended
that as a minimum the diagnostic and warning lamps
are installed. These provide the operator with basic
information regarding the engines operation and any
warnings or fault conditions. The basic wiring diagram
shows how these lamps should be wired. They
should take their power from the key switch signal.
Each lamp should not exceed a current draw of 200
mA, this limits a lamp to using a maximum of a 2.2
watt bulb. Alternatively LED indicators can be used. It
is recommended the diagnostic lamp is RED and the
warning lamp is AMBER. The following table shows
possible lamp state combinations and their meaning.

Diagnostic Lamp Warning Lamp Engine State

OFF OFF Normal engine operation with no faults, diagnostics or de-rates
FLASHING ON Warning – Engine has detected a problem.
(Diagnostic lamp flashes fault code)
FLASHING SLOW FLASH De-rate – Engine has detected a problem which is serious and has
reduced available engine power to protect the engine.
(Diagnostic lamp flashes fault code)
FLASHING FAST FLASH Shutdown – Engine has detected a problem which is serious and has
shutdown the engine to protect it and the operator.
(Diagnostic lamp flashes fault code).
35 LEBM0041-00
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CANBus (J1939)
A J1939 CANBus connection is provided on the
70 way connector. This can be used for integrating
instrumentation and controls to the engine. The
wiring should conform to the SAE J1939 standard,
being a twisted pair with approximately 1 turn per
inch. Whilst this twisted pair does not have to be
shielded it is recommended that a shielded twisted
pair cable is used, especially if the bus run is long,
40 m maximum. The shield should be grounded at
one end only to the vessels grounding system, or
alternatively the engine block. The end of the bus
should be correctly terminated with a 120Ω resistor.
The CANBus runs at 250 kbit/s and broadcasts the
following J1939 messages. In addition it also accepts
the TSC1 message for engine speed control if
required (SPNs 695, 897 & 898). In order to TSC1 to
be used for speed control it must be enabled via the
Caterpillar service tool.

PGN SPNs Contained In PGN Description of Data Contained

61473 ESSI 4201, 4203, 4204, 723 Engine Speed Sensor Information - On request
65251 EC1 188, 532, 535 Engine Configuration 1
65226 DM1 987, 624, 623, 1213, 3041, Diagnostic Message 1 - Active Trouble Codes
3040, 3039, 3038,1214,
1215, 1216, 1706
65227 DM2 987, 624, 623, 1213, 3041, Diagnostic Message 2 - Previously Active Trouble Codes
3040, 3039, 3038, 1214,
1215, 1216, 1706
65253 HOURS 247, 249 Engine Hours, Revolutions
61444 EEC1 190, 512, 513, 4154 Electronic Engine Controller 1 - Speed, Demand & Load
Percentage
65257 LFC 182, 250 Fuel Consumption (Liquid) - Trip and Total Fuel Used
65266 LFE1 51, 183 Fuel Economy (Liquid) - Throttle Valve, Fuel Rate
65243 EFL/P2 157 Engine Fluid Level / Pressure 2 - Fuel Rail Pressure
65165 VEP2 444 Vehicle Electrical Power #2 - Battery Voltage
65271 VEP1 158, 168 Vehicle Electrical Power #1 - Battery & Key Switch Voltage
64925 SEP 3509, 3510 Sensor Electrical Power #1
64976 IC2 3563 Intake / Exhaust Conditions 2 - Intake Manifold Absolute
Pressure
65270 IC1 102, 105, 106, 173 Intake / Exhaust Conditions 1 - Intake Manifold Pressure,
Temperature & Exhaust Gas Temperature
65263 EFL/P1 100, 111 Engine Fluid Level / Pressure 1 - Oil Pressure & Coolant
Level
65262 ET1 110, 174 Engine Temperature 1 - Coolant & Fuel Temperatures
61443 EEC2 91, 92, 29 Electronic Engine Controller 2 - Throttle Position 1, 2 &
Load At Current Speed
65247 EEC3 515 Electronic Engine Controller 3 - Desired Operating Speed
64988 MCI 2616, 2617 Marine Control Information - Trolling & Slow Vessel Mode
Status
65279 OI 97 Operator Indicators - Water In Fuel
65272 TRF1 127, 177 Transmission Fluids 1 - Transmission Oil Pressure &
Temperature
65172 EAC 2435 Engine Auxiliary Coolant - Sea Water Pump Outlet
Pressure
LEBM0041-00 36
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65276 DD 96 Dash Display - Fuel Level 1

64735 EFL/P12 6816 Engine Fluid Level / Pressure 12 - Fuel Return Pressure
65200 TTI2 1036, 1037 Trip Time Information 2 - Trip Engine Running Time, Trip
Idle Time
65209 LTFI 1004 Trip Fuel Information (Liquid) - Trip Idle Fuel Used
65203 LFI 1029 Fuel Information (Liquid) - Trip Average Fuel Rate
65207 LF 1015 Engine Speed / Load Factor Information - Trip Average
Load Factor
37 LEBM0041-00
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Basic Wiring Diagram

LEBM0041-00 38
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Additional Features closed, bringing the signal to battery negative to

reset the indicator. It is recommended this switch
In addition to the basic engine wiring detailed above, is a momentary type and is installed in a protected
required for the engines basic operation, there are location to avoid it accidently being activated.
additional features which can be installed. The
following sections details these features.
Trip Clear Switch
Low Oil Pressure Lamp The additional electrical features diagram shows a
trip clear switch. Closing this switch, bringing the
An additional lamp, see additional electrical features signal to battery negative will reset the ‘trip’ totals
diagram, which activates when low engine oil which accumulate in the engine ECM. These include
pressure is detected. The lamp current must be trip time, fuel used etc. It is recommended this switch
limited to 200 mA, i.e a 2.2 watt bulb maximum. is a momentary type and is installed in a protected
location to avoid it accidently being activated. Trip
Low Coolant Level Lamp totals can also be reset via the CANBus using SPN
988 by PGN 56832.
An additional lamp, see additional electrical features
diagram, which activates when the coolant level is
detected as being low. The lamp current must be Emergency Crank Override Switch
limited to 200 mA, i.e a 2.2 watt bulb maximum. An input is provided on the 70 way connector to allow
the start motor to be directly energised remotely. The
Water In Fuel Lamp input is provided for emergency use only. A switch
can be installed as shown in the additional electrical
An additional lamp, see additional electrical features features diagram. The positive side of the switch
diagram, which activates when water is detected in should take its power from the key switch as shown.
the optional primary fuel filter. The lamp current must
be limited to 200 mA, i.e a 2.2 watt bulb maximum.
(This feature must also be enabled via the Caterpillar Monitoring System Override
service tool) An input is provided on the 70-way connector to allow
the engine monitoring system to be disabled. This
General Alarm Lamp feature has to be enabled via the Caterpillar service
tool. A Caterpillar dealer should be consulted prior to
An additional lamp, see additional electrical features attempting to use this feature as its use can invalidate
diagram, which activates whenever there is an active product warranty.
engine alarm to indicate the engine has a problem
and requires attention. The lamp current must be
limited to 200 mA, i.e a 2.2 watt bulb maximum.

Shutdown Notify Lamp

An additional lamp, see additional electrical features
diagram, which activates whenever the engine is
not running. This lamp can be used to signal to the
operator, maybe in a remote location, that the engine
is not running. The lamp current must be limited to
200 mA, i.e a 2.2 watt bulb maximum.

Maintenance Lamp
An additional lamp, see additional electrical features
diagram, which activates when the engine is due
routine maintenance. The lamp current must be
limited to 200 mA, i.e a 2.2 watt bulb maximum.

Maintenance Clear Switch

The additional electrical features diagram shows a
maintenance clear switch which can be installed to
allow the maintenance indicator to be reset following
completion of maintenance. The switch should be
39 LEBM0041-00
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Additional Features Wiring Diagram

LEBM0041-00 40
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Multiple Engine Installation If a central control unit for throttles, for example an
integrated transmission controller, is used for the
Additional features exist for multiple engine throttle signal feed to the engines, then the addition of
installations. These notably include the throttle diodes for the power supply is unlikely to be needed
synchronisation feature which allows all engines to as the controller will probably have an independent
run from one throttle during say a cruise situation to power source.
ensure all engines run at exactly the same speed.
The multiple engine wiring diagram shows the Throttle synchronisation is not limited to twin engine
additional wiring needed for a twin engine installation. installations. The detail for other multiple engine
Note that the basic and additional wiring as detailed installations is not covered here, however the same
above also applies to twin or multiple engine logic used on the above twin engine installation still
installation. applies.

Throttle Sync Slow Vessel Mode

In order for throttle sync to function both engines Slow vessel mode allows the engine low idle speed to
need two throttle signals, primary and secondary. be temporarily reduced to enable slow speed vessel
The multiple engine wiring diagram shows how these manoeuvring. The twin engine wiring diagram shows
throttle signals should be connected, with the port how this would be installed. The mode is activated
primary throttle signal being fed to the starboard once the signal is connected to the battery negative
secondary input and the starboard primary throttle following a short debounce time. This feature is also
signal being fed to the port secondary input also. available for use on single engine applications. Slow
vessel mode can also be enabled via the CANBus
A throttle sync switch needs to be installed to allow using SPN 2883 by PGN 64971.
the sync feature to be enabled. The twin engine
wiring diagram shows how this switch should be
installed. When the sync switch 2 signal is connected Trolling Mode
to battery negative then the given engine will take its Trolling mode allows the maximum engine speed to
speed demand from the secondary throttle signal. be reduced whilst the transmission is trolling, thus
If the sync switch 1 signal is connected to battery limiting the heat being generated. The trolling mode is
negative then the engine will takes its speed demand activated by connecting the signal to battery negative.
from the primary throttle signal, and will be aware that The maximum engine speed during active trolling
the other engine(s) are synced to the primary throttle mode is configurable via the Caterpillar service tool.
signal. As shown in the twin engine wiring diagram This feature is also available for use on the single
a three position switch should be used to allow, the engine applications.
port engine to be synced to the starboard engine, no
synchronisation or, alternatively, the starboard engine
to be synced to the port engine.

In order for the throttle sync feature to function it

must be enabled via the Caterpillar service tool,
to configure the number of engines installed in the
vessel and to set their locations, i.e port, centre or
starboard.

Diagnostics exist on the secondary throttle signal,

as such care is needed for the powering of the
throttle sensors. If only one engine is running then
it is possible that it would only see one valid throttle
signal, the primary, resulting in diagnostics being
raised on the failure of the secondary throttle signal.
In order to avoid this, diodes can be used, as shown
in the twin engine wiring diagram, to provide power
to all throttle sensors from either of the engines. The
diodes should be installed taking their feed from
either the key switch signal or from the engine’s
dedicated 5Volt throttle power, as shown. A 1N5402
diode or electrically similar should be chosen.

Caution: Under no circumstances should the

keyswitch signal be connected to the 5 volt
throttle power.
41 LEBM0041-00
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Multiple Engine Wiring Diagram

LEBM0041-00 42
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Battery and Starter Cables Batteries for temperatures down to -15OC (5OF)
Two 12V batteries in Two 12V batteries in
Starter Batteries parallel, each 520 Amps series, each 520 Amps
SAE J537 (CCA) SAE J537 (CCA)
WARNING
Only persons competent in electrical installations Starter Cables
must carry out connections to the starter battery.
Battery Connection
WARNING Note: Main supply for starter and supply for control
and start aid must be run separately from the battery.
The starter battery must be wired correctly
otherwise a fire or personal electrocution could
result causing injury or death

WARNING
Ensure that all wiring, connections, safety
devices and associated materials conform to the
local standards..

WARNING
Ensure that all wiring is checked prior to
operating the alternator.

Caution: Ensure that the wiring is arranged to

take up any movement and vibration.

Caution: Ensure that all wiring is protected from

any potential abrasion.
The battery connection points for the starter motor
Note: Long cable runs from the battery to the starter are shown in illustrations (G).
should, where possible, be avoided.
1 Positve.

Note: Where starting at temperatures below freezing 2 Negative.

is an important requirement, a 24 volt system is the
preferred choice
Battery Isolator Switches
The performance of starter batteries is commonly A switch should be fitted in the positive lead to the
expressed by the current in amperes that they will starter, as close to the battery as is convenient. The
supply under specified conditions. switch should be suitable for a momentary current of
at least 1000 Amps.
The standard by which battery performance is
commonly stated:-
Battery Cables
• SAE J537 is similar except that the current is
The total resistance of the two leads from the battery
only maintained for 30 seconds and the voltage
to the engine should not exceed 0.0017 ohms. In
is allowed to fall to 7.2 volts.
practice, this means that the total length of the starter
cables (positive and negative) should not exceed 5
Batteries for temperatures down to -5OC (23OF)
metres if the commonly available 50 mm2 cable is
12 Volt 24 Volt used. Longer cable runs, which should be avoided if
Two 12V batteries in possible, will require either double cables or a heavier
One battery - 520 Amps
series - each 315 Amps cable, in order to comply with the total resistance of
SAE J537 (CCA)
SAE J537(CCA) 0.0017 ohms.
43 LEBM0041-00
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Mounting the battery close to the starter is the

preferred option.

Starter cables for 12 or 24 volt systems

*Maximum total Cable Nominal C.S.A.
length size
Metres Feet metric mm2 in2
4.9 16.2 19/1.78 50 0.078
6.9 22.7 19/2.14 70 0.109
9.4 30.8 19/2.52 95 0.147

Nominal resistance in
Approx. equivalent size
ohms
Per English America B&S
Per foot
metre imperial SAE
0,000344 0.000105 19/0.07 0
0,000246 0.000075 61/.044 00
0.000181 0.000055 19/0.1 0000

*The length of all cables in the starter circuit (whether

positive or negative), should be added together to
give the ‘Total Length’.
LEBM0041-00 44
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45 LEBM0041-00
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9. Control Systems

MECP I (Marine Engine Control

Panel)

Note: Ensure that any secondary control panels do

not override the primary control panel.

Note: An engine which is equipped with a pod drive

unit may have a separate control system

The Marine Engine Control Panel (MECP I) is an

engine mounted panel that gives the user key switch,
start and stop functionalities in the engine room.
The MECP I also has the ability to monitor engine
communications to show the user valuable vessel
information and alert the user of any diagnostic
warnings.

The MECP I has been developed to use the J1939

protocol and is programmed accordingly.

For more detailed information on this panel. Please

refer to publication LEBM0037.
LEBM0041-00 46
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47 LEBM0041-00
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10. Power Take-Off

(Optional)

PTO Fitting Instructions

WARNING
For safety reasons, all moving parts should be
shielded by a guard.

Caution: Load should be applied gradually, not

suddenly. Maximum load is 100%.

Note: Fitting the PTO should be undertaken by a

qualified marine engineer.

Note: Remove all traces of paint from the mating

faces before assembly.
Provision for Power Take-Off
Note: It is highly recommended that a TVA (Torsional
Caution: Care must be taken when mounting
Vibration Analysis) is carried out on all equipment that
additional machinery to avoid stress and
is expected to run on the PTO.
vibration.

Caution: Suitable material must be used to make

a support frame bearing in mind the weight and
type of equipment to be utilised.

Caution: It is strongly recommended that

crankshaft axial and belt driven loads are
analysed, and it is advisable to carry out a
full TVA (Torsional Vibration Analysis) on any
additional driven loads.

PTO’s are used predominately to drive auxiliary

equipment such as refrigerators, water makers,
additional alternators and hydraulic winch motors for
example.

The way in which the additional machinery is

mounted is important in order to avoid stress to the
engine and vessel.

1 M12 bolts, tighten to 115 Nm Belt Driven

Caution: Additional inertia must not be added to
2 PTO shaft.
the PTO shaft without specialist advice. Consult
3 Key. your distributor if you need advice about non-
standard drive arrangements.
4 Rear face of the engine block to the end of
the PTO is 1144 mm
Note: Maximum recommended offtake 2 kW per belt.

Note: Multiple belt driven accessories, should as far

as possible, be distributed evenly on either side of the
engine to minimise side loads
LEBM0041-00 48
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Note: If you are in any doubt, please contact your

distributor.

Note: The frame shown is not a factory option.

Illustration (H) shows how mounting the machinery

to the hull will create excessive vibration which could
lead to damage of the engine or vessel.

The arrangement shown in (I) should be adopted

with a suitable frame mounted on the engine to
support the additional equipment.

Illustration (J) shows a taper lock drive for belt driven

PTO arrangements.

Five inch ‘A’ section pulley with 3 grooves (J1) and

five inch ‘B’ section pulley with 2 grooves (J2) are
recommended, secured in place by taper locks (J3).

In this case, the maximum power which can be taken

will be limited by the belts and it will be necessary to
calculate for marginal applications.

A suggested frame is shown in (K), which shows a

49 LEBM0041-00
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typical arrangement which is not a factory option. The maximum load that can be applied to the
crankshaft by a belt driven device is 1290 N radial
Note: The belt guard has been removed for clarity. In load or 107 Nm torsional load, whichever is lower.
service a belt guard must be used for safety reasons. The radial load is taken at the middle of the PTO
pulley, 241 mm from the front face of the cylinder
The frame has been bolted between the engine and block. Loads taken from an auxiliary pulley (mounted
mounts in place of the engine feet with a platform to forwards of the standard crankshaft pulley) should be
secure the equipment. scaled using moments taken from the front face of
the cylinder block.

Axial Driven The load needs to be taken into consideration if the

engine takes a belt drive arrangement.
Caution: Additional inertia must not be added to
the PTO shaft without specialist advice. Consult
your distributor if you need advice about non-
standard drive arrangements.

Caution: If the engine utilises flexible mounts,

careful attention is required to prevent strain on
the crankshaft nose.

Note: The frame shown is not a factory option.

A tyre type coupling should be used as shown in (L)

and this prevents strain on the crankshaft nose.

1 Taper lock flanges.

2 Flexible tyre.

3 Taper lock.

Polar Diagram
It is possible to take power from the front crankshaft
pulley via belts, chains, etc. This type of PTO
generates a bending moment on the front of the
crankshaft. Excessive bending moments can cause
issues excessive stresses on the crankshaft.
LEBM0041-00 50
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51 LEBM0041-00
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11. Cabin Heater/Calorifier

WARNING
Pressurised system! The engine must not be run
until the cabin heater system is installed. Hot
coolant can cause serious burns, injury or death.

Fittings on the engine allow a calorifier to be

connected to the engine, as shown in illustration (A).

The hose connections to the calorifier must be of a

radiator or heater hose quality and 1/2” bore, and
must be installed so that chafing will not occur.

1 Supply to calorifier.

2 Return from calorifier.

LEBM0041-00 52
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53 LEBM0041-00
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12. Reference Material

The following information is provided as additional reference to subjects discussed in this guide.

• Price List can be accessed via Power Net.

○○https://engines.cat.com/marine

• Application and installation can also be accessed via Power Net

○○https://engines.cat.com/marine/application

• Installation drawings (GA’s) can be retrieved from the Engine Drawing Design Centre (EDDC). A paid
subscription is required to download drawings from this site.
○○https://enginedrawings.cat.com/

• Technical Marketing Information (TMI), engine performance data.

○○http://tmiweb.cat.com/

• Service Information System (SIS Web), service and maintenance information.

○○https://sis.cat.com/
LEBM0041-00 54
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 California
Proposition 65 Warning
Diesel engine exhaust and some of its constituents are
known to the State of California to cause cancer, birth
defects, and other reproductive harm.
©2016 Caterpillar CAT, CATERPILLAR, their respective logos, “Caterpillar Yellow”, and the POWER EDGE trade
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