Caterpillar C280 Series Engine Product Guide

©2009 Caterpillar® All rights reserved.
General ................................................................................ 1
Basic C280 Diesel Engine Design ................................................................ 1
C280 Diesel Engine Ratings ........................................................................ 2
Propulsion Engines ................................................................................ 2
Matching of Propellers and Waterjets ........................................................... 4
System Response ................................................................................. 5
Engine and Waterjet Tolerances .............................................................. 5
Waterjet Tolerances .............................................................................. 7
Technical Data ...................................................................... 9

C280 Technical Data Sheets....................................................................... 9
Propulsion Data .................................................................................. 10
Auxiliary and Diesel Electric Propulsion Data .......................................... 45
Lubrication Oil System........................................................ 61

General .................................................................................................. 61
Internal Lubrication System ...................................................................... 61
Oil Coolers ......................................................................................... 61
Thermostats ....................................................................................... 61
Oil Filters ........................................................................................... 61
Centrifugal Bypass Filters..................................................................... 62
Oil Pumps .......................................................................................... 62
Lube Oil Heaters ................................................................................. 62
Prelubrication .......................................................................................... 62
Redundant Prelube System (recommended system) ................................. 62
Intermittent Prelube System ................................................................. 63
Continuous Prelube System.................................................................. 63
Postlubrication.................................................................................... 63
Generator Bearing Lube Oil System ............................................................ 63
Oil Requirements ..................................................................................... 64
Lubricant Viscosity ............................................................................. 64
Total Base Number (TBN)..................................................................... 64
Use of Commercial Oil ......................................................................... 64
Oil Change Interval .................................................................................. 64
Scheduled Oil Sampling ....................................................................... 65
Increasing Oil Change Intervals ............................................................. 65
Initial Oil Change Interval ..................................................................... 65
Change Interval without Oil Analysis Results .......................................... 65

Inclination Capability ................................................................................ 65
Customer Piping Connections ................................................................... 66
Engine Connections............................................................................. 66
Package Connections .......................................................................... 66
Lube Oil System Schematic ...................................................................... 66
Crankcase Ventilation System............................................. 68

Crankcase Emissions ............................................................................... 68
Crankcase Fumes Disposal ....................................................................... 68
Fuel System ....................................................................... 71

General .................................................................................................. 71
Internal Fuel System ................................................................................ 71
Fuel Transfer Pump ............................................................................. 71
Unit Injectors (EUI) .............................................................................. 71
External Fuel System Design Considerations ............................................... 71
Fuel Storage System ........................................................................... 71
Fuel Transfer System .......................................................................... 72
Fuel Filtration System .......................................................................... 72
Miscellaneous Fuel System Considerations ............................................. 72
Fuel Recommendations ............................................................................ 73
Fuel System Schematic ............................................................................ 74
Cooling System .................................................................. 75

General .................................................................................................. 75
Internal Cooling System ........................................................................... 75
Fresh Water Pumps ............................................................................. 75
External Cooling System Design Considerations .......................................... 75
Coolant Flow Control .......................................................................... 75
Coolant Temperature Control ............................................................... 77
Sea Water Pump (customer furnished) ................................................... 77
Expansion Tanks ................................................................................. 77
Heat Exchangers ................................................................................. 78
Heat Exchanger Sizing ......................................................................... 78
Jacket Water Heaters .......................................................................... 79
System Pressures ............................................................................... 79
Venting ............................................................................................. 79
System Monitoring .............................................................................. 79
Serviceability ...................................................................................... 79

System Pressures and Velocities ........................................................... 79
Heat Recovery ........................................................................................ 82
Water Maker ...................................................................................... 82
Generator Cooling ................................................................................... 82
Cooling Water Requirements ..................................................................... 82
Water Quality, Rust Inhibitors and Antifreeze ......................................... 82
Cooling System Schematics ...................................................................... 83
Starting Air System ............................................................ 97

General .................................................................................................. 97
Engine Starting Air System ....................................................................... 97
Starting Air System Design Considerations ................................................. 97
Air Supply Line Sizing ............................................................................ 101
Starting Air System Schematic................................................................ 102
Combustion Air System .................................................... 103

General ................................................................................................ 103
Combustion Air System Design Considerations ......................................... 103
Engine Room Supplied Air .................................................................. 103
Separate Combustion Air System........................................................ 103
General ............................................................................................ 104
Combustion Air Piping System ................................................................ 105
Engine Room Ventilation ................................................... 108

General ................................................................................................ 108
Sizing Considerations ............................................................................. 108
Cooling Air ....................................................................................... 108
Combustion Air ................................................................................ 108
Ventilation Air Flow .......................................................................... 109
Engine Room Temperature ...................................................................... 109
Radiant Heat .................................................................................... 110
Calculating Required Ventilation Air Flow ............................................. 110
Ventilation Fans .................................................................................... 111
Fan Location .................................................................................... 111
Fan Type ......................................................................................... 111
Fan Sizing ........................................................................................ 111
Exhaust Fans ........................................................................................ 111
Two Speed Fan Motors ..................................................................... 112
Routing Considerations .......................................................................... 112
1 and 2 Engine Applications ............................................................... 113
Ventilation Types 1 and 2 (Preferred Design) ........................................ 113
Ventilation Type 3 (Alternate Design) .................................................. 113
Ventilation Type 4 (Alternate Design) .................................................. 113
Multiple Engine (3+) Applications ....................................................... 115
Exhaust System ................................................................ 117

General ................................................................................................ 117
Exhaust System Design Considerations .................................................... 117
Exhaust Backpressure Limits .............................................................. 117
Turbochargers .................................................................................. 117
Exhaust Slobber (Extended Periods of Low Load) .................................. 117
Exhaust Piping .................................................................................. 118
Engine Piping Connections ...................................................................... 119
Exhaust Gas Piping System .................................................................... 119
Engine Governing and Control System .............................. 120

Introduction .......................................................................................... 120
Generator Engine Governing System ................................................... 120
Generator Engine Control System ....................................................... 120
Protection System PLC (MMS / GMS) ...................................................... 120
Features .......................................................................................... 120
PLC Monitoring System Options ......................................................... 124
Protection System ECP (Relay Based) ...................................................... 125
ECP Minimum Protection System (Accessory Module Mounted) .............. 125
ECP Complete Protection System (Accessory Module Mounted) ............. 126
ECP Maximum Protection System (Accessory module mounted) ............. 126
Other Optional Equipment (Not Control System Dependant) ................... 126
Other Optional Equipment (Main Components) ..................................... 127
Other Optional Equipment .................................................................. 128
Optional Marine Safety Requirements .................................................. 128
Optional Spare Part Kits..................................................................... 128
Optional Engine Testing ..................................................................... 128
Optional Service Tools/Shipping Protection/Factory Support ................... 128
Optional Literature ............................................................................ 129
Engine Monitoring and Shutdown ..................................... 130

Engine Shutdown .................................................................................. 130
Engine Monitoring ................................................................................. 130
Pressure Sensors .............................................................................. 130
Temperature Sensors ........................................................................ 130
Engine Control Panel ......................................................................... 130
Engine Mounting and Foundation Design ........................... 131

Propulsion Engine Mounting and Foundation ............................................. 131
C280 Engine Related Frequencies ............................................................ 132
Auxiliary Engine/Package Mounting and Foundation ................................... 133
Mounting ......................................................................................... 133
General ............................................................................................ 133
Generators ........................................................................................... 133
General ............................................................................................ 133
Miscellaneous .................................................................. 134

Engine Weights ..................................................................................... 134
C280 Genset Witness Test Description .................................................... 135
Performance Data: ............................................................................ 135
Electrical data:.................................................................................. 135
Pressures (kPa): ................................................................................ 135
Generator RTD: ................................................................................ 136
Temperatures (Deg C): ...................................................................... 136
General Information:.......................................................................... 136
Engine Data: .................................................................................... 136
Generator Data: ................................................................................ 136
Test Operation Data: ......................................................................... 136
Test Conditions: ............................................................................... 136
Maintenance Interval Schedule ................................................................ 137
Every Service Hour ........................................................................... 137
Daily ............................................................................................... 137
Every Week...................................................................................... 137
Every 250 Service Hours ................................................................... 137
Every 250 Service Hours or 6 Weeks .................................................. 137
Every 500 Service Hours or 3 Months ................................................. 137
Initial 1000 Service Hours or 6 Months ............................................... 138
Every 1000 Service Hours or 6 Months ............................................... 138
Every 2000 Service Hours ................................................................. 138
Every 2000 Service Hours or 1 Year ................................................... 138
Every 8000 Service Hours or 3 Years .................................................. 139
Between 16,000 and 24,000 Service Hours ........................................ 139
Every 16,000 Service Hours or 6 Years ............................................... 139
Between 36,000 and 44,000 Service Hours ........................................ 139
Storage Preservation Specification ........................................................... 140
Preservation Procedures .................................................................... 140
General Arrangement Drawings ........................................ 142

C280-Diesel Engine General Arrangement Drawings .................................. 142
C280-6 Engine Only .......................................................................... 142
C280-8 Engine Only .......................................................................... 152
C280-12 Engine Only ........................................................................ 160
C280-16 Engine Only ........................................................................ 168
C280-16 Front Mounted Turbocharger Engine ...................................... 177
C280-16 Front Mounted Turbocharger Genset ..................................... 182
C280-6 Genset ................................................................................. 188
C280-12 Genset ............................................................................... 192
C280-16 Genset ............................................................................... 194
Shipped Loose Items ......................................................................... 200
Optional Items .................................................................................. 202
Lifting Schematic .............................................................................. 206
Inline Engines Removal Distances ....................................................... 207
Vee Engines Removal Distances ......................................................... 208
Typical Supplied Auxiliary Equipment ....................................................... 210
Reference Material ........................................................... 212

General
Basic C280 Diesel Engine Design
The C280 Engine Family for marine applications is a modern, highly efficient, IMO
certified engine series consisting of in-line engines of 6 and 8 cylinders and vee
engines of 12 and 16 cylinders. These are four stroke, non-reversible engines rated
at speeds from 900 to 1000 rpm and intended for use as main propulsion and
electric power generator drivers for marine applications. The engines are
turbocharged, charge air cooled and with a direct injection fuel system using unit
fuel injectors. The use of individual fuel injectors eliminates the need for high
pressure piping and provides for an accurate, high injection pressure.
The engine block is a nodular cast iron block. The intake plenum runs the full
length of the engine, providing even air distribution to the cylinders.
The crankshaft is a pressed forging that is induction hardened. A counter-weight
for each cylinder is bolted to the crankshaft using a robust 3 bolt design.
Crankshaft end flanges are identical so full power can be taken off from either end.
The main, rod and camshaft bearings are steel-backed, nickel bonded aluminum
with a lead-tin overlay, copper-bonded to the aluminum. Experience has shown this
produces the best bearing construction available for the longest possible life.
The connecting rods are forged, heat treated and shot peened before machining.
The special four-bolt design allows for an extra-large bearing which reduces bearing
load and extends bearing life.
The cylinder liners are high alloy iron castings, induction hardened, plateau honed
and water jacketed over their full length. The liners are equipped with an anti-
polishing ring (cuff) to avoid piston / liner carbonizing and thus improve lube oil
control and liner life.
The pistons are two-piece with a steel crown and forged aluminum skirt for
excellent strength and durability, yet light weight. Each piston has four rings, two
in hardened grooves in the crown and two in the skirt. The top compression ring is
asymmetrically faced with a chrome-ceramic matrix coating to provide extended
ring and liner life. The two middle rings are taper-faced and chrome plated, while
the lower lube oil control ring is double rail chrome faced, with a spring expander.
Oil is jet sprayed into passageways within the pistons for cooling and lubrication of
the piston pin.
The valve seats on the replaceable inserts are induction-hardened. Positive
rotators on all the valves maintain a uniform temperature and wear pattern across
the valve face and seat. The exhaust and air inlet valves are both manufactured
from Nimonic 80A material.
The cooling system can either be combined circuit or separate circuit, depending
on emissions levels and available sea water temperature. Both versions use two
GENERAL
identical centrifugal pumps to get coolant (usually a 50/50 water/glycol mix) to the
aftercooler, oil cooler, block, and heads. Orifices are used to ensure correct coolant
1
C280 MARINE PROJECT GUIDE
flow to each component. There is an optional connection for a jacket water heater
if required to meet cold-starting applications.
The air starting system is highly reliable turbine driven air motor that does not
contain rubbing parts and does not required external lubrication.
The engine mounting system is a robust system of mounting feet that enable
proper support to the installation foundation and top plate(s). The C280-6 and
C280-8 are designed with four mounting feet and the C280-12 and C280-16 use
six mounting feet.
C280 Diesel Engine Ratings

Propulsion Engines
Continuous Service Ratings (CSR) – Marine Diesel Oil
Engine Model C280-6 C280-8
Rated Speed (rpm) 900 1000 900 1000

Rated Power (bkW) 1730 1850 2300 2460
Rated Power (bhp) 2320 2481 3084 3299
Rated Power (mhp) 2352 2515 3127 3345
Max. air temp. to turbocharger – °C (°F)
Max. aftercooler inlet water temp. – °C (°F)
Aftercooler temperature for sizing – °C (°F)** 32 oC (90 oF)
Rated Speed (rpm) 900 1000 900 1000

Rated Power (bkW) 3460 3700 4600 4920
Rated Power (bhp) 4640 4962 6169 6598
Rated Power (mhp) 4704 5031 6255 6690
Max. aftercooler inlet water temp. – °C (°F)**
The above ratings are based on the following approximate load profile:
• 100% of the engine operating hours at 100% of rated power.
GENERAL
These ratings correspond to the ISO 3046 Fuel Stop Power definitions.
These ratings can also be used for AUX, DEP Continuous Ratings.
** See Heat Exchanger Sizing Chart for C280 engines on page 78.
2
Maximum Continuous Ratings (MCR) – Marine Diesel Oil
Rated Speed (rpm) 900 1000 900 1000

Rated Power (bkW) 900 1000 900 1000
Rated Power (bhp) 1900 2030 2530 2710
Rated Power (PS) 2548 2722 3393 3634
Max. aftercooler inlet water temp. – °C (°F)
Rated Speed (rpm) 900 1000 900 1000

Rated Power (bkW) 3800 4060 5060 5420
Rated Power (bhp) 5096 5444 6785 7268
Rated Power (PS) 5167 5520 6879 7369
Max. aftercooler inlet water temp. – °C (°F)**
These ratings can also be used for AUX, DEP Prime Ratings.
** See Heat Exchanger Sizing Chart for C280 engines on page 78. GENERAL
3
Commercial Fast Vessel Ratings – Marine Diesel Oil
Engine Model C280-16
Rated Speed (rpm) 1000

Rated Power (bkW) 5650
Rated Power (bhp) 7577
Rated Power (PS) 7682
Max. air temp. to turbocharger – °C (°F) 45 oC (113 oF)
Max. aftercooler inlet water temp. – °C (°F) ** 38 oC (100 oF)
• 15% of the engine operating hours at less than 50% of rated power.
** See Heat Exchanger Sizing Chart for C280 engines on page 78.
Ratings are based on ISO 3046/1 and SAE J1995 standard reference conditions
of 100 kPa (30 in. Hg), 25°C (77°F), and 30% relative humidity at the stated
charge air cooler water temperature.
Performance and fuel consumption based on 35 API, 16°C (61°F) fuel used @
29°C (84°F) with a density of 838.9 g/l (7.001 lbs/U.S. gal). Lower heat value of
fuel 42 750 kJ/kg (18,380 btu/lb).
Ratings meet the classification society maximum requirements of 45°C (113°F)
to the air inlet of the turbocharger and 32°C (100°F) sea water temperature
without derate, unless otherwise stated.
Matching of Propellers and Waterjets

Controllable Pitch (CP) propellers are normally designed so that 90 to 100% of
the rated power is utilized when the ship is on trial at a specified speed and load.
Overload protection or load control is necessary to protect the engine from
overload in the event of heavy vessel loading weather conditions, sea state, or hull
fouling.
Waterjets approximate a fixed pitch propeller demand curve and can also be
affected by vessel loading, weather conditions, sea state, and hull fouling. The
waterjet power demand should be matched such that these conditions do not result
in engine overload. The waterjet to engine match should be based on expected
GENERAL
heavy ship conditions, propulsion system power losses, reduction gear losses, etc.
The following graph provides an example of a correct waterjet match.
4
Correct Waterjet Match
System Response
The waterjet should be matched to the engine such that the engine can smoothly
reach its rated speed in a time frame that optimizes acceleration and fuel
combustion (smoke). This optimized condition is frequently programmed into the
electronic governing system and the waterjet should not inhibit the programmed
acceleration rate. An oversized waterjet may result in engine lug (maximum fuel @
less than rated rpm), resulting in owner dissatisfaction with vessel performance, as
well as possible harm to the engine from excessive exhaust temperatures.
Engine and Waterjet Tolerances
Engine and waterjet tolerances should be taken into account in the propulsion
GENERAL
system design. Waterjets typically have a rated speed tolerance of +/- 0.5% to
+/- 1.5%. Thus the waterjets will absorb the rated power somewhere within this
speed band tolerance. If the situation arises where the waterjet is supplied within
5
these specifications, but at the lower limit of the speed tolerance, it could mean
that the propeller demand would require 4.5% more power at the nominal rated
speed. If the waterjet is supplied with the ability to absorb the power only at the
upper limit of the speed tolerance, the engine may not be able to pull the rated
power out of the waterjet, as the engine may not be able to operate at this higher
rpm. The C280 tolerances provide nominal power +/- 1.5% with a rated speed
tolerance of + 0.5% to – 1.0%. To insure the best possible match between the
engine and the waterjet in view of the tolerance differences, the following
procedure applies.
Engine adjustment and acceptability guidelines for sea trials:
1. If the maximum engine speed in the ship installation during full load sea trials
is between 995 rpm and 1000 rpm, no adjustments will be made to the
engine settings.
is 1000 rpm and the shipyard measured parameters such as boost, fuel rate,
rack position and/or cylinder pressure indicate that between 1001 and 1005
rpm is necessary to achieve the rated power, no adjustments will be made to
the engine settings.
is between 990 rpm and 994 rpm and the shipyard parameters indicate that
the engine is in the lower end of the power tolerance, the rack setting can be
increased so that the minimum power will be within -1.5% tolerance (2670
bkW in the case of the 2710 bkW rating) based on standard ambient
conditions. A new specification will be created to reflect the new rack
setting and a new engine nameplate will be stamped.
is 1000 rpm and the shipyard measured parameters indicate that between
1006 rpm and 1010 rpm is necessary to achieve the rated power, the engine
rated speed may be increased. The engine rated speed will not exceed 1010
rpm and Caterpillar reserves the option of reducing fuel stop setting to
provide a maximum output of 2750 bkW at standard conditions within the
1006-1010 rpm speed range. If necessary, a new specification will be
created to reflect the new rack setting and a new nameplate will be
stamped.
5. A maximum attainable engine speed of less than 990 rpm is considered
unacceptable for lug for continuous operation.
Requirements / Conditions:
1. The dynamometer test results at fuel stop power will be used as the criteria
for evaluating installed engine power.
2. ISO standard reference conditions apply for power, not site conditions.
3. Minimum power setting (no negative tolerance in the dyno) will be driven by
GENERAL
the quoter including the associated additional cost.

4. The minimum tolerance on engine power in the dyno will be reduced to 2%.
6
5. A tolerance of +/- 1.5% applies to engine power in the field based on
standard conditions.
6. The standard rated power and speed will not be changed on the new
nameplate, only the rack setting.
Note: The nominal propeller demand curve shown in the C280-8 Power and Speed
Tolerances Graph shows the cubic demand curve through the engine design point
of 2710 bkW at 1000 rpm. The propeller demand curves 2 and 3 are matched
through the minimum and maximum power tolerance limits at rated speed.
C280-8 Power and Speed Tolerances
Waterjet Tolerances
Standard waterjet tolerances are +/- 1.5% speed at rated power. This speed
tolerance is a function of the pump design, hull form, vessel speed and waterjet
intake design. The engine speed tolerance at rated power is less than the waterjet
tolerance (+0.5%/-1.0% versus +/- 1.5%). This means there is a possibility for
the waterjet to be oversized or undersized if the maximum minus or plus speed
tolerance on the water jet is obtained at rated power.
An oversized waterjet will cause the engine to operate at fuel stop rack (lug)
when the engine is set for the rated 2710 bkW at 1000 rpm. The engine speed
may be less than the minimum 990 rpm (-1.0% engine speed tolerance) required to
GENERAL
obtain power within the minus tolerance band with factory rack setting. The engine
can operate in lug continuously down to 980 rpm. However, the engine power
output will be out of the minus tolerance band.
7
An undersized waterjet will prevent the engine from reaching rated power at the
rated 1000 rpm. Engine speed may be increased to a maximum of 1015 rpm but
power output may still be below the minimum tolerance of 2670 bkW with the
factory rack setting. The rack setting may be changed to achieve a maximum
output of 2750 bkW at standard ambient conditions at 1015 rpm.
To minimize the possibility of a significantly oversized waterjet, the customer
and/or jet manufacturer may choose to use a different nominal jet sizing point than
the rated engine operating point (2710 bkW at 1000 rpm). By choosing a lower
nominal water jet rating at 1000 rpm, the jet speed tolerance band may be made to
fall entirely within the engine limits such that continuous lug operation is not
possible.
GENERAL
8
Technical Data
C280 Technical Data Sheets
The following Technical Data Sheets represent the latest available C280 engine
series technical information at the time of publication and are subject to change.
Consult with a Caterpillar dealer to obtain the most current data.
TECHNICAL DATA
9
Propulsion Data
C280-6 CSR (Sheet 1 of 2)
Technical Data Engine: C280-6
EPA Tier 2 / IMO II Propulsion Engine Rating: CSR
Fuel: MDO/ #2/ ULSD
Engine Speed Ratings
(See appropriate DM Performance sheet for additional specific data) Units 900 rpm 1000 rpm
General Data Performance DM# DM8389-01 DM8390-01
Engine Output (IMO Certified) bkW (bhp) 1730 (2320) 1850 (2481)
Cylinder Bore mm (in) 280 (11.0) 280 (11.0)
Stroke mm (in) 300 (11.8) 300 (11.8)
Displacement/Cylinder liters (in3) 18.5 (1127) 18.5 (1127)
Compression Ratio 13:1 13:1
Firing Pressure, Maximum bar (psi) 162 (2350) 162 (2350)
BMEP @ 100% Load bar (psi) 20.8 (302) 20.0 (291)
Mean Piston Speed m/s (ft/s) 9.0 (29.5) 10.0 (32.8)
Idle Speed rpm 350 350
Crash Reversal Speed, Minimum rpm 300 300
Time Before Overall (Main) hrs 36,000 - 44,000 36,000 - 44,000
Firing Order – CCW (Standard Rotation) 1-5-3-6-2-4
Firing Order – CW (Reverse Rotation) 1-4-2-6-3-5
Combustion Air System6
Air Filter Restriction, New/Maximum mm H2O (in H2O) 125/380 (5/15) 125/380 (5/15)
Air Filter Restriction, Alarm kPa (in H2O) 3.7 (14.9) 3.7 (14.9)
o
Inlet Manifold Air Temp. Alarm C (oF) 61 (142) 61 (142)
o
Inlet Manifold Air Temp. Shutdown C (oF) 98 (208) 98 (208)
Intake Manifold Pressure @ 100% Load kPa (psi) 255 (37) 238 (35)
o
Ambient Air Temp. @ Air Cleaner, Maximum C (oF) 45 (113) 45 (113)
Air Flow Rate @ 100% Load (25° C, 101.3 kPa) 3 3 171 (6,049) 187 (6,586)
m /min (ft /min)
Aftercooler Core Pressure Diff. @ 100% Load (Clean or New kPa (in H2O) 4.0 (16.1) 4.0 (16.1)
Emission Data (NOT TO EXCEED DATA)
NOx as NO2 + THC (molecular weight of 13.018) g/bkW-hr (lb/bhp-hr) 9.64 (0.0159) 9.03 (0.0148)
NOx as NO2 g/bkW-hr (lb/bhp-hr) 9.02 (0.0148) 8.18 (0.0135)
CO g/bkW-hr (lb/bhp-hr) 0.55 (0.0009) 0.95 (0.0016)
THC (molecular weight of 13.018) g/bkW-hr (lb/bhp-hr) 0.62 (0.0010) 0.85 (0.0014)
Particulates g/bkW-hr (lb/bhp-hr) 0.17 (0.0003) 0.17 (0.0003)
Exhaust Gas System
o
Exhaust Cyl Port Deviation Alarm (From Average) @ 100% Load C (oF) 50 (122) 50 (122)
8 o
Minimum Exhaust Stack Temp (for SCR System design) C (oF) 294 (561) 294 (561)
o
Exhaust Stack Temp @ 100% Load C (oF) 379 (714) 373 (703)
o
Exhaust Stack Temp Alarm @ 100% Load C (oF) 550 (1022) 550 (1022)
o
Exhaust Temp to Turbo @ 100% Load C (oF) 555 (1031) 527 (981)
o
Exhaust Temp to Turbo Alarm @ 100% Load C (oF) 630 (1166) 630 (1166)
Exhaust Gas Flow @ 100% Load, Stack Temp & 101.3 kPa m3/min (ft3/min) 371 (13,084) 399 (14,105)
3 cm H2O (in H2O) 25.4 (10) 25.4 (10)
Exhaust System Backpressure, Maximum
6
Heat Balance @ 100% load and 25° C Air
Lube Oil Cooler kW (Btu/min) 182 (10,350) 204 (11,601)
Jacket Water kW (Btu/min) 387 (22,008) 376 (21,383)
Aftercooler kW (Btu/min) 518 (29,458) 572 (32,529)
Exhaust Gas 4 kW (Btu/min) 1321 (75,124) 1480 (84,166)
Radiation kW (Btu/min) 86 (4,891) 91 (5,175)
Fuel Heat Rejection kW (Btu/min) 11.0 (626) 12.5 (711)
Separate Circuit System (JW) @ 90° C Inlet Temp (with kW (Btu/min) 426 (24,209) 414 (23,521)
Separate Circuit System (OC & AC) @ 32° C Inlet Temp (with kW (Btu/min) 762 (43,351) 845 (48,077)
6
Combined Circuit System (JW, OC & AC) @ 32° C Inlet (with kW (Btu/min) 1,188 (67,560) 1,259 (71,598)
6
Fuel System
o
Fuel Temperature, Alarm C (oF) 66 (151) 66 (151)
o
Fuel Temperature, Stop C (oF) 72 (162) 72 (162)
Fuel Manifold Pressure Nominal @ 100% Load kPa (psi) 820 (119) 820 (119)
Fuel Manifold Pressure Range @ 100% Load kPa (psi) 546 - 1090 (79 - 158) 546 - 1090 (79 - 158)
TECHNICAL DATA
Fuel Pressure, Alarm > 650 rpm kPa (psi) 260 (38) 260 (38)
Fuel Pressure, Alarm < 650 rpm kPa (psi) 140 (20) 140 (20)
Fuel Filter Differential Pressure, Alarm kPa (psi) 75 (11) 75 (11)
Pump Suction Restriction, Maximum kPa (psi) -20 (-2.9) -20 (-2.9)
Return Line Backpressure, Maximum kPa (psi) 350 (51) 350 (51)
Flow Rate, Supply lpm (gpm) 38.0 (10.0) 41.5 (11.0)
Flow Rate, Return lpm (gpm) 30.8 (8.1) 33.9 (8.9)
Fuel Consumption (With pumps +/- 3%) @ 100% Load 5 l/hr (gal/hr) 433 (114.4) 459 (121.2)
BSFC (With Pumps +/- 3%) SAE Std @ 100% Load Nominal 5 g/bkW-hr (lb/bhp-hr) 210.0 (0.345) 208.0 (0.342)
BSFC (With Pumps + 5%/- 0%) ISO 3046/1@ 100% Load 5 g/bkW-hr (lb/bhp-hr) 206.0 (0.339) 204.0 (0.335)
BSFC (Without water pumps + 5%/- 0%)ISO 3046/1@ 100% g/bkW-hr (lb/bhp-hr) 201.6 (0.331) 198.5 (0.326)
5
10
Fuel: MDO/ #2/ ULSD
Lubricating Oil System Performance DM# DM8389-01 DM8390-01
Lube Oil Pressure, Nominal kPa (psi) 380 (55) 380 (55)
Lube Oil Pressure, Alarm (650-1000 rpm) kPa (psi) 320 (46) 320 (46)
Lube Oil Pressure, Shutdown (650-1000 rpm) kPa (psi) 260 (38) 260 (38)
o
Lube Oil Temperature, Nominal C (oF) 85 (185) 85 (185)
o
Lube Oil Temperature, Alarm C (oF) 92 (198) 92 (198)
o
Lube Oil Temperature, Shutdown C (oF) 98 (208) 98 (208)
Lube Oil Filter Differential Pressure, Maximum kPa (psi) 104 (15) 104 (15)
Lube Oil Filter Differential Pressure, Alarm kPa (psi) 70 (10) 70 (10)
Lube Oil Filter Differential Pressure, Shutdown kPa (psi) 165 (24) 165 (24)
Lube Oil Sump Level, Alarm (Below Full Level) mm (in) 50 (2) 50 (2)
Sump Capacity (Marine Pan) 9 liters (gal) 697 (184) 697 (184)
Lube Oil Flow lpm (gpm) 577 (152) 577 (152)
Prelube Pump Capacity, Intermittent lpm (gpm) 76 (20) 76 (20)
Prelube Pump Capacity, Continuous 1 lpm (gpm) 23 (6) 23 (6)
Oil Consumption @ 100% load NOTE: May be higher at lower l/hr (gal/hr) 1.3 (0.35) 1.4 (0.38)
BSOC @ 100% Load, Typical NOTE: Will be higher at lower g/bkW-hr (lb/bhp-hr) 0.7 (0.0012) 0.7 (0.0012)
Cooling Water System – Block Cooling
o
Inlet Temperature, Minimum C (oF) 83 (181) 83 (181)
o
Inlet Temperature, Nominal C (oF) 90 (194) 90 (194)
o
Inlet Temperature, Maximum C (oF) 95 (203) 95 (203)
o
Outlet Temp before Regulator, Maximum C (oF) 99 (210) 99 (210)
o
Jacket Water Outlet Temperature, Alarm C (oF) 103 (217) 103 (217)
o
Jacket Water Outlet Temperature, Shutdown C (oF) 109 (228) 109 (228)
Pump Inlet Pressure, Minimum kPa (psi) 30 (4.4) 30 (4.4)
Jacket Water Outlet Pressure, Alarm kPa (psi) 70 (10) 70 (10)
Pump Rise (delta P) @ 85oC (185oF) kPa (psi) 240 (34.8) 295 (42.8)
External Restriction Pressure Drop (Full Flow) 10 kPa (psi) 77 (11.2) 99 (14.4)
Pump Capacity (JW Circuit Only for Separate Circuit) lpm (gpm) 1,315 (347) 1,460 (386)
Cooling Water system – AC/OC Cooling
Inlet Temp, Nominal @ 27 oC Sea Water Temp o
C (oF) 32 (90) 32 (90)
Inlet Temp, Maximum without derate 3 o
C (oF) 38 (100) 38 (100)
o
Inlet Temp, Alarm C (oF) 39 (102) 39 (102)
o
Inlet Temp, Shutdown C (oF) 42 (108) 42 (108)
Pump Inlet Pressure, Minimum kPa (psi) -5.0 (-0.73) -5.0 (-0.73)
AC/OC Water Pump Outlet Pressure, Alarm kPa (psi) 70 (10) 70 (10)
External Restriction Pressure Drop AC/OC Circuit (Full Flow) 10 kPa (psi) 84 (12.2) 104 (15.1)
External Restriction JW, AC/OC Combined Circuit (Full Flow) 10 kPa (psi) 71 (10.3) 91 (13.2)
Pump Capacity (AC/OC Separate or JW, AC/OC Combined lpm (gpm) 1230 (325) 1365 (361)
Starting Air System
Low Air Pressure, alarm bar (psi) 5.2 (75) 5.2 (75)
Air Pressure, minimum (Engine Only, Std Starter) bar (psi) 4.1 (60) 4.1 (60)
Air Pressure, Maximum Dynamic Pressure (Standard Starter) bar (psi) 8.3 (120) 8.3 (120)
Air Pressure, Maximum Static Pressure (Standard or HD Starter) bar (psi) 13.8 (200) 13.8 (200)
Air Pressure, minimum (Engine Only, HD Starter) bar (psi) 2.8 (40) 2.8 (40)
Air Pressure, Maximum Dynamic Pressure (HD Starter) bar (psi) 6.2 (90) 6.2 (90)
Tolerances
Engine Power +/- 3% Specific Fuel Consumption +/- 3%
Heat Rejection JW (Block) +/- 10% BSFC ISO 3046/1 + 5% / - 0%
Heat Rejection SCAC +/- 5% Heat Rejection Oil Cooler (OC) +/- 20%
Heat Rejection Radiant +/- 50% Exhaust Stack Temperature +/- 8%
Charge Air Pressure +/- 10% Fuel Rate +/- 5%
Exhaust Flow +/- 5% Inlet Air Flow +/- 5%
Correction Factors (For Both Ratings) (Need to include in system heat load calculation if not @ 25° C ambient air temp)
Air to Turbo Temp. (Ambient Temp) 25° C (77° F)30° C (86° F) 35°C (95° F) 40°C (104°F)45°C (113°F)50°C (122°F)
Correction Factor (Multiply by AC heat load) 1.00 1.03 1.08 1.13 1.18 1.23
Power Derate Factors 1.00 1.00 0.98 0.97 0.95 0.94
TECHNICAL DATA
Notes
1
Continuous prelube system requires lines group for continuous prelube (Contact factory if prelube not factory supplied)
2
Ratings are based on ISO 3046/1 and SAEJ1995 Jan 1990 standard reference conditions of 100 kPa, 25° C, and 30% relative humidity at the stated aftercooler water temperature
3
Contact Factory for applications needing additional limits
4
Exhaust heat rejection is based on fuel LHV to 25° C and is not normally recoverable in total
5
At 100% loads with pumps +/- 3% except where specified differently. Performance and fuel consumption are based on 35 API, 16° C fuel having a lower heating of 42,780 kJ/kg
used at 29° C with a density of 838.9 g/liter. Does not include sea water pump pa
6
Air Flows are shown for 25° C air inlet to the turbocharger and 32° C cooling water to the charge air cooler. Adjust aftercooler heat load for higher ambients using the Aftercooler
Heat Rejection Factors.
7
This engine's exhaust emissions are in compliance with the International Marine Organization's (IMO) standard as described in Regulation 13 of ANNEX VI of MARPOL, 73/79 and
ISO 8178 for measuring HC, CO, PM, NOx.
8
Normal variation in cylinder to cylinder exhaust port temperatures from the average of exhaust port temperatures for the engine.
9
Shallow oil pan is available for light weight option and dry sump option available where required.
10
For full by-pass flow pressure drop multiply by 130%
11
C280-6 DIESEL ENGINE TECHNICAL DATA
RATED SPEED (RPM): 900 ENGINE RATING: Marine CSR

RATED POWER1 (bkW): 1730 CERTIFICATION5: IMO II/EPA MARINE TIER II
BMEP @ 100% LOAD (kPa): 2082 TURBOCHARGER PART #: 157-5514
COMPRESSION RATIO: 13:1 COMBUSTION: DI
AFTERCOOLER WATER (oC): 32 FUEL TYPE: Distillate
JACKET WATER OUTLET (oC): 90 EXHAUST MANIFOLD: DRY
IGNITION SYSTEM: EUI MEAN PISTON SPEED (m/s): 9
FIRING PRESSURE, MAXIMUM (kPa): 16200
Engine Performance
2000 2500
1800
1600 2000
Engine Power (bkW)
1400
Engine Power (bhp)

1200 1500
1000
800 1000
600
A A
400
500
200
P1 P1
0
0
400 500 600 700 800 900 1000
400 500 600 700 800 900 1000
Engine Speed (rpm) Engine Speed (rpm)
ZONE LIMIT DATA ZONE LIMIT DATA

Fuel Boost Air Exh Exh Exh Fuel Boost Exh Exh
Engine Cons
3 Fuel Press Flow
4 Temp to Stack Flo w Engine Cons
3 Fuel Press Air Temp to Stack Exh
Speed Power g/ Rate kPa cu m/ Turbo Temp cu m/ Speed Powe r lb/ Rate in Hg- Flow4 Turbo Temp Flo w
rpm bkW kW-hr L/hr Gauge Min C C min rpm bhp hp-hr gal/hr Gauge cfm F F cfm
900 1730 210 432.3 255 171.3 555 379 370.5 900 2320 0.345 114.1 75 6049 1031 714 13084
Curve A 850 1634 209 407.1 264 164.7 559 389 361.6 Curve A 850 2191 0.344 107.5 78 5815 1039 733 12771
800 1538 208 380.5 245 148.6 576 413 338.1 800 2062 0.342 100.5 73 5248 1069 775 11942
750 1442 206 354.3 209 127.3 605 447 305.1 750 1934 0.339 93.5 62 4495 1122 837 10775
700 987 209 245.9 111 79.7 609 464 196.3 700 1324 0.344 64.9 33 2815 1128 868 6932
650 841 212 212.9 82 64.3 631 480 162.0 650 1128 0.350 56.2 24 2270 1168 896 5721
600 704 217 181.9 60 52.6 633 482 133.0 600 944 0.357 48.0 18 1857 1172 899 4698
550 567 221 149.4 42 42.7 608 462 105.2 550 760 0.364 39.4 12 1508 1127 863 3716
500 430 223 114.4 25 33.9 553 411 77.6 500 577 0.367 30.2 7 1196 1028 772 2741
PROPELLER DEMAND DATA PROPELLER DEMAND DATA

Engine Cons3 Fuel Press Flow 4 Temp to Stack Flo w Engine Cons3 Fuel Press Air Temp to Stack Exh
Optimum Speed Power g/ Rate kPa cu m/ Turbo Temp cu m/ Optimum Speed Power lb/ Rate in Hg- Flow4 Turbo Temp Flo w
Load rpm bkW kW-hr L/hr Gauge Min C C min Load rpm bhp hp-hr gal/hr Gauge cfm F F cfm
900 1557 215 399.0 253 166.8 545 378 359.8 900 2088 0.354 105.4 75 5891 1012 713 12705
(Curve P1) 850 1312 215 335.4 207 137.5 543 393 303.7 (Curve P1) 850 1759 0.353 88.6 61 4857 1010 740 10724
800 1094 211 275.3 148 105.2 547 413 239.8 800 1466 0.348 72.7 44 3717 1017 776 8468
750 901 212 227.5 103 81.0 560 428 189.0 750 1208 0.349 60.1 31 2860 1040 802 6674
700 733 215 187.8 71 63.9 563 433 150.4 700 982 0.354 49.6 21 2258 1046 811 5311
650 587 219 152.9 48 51.3 547 423 119.2 650 787 0.360 40.4 14 1813 1017 794 4210
600 461 221 121.6 31 41.7 512 395 92.7 600 619 0.364 32.1 9 1471 954 742 3274
550 355 222 94.0 18 34.1 462 348 70.4 550 477 0.365 24.8 5 1204 864 658 2487
500 267 223 71.1 10 28.2 402 294 53.1 500 358 0.368 18.8 3 997 756 561 1874
Heat Rejection @ 100% Load and 25o C Air

Lube Oil Cooler kW ( Btu/min ) 182 ( 10356 )
Jacket Water kW ( Btu/min ) 387 ( 22020 )
AfterCooler kW ( Btu/min ) 518 ( 29474 )
Total Heat Rejection to Raw Water kW ( Btu/min ) 1087 ( 61850 )
Exhaust Gas2 kW ( Btu/min ) 1321 ( 75165 )
Radiation kW ( Btu/min ) 86 ( 4893 )
Notes
o
1 Ratings are based on ISO 3046/1 and SAEJ1995 Jan 90 standard reference conditions of 100 kPa, 25 C, and 30% relative humidity at the stated aftercooler water temperature.
2 Exhaust Heat rejection is based on fuel LHV and is not normally recoverable in total
3 At 100% load with JW and Oil pumps, without seawater pump, +/- 3%. Performance and fuel consumption are based on 35 API, 16oC fuel having a lower heating value of
42,780 kJ/kg used at 29oC with a density of 838.9 g/liter.
4 Air flows are shown for 25oC air inlet to the turbocharger and 32oC cooling water to the charge air cooler.
TECHNICAL DATA
5 This engine's exhaust emissions are in compliance with the INTERNATIONAL MARINE ORGANIZATION'S (IMO) standard as described in REGULATION 13 of ANNEX VI of
MARPOL 73/78 and ISO 8178 for measuring HC, CO, PM, and NOx.
DM8389-01 3/4/10
12
TECHNICAL DATA
13
C280-6 MCR (Sheet 1 of 2)

EPA Tier 2 / IMO II Propulsion Engine Rating: MCR
Fuel: MDO/ #2/ ULSD
Stroke mm (in) 300 (11.8) 300 (11.8)
BMEP @ 100% Load bar (psi) 22.8 (331) 22.0 (319)
Firing Order – CW (Reverse Rotation) 1-4-2-6-3-5
o
o
o
Air Flow Rate @ 100% Load (25° C, 101.3 kPa) m3/min (ft3/min) 175 (6,184) 192 (6,766)
Exhaust Gas System
o
8 o
o
o
o
o
3 cm H2O (in H2O) 25.4 (10) 25.4 (10)
6
6
6
Fuel System
o
o
TECHNICAL DATA
5
14
Fuel: MDO/ #2/ ULSD
o
o
o
o
o
o
o
o
o
C (oF) 32 (90) 32 (90)
C (oF) 38 (100) 38 (100)
o
o
Starting Air System
Tolerances
TECHNICAL DATA
Notes
1
2
3
4
5
6
7
8
9
10
15
TECHNICAL DATA
16
TECHNICAL DATA
17

Fuel: MDO/ #2/ ULSD
Stroke mm (in) 300 (11.8) 300 (11.8)
BMEP @ 100% Load bar (psi) 20.8 (301) 20.0 (290)
Firing Order – CCW (Standard Rotation) 1-6-2-5-8-3-7-4
Firing Order – CW (Reverse Rotation) 1-4-7-3-8-5-2-6
o
o
o
Exhaust Gas System
o
8 o
o
o
o
o
3 cm H2O (in H2O) 25.4 (10) 25.4 (10)
6
Separate Circuit System (OC & AC) @ 32° C Inlet Temp (with kW (Btu/min) 1,021 (58,075) 983 (55,874)
6
6
Fuel System
o
o
TECHNICAL DATA
5
18
Fuel: MDO/ #2/ ULSD
o
o
o
o
o
o
o
o
o
C (oF) 32 (90) 32 (90)
C (oF) 38 (100) 38 (100)
o
o
Starting Air System
Tolerances
TECHNICAL DATA
Notes
1
2
3
4
5
6
7
8
9
10
19

Engine Performance
2500 3500
3000
2000
Engine Power (bkW)
2500
Engine Power (bhp)

1500
2000
1000 1500
A 1000 A
500
P1 500 P1
0
0
400 500 600 700 800 900 1000
400 500 600 700 800 900 1000

Engine Cons
3 Fuel Press Flow
900 2300 207 568.2 265 251.7 543 364 530.4 900 3084 0.341 150.0 78 8889 1009 687 18732
Curve A 850 2172 209 540.3 260 240.9 543 367 510.3 Curve A 850 2913 0.344 142.7 77 8508 1009 693 18020
800 2044 209 508.5 250 226.1 543 372 482.1 800 2742 0.344 134.3 74 7983 1010 701 17026
750 1917 196 446.9 209 192.3 528 373 411.1 750 2570 0.322 118.0 62 6790 982 703 14517
700 1266 203 306.7 124 132.9 517 399 295.5 700 1698 0.335 81.0 37 4693 962 750 10435
650 1029 202 248.1 77 97.8 530 431 228.3 650 1380 0.333 65.5 23 3453 985 807 8062
600 822 209 204.5 50 76.3 540 450 183.5 600 1103 0.343 54.0 15 2696 1005 843 6480
550 705 215 180.6 35 68.4 540 455 165.3 550 945 0.354 47.7 10 2414 1004 851 5838
500 587 218 152.7 24 51.6 538 458 125.8 500 787 0.359 40.3 7 1823 1000 856 4443

900 2070 214 527.3 253 242.4 529 358 505.3 900 2776 0.352 139.2 75 8559 984 676 17846
(Curve P1) 850 1744 210 437.2 213 210.3 500 348 430.8 (Curve P1) 850 2338 0.346 115.4 63 7428 932 658 15214
800 1454 206 356.7 167 172.7 485 352 356.2 800 1950 0.339 94.2 49 6100 904 666 12580
750 1198 204 291.6 119 135.2 483 373 288.7 750 1606 0.336 77.0 35 4776 902 704 10196
700 974 206 239.6 81 104.8 493 398 232.7 700 1306 0.340 63.3 24 3700 920 749 8219
650 780 211 196.0 51 80.9 500 416 184.7 650 1046 0.347 51.7 15 2857 931 781 6524
600 613 214 156.8 31 63.9 484 411 145.1 600 822 0.353 41.4 9 2258 903 773 5123
550 472 216 121.6 14 53.2 404 383 115.4 550 634 0.356 32.1 4 1878 759 721 4075
500 355 216 91.3 9 42.1 388 344 85.7 500 476 0.355 24.1 3 1485 730 651 3026

Notes
o
TECHNICAL DATA
DM8397-02 3/15/10
20

JACKET WATER INLET ( oC): 90 EXHAUST MANIFOLD: DRY
Engine Performance
3000 3500
3000
2500
Engine Power (bkW)
Engine Power (bhp)

2500
2000
2000
1500
1500
1000
A 1000 A
500 P1 500 P1
0 0
400 500 600 700 800 900 1000 1100 400 500 600 700 800 900 1000 1100

Engine Cons
3 Fuel Press Flow 4 Temp to Stack Flo w Engine Cons
Speed Power g/ Rate kPa cu m/ Turbo Temp cu m/ Speed Powe r lb/ Rate in Hg- Flow
4 Turbo Temp Flo w
1000 2460 213 624.4 268 274.1 543 375 587.4 1000 3299 0.351 164.9 79 9680 1010 707 20743
Curve A 950 2337 212 589.8 258 263.3 541 368 557.9 Curve A 950 3134 0.349 155.7 76 9297 1006 694 19702
910 2239 211 562.6 243 247.8 544 374 530.6 910 3002 0.347 148.5 72 8751 1011 706 18739
850 2091 210 523.3 213 216.7 562 405 487.0 850 2804 0.346 138.2 63 7652 1043 762 17200
800 1474 212 372.7 115 139.6 584 466 343.0 800 1976 0.349 98.4 34 4929 1082 872 12112
750 1212 217 313.7 77 105.2 615 509 274.5 750 1625 0.357 82.8 23 3717 1138 948 9693
700 950 223 252.1 47 78.5 628 536 212.2 700 1274 0.367 66.6 14 2772 1163 996 7494
630 760 227 205.8 29 59.5 634 545 163.2 630 1019 0.374 54.3 9 2101 1172 1013 5762
600 741 229 202.1 26 55.4 654 561 155.3 600 994 0.377 53.4 8 1956 1210 1042 5484
500 532 236 149.8 12 38.9 616 523 104.3 500 714 0.389 39.6 4 1375 1141 973 3685

Engine Cons
3 Fuel Press Flow
Optimum Speed Power g/ Rate kPa cu m/ Turbo Temp cu m/ Optimum Speed Power lb/ Rate in Hg- Flow
4 Turbo Temp Flo w
1000 2214 215 567.6 247 268.3 523 361 562.0 1000 2969 0.354 149.9 73 9474 973 683 19847
(Curve P1) 950 1898 216 489.1 204 230.7 524 378 495.6 (Curve P1) 950 2546 0.356 129.1 60 8148 974 712 17502
910 1668 214 425.5 160 192.2 529 402 428.8 910 2237 0.352 112.3 47 6787 983 756 15143
850 1360 214 347.2 104 140.8 550 446 335.6 850 1823 0.353 91.7 31 4974 1022 835 11853
800 1134 218 294.7 71 109.1 571 479 272.9 800 1520 0.359 77.8 21 3854 1060 895 9638
750 934 222 247.0 48 85.5 585 501 220.5 750 1253 0.365 65.2 14 3019 1085 935 7789
700 759 225 203.6 31 68.0 579 501 175.5 700 1018 0.370 53.8 9 2400 1074 934 6198
630 554 229 150.8 16 50.6 528 458 123.4 630 742 0.376 39.8 5 1788 982 857 4360
600 478 230 131.3 11 44.9 496 429 105.1 600 641 0.379 34.7 3 1586 924 805 3711
500 277 237 78.2 3 31.7 370 320 62.3 500 371 0.390 20.6 1 1119 698 607 2199
Heat Rejection @ 100% Load and 2 5o C Air

Notes
1 Ratings are based on ISO 3046/1 and SAEJ1995 Jan 90 standard reference conditions of 100 kPa, 25 o C, and 30% relative humidity at the stated aftercooler water temperature.
TECHNICAL DATA

DM8398-02 3/4/10
21

Fuel: MDO/ #2/ ULSD
Stroke mm (in) 300 (11.8) 300 (11.8)
BMEP @ 100% Load bar (psi) 22.8 (331) 22.0 (319)
Firing Order – CW (Reverse Rotation) 1-4-7-3-8-5-2-6
o
o
o
Exhaust Gas System
o
8 o
o
o
o
o
3 cm H2O (in H2O) 25.4 (10) 25.4 (10)
6
Separate Circuit System (OC & AC) @ 32° C Inlet Temp (with kW (Btu/min) 1,058 (60,156) 1,268 (72,107)
6
6
Fuel System
o
o
TECHNICAL DATA
5
22
Fuel: MDO/ #2/ ULSD
o
o
o
o
o
o
o
o
o
C (oF) 32 (90) 32 (90)
C (oF) 38 (100) 38 (100)
o
o
Starting Air System
Tolerances
TECHNICAL DATA
Notes
1
2
3
4
5
6
7
8
9
10
23
RATED SPEED (RPM): 900 ENGINE RATING: Marine MCR

Engine Performance
3000 4000
3500
2500
Engine Power (bkW)
3000
Engine Power (bhp)

2000
2500
1500 2000
1000 1500
A 1000 A
500
P1 P1
500
0
0
400 500 600 700 800 900 1000
400 500 600 700 800 900 1000

Engine Cons
3 Fuel Press Flow
900 2530 204 616.3 284 263.2 554 370 560.0 900 3393 0.336 162.7 84 9296 1028 697 19778
Curve A 850 2389 203 577.3 273 248.6 550 369 528.3 Curve A 850 3204 0.334 152.4 81 8779 1022 696 18657
800 2249 202 540.9 262 233.9 546 370 497.7 800 3016 0.332 142.8 78 8261 1015 698 17576
750 2108 195 489.1 233 206.8 540 374 442.9 750 2827 0.320 129.1 69 7304 1004 705 15642
700 1417 199 336.7 144 145.1 519 392 319.1 700 1900 0.328 88.9 43 5124 967 737 11270
650 1204 198 284.1 99 110.4 541 429 257.0 650 1614 0.326 75.0 29 3898 1006 804 9077
600 986 203 238.7 66 85.2 564 462 208.4 600 1322 0.334 63.0 20 3009 1047 864 7361
550 818 214 208.6 43 70.9 584 472 176.0 550 1097 0.352 55.1 13 2503 1083 882 6217
500 650 218 168.9 29 53.9 572 484 136.2 500 871 0.359 44.6 9 1903 1062 903 4812

900 2151 211 541.7 258 246.3 531 357 512.7 900 2884 0.348 143.0 76 8697 988 674 18106
(Curve P1) 850 1812 211 455.8 224 217.2 508 350 446.5 (Curve P1) 850 2430 0.347 120.3 66 7670 946 662 15767
800 1511 206 370.6 175 178.9 486 350 367.6 800 2026 0.339 97.8 52 6317 907 661 12981
750 1245 204 302.4 127 140.3 486 372 298.8 750 1669 0.336 79.9 38 4955 908 701 10551
700 1012 206 248.1 86 108.1 495 400 240.5 700 1357 0.339 65.5 25 3817 924 751 8494
650 810 210 202.5 54 82.9 504 419 190.0 650 1087 0.345 53.5 16 2926 939 786 6711
600 637 214 162.3 34 65.9 489 415 150.3 600 855 0.352 42.9 10 2326 913 780 5309
550 491 222 129.9 11 48.9 458 388 107.5 550 658 0.366 34.3 3 1728 856 730 3796
500 369 228 100.2 9 42.5 386 338 86.1 500 495 0.375 26.5 3 1503 727 640 3039

Notes
o
TECHNICAL DATA
DM8399-01 3/4/10
24

Engine Performance
3000 4000
3500
2500
Engine Power (bkW)
3000
Engine Power (bhp)

2000
2500
1500 2000
1500
1000
A 1000
A
500 P1 P1
500
0 0
400 500 600 700 800 900 1000 1100 400 500 600 700 800 900 1000 1100

Engine Cons
4 Turbo Temp Flo w
1000 2710 213 688.1 289 287.5 563 386 627.7 1000 3634 0.351 181.7 86 10153 1045 727 22168
Curve A 950 2574 210 643.6 286 274.1 553 370 583.9 Curve A 950 3452 0.345 169.9 85 9680 1027 699 20620
910 2466 208 611.3 272 257.4 554 375 552.3 910 3307 0.342 161.4 81 9091 1029 707 19505
850 2303 206 566.8 240 225.4 575 409 509.9 850 3089 0.340 149.7 71 7959 1066 768 18009
800 1651 211 414.5 140 157.0 586 457 380.8 800 2214 0.347 109.4 41 5545 1086 855 13448
750 1361 214 347.1 94 116.5 623 506 302.8 750 1824 0.352 91.7 28 4114 1153 944 10692
700 1053 221 277.6 57 84.7 646 545 231.8 700 1412 0.364 73.3 17 2992 1195 1012 8187
630 806 227 218.0 32 61.6 653 560 172.1 630 1081 0.373 57.6 9 2174 1207 1040 6077
600 779 229 212.4 29 57.0 674 577 162.8 600 1045 0.376 56.1 8 2011 1245 1071 5750
500 579 236 163.0 14 40.3 661 560 113.3 500 777 0.389 43.0 4 1423 1221 1040 4002

Engine Cons
3 Fuel Press Flow
4 Turbo Temp Flo w
1000 2304 213 586.2 254 270.7 528 365 570.5 1000 3090 0.351 154.8 75 9560 983 689 20146
(Curve P1) 950 1975 215 507.3 215 238.8 527 376 511.3 (Curve P1) 950 2649 0.355 133.9 64 8431 980 708 18058
910 1736 214 442.5 171 200.3 531 398 444.6 910 2328 0.352 116.8 51 7075 987 749 15700
850 1415 214 360.1 112 146.7 551 443 348.1 850 1897 0.352 95.1 33 5179 1024 830 12295
800 1180 217 305.5 77 113.0 574 479 282.4 800 1582 0.358 80.6 23 3991 1066 894 9973
750 972 221 256.4 51 88.0 591 505 228.0 750 1303 0.364 67.7 15 3108 1096 940 8052
700 790 225 211.5 33 69.6 589 509 181.5 700 1060 0.370 55.9 10 2458 1092 947 6410
630 576 228 156.8 17 51.6 541 469 127.8 630 773 0.376 41.4 5 1822 1006 877 4512
600 498 230 136.4 12 45.7 509 440 108.7 600 667 0.379 36.0 4 1614 947 825 3840
500 288 237 81.3 3 31.9 381 329 63.8 500 386 0.390 21.5 1 1128 718 624 2252

Notes
TECHNICAL DATA

DM8400-02 3/4/10
25

Fuel: MDO/ #2/ ULSD
Stroke mm (in) 300 (11.8) 300 (11.8)
BMEP @ 100% Load bar (psi) 20.8 (302) 20.0 (291)
Firing Order – CCW (Standard Rotation) 1-12-9-4-5-8-11-2-3-10-7-6
Firing Order – CW (Reverse Rotation) 1-6-7-10-3-2-11-8-5-4-9-12
o
o
o
Exhaust Gas System
o
8 o
o
o
o
o
3 cm H2O (in H2O) 25.4 (10) 25.4 (10)
6
Fuel Heat Rejection kW (Btu/min) 22.0 (1,251) 25.0 (1,422)
6
6
Fuel System
o
o
TECHNICAL DATA
5
26
Fuel: MDO/ #2/ ULSD
o
o
o
o
o
o
o
o
o
C (oF) 32 (90) 32 (90)
C (oF) 38 (100) 38 (100)
o
o
Starting Air System
Air Pressure, Maximum Static Pressure (Standard or Dual bar (psi) 13.8 (200) 13.8 (200)
Air Pressure, minimum (Engine Only, Dual Starter) bar (psi) 2.8 (40) 2.8 (40)
Air Pressure, Maximum Dynamic Pressure (Dual Starter) bar (psi) 10.4 (150) 10.4 (150)
Tolerances
TECHNICAL DATA
Notes
1
2
3
4
5
6
7
8
9
10
27

Engine Performance
4000 5000
4500
3500
4000
3000
Engine Power (bkW)
Engine Power (bhp)

3500
2500
3000
2000 2500
1500 2000
1500
1000 A A
1000
500 P1 P1
500
0
0
400 500 600 700 800 900 1000
400 500 600 700 800 900 1000

Engine Cons
3 Fuel Press Flow
900 3460 206 850.3 245 334.0 551 378 721.5 900 4640 0.339 224.5 73 11795 1023 712 25482
Curve A 850 3268 207 805.3 252 319.8 557 388 701.6 Curve A 850 4382 0.340 212.6 75 11294 1035 731 24778
800 3076 206 755.9 234 289.2 575 412 657.5 800 4125 0.339 199.6 69 10212 1067 773 23219
750 2884 205 705.8 201 249.3 605 447 597.5 750 3867 0.338 186.3 59 8804 1120 836 21099
700 1974 208 490.0 107 156.9 607 463 385.5 700 2647 0.343 129.4 32 5541 1125 865 13615
650 1682 211 423.8 80 127.1 630 480 320.1 650 2256 0.348 111.9 24 4487 1166 895 11306
600 1408 216 362.2 59 104.4 634 483 264.7 600 1888 0.355 95.6 18 3688 1173 901 9347
550 1134 220 298.0 41 85.1 609 463 210.1 550 1521 0.363 78.7 12 3005 1128 865 7418
500 860 224 229.3 25 67.6 554 411 155.1 500 1153 0.368 60.5 7 2389 1028 772 5476

900 3114 212 787.8 242 326.4 541 376 702.2 900 4176 0.349 208.0 72 11527 1005 709 24798
(Curve P1) 850 2623 212 661.8 200 268.9 544 392 593.3 (Curve P1) 850 3518 0.348 174.7 59 9497 1011 738 20951
800 2187 210 547.0 143 205.8 551 412 468.3 800 2933 0.345 144.4 42 7268 1023 773 16538
750 1802 211 452.4 99 158.7 563 427 370.1 750 2417 0.347 119.5 29 5603 1045 801 13069
700 1465 213 372.3 69 125.7 565 433 296.0 700 1965 0.351 98.3 21 4439 1049 812 10453
650 1173 216 302.7 47 101.5 547 424 235.9 650 1573 0.356 79.9 14 3583 1017 796 8331
600 923 219 241.4 30 82.7 511 395 184.1 600 1237 0.361 63.7 9 2922 952 743 6502
550 711 221 187.6 18 67.9 462 348 140.3 550 953 0.365 49.5 5 2400 863 658 4955
500 534 224 142.6 10 56.4 402 294 106.0 500 716 0.369 37.6 3 1991 756 561 3744

Notes
o
TECHNICAL DATA
DM8405-01 3/4/10
28
TECHNICAL DATA
29

Fuel: MDO/ #2/ ULSD
Stroke mm (in) 300 (11.8) 300 (11.8)
BMEP @ 100% Load bar (psi) 22.8 (331) 22.0 (319)
Firing Order – CW (Reverse Rotation) 1-6-7-10-3-2-11-8-5-4-9-12
o
o
o
Exhaust Gas System
o
8 o
o
o
o
o
3 cm H2O (in H2O) 25.4 (10) 25.4 (10)
6
6
6
Fuel System
o
o
TECHNICAL DATA
5
30
Fuel: MDO/ #2/ ULSD
o
o
o
o
o
o
o
o
o
C (oF) 32 (90) 32 (90)
C (oF) 38 (100) 38 (100)
o
o
Starting Air System
Tolerances
TECHNICAL DATA
Notes
1
2
3
4
5
6
7
8
9
10
31

Engine Performance
4000 6000
3500
5000
3000
Engine Power (bkW)
Engine Power (bhp)

4000
2500
2000 3000
1500
2000
1000 A A
500 P1 1000 P1
0
0
400 500 600 700 800 900 1000
400 500 600 700 800 900 1000

Engine Cons
3 Fuel Press Flow
900 3800 201 910.8 261 344.5 557 382 749.8 900 5096 0.331 240.5 77 12167 1035 720 26480
Curve A 850 3588 203 868.5 260 327.8 557 385 716.6 Curve A 850 4812 0.334 229.3 77 11577 1035 725 25305
800 3378 203 818.9 239 296.7 577 409 672.7 800 4530 0.335 216.2 71 10479 1071 767 23756
750 3166 203 766.4 207 257.5 615 450 620.9 750 4246 0.334 202.4 61 9095 1139 842 21927
700 2200 207 542.4 125 172.1 618 472 428.5 700 2950 0.341 143.2 37 6076 1145 882 15134
650 1800 211 452.1 88 133.2 638 489 339.9 650 2414 0.347 119.4 26 4702 1180 912 12003
600 1506 216 387.0 66 109.1 650 497 281.8 600 2020 0.355 102.2 20 3854 1202 926 9953
550 1212 221 318.8 46 88.7 629 480 224.0 550 1625 0.363 84.2 14 3131 1165 895 7912
500 920 224 245.9 28 70.1 577 431 165.5 500 1234 0.369 64.9 8 2476 1070 807 5844

900 3230 211 810.8 243 330.1 544 377 711.0 900 4331 0.347 214.1 72 11657 1012 710 25108
(Curve P1) 850 2721 211 685.8 212 279.6 547 392 616.7 (Curve P1) 850 3649 0.348 181.1 63 9875 1017 738 21778
800 2269 209 566.2 152 213.7 554 413 487.0 800 3042 0.345 149.5 45 7548 1029 775 17198
750 1869 210 467.8 105 163.6 567 430 382.9 750 2507 0.346 123.5 31 5777 1053 806 13524
700 1520 212 384.9 73 128.8 573 438 305.2 700 2038 0.350 101.6 22 4547 1063 820 10779
650 1217 216 313.1 50 103.5 557 431 243.0 650 1632 0.355 82.7 15 3655 1035 807 8581
600 957 219 249.9 32 84.2 522 403 189.7 600 1283 0.361 66.0 10 2972 971 757 6698
550 737 221 194.4 19 68.9 473 356 144.3 550 989 0.364 51.3 6 2433 883 673 5097
500 554 224 147.7 11 57.0 413 301 108.6 500 743 0.368 39.0 3 2012 775 575 3836

Notes
o
TECHNICAL DATA
DM8407-01 3/4/10
32
TECHNICAL DATA
33

Fuel: MDO/ #2/ ULSD
Stroke mm (in) 300 (11.8) 300 (11.8)
BMEP @ 100% Load bar (psi) 20.8 (301) 20.0 (290)
Firing Order – CCW (Standard Rotation) 1-2-5-6-3-4-9-10-15-16-11-12-13-14-7-8
Firing Order – CW (Reverse Rotation) 1-8-7-14-13-12-11-16-15-10-9-4-3-6-5-2
o
o
o
Exhaust Gas System
o
8 o
o
o
o
o
3 cm H2O (in H2O) 25.4 (10) 25.4 (10)
6
Separate Circuit System (JW) @ 90° C Inlet Temp (with kW (Btu/min) 1,065 (60,554) 1,100 (62,556)
6
6
Fuel System
o
o
TECHNICAL DATA
5
34
Fuel: MDO/ #2/ ULSD
o
o
o
o
o
o
o
o
o
C (oF) 32 (90) 32 (90)
C (oF) 38 (100) 38 (100)
o
o
Starting Air System
Air Pressure, Maximum Static Pressure (Dual Starter) bar (psi) 13.8 (200) 13.8 (200)
Tolerances
TECHNICAL DATA
Notes
1
2
3
4
5
6
7
8
9
10
35

Engine Performance
5000 7000
4500
6000
4000
Engine Power (bkW)
3500 5000
Engine Power (bhp)

3000
4000
2500
2000 3000
1500
A 2000 A
1000
500
P1 1000 P1
0
0
400 500 600 700 800 900 1000
400 500 600 700 800 900 1000

Engine Cons
3 Fuel Press Flow
900 4600 195 1069.3 260 488.3 535 351 1007.0 900 6169 0.321 282.3 77 17246 995 664 35563
Curve A 850 4344 193 999.5 256 467.4 530 357 972.5 Curve A 850 5826 0.318 263.9 76 16506 986 675 34344
800 4089 192 935.8 243 438.6 532 358 913.9 800 5483 0.316 247.1 72 15488 990 676 32276
750 3833 192 877.4 203 373.0 524 372 796.6 750 5141 0.316 231.6 60 13173 975 702 28131
700 2532 198 597.6 115 257.8 515 395 569.9 700 3395 0.326 157.8 34 9104 959 743 20127
650 2058 210 515.2 72 189.7 528 426 440.8 650 2760 0.346 136.0 21 6698 982 799 15567
600 1645 222 435.3 47 148.1 538 447 355.4 600 2206 0.366 114.9 14 5230 1000 837 12551
550 1409 223 374.6 31 132.6 543 454 320.9 550 1890 0.367 98.9 9 4683 1009 849 11333
500 1174 243 340.0 21 100.2 537 461 246.3 500 1574 0.400 89.8 6 3537 999 862 8698

900 4140 210 1036.4 245 472.6 520 351 974.6 900 5552 0.346 273.6 73 16691 968 664 34419
(Curve P1) 850 3488 205 852.3 210 410.2 490 347 839.3 (Curve P1) 850 4677 0.338 225.0 62 14486 914 657 29641
800 2908 204 707.1 163 336.8 480 350 692.7 800 3899 0.336 186.7 48 11895 896 662 24464
750 2396 202 576.9 112 263.7 480 372 562.1 750 3213 0.333 152.3 33 9313 896 702 19850
700 1948 205 476.0 75 204.3 491 395 451.7 700 2612 0.338 125.7 22 7215 916 743 15953
650 1560 208 386.7 45 157.8 498 415 359.8 650 2091 0.342 102.1 13 5571 928 779 12705
600 1227 214 312.9 27 124.7 480 411 282.9 600 1645 0.352 82.6 8 4404 896 772 9990
550 945 215 242.2 12 103.7 400 382 224.8 550 1267 0.354 63.9 4 3661 752 720 7938
500 710 214 181.1 8 82.0 385 343 167.0 500 952 0.352 47.8 2 2897 725 649 5898

Notes
o
TECHNICAL DATA
DM8413-01 3/4/10
36

Engine Performance
6000 7000
6000
5000
Engine Power (bkW)
Engine Power (bhp)

5000
4000
4000
3000
3000
2000
A 2000 A
1000 P1 1000 P1
0 0
400 500 600 700 800 900 1000 1100 400 500 600 700 800 900 1000 1100

Engine Cons
4 Turbo Temp Flo w
1000 4920 208 1222.0 252 526.1 532 371 1122.2 1000 6598 0.343 322.6 75 18580 989 701 39630
Curve A 950 4674 208 1159.8 249 506.3 533 365 1069.1 Curve A 950 6268 0.343 306.2 74 17880 992 689 37754
910 4477 208 1109.4 238 477.3 539 374 1021.4 910 6004 0.342 292.9 70 16855 1002 704 36071
850 4182 208 1034.9 209 418.3 563 408 944.9 850 5608 0.342 273.2 62 14771 1045 767 33368
800 2947 211 742.4 110 271.9 581 466 668.4 800 3952 0.348 196.0 33 9603 1078 871 23604
750 2424 215 622.0 74 206.6 608 504 535.9 750 3251 0.354 164.2 22 7297 1127 940 18925
700 1900 221 501.0 46 156.1 620 525 416.4 700 2548 0.364 132.3 13 5512 1148 977 14706
630 1520 226 410.1 28 119.7 626 529 321.8 630 2038 0.373 108.3 8 4227 1158 984 11364
600 1482 228 403.1 26 111.5 648 545 306.2 600 1987 0.376 106.4 8 3936 1199 1013 10814
500 1065 236 299.8 12 77.4 617 509 203.8 500 1428 0.389 79.2 4 2732 1142 948 7196

Engine Cons
3 Fuel Press Flow
4 Turbo Temp Flo w
1000 4428 210 1108.5 238 508.2 520 365 1070.8 1000 5938 0.346 292.7 71 17946 968 688 37817
(Curve P1) 950 3796 212 959.4 197 449.7 523 377 965.0 (Curve P1) 950 5091 0.349 253.3 58 15880 974 710 34077
910 3337 211 839.3 154 372.1 530 402 830.9 910 4475 0.347 221.6 46 13141 986 756 29344
850 2719 211 684.0 100 272.9 549 445 649.6 850 3647 0.347 180.6 30 9638 1021 832 22941
800 2267 215 581.0 68 211.7 567 475 526.7 800 3040 0.354 153.4 20 7475 1053 887 18602
750 1868 219 487.7 45 167.7 577 492 427.5 750 2505 0.361 128.8 13 5922 1071 918 15097
700 1519 222 401.9 30 135.4 569 487 343.2 700 2037 0.366 106.1 9 4781 1056 909 12121
630 1107 225 297.0 15 101.7 519 443 242.5 630 1485 0.370 78.4 5 3592 967 829 8566
600 956 229 261.1 11 90.2 489 415 206.8 600 1283 0.377 68.9 3 3187 913 779 7305
500 554 236 155.7 3 63.5 371 311 122.7 500 742 0.389 41.1 1 2241 700 591 4335
Heat Rejection @ 100% Load and 2 5o C Air

Notes
TECHNICAL DATA

DM8414-02 3/4/10
37

Fuel: MDO/ #2/ ULSD
Stroke mm (in) 300 (11.8) 300 (11.8)
BMEP @ 100% Load bar (psi) 22.8 (331) 22.0 (319)
o
o
o
Exhaust Gas System
o
8 o
o
o
o
o
3 cm H2O (in H2O) 25.4 (10) 25.4 (10)
6
6
6
Fuel System
o
o
TECHNICAL DATA
5
38
Fuel: MDO/ #2/ ULSD
o
o
o
o
o
o
o
o
o
C (oF) 32 (90) 32 (90)
C (oF) 38 (100) 38 (100)
o
o
Starting Air System
Tolerances
TECHNICAL DATA
Notes
1
2
3
4
5
6
7
8
9
10
39

Engine Performance
6000 8000
7000
5000
Engine Power (bkW)
6000
Engine Power (bhp)

4000
5000
3000 4000
2000 3000
A 2000 A
1000
P1 P1
1000
0
0
400 500 600 700 800 900 1000
400 500 600 700 800 900 1000

Engine Cons
3 Fuel Press Flow
900 5060 194 1170.2 276 515.9 536 353 1068.3 900 6785 0.319 309.0 82 18220 997 667 37728
Curve A 850 4779 197 1122.2 265 487.3 532 356 1014.4 Curve A 850 6408 0.324 296.3 79 17208 990 673 35823
800 4498 195 1045.5 256 458.5 530 365 967.8 800 6032 0.321 276.0 76 16192 986 689 34178
750 4217 193 970.1 230 405.4 524 381 878.0 750 5654 0.318 256.1 68 14315 975 718 31008
700 2833 196 661.9 137 284.4 515 428 659.5 700 3799 0.323 174.8 41 10044 959 802 23289
650 2408 200 574.0 91 216.3 539 473 536.3 650 3229 0.329 151.5 27 7639 1002 884 18938
600 1972 206 484.2 60 167.0 560 510 435.6 600 2644 0.339 127.8 18 5898 1040 950 15384
550 1636 224 436.8 38 138.9 580 539 376.8 550 2194 0.369 115.3 11 4907 1076 1002 13305
500 1300 227 351.7 27 102.5 571 568 289.2 500 1743 0.374 92.8 8 3622 1060 1055 10214

Engine Cons3 Fuel Press Flow4 Temp to Stack Flo w Engine Cons3 Fuel Press Air Temp to Stack Exh
900 4302 205 1051.3 250 481.7 522 342 979.0 900 5769 0.338 277.6 74 17012 972 648 34572
(Curve P1) 850 3624 206 889.9 2215 424.8 505 346 868.0 (Curve P1) 850 4860 0.339 235.0 656 15002 941 655 30654
800 3021 202 727.5 165 349.9 484 340 707.9 800 4052 0.333 192.1 49 12356 903 644 24999
750 2490 201 596.5 120 274.4 486 363 576.7 750 3339 0.331 157.5 36 9691 907 685 20365
700 2024 204 493.1 81 211.4 494 398 469.5 700 2714 0.336 130.2 24 7465 921 748 16581
650 1621 209 403.5 47 162.1 501 412 368.1 650 2173 0.344 106.5 14 5723 934 774 13000
600 1275 214 325.2 27 128.8 488 414 293.6 600 1709 0.352 85.9 8 4550 910 777 10370
550 982 220 257.5 11 95.7 450 380 207.8 550 1317 0.362 68.0 3 3381 842 716 7338
500 738 227 199.6 9 83.2 425 363 175.3 500 989 0.374 52.7 3 2939 797 685 6192

Notes
o
TECHNICAL DATA
DM8415-01 3/4/10
40

Engine Performance
6000 8000
7000
5000
Engine Power (bkW)
6000
Engine Power (bhp)

4000
5000
3000 4000
3000
2000
A 2000
A
1000 P1 P1
1000
0 0
400 500 600 700 800 900 1000 1100 400 500 600 700 800 900 1000 1100

Engine Cons
4 Turbo Temp Flo w
1000 5420 203 1312.7 271 546.9 543 373 1169.8 1000 7268 0.335 346.6 80 19312 1009 703 41310
Curve A 950 5149 203 1245.8 273 528.6 537 361 1110.1 Curve A 950 6905 0.334 328.9 81 18666 999 682 39202
910 4932 203 1193.8 263 499.8 543 370 1064.0 910 6614 0.334 315.2 78 17651 1009 697 37574
850 4607 204 1118.7 233 439.9 573 410 996.5 850 6178 0.335 295.4 69 15535 1063 770 35193
800 3302 210 827.1 135 306.2 585 460 745.7 800 4428 0.346 218.4 40 10814 1085 859 26333
750 2721 213 692.3 92 230.2 619 505 597.4 750 3649 0.351 182.8 27 8130 1146 941 21096
700 2105 219 550.7 55 168.5 638 536 456.1 700 2823 0.361 145.4 16 5950 1181 997 16107
630 1612 226 434.3 31 123.8 645 545 339.7 630 2162 0.372 114.7 9 4373 1194 1013 11997
600 1559 228 423.5 28 114.6 668 561 321.2 600 2090 0.375 111.8 8 4047 1234 1041 11344
500 1159 236 326.2 14 80.0 661 545 220.9 500 1554 0.389 86.1 4 2825 1222 1013 7803

Engine Cons
3 Fuel Press Flow
4 Turbo Temp Flo w
1000 4608 208 1142.5 244 510.5 523 367 1080.8 1000 6179 0.342 301.7 72 18030 974 693 38167
(Curve P1) 950 3951 210 989.0 207 462.1 526 375 988.5 (Curve P1) 950 5298 0.346 261.1 61 16318 978 707 34910
910 3472 208 861.0 165 387.4 531 398 859.8 910 4657 0.342 227.3 49 13681 988 749 30364
850 2830 211 711.8 107 283.9 551 442 673.5 850 3795 0.347 187.9 32 10027 1023 828 23786
800 2359 214 601.8 73 219.2 571 475 545.6 800 3164 0.352 158.9 22 7742 1059 887 19267
750 1944 218 505.2 49 172.5 584 496 442.1 750 2607 0.359 133.4 15 6091 1083 925 15612
700 1581 222 418.3 32 138.6 579 495 355.1 700 2120 0.366 110.4 10 4894 1074 923 12540
630 1152 227 311.8 17 103.6 532 453 251.1 630 1545 0.374 82.3 5 3660 990 848 8869
600 995 229 271.7 12 91.8 502 426 213.9 600 1335 0.377 71.7 4 3242 936 798 7553
500 576 235 161.4 3 63.9 383 320 125.7 500 772 0.387 42.6 1 2257 721 608 4440

Notes
TECHNICAL DATA

DM8416-02 3/4/10
41
C280-16 FCVR (Sheet 1 of 2)

EPA Tier 2 / IMO II Propulsion Engine Rating: FCVR
Fuel: MDO/ #2/ ULSD
General Data Performance DM# DM8972-00
Engine Output (IMO Certified) bkW (bhp) 5650 (7577)
Cylinder Bore mm (in) 280 (11.0)
Stroke mm (in) 300 (11.8)
Displacement/Cylinder liters (in3) 18.5 (1127)
Compression Ratio 13:1
Firing Pressure, Maximum bar (psi) 173 (2509)
BMEP @ 100% Load bar (psi) 22.9 (333)
Mean Piston Speed m/s (ft/s) 10.0 (32.8)
Idle Speed rpm 350
Crash Reversal Speed, Minimum rpm 300
Time Before Overall (Main) hrs 36,000 - 44,000
Air Filter Restriction, New/Maximum mm H2O (in H2O) 125/380 (5/15)
Air Filter Restriction, Alarm kPa (in H2O) 3.7 (14.9)
o
Inlet Manifold Air Temp. Alarm C (oF) 61 (142)
o
Inlet Manifold Air Temp. Shutdown C (oF) 98 (208)
Intake Manifold Pressure @ 100% Load kPa (psi) 284 (41)
o
Ambient Air Temp. @ Air Cleaner, Maximum C (oF) 45 (113)
Air Flow Rate @ 100% Load (25° C, 101.3 kPa) m3/min (ft3/min) 567 (20,006)
Aftercooler Core Pressure Diff. @ 100% Load (Clean or New kPa (in H2O) 4.0 (16.1)
NOx as NO2 + THC (molecular weight of 13.018) g/bkW-hr (lb/bhp-hr) 10.70 (0.0176)
NOx as NO2 g/bkW-hr (lb/bhp-hr) 9.72 (0.0160)
CO g/bkW-hr (lb/bhp-hr) 0.63 (0.0010)
THC (molecular weight of 13.018) g/bkW-hr (lb/bhp-hr) 0.98 (0.0016)
Particulates g/bkW-hr (lb/bhp-hr) 0.17 (0.0003)
Exhaust Gas System
o
Exhaust Cyl Port Deviation Alarm (From Average) @ 100% Load C (oF) 50 (122)
8 o
Minimum Exhaust Stack Temp (for SCR System design) C (oF) 328 (622)
o
Exhaust Stack Temp @ 100% Load C (oF) 377 (711)
o
Exhaust Stack Temp Alarm @ 100% Load C (oF) 550 (1022)
o
Exhaust Temp to Turbo @ 100% Load C (oF) 571 (1060)
o
Exhaust Temp to Turbo Alarm @ 100% Load C (oF) 630 (1166)
Exhaust Gas Flow @ 100% Load, Stack Temp & 101.3 kPa m3/min (ft3/min) 1221 (43,123)
3 cm H2O (in H2O) 25.4 (10)
6
Lube Oil Cooler kW (Btu/min) 591 (33,610)
Jacket Water kW (Btu/min) 1120 (63,693)
Aftercooler kW (Btu/min) 1627 (92,526)
Exhaust Gas 4 kW (Btu/min) 4297 (244,366)
Radiation kW (Btu/min) 273 (15,525)
Fuel Heat Rejection kW (Btu/min) 33.3 (1,894)
Separate Circuit System (JW) @ 90° C Inlet Temp (with kW (Btu/min) 1,232 (70,063)
Separate Circuit System (OC & AC) @ 32° C Inlet Temp (with kW (Btu/min) 2,418 (137,484)
6
Combined Circuit System (JW, OC & AC) @ 32° C Inlet (with kW (Btu/min) 3,650 (207,546)
6
Fuel System
o
Fuel Temperature, Alarm C (oF) 66 (151)
o
Fuel Temperature, Stop C (oF) 72 (162)
Fuel Manifold Pressure Nominal @ 100% Load kPa (psi) 820 (119)
Fuel Manifold Pressure Range @ 100% Load kPa (psi) 546 - 1090 (79 - 158)
TECHNICAL DATA
Fuel Pressure, Alarm > 650 rpm kPa (psi) 260 (38)
Fuel Pressure, Alarm < 650 rpm kPa (psi) 140 (20)
Fuel Filter Differential Pressure, Alarm kPa (psi) 75 (11)
Pump Suction Restriction, Maximum kPa (psi) -20 (-2.9)
Return Line Backpressure, Maximum kPa (psi) 350 (51)
Flow Rate, Supply lpm (gpm) 78.5 (20.7)
Flow Rate, Return lpm (gpm) 55.0 (14.5)
Fuel Consumption (With pumps +/- 3%) @ 100% Load 5 l/hr (gal/hr) 1408 (371.9)
BSFC (With Pumps +/- 3%) SAE Std @ 100% Load Nominal 5 g/bkW-hr (lb/bhp-hr) 209.0 (0.344)
BSFC (With Pumps + 5%/- 0%) ISO 3046/1@ 100% Load 5 g/bkW-hr (lb/bhp-hr) 205.0 (0.337)
BSFC (Without water pumps + 5%/- 0%)ISO 3046/1@ 100% g/bkW-hr (lb/bhp-hr) 203.1 (0.334)
5
42
C280-16 FCVR (Sheet 2 of 2)
EPA Tier 2 / IMO II Propulsion Engine Rating: FCVR
Fuel: MDO/ #2/ ULSD
Lubricating Oil System Performance DM# DM8972-00
Lube Oil Pressure, Nominal kPa (psi) 380 (55)
Lube Oil Pressure, Alarm (650-1000 rpm) kPa (psi) 320 (46)
Lube Oil Pressure, Alarm (0-650 rpm) kPa (psi) 120 (17)
Lube Oil Pressure, Shutdown (650-1000 rpm) kPa (psi) 260 (38)
Lube Oil Pressure, Shutdown (0-650 rpm) kPa (psi) 105 (15)
o
Lube Oil Temperature, Nominal C (oF) 85 (185)
o
Lube Oil Temperature, Alarm C (oF) 92 (198)
o
Lube Oil Temperature, Shutdown C (oF) 98 (208)
Lube Oil Filter Differential Pressure, Maximum kPa (psi) 104 (15)
Lube Oil Filter Differential Pressure, Alarm kPa (psi) 70 (10)
Lube Oil Filter Differential Pressure, Shutdown kPa (psi) 165 (24)
Lube Oil Sump Level, Alarm (Below Full Level) mm (in) 50 (2)
Sump Capacity (Marine Pan) 9 liters (gal) 1060 (280)
Lube Oil Flow lpm (gpm) 1117 (295)
Prelube Pump Capacity, Intermittent lpm (gpm) 76 (20)
Prelube Pump Capacity, Continuous 1 lpm (gpm) 23 (6)
Oil Consumption @ 100% load NOTE: May be higher at lower l/hr (gal/hr) 4.3 (1.15)
BSOC @ 100% Load, Typical NOTE: Will be higher at lower g/bkW-hr (lb/bhp-hr) 0.7 (0.0012)
o
Inlet Temperature, Minimum C (oF) 83 (181)
o
Inlet Temperature, Nominal C (oF) 90 (194)
o
Inlet Temperature, Maximum C (oF) 95 (203)
o
Outlet Temp before Regulator, Maximum C (oF) 99 (210)
o
Jacket Water Outlet Temperature, Alarm C (oF) 103 (217)
o
Jacket Water Outlet Temperature, Shutdown C (oF) 109 (228)
Pump Inlet Pressure, Minimum kPa (psi) 30 (4.4)
Jacket Water Outlet Pressure, Alarm kPa (psi) 70 (10)
Pump Rise (delta P) @ 85oC (185oF) kPa (psi) 295 (42.8)
External Restriction Pressure Drop (Full Flow) 10 kPa (psi) 103 (14.9)
Pump Capacity (JW Circuit Only for Separate Circuit) lpm (gpm) 2,920 (771)
C (oF) 32 (90)
C (oF) 38 (100)
o
Inlet Temp, Alarm C (oF) 39 (102)
o
Inlet Temp, Shutdown C (oF) 42 (108)
Pump Inlet Pressure, Minimum kPa (psi) -5.0 (-0.73)
AC/OC Water Pump Outlet Pressure, Alarm kPa (psi) 70 (10)
Pump Rise (delta P) @ 32oC (90oF) kPa (psi) 305 (44.2)
External Restriction Pressure Drop AC/OC Circuit (Full Flow) 10 kPa (psi) 85 (12.3)
External Restriction JW, AC/OC Combined Circuit (Full Flow) 10 kPa (psi) 85 (12.3)
Pump Capacity (AC/OC Separate or JW, AC/OC Combined lpm (gpm) 1730 (457)
Starting Air System
Low Air Pressure, alarm bar (psi) 5.2 (75)
Air Pressure, minimum (Engine Only, Dual Starter) bar (psi) 3.4 (50)
Air Pressure, Maximum Dynamic Pressure (Dual Starter) bar (psi) 10.4 (150)
Air Pressure, Maximum Static Pressure (Dual Starter) bar (psi) 13.8 (200)
Tolerances
TECHNICAL DATA
Notes
1
2
3
4
5
6
7
8
9
10
43
RATED SPEED (RPM): 1000 ENGINE RATING: Fast Vessel

Engine Performance
6000 8000
7000
5000
Engine Power (bkW)
6000
Engine Power (bhp)

4000
5000
3000 4000
3000
2000
A 2000
A
1000 P1 P1
1000
0 0
400 500 600 700 800 900 1000 1100 400 500 600 700 800 900 1000 1100

Engine Cons
4 Turbo Temp Flo w
1000 5650 209 1407.6 284 566.5 571 377 1221.1 1000 7577 0.344 371.6 84 20007 1060 711 43122
Curve A 950 5307 210 1328.5 283 546.0 568 370 1163.4 Curve A 950 7117 0.346 350.8 84 19282 1054 698 41087
910 5141 209 1280.8 275 530.0 549 372 1132.6 910 6894 0.344 338.2 81 18715 1020 702 39997
850 4720 211 1187.2 243 475.1 580 415 1084.1 850 6330 0.347 313.4 72 16778 1076 779 38284
800 3480 212 879.4 143 323.2 591 455 782.3 800 4667 0.349 232.2 42 11414 1096 851 27628
750 2810 214 716.8 96 244.7 623 510 638.6 750 3768 0.352 189.3 28 8642 1153 950 22553
700 2310 220 605.8 57 173.0 645 532 467.2 700 3098 0.362 159.9 17 6109 1193 990 16498
630 1632 224 435.8 32 128.3 646 543 350.7 630 2189 0.369 115.1 9 4530 1195 1009 12385
600 1496 227 404.8 27 116.5 672 571 329.6 600 2006 0.374 106.9 8 4113 1242 1060 11641
500 1160 240 331.9 15 81.0 663 549 224.9 500 1556 0.395 87.6 4 2861 1225 1020 7942

Engine Cons
3 Fuel Press Flow
4 Turbo Temp Flo w
1000 5650 209 1407.6 284 566.5 571 377 1221.1 1000 7577 0.344 371.6 84 20007 1060 711 43122
(Curve P1) 950 4844 208 1201.1 198 541.8 575 388 1183.8 (Curve P1) 950 6496 0.342 317.1 59 19133 1067 730 41807
910 4258 210 1065.8 179 390.7 543 401 875.7 910 5710 0.346 281.4 53 13798 1009 754 30924
850 3470 212 876.9 123 289.5 545 453 701.2 850 4653 0.349 231.5 36 10222 1013 847 24762
800 2893 215 741.4 77 229.5 580 479 577.3 800 3879 0.354 195.7 23 8106 1076 894 20386
750 2384 220 625.1 55 181.4 591 504 472.6 750 3196 0.362 165.0 16 6407 1096 939 16690
700 1938 225 519.8 43 137.6 592 502 358.7 700 2599 0.370 137.2 13 4858 1098 936 12669
630 1413 226 380.6 21 108.0 541 463 266.8 630 1895 0.372 100.5 6 3815 1006 865 9420
600 1220 228 331.7 15 93.7 505 431 221.3 600 1637 0.375 87.6 4 3308 941 808 7816
500 706 234 197.0 2 60.8 390 328 122.1 500 947 0.385 52.0 1 2146 734 622 4313

Notes
TECHNICAL DATA

DM8972-00 4/10/07
44
Auxiliary and Diesel Electric Propulsion Data
C280-6 Continuous (Sheet 1 of 2)
EPA Tier 2 / IMO II Auxiliary or DEP Engine Rating: Continuous
Fuel: MDO/ #2/ ULSD
Stroke mm (in) 300 (11.8) 300 (11.8)
BMEP @ 100% Load bar (psi) 20.8 (301) 20.0 (290)
o
o
o
m /min (ft /min)
Exhaust Gas System
o
8 o
o
o
o
o
3 cm H2O (in H2O) 25.4 (10) 25.4 (10)
6
6
6
Fuel System
o
o
TECHNICAL DATA
5
45

Fuel: MDO/ #2/ ULSD
o
o
o
o
o
o
o
o
o
C (oF) 32 (90) 32 (90)
C (oF) 38 (100) 38 (100)
o
o
Starting Air System
Tolerances
TECHNICAL DATA
Notes
1
2
3
4
5
6
7
8
9
10
46
C280-6 Prime (Sheet 1 of 2)
EPA Tier 2 / IMO II Auxiliary or DEP Engine Rating: Prime
Fuel: MDO/ #2/ ULSD
Stroke mm (in) 300 (11.8) 300 (11.8)
BMEP @ 100% Load bar (psi) 22.9 (332) 22.0 (319)
o
o
o
Exhaust Gas System
8 o
C (oF) 50 (122) 50 (122)
o
o
o
o
o
3 cm H2O (in H2O) 25.4 (10) 25.4 (10)
6
6
6
Fuel System
o
o
TECHNICAL DATA
5
47

Fuel: MDO/ #2/ ULSD
o
o
o
o
o
o
o
o
o
C (oF) 32 (90) 32 (90)
C (oF) 38 (100) 38 (100)
o
o
Starting Air System
Air Max Static Pressure Reference (Standard or HD Starter) bar (psi) 13.8 (200) 13.8 (200)
Tolerances
TECHNICAL DATA
Notes
1
2
3
4
5
6
7
8
9
10
48
Fuel: MDO/ #2/ ULSD
Stroke mm (in) 300 (11.8) 300 (11.8)
BMEP @ 100% Load bar (psi) 20.8 (301) 20.0 (290)
o
o
o
Exhaust Gas System
o
8 o
o
o
o
o
3 cm H2O (in H2O) 25.4 (10) 25.4 (10)
6
Separate Circuit System (OC & AC) @ 32° C Inlet Temp (with kW (Btu/min) 985 (55,993) 1,175 (66,810)
6
6
Fuel System
o
o
TECHNICAL DATA
5
49

Fuel: MDO/ #2/ ULSD
o
o
o
o
o
o
o
o
o
C (oF) 32 (90) 32 (90)
C (oF) 38 (100) 38 (100)
o
o
Starting Air System
Tolerances
TECHNICAL DATA
Notes
1
2
3
4
5
6
7
8
9
10
50
Fuel: MDO/ #2/ ULSD
Stroke mm (in) 300 (11.8) 300 (11.8)
BMEP @ 100% Load bar (psi) 22.8 (331) 22.0 (319)
o
o
o
Exhaust Gas System
8 o
C (oF) 50 (122) 50 (122)
o
o
o
o
o
3 cm H2O (in H2O) 25.4 (10) 25.4 (10)
6
6
6
Fuel System
o
o
TECHNICAL DATA
5
51

Fuel: MDO/ #2/ ULSD
o
o
o
o
o
o
o
o
o
C (oF) 32 (90) 32 (90)
C (oF) 38 (100) 38 (100)
o
o
Starting Air System
Air Max Static Pressure Reference (Standard or HD Starter) bar (psi) 13.8 (200) 13.8 (200)
Tolerances
TECHNICAL DATA
Notes
1
2
3
4
5
6
7
8
9
10
52
Fuel: MDO/ #2/ ULSD
Stroke mm (in) 300 (11.8) 300 (11.8)
BMEP @ 100% Load bar (psi) 20.8 (302) 20.0 (291)
o
o
o
m /min (ft /min)
Exhaust Gas System
o
8 o
o
o
o
o
Exhaust System Backpressure, Maximum 3 cm H2O (in H2O) 25.4 (10) 25.4 (10)
6
6
6
Fuel System
o
o
TECHNICAL DATA
5
53

Fuel: MDO/ #2/ ULSD
o
o
o
o
o
o
o
o
o
C (oF) 32 (90) 32 (90)
C (oF) 38 (100) 38 (100)
o
o
Starting Air System
Tolerances
TECHNICAL DATA
Notes
1
2
3
4
5
6
7
8
9
10
54
Fuel: MDO/ #2/ ULSD
Stroke mm (in) 300 (11.8) 300 (11.8)
BMEP @ 100% Load bar (psi) 22.9 (332) 22.0 (319)
o
o
o
Exhaust Gas System
8 o
C (oF) 50 (122) 50 (122)
o
o
o
o
o
3 cm H2O (in H2O) 25.4 (10) 25.4 (10)
6
6
6
Fuel System
o
o
TECHNICAL DATA
5
55

Fuel: MDO/ #2/ ULSD
o
o
o
o
o
o
o
o
o
C (oF) 32 (90) 32 (90)
C (oF) 38 (100) 38 (100)
o
o
Starting Air System
Tolerances
TECHNICAL DATA
Notes
1
2
3
4
5
6
7
8
9
10
56
Fuel: MDO/ #2/ ULSD
Stroke mm (in) 300 (11.8) 300 (11.8)
BMEP @ 100% Load bar (psi) 20.8 (301) 20.0 (290)
o
o
o
m /min (ft /min)
Exhaust Gas System
o
8 o
o
o
o
o
3 cm H2O (in H2O) 25.4 (10) 25.4 (10)
6
6
6
Fuel System
o
o
TECHNICAL DATA
5
57

Fuel: MDO/ #2/ ULSD
o
o
o
o
o
o
o
o
o
C (oF) 32 (90) 32 (90)
C (oF) 38 (100) 38 (100)
o
o
Starting Air System
Tolerances
TECHNICAL DATA
Notes
1
2
3
4
5
6
7
8
9
10
58
Fuel: MDO/ #2/ ULSD
Stroke mm (in) 300 (11.8) 300 (11.8)
BMEP @ 100% Load bar (psi) 22.8 (331) 22.0 (319)
o
o
o
m /min (ft /min)
Exhaust Gas System
8 o
C (oF) 50 (122) 50 (122)
o
o
o
o
o
Exhaust System Backpressure, Maximum 3 cm H2O (in H2O) 25.4 (10) 25.4 (10)
6
6
6
Fuel System
o
o
TECHNICAL DATA
5
59

Fuel: MDO/ #2/ ULSD
o
o
o
o
o
o
o
o
o
C (oF) 32 (90) 32 (90)
C (oF) 38 (100) 38 (100)
o
o
Starting Air System
Tolerances
TECHNICAL DATA
Notes
1
2
3
4
5
6
7
8
9
10
60
Lubrication Oil System
General
The lube system is designed to provide a constant supply of filtered oil at 430
kPa pressure under all engine operating conditions. The major feature of the C280
lube system is the priority valve, shown in Figure 1, to regulate the oil pressure at
the cylinder block main oil gallery rather than at the oil pump. The oil gallery
pressure thus becomes independent of the oil filter and oil cooler pressure drops.
Priority Valve
Figure 1
Internal Lubrication System

Oil Coolers
The engines are equipped with an engine mounted two element lube oil cooler,
with the water flow arranged in series. A three element lube oil cooler is available
LUBRICATION OIL SYSTEM
on vee engines to ensure proper cooling in high ambient conditions. These oil
coolers are in a shell and tube type design.
Thermostats
Four thermostats in the lube system control the oil inlet temperature to 85°C.
Oil Filters
The oil pan is equipped with a 650-micron suction screen. The duplex final 20-
micron lube oil filters can be changed while the engine is operating. The normal
procedure specifies the filters to be changed at 100 kPa pressure drop across the
filters.
61
Centrifugal Bypass Filters

Engine mounted centrifugal bypass oil filters are installed as standard. The filters
receive 3-4% of the oil pump flow and remove solid, micron size particles and can
extend the oil filter change periods. The centrifugal filters each have a dirt capacity
of 3.6 kg (8 lb.). Typical cleaning intervals are outlined in the Maintenance Interval
Schedule section of this guide and discussed in detail in the Caterpillar Operation
and Maintenance Manual. An additional shipped loose lube oil centrifuge, customer
mounted off-package, can be provided to circulate the oil sump in order to extend
the oil life.
Oil Pumps
The engine driven oil pumps provide more than the required engine oil flow at
rated conditions. This allows high oil pressure early in the operating speed range
and provides flow margin.
Lube Oil Heaters
The Caterpillar lube oil heating system is a package mounted unit that is used in
combination with a jacket water heater. The typical package includes:
• Circulating pump
• Electric oil heater (9 kW for In-line engines and 11 kW for Vee engines)
• Control panel, including pump control and temperature control, etc.
Lube oil heaters may be necessary when ambient temperatures are below 10°C
(50°F) or when quick start capability is required. In some applications, jacket water
heaters in conjunction with continuous prelubrication may satisfy lube oil heating
requirements; however, this method of heating should be carefully considered
before ordering.
Prelubrication
Prelubrication is required for C280 series engines and several types of automatic
prelubrication systems are available from Caterpillar. These automatic prelubrication
systems include starting controls, electric or air powered pumps, a check valve and
engine piping. The prelube pumps, whether electric or air powered, must be
powered from a source independent of any single failure that could prohibit the
engine from starting. A check valve is used to prevent pressurized oil from flowing
through the prelube pump during engine operation.
Automatic prelubrication systems available for Caterpillar C280 diesel engines
are:
• Redundant Prelube System (recommended system)
• Intermittent Prelube System
• Continuous Prelube System
Redundant Prelube System (recommended system)
The redundant prelube system combines electric continuous and pneumatic
intermittent prelube systems, offering the benefits of both. Under normal
circumstances, the electric continuous prelube pump keeps the engine ready for
immediate start-up, but if the electric continuous pump should fail, the pneumatic
62
intermittent prelube pump will operate. This system is typically selected for
dynamic positioning rig applications (DP2 and DP3), when it is critical that an
engine is able to start.
Intermittent Prelube System
The pneumatic intermittent prelube system uses an engine mounted pump that is
engaged immediately prior to engine start-up, providing suitable performance for
applications not requiring quick start capability.
Continuous Prelube System
The electric continuous prelube system eliminates the delay of waiting for the
completion of the intermittent prelube cycle. This system is for immediate starting
applications and is typically used in conjunction with jacket water and lube oil
heating systems.
Postlubrication
C280 diesel engines have a standard postlubrication cycle of 60 seconds that
maintains the oil flow after engine shutdown to protect the turbocharger bearings.
However, an engine will not postlube if the Emergency Stop (E-Stop) button is
depressed to shutdown the engine. Since an oil leak could potentially require the
use of the E-Stop button, the postlube is disabled to stop the flow to a possible
leak. Since no postlube occurs with the use of the E-Stop button, it should be used
for emergency shutdowns only.
Generator Bearing Lube Oil System

The large generators packaged with C280 Series Generator Set packages will
typically require a forced bearing lubrication system, which typically utilizes a
mechanical generator-driven pump to supply lubrication to both front and rear
generator bearings.
Caterpillar supplies a Generator Lubrication Module (GLM) for Kato Generators to
provide for prelubrication of the generator bearings prior to start-up and to operate
in the event of the mechanical pump failure. The GLM is a prepackaged unit that is
typically base mounted, but can be remote mounted to suit site specific application
requirements. The typical GLM package includes:
• Oil tank
• Electric motor driven oil pump
• Air operated oil pump
• Oil cooler
• Oil filter
• Flow divider to split oil flow to bearings
• Piping, valves and fittings on package
The redundant GLM air prelube pump is available for black start conditions and
will operate in parallel with the engine air prelube pump.
63
For generators supplied by others, the generator manufacturer is responsible for

providing any forced lubrication system that may be required to meet tilt
requirements.
Oil Requirements
Due to significant variations in the quality and performance of commercially
available lubrication oils, Caterpillar recommends the oils listed in the following
table for C280 Series Engines that use distillate diesel fuel.
CAT DEO (Diesel Engine Oil) for C280 Series Diesel Engines Operating on
Distillate Diesel Fuel
SAE Viscosity Ambient Temperature
Caterpillar Oil TBN
Grade Minimum Maximum
SAE 30 13.0 0°C (32°F) 40°C (104°F)
DEO
SAE 40 13.0 5°C (41°F) 50°C (122°F)
DEO
SAE 15W-40 11.3 -15°C (5°F) 50°C (122°F)
Multigrade
Lubricant Viscosity
The primary recommendation for the C280 family of engines is SAE 40-grade oil.
SAE 30 and some multigrade oils may be used if the application requires. SAE 30 is
preferable to multigrade oil.
Total Base Number (TBN)
C280 engines operating on distillate fuel require a TBN of 10 times the sulfur
level measured in percent of weight. (Example: For a sulfur content of 1% weight,
the TBN would be 10.) The minimum TBN level regardless of the sulfur content is
5. Excessively high TBN or high ash oils should not be used in C280 Series engines
on distillate fuel, as these oils may lead to excessive piston deposits and loss of oil
control. Successful operation of C280 series engines has generally been obtained
with new TBN levels between 10 and 15.
Use of Commercial Oil
Caterpillar does not recommend the names of other commercial brands of lube
oils, but has established guidelines for their use. Commercially available lubrication
oils may be used in Caterpillar C280 Series Diesel Engines, but they must have
proof of performance in Caterpillar’s Field Performance Evaluation, included in
Caterpillar document SEBU7003, 3600 Series and C280 Series Diesel Engine Fluids
Recommendations.
Oil Change Interval

To achieve maximum life from the engine oil and provide optimum protection for
the internal engine components, a Scheduled Oil Sampling program (S•O•S) should
be used. This program is available through the Caterpillar dealer network. If an
64
S•O•S analysis program is not available, the oil change interval is recommended in
accordance with the following table.
Oil Change Intervals for C280 Series Diesel Engines Operating on Distillate
Diesel Fuel
Engine Model Lube Oil Capacity Oil Change Interval
C280-6 880 L (229 US gal) 1400 Service Hours
Scheduled Oil Sampling

TBN, viscosity and oil consumption trends must be analyzed every 250 hours.
The S•O•S analysis involves a two-part test program:
A) Wear Analysis
The Wear Analysis identifies engine wear elements present in the oil. These
elements indicate the condition of the engine.
B) Oil Condition Analysis.
The Oil Condition Analysis identifies the wear status of the oil. The program will
determine oil change intervals based on trend analysis and condemning limits
established for the engine.
Increasing Oil Change Intervals
Oil change intervals can only be increased when the S•O•S analysis indicates that
the condemning limits have not been reached, and only when trend lines indicate a
stable constant slope. Oil change intervals should only be increased in 250-hour
increments, especially in situations where the turn-around time for the oil analysis
is long.
Initial Oil Change Interval
The following table shows the required initial oil change volume based upon
engine type used and the standard oil sump size; typically an integral dry sump,
built into base. Contact Caterpillar for non-standard oil sump initial change
intervals.
Change Interval without Oil Analysis Results

If S•O•S analysis results are not available, the initial oil change interval should be
used to determine oil change intervals. Even though oil sampling results may not be
available on the recommended 250 hour intervals, oil samples should be analyzed
at every oil change period, even if the turnaround time for the data is long.
Inclination Capability
The standard marine propulsion engine oil pan is capable of meeting the
inclination criteria for installation angles (rear down), of 5° for the C280-6/C280-
12 engines and 3° for the C280-8/C280-16 engines.
65
For marine auxiliary engine applications, the Caterpillar packages utilize a shallow
dry sump mounted on the engine, which gravity drains into a wet sump that is
integral to the base assembly. This design allows for a reduced engine room
footprint, eliminates the need for a second lube oil pump and provides 15° static
and 25° dynamic tilt capability. For generators supplied by others, generator
manufacturer is responsible for providing any forced lubrication system that may be
required for their generator to meet tilt requirements. For higher tilt requirements
contact the factory.
Customer Piping Connections

Engine Connections
Oil Fill and Drain – 38 mm (1-1/2 in. 150# ANSI Flange)
Package Connections
Lube Oil Centrifuge – Inlet and Outlet Connections – 38 mm (1-1/2 in. 150#
ANSI Flange)
Lube Oil System Schematic

Engine internal and typical external lube oil systems are illustrated on the
schematic shown on the following page.
66
67
Crankcase Ventilation System

Crankcase Emissions
Crankcase emissions result from combustion byproducts and/or exhaust fumes
escaping around the piston rings and into the crankcase, commonly called blow-by.
If not controlled, this blow-by can contaminate the lube oil and pressurize the
crankcase, possibly leading to an oil leak.
Venting the emissions to the atmosphere is a simple solution to release the
pressure and trapped fumes. Managing the emissions, however, adds complexity to
crankcase ventilation systems.
Vent tubes and crankcase breathers are currently provided on the C280 diesel
engine and integral oil sump to allow this gas to escape. However, as emission
laws become more stringent, it is inevitable that crankcase emissions will be
included in total system emission values. In the future, ventilating crankcase
emissions to the atmosphere will be discouraged or prohibited.
Current C280 diesel engines still require that crankcase fumes be vented to
atmosphere. A closed-loop, on-engine crankcase filtration system (ingestive
system) for the C280 series diesel engine is currently not available. Contact the
factory for more details.
Crankcase Fumes Disposal

Do not vent crankcase and integral oil sump fumes into the engine room. The oily
fumes will have a tendency to clog air filters.
Crankcase fumes should be discharged directly to the atmosphere through a
venting system individual for each engine.
The engine has breathers located on each cylinder bank on the engine. Crankcase
fumes vent pipes must be of sufficient size to prevent the buildup of excessive
backpressure in the crankcase. Blow-by on a new engine will be approximately
0.02 m³/hr-bkW (0.5 ft³/hr bhp). The pipes should also be adequately sized to
accommodate a worn engine. Size the vent piping for 0.04 m³/hr-bkW (1.0 ft³/hr
bhp) with a maximum of 13 mm H2O (0.5 in. H2O) pressure drop in the piping.
CRANKCASE VENTILATION SYSTEM
Formulas for calculating backpressure can be found in the Crankcase Ventilation

section of the current Application and Installation Guide.
Loops or low points in a crankcase vent pipe must be avoided to prevent liquid
locks from the condensation in the pipe and thus restricting the discharge of fumes.
Where horizontal runs are required, install the pipe with a gradual rise of 41.7
mm/m, (½ in/ft) slope from the engine. The weight of the vent pipes will require
separate off-engine supports as part of the installation design. Further additional
flexible connections will need to be installed to accommodate the engine
movement.
The pipe should vent directly into the atmosphere at a well-considered location
and be fitted with a gooseneck or similar arrangement to keep rain or water spray
from entering the engine. Consideration should also be given to other equipment
68
located near the discharge area. If not located properly, the oil carryover can
accumulate over time and become unsightly.
An oil condensate trap, as shown on the following drawing, will minimize the
amount of oil discharged from the vent pipe.
The crankcase pressure should not vary more than 25.4 mm H2O (1.0 in. H2O)
of water from ambient barometric pressure. Measurement should be made at the
engine dipstick location with the engine at operating temperature and minimum at
80%-90% of rated load.
Rubber boot for 60.3 mm (2.375 in.) O.D. tubing. In-line engines require 1 boot
and vee engines require 2 boots.
69
Typical Crankcase Piping System

70
Fuel System
General
The fuel system utilizes unit injectors to deliver the correct amount of fuel to the
cylinder at the precise moment it is needed, enabling the C280 diesel engine to
produce maximum power at maximum efficiency with a minimum of exhaust
emissions.
Internal Fuel System

The main fuel system components are the engine driven transfer pump,
secondary duplex media type fuel filters (5 micron), fuel unit injectors and a fuel
backpressure regulator.
A manual fuel priming pump is also available. This pump is recommended if no
electrical priming pump is available.
Fuel Transfer Pump
The engine driven fuel transfer pump is a gear type pump that delivers the fuel
through the filters to the injectors. The recommended delivery pressure to the
injectors is 800 to 840 kPa (116 to 122 psi) at rated load and speed for C280
engines. The delivery pressure is controlled by adjusting the fuel pressure regulator
setting on site during commissioning of the engine. The pump is equipped with a
pump mounted safety valve and the fuel flow at rated rpm is listed in the technical
data and varies with engine speed. The pump is mounted on the left hand side.
Unit Injectors (EUI)
The electronically controlled fuel unit injectors combine the pumping, metering
and injecting elements into a single unit mounted in the cylinder head. External
manifolds supply low pressure fuel from the transfer pump to the cylinder heads.
High pressure lines are not used. A 100 micron edge type filter is built into each
unit injector.
External Fuel System Design Considerations

Diesel fuel supply systems must ensure a continuous and clean supply of fuel to
the engine’s fuel system. The fuel system is designed for distillate fuel, requiring
viscosity ranging from 1.4 cSt to 20 cSt at 38°C (100°F).The external fuel system
typically has three major components: a fuel storage system, a fuel transfer system
and fuel filtration system; and each of these systems demand careful attention to
ensure the success of each installation.
Fuel Storage System
Tank Location
COOLING SYSTEM
The tanks should not exceed the height of the engine fuel injectors in order to
prevent possible leakage of fuel into the cylinders. If a higher position is
unavoidable, then an auxiliary fuel tank or head limiting tank may be required.
Otherwise, check valves with backpressures set to the fuel column height must be
installed. Caterpillar fuel transfer pumps lifting capability is equivalent to 40 kPa (6
psi) inlet restriction.
71
Fuel Transfer System

Line Restriction
The piping carrying fuel to the fuel transfer pump and the return line carrying
excess fuel to the tank should be no smaller than the engine connections. The
maximum inlet flow restriction is 20 kPa (3 psi) at rated speed. Air in the system
causes hard starting, erratic engine operation and will erode injectors.
Return Line
The return line should enter the top of the tank without shutoff valves. Bypass
(return) fuel leaving the engine pressure regulator should be returned to the engine
day tank. If the return fuel is cooled and not returned to the day tank, provisions
must be made to have the piping system vented for entrapped air and gasses.
Fuel Filtration System
Primary Fuel Filter
Caterpillar recommends the use of a primary filter/strainer prior to the engine
transfer pump and offers a duplex, primary filter (178 micron) for this purpose.
Water Separation
Caterpillar also recommends the use of a water and sediment separator in the
supply line ahead of the transfer pump, and offers a Racor filter/water separator for
this purpose.
Miscellaneous Fuel System Considerations
Flexible Connections
Connections to the engine must be flexible hose and must be located directly at
the engine inlet and outlet to accommodate engine motion.
Fuel Temperature
Engines are power set at the factory with 30°C ± 3°C (86°F ±5°F) fuel to the
engine transfer pump. Higher fuel temperatures will reduce fuel stop power
capability. The “fuel stop” power reduction is 1% for each 5.6°C (10°F) fuel
supply temperature increase above 30°C (86°F). If the engine is operating below
the “fuel stop” limit, the governor will add fuel as required to maintain the required
engine speed. The classification societies have a maximum return to tank fuel
temperature. This temperature is related to the fuel flash point. To obtain good fuel
filter life, the engine fuel supply temperature should be less than 40°C (104°F).
The minimum allowable viscosity of the fuel entering the engine is 1.4 cSt.
Fuel Coolers
The need for fuel coolers is project specific and depends greatly on day tank size
and location. See the following table for fuel heat rejection data.
COOLING SYSTEM
72
Fuel Cooler Fuel Flow and Heat Rejection
Fuel Flow to Fuel Heat
Rated Speed
Engine Engine Rejection
rpm
L/min (gal/min) kW (Btu/min)
1000 41.5 (11.0) 12.5 (712)
C280-6
900 38.0 (10.0) 11.0 (626)
1000 41.5 (11.0) 16.7 (951)
C280-8
900 38.0 (10.0) 14.6 (831)
1000 78.5 (20.7) 25.0 (1423)
C280-12
900 72.0 (19.0) 22.0 (1252)
1000 78.5 (20.7) 33.3 (1895)
C280-16
900 72.0 (19.0) 25.4 (1668)
Fuel Recommendations
The fuels recommended for use in Caterpillar C280 series diesel engines are
normally No. 2-D diesel fuel and No. 2 fuel oil, although No. 1 grades are also
acceptable. The following table lists worldwide fuel standards which meet
Caterpillar requirements.
Fuel with CIMAC designation DB, commonly referred to as Marine Diesel Oil
(MDO), is an acceptable fuel, provided the fuel complies with Caterpillar fuel
recommendations.
Worldwide Fuel Standards1
Standard Name Description
No. 1-D and No. 2-D
ASTM D975
Diesel Fuel Oils
American ASTM D396 No. 1 and No. 2 Fuel Oils
No. 1-GT and No. 2-GT
ASTM D2880
Gas Turbine Fuels
Classes A1, A2 and B2
BS 2869
British Engine Fuels
BS 2869 Classes C2 and D Burner Fuels
DIN 51601 Diesel Fuel
West German
DIN 51603 Heating Oil El
Australian AS 3570 Automotive Diesel Fuel
Japanese JIS K2204 Types 1 (spl), 1, 2, 3, and 3 (spl) Gas Oil
COOLING SYSTEM
DF-1, DF-2 Conus and

W-F-800C
U.S. Government DF-20 Conus Diesel Fuel
W-F-815C FS-1 and FS-2 Burner Fuel Oil
U.S. Military MIL-L-16884G Marine Oil
1. These fuel standards are usually acceptable, but are subject to change. The distillate fuel chart
for acceptable limits should be used as the guide for any fuel whether it’s listed in this chart or not
(consult Caterpillar A&I for acceptability of any other fuels).
73

Engine Fuel Line Connections
Fuel Supply Excess Fuel Return
38 mm (1-1/2 in.) ANSI Flange 38 mm (1-1/2 in.) ANSI Flange
Fuel System Schematic

A typical fuel system is illustrated below.
COOLING SYSTEM
74
Cooling System
General
The cooling system configuration for the Caterpillar C280 series diesel engine in
marine applications can be either the separate circuit system or the combined
circuit system, also referred to as the single circuit - two pump system. The
selection of either of these systems is based on several criteria:
1. Applicable emission requirements, i.e. EPA Tier 2 or IMO.
2. Available sea water temperature.
The heat rejection data in this project guide are based on 32°C water to the
aftercooler and 45°C air to the turbocharger inlet. The cooling system is laid out
for the following temperature levels:
1. 32°C (90°F) nominal water temperature to the aftercooler and oil cooler
(IMO allows 32°C water with 25°C ambient sea water; and EPA Tier 2
requires 32°C water with 27°C ambient sea water). Refer to the Heat
Exchanger Sizing Requirements for C280 Engines chart on page 78.
2. 90°C (194°F) nominal jacket water temperature to the cylinder block (93°C
thermostatic valve is used for heat recovery applications).
3. 85°C (185°F) nominal oil temperature to bearings.
Internal Cooling System

Fresh Water Pumps
The C280 engine has two identical gear-driven centrifugal water pumps mounted
on the front housing. The right-hand pump (viewed from the flywheel end) supplies
coolant to the block and heads. The left-hand pump supplies coolant to the
aftercooler and oil cooler.
External Cooling System Design Considerations

Coolant Flow Control
The correct coolant flows are obtained by factory installed orifices on the engine,
combined with proper external circuit resistance set at each site during
commissioning, either with customer installed orifices or balancing valves, although
a lockable plug valve is recommended. The external circuit resistance setting
establishes the total circuit flow by balancing total circuit losses with the
characteristic pump performance curves. Correct external resistance is very
important. Too high a resistance will result in reduced flows to the aftercooler and
oil cooler, and their effectiveness will decrease. If there is too low a resistance, the
COOLING SYSTEM
fluid velocity limits may be exceeded, and cavitation / early wear could be the
result.
75
Note: Factory packaged cooling systems eliminate the need for the customer to set
external resistance for engine cooling circuits at site. Proper flow rates for the
engine cooling circuits of a factory packaged cooling system are designed by
Caterpillar and tested during the Factory Acceptance Test.
Listed below are the recommended external resistance maximum pressure drops
for C280 engines.
C280-6 and C280-8 Combined Circuit
C280 C280
Engine Speed
Differential Press kPa (PSI) Differential Press kPa (PSI)
RPM
Full cooler flow Full by-pass flow
1000 91 (13) 130% of 91 (13)
900 71 (10) 130% of 71 (10)
C280-12 and C280-16 Combined Circuit
C280 C280
Engine Speed
RPM
1000 85 (12) 130% of 85 (12)
900 66 (9.6) 130% of 66 (9.6)
C280-6 and C280-8 Separate Circuit (Low Temperature Circuit)
C280 C280
Engine Speed
RPM
1000 104 (15) 130% of 104 (15)
900 84 (12) 130% of 84 (12)
C280-6 and C280-8 Separate Circuit (High Temperature Circuit)
C280 C280
Engine Speed
RPM
1000 99 (14) 130% of 99 (14)
900 77 (11) 130% of 77 (11)
C280-12 and C280-16 Separate Circuit (Low Temperature Circuit)

C280 C280
COOLING SYSTEM
Engine Speed
RPM
1000 85 (12) 130% of 85 (12)
900 66 (9.6) 130% of 66 (9.6)
76
C280-12 and C280-16 Separate Circuit (High Temperature Circuit)
C280 C280
Engine Speed
RPM
1000 103 (15) 130% of 103 (15)
900 81 (12) 130% of 81 (12)
Coolant Temperature Control
The C280 engine uses fluid inlet control temperature regulators to provide
uniform coolant temperature to the aftercooler, oil cooler, and cylinder block. For
the combined circuit system, the AC/OC circuit is externally regulated to provide a
nominal 32°C (90°F) coolant temperature. The high temperature jacket water
system uses the AC/OC outlet water to maintain 90°C (194°F) inlet water to the
block. For the separate circuit system, both the AC/OC and jacket water systems
are externally regulated, using sea water to maintain the required 32°C (90°F)
AC/OC and 90°C (194°F) jacket water temperatures.
Sea Water Pump (customer furnished)
The seawater pump is typically supplied by the customer because the optionally
supplied Caterpillar engine mounted sea water pump does not have sufficient
suction capability to lift water from sea level to the engine room on a typical
offshore platform.
Expansion Tanks
Expansion tanks are available from Caterpillar as standard options. The combined
circuit expansion tank is full flow. The separate circuit expansion tank is full flow
for the jacket water circuit and the AC/OC circuit is a shunt type connection. Note
that a single expansion tank is used to provide water and venting for both circuits.
System Capacities
Engine Expansion Tank
Expansion Heat
Engine Coolant Standard Increased Tank Piping Exchanger
Volume Capacity Capacity
Liters (kg)
C280-6 400 (400) 300 (300) 475 (475) 150 (150) 50 (50)
C280-8 530 (530) 300 (300) 475 (475) 150 (150) 50 (50)
C280-12 800 (800) 300 (300) 475 (475) 200 (200) 100 (100)
C280-16 1060 (1060) 300 (300) 475 (475) 200 (200) 100 (100)
U.S. Gallons (lb)
COOLING SYSTEM
C280-6 105 (875) 80 (667) 125 (1042) 40 (333) 15 (125)

C280-8 140 (1167) 80 (667) 125 (1042) 40 (333) 15 (125)
C280-12 210 (1751) 80 (667) 125 (1042) 55 (441) 30 (250)
C280-16 280 (2334) 80 (667) 125 (1042) 55 (441) 30 (250)
77
Heat Exchangers
Caterpillar offers heat exchangers of the plate and frame type. Heat exchanger
sizing and performance depends on emission requirements, water flow and
temperature differential. Control of the sea water velocity must be maintained to
avoid erosion problems with the heat exchangers.
Heat Exchanger Sizing
The minimum acceptable heat exchanger configuration for either the separate
circuit system or combined circuit system must provide coolant temperature at the
AC/OC pump inlet in accordance with applicable emission requirements, and must
consider the following:
1. Maximum expected ambient temperature
2. Maximum engine power capability (rack stop setting)
3. Maximum expected sea-water temperature
4. Expected sea-water fouling factor
5. Anticipated coolant composition (i.e. 50% glycol).
See the technical data section of this project guide for specific heat rejection
figures. For more reference, refer to the following Heat Exchanger Sizing Chart.
COOLING SYSTEM
78
Jacket Water Heaters
Jacket water heaters may be required to meet cold starting and load acceptance
criteria. To provide for the optimum usage of the heater, Caterpillar routes the
heater water into the top of the cylinder block and exit at the bottom to maintain
block temperature. Caterpillar offers an optional 15 kW heater for C280-06 engine
installations, and a 30 kW heater for C280-08 and larger engine installations.
System Pressures
Correct cooling system pressure minimizes pump cavitation and increases pump
efficiency. The combination of static and dynamic pressure heads must meet the
pressure criteria listed in the technical data.
Venting
Proper venting is required for all applications. Vent lines should be routed to an
expansion tank at a constant upward slope.
System Monitoring
During the design and installation phase it is important that provisions are made
to measure pressure and temperature differentials across major system
components. This allows accurate documentation of the cooling system during the
commissioning procedure. Future system problems or component deterioration
(such as fouling) are easier to identify if basic data is available.
Serviceability
Suitable access should be provided for cleaning, removal or replacement of all
system components. Isolation valves should be installed as deemed necessary to
facilitate such work.
System Pressures and Velocities
The following pressure and velocity limits apply to C280 series engines:
Water Pump Pressures
Maximum allowable Static Head 145 kPa (21 psi)
Minimum AC/OC Inlet Pressure (dynamic) -5 kPa (-0.7 psi)
Minimum JW inlet Pressure (dynamic) 30 kPa (4 psi)
Minimum Sea Water Inlet Pressure (dynamic) -5 kPa (-0.7 psi)
Maximum Operating Pressures
Engine Cooling Circuits 500 kPa (73 psi)
Caterpillar Expansion Tanks 150 kPa (22 psi)
Heat Exchangers Type Specific
COOLING SYSTEM
Water Velocities
Pressurized Lines 4.5 m/s (15 ft/s)
Pressurized Thin Walled Tubes 2.0 to 2.5 m/s (7 to 8 ft/s)
Suction Lines (Pump Inlet) 1.5 m/s (5 ft/s)
Low Velocity De-aeration Line 0.6 m/s (2 ft/s)
79
Jacket Water and AC/OC Pump

C280-6/8 Engines
PN: 7E-8180, 304-4942
Jacket Water and AC/OC Pump

C280-12 & C280-16 Engines
PN: 7E-8181, 304-4948
COOLING SYSTEM
80
Sea Water Pump
C280 Engines
PN: 7E8182, 204-4957
High Capacity Sea Water Pump

C280-16 Engines
PN: 130-6765 (CW, Rev. Rotation); PN: 130-6771 (CCW, Std. Rotation)
COOLING SYSTEM
81
Heat Recovery
Water Maker
For engines with a Combined Circuit Cooling System, heat recovery connections
are available with a 3-way thermostatic valve for the customer to route Jacket
Water (or High Temperature) Circuit water from the outlet of the engine block to a
water maker heat exchanger and then return the water to an inlet on the combined
circuit mix box (temperature regulator) on the engine. There are optional 93°C
(199°F) jacket water thermostats for heat recovery available. See connection
drawings on pages 86 and 87. Also available by DTO quotation is a single
connection (part number 102-3719) for the Vee engines to provide RH or LH
connection; Refer to the drawing on page 88 for this option. For engines with a
Separate Circuit Cooling System, heat recovery connections are not required, as
the Jacket Water (or High Temperature) Circuit is already isolated.
For both types of cooling systems, Caterpillar is able to provide a complete
cooling system to include a water maker heat exchanger, heat recovery circuit
temperature regulator and required piping to meet the customer’s project specific
needs.
Generator Cooling
Generators can be furnished either air cooled or water cooled. Air cooled
generators must be included in the ventilation system sizing considerations. Water
cooled generators are typically sea water cooled; Similar to the engine’s sea water
pump, the generator sea water pump will be customer furnished. This pump must
have sufficient suction capability to lift water from sea level to the engine room on
a vessel. Depending on the overall cooling system configuration, generator cooling
water can be supplied from a separate pump or combined with the engine’s sea
water pump supply capacity.
Cooling Water Requirements

Water Quality, Rust Inhibitors and Antifreeze
Maintaining water quality is very important in closed cooling systems. Excessive
hardness will cause deposits, fouling and reduced effectiveness of cooling system
components. Caterpillar has available coolant inhibitor to properly condition the
cooling water. When using Caterpillar inhibitor, the cooling water piping must not
be galvanized and aluminum should not be used. If the piping is galvanized, the zinc
will react with the coolant inhibitor and form clogs, which will interfere with the
system operation.
COOLING SYSTEM
82
Engine Connections
Engine Cooling Water Inlet/Outlet 6 in. ANSI Flange
Engine Sea Water Inlet/Outlet 6 in. ANSI Flange
Generator Cooling Water Inlet/Outlet DN50, DIN 2633 Flange
Water Maker Supply/Return 4 in. ANSI Flange
Marine Gear Cooling 2½-12 THD with 37° flare
(optional Part Number 211-0261) for 50.8 mm (2 in.) Tube
Package Connections
Package Sea Water Inlet/Outlet 6 in. ANSI Flange
Available in CAT standard, ANSI standard, or DIN standard. CAT standard weld
flanges at every connection point, ANSI or DIN can be furnished.
Cooling System Schematics

Typical Combined Circuit and Separate Circuit Cooling Systems are illustrated on
pages 84 and 85.
Watermaker connections for heat recovery are shown on pages 86 through 88.
Water flow path through the engine is shown on pages 89 through 92 and
customer connections configurations and sizes are shown on pages 93 through 96
showing emergency connections and standard connections.
COOLING SYSTEM
83
Typical Combined Cooling System

COOLING SYSTEM
84
Typical Separate Circuit Cooling System
COOLING SYSTEM
85
Inline Engines Watermaker Connections

COOLING SYSTEM
86
Vee Engines Watermaker Connections
COOLING SYSTEM
87
Optional Vee Engines Watermaker Connections

(Part Number 102-3719)
COOLING SYSTEM
88
C280-6 and C280-8 Combined Cooling Schematic
1. Aftercooler/Oil Cooler Pump

2. Aftercooler
3. Jacket Water Pump
4. Oil Coolers
5. Thermostat Housing
6. Bypass Line
7. Water From Heads
8. Water To Block
COOLING SYSTEM
9. Turbocharger
10. Vent Line
11. Emergency Water Connection
89
C280-12 and C280-16 Combined Cooling Schematic

2. Aftercoolers
4. Oil Coolers (2) *
5. Thermostat Housing
6. Water Manifold
7. Bypass Line
8. Water From Heads
COOLING SYSTEM
9. Water To Block
10. Turbochargers
* Three coolers required on some applications.
90
C280-6 and C280-8 Separate Circuit Cooling Schematic

2. Aftercooler
4. Oil Coolers
5. Water Manifold
6. Water From Heads
7. Water To Block
8. Turbocharger
10. Vent Line
COOLING SYSTEM
91
C280-12 and C280-16 Separate Circuit Cooling Schematic

2. Aftercoolers
4. Oil Coolers (2) *
5. Outlet Housing
6. Water Manifold
COOLING SYSTEM

8. Water From Heads
9. Water To Block
10. Turbochargers
* Three coolers required on some applications.
92
C280 Combined Circuit – Treated Water Cooling System Customer Connections
Weld Flange (millimeters)

Engine A B C D E
C280-6 143 171 143 143 171
C280-8 143 171 143 143 171
C280-12 143 171 143 143 171
C280-16 143 171 143 143 171
COOLING SYSTEM
93
C280 Combined Circuit – Treated Water Cooling System with Auxiliary Pumps
Customer Connections

Engine A B C D E F G H I J K
C280-6 143 116 116 171 171 143 116 143 143 143 171
C280-8 143 116 116 171 171 143 116 143 143 143 171
C280-12 143 143 143 171 171 143 143 171 143 143 171
C280-16 143 143 143 171 171 143 143 171 143 143 171
COOLING SYSTEM
94
C280 Separate Circuit – Treated Water Cooling System Customer Connections

Engine A B C D E F G
C280-6 116 171 171 143 143 143 171
C280-8 116 171 171 143 143 143 171
C280-12 143 171 171 143 143 143 171
C280-16 143 171 171 143 143 143 171
COOLING SYSTEM
95
C280 Separate Circuit – Treated Water Cooling System with Auxiliary Pumps
Customer Connections

Engine A B C D E F G H I J K
C280-6 116 116 116 171 171 110 110 143 143 143 171
C280-8 116 116 116 171 171 110 110 143 143 143 171
C280-12 143 143 143 171 171 143 143 143 143 143 171
C280-16 143 143 143 171 171 143 143 143 143 143 171
COOLING SYSTEM
96
Starting Air System
General
The Caterpillar C280 Series engine supplied air starting system includes TDI
turbine type air starters, air relay valve, solenoid valve, strainer, shut off valve and
optional pressure regulator, if required. One TDI turbine type air starter is needed
for inline and 12 cylinder engines, while two are needed for the 16 cylinder
engines. For starting with gear boxes and drive line loads attached to the engine
there are optional dual starters for the 12 cylinder and Heavy Duty single starters
available for the inline engines. The turbine driven air motor is highly reliable,
tolerant of debris and does not require external lubrication.
Engine Starting Air System

The standard TDI turbine starters operate on air inlet pressures from 6.2 to 10.4
bar (90 to 150 psi). These pressures are required at the starter inlet port. An air
tank pressure below 7 bar (100 psi) will generally not start the engine because of
the pressure drop associated with the air supply lines. For initial system evaluation,
assume a 2 bar (29 psi) pressure drop between the tank and the air starter inlet.
A pressure regulator (available as an option in the pricelist) is necessary when the
supply pressure exceeds the starter dynamic operating pressure. The pressure
regulator should be set from 6.2 to 10.4 bar (90 to 150 psi). Inline engines should
have the capacity to flow 450 l/sec (15.9 ft3/sec) per starter at regulator inlet
pressure of (90 psi) (regulators with a Cv factor of 40 or higher are required).
The quantity of air required for each start and the size of the air receiver depend
upon cranking time and air-starter consumption. A typical first start at 25°C (77°F)
ambient will take five to seven seconds. Restarts of warm engines normally take
place in three to four seconds. The control system will shut off the air to the air
starters at 170 rpm engine speed. At this firing speed, the governor is activated to
allow fuel to the engine.
Large or complex drive lines can increase starting air volume required by 20 or 30
percent depending on loads on the engine during starting. Gearbox designs can
have a significant impact on the starting loads if connected during starting
especially if driving a shaft driven generator.
Starting Air System Design Considerations

The following charts are for estimating typical air receiver sizing for starting
STARTING AIR SYSTEM
anengine only. The chart shows the estimated number of starts available with an
initial starting air receiver pressure as shown on the curves. The starting air
receiver size is normally determined by the requirements of the classification
society for the number of starts or start attempts. Refer to the Air Supply Line
Sizing section for additional information.
The size of the air receivers should be increased if the starting air receiver also
supplies air for purposes other than the main engine starting (e.g. engine air
prelube, work air, auxiliary gensets). The Caterpillar intermittent air prelube pump
consumption rate is 28.2 l/sec (1 ft3/sec) based on free air at 21°C at 100 kPa
97
(77°F at 76 psi). The pump motor operating pressure is 690 kPa (100 psi). With
the redundant prelube system and the continuous prelube pump running at startup,
the pneumatic intermittent prelube pumps for the engine and generator will operate
for no longer than 15 seconds. For generator sets with pneumatic intermittent
prelube pump only, the prelube pump will normally operate 1 to 5 minutes before
the engine begins to crank.
Assuming 5 second starts @ 90 psi (6.2 bar) at starter inlet

Requires 40 Cv regulator & 300 mesh strainer for pressures above 200 psi
Add additional capacity for higher loads
1600
1500
1400
1300
Vee Engines Tank Volume (gal)
1200 Tank
1100 pressure
1000
145 psi (10 bar)
900
200 psi (14 bar)
800 230 psi (16 bar)
700 290 psi (20 bar)
435 psi (30 bar)
600
580 psi (40 bar)
500
400
300
200
100
0
0 1 2 3 4 5 6 7 8 9
Number of Starts
STARTING AIR SYSTEM
98
Assuming 5 seconds start @ 90psi (6.2 bar) pressure at starter inlet
Require 40 Cv regulator & 300 mesh strainer for pressures above 200 psi
Tank
pressure
Tank Volume (gal)
150 psi (10.3 bar)

200 psi (13.8 bar)
250 psi (17.2 bar)
300 psi (20.7 bar)
400 psi (27.6 bar)
600 psi (41.4 bar)
Number of Starts
STARTING AIR SYSTEM
99
Air tank sizing C280-12 or 16 engine ONLY with Dual Starters

Assuming 4 seconds start @ 90 psi (6.2 bar) at starter inlet
Requires quanty(2) 40 Cv regulators and 300 mesh strainers for tank pressures above 200 psi
2000
1900
1800
1700 Tank
1600 pressure
1500
1400
150 psi (10.3 bar)
1300
Tank Volume (gal)
1200 200 psi (13.8 bar)

1100 250 psi (17.2 bar)
1000 300 psi (20.7 bar)
900
350 psi (24.1 bar)
800
700 400 psi (27.6 bar)
600 600 psi (41.4 bar)
500
400
300
200
100
0
0 1 2 3 4 5 6 7 8 9 10
Number of Starts
STARTING AIR SYSTEM
100
Assuming 4 seconds start @ 90psi (6.2 bar) pressure at starter inlet
Requires 40 Cv Regulator and 300 mesh strainer for tank pressure above
150 psi
Tank
pressure
Tank Volume (gal)
150 psi (10.3 bar)
200 psi (13.8 bar)
250 psi (17.2 bar)
300 psi (20.7 bar)
400 ps (27.6 bar)i
600 psi (41.3 bar)
Number of Starts
Air Supply Line Sizing

TDI turbine starters must be supplied with clean dry air. Deposits of oil-water
mixture must be removed by traps installed in the lines. Lines should slope towards
the traps and away from the engine. Air supply lines should be routed and sized to
ensure adequate pressure and flow at the starter(s). As a general rule, the air
supply pipes should be short with number of elbows kept to a minimum to reduce
pressure loss to the starter.
For single starting motor systems the customer connection is either 1½ inch or 2
STARTING AIR SYSTEM
inch NPT. A 2 inch (minimum) supply line size is required and recommend a
customer-provided 3 inch supply air line for installations with more than 50 ft (15
m) of equivalent straight length of pipe from receiver or regulator to air starter.
For dual starting motor systems the customer connection is 3 inch ANSI flange. A
3 inch supply line size is minimum required.
A flexible connection between engine starting line and supply line should always
be used to prevent vibration induced fatigue.
101
If a pressure reducing valve is required, a valve with Cv40 should be used to

provide sufficient air flow. Locate the pressure reducing valve as close to the
engine as possible to minimize the air pressure reduction valve supply pipe
diameter. Water and oil must be removed frequently from air supply source to
prevent possible damage to the starting system components.
Starting Air System Schematic

A typical starting air system is illustrated below.
Starting Air System with Emergency Shutoff and Oil Mist Detector
STARTING AIR SYSTEM
102
Combustion Air System
General
The aftercooler system is a High Performance Air Cooling (HPAC) system
designed in a modular layout. The aftercooler inlet section is insulated with a soft
wrap insulation to comply with Marine Society rules for surface temperature. The
top covers of the three aftercooler sections are provided with a screen for
protection and insulation. The flexible bellow joints are connected by means of V-
shaped clamps and the use of metallic C-rings.
The maximum inlet air temperature to the turbocharger is 49°C (120°F). This
temperature is in accordance with the Marine Society rules for equipment
performance and will provide good engine component life. For temperatures above
30°C (86°F), the engine may be derated to a power output level that will provide
for safe engine operation; check with Caterpillar A&I Engineering.
The C280 Engine will normally draw engine combustion air in one of two ways:
1. The engine room is supplied with filtered air for engine combustion as well as
for removal of radiated heat from the engine room.
2. The engine room is supplied with ventilation air for engine heat removal and
the engine combustion air is supplied separately through a dedicated air
intake system, which provides filtered air for the combustion only.
Either system should be designed to provide sufficient clean air for combustion
and heat removal based on the ambient conditions and the maximum ratings for
each piece of installed equipment (i.e. marine auxiliary engines, pumps, and
switchgear). For classed vessels, the specific societies have well defined rules for
the design parameters.
Combustion Air System Design Considerations

Engine Room Supplied Air
The location and design of the engine room air intakes should consider the
following:
1. The supply air outlets should be close to and directed at the engine
turbocharger air intakes.
2. Additional air should flow along the engine, coupling, and reduction gear to
COMBUSTION AIR SYSTEM
absorb the radiated heat.

3. The engine room air inlets should be placed such that water or dirt cannot
enter.
Separate Combustion Air System
Supplying the engines with direct outside air for combustion if possible is
beneficial to the installation for a number of reasons. It will bring down the air
movement in the engine room, may reduce the cooling load on the charge air cooler
and thus reduce the maximum heating load on the cooling water heat exchanger.
This in turn will reduce the required sea water circulation in the system. Direct air
to the turbocharger inlet will provide a bigger margin to the point where engine load
103
reduction is needed due to high air inlet temperatures. It would be expected that if
the turbocharger inlets are supplied with engine room supplied air a temperature
rise above ambient of 5 to 10°C (9 to 18°F) would take place. By supplying the
engines with direct outside air the vessel will also save on the required fan work.
If the engine combustion air is supplied through a separate, dedicated air system,
the engine room design should consider the following.
1. The entire intake system, including clean air filters should have an initial
restriction of no greater than 122 mm H2O (4.8 in. H2O).
2. The maximum inlet restriction with dirty air filters should not exceed 380
mm H2O (15 in. H2O).
3. Flexible connections are necessary to isolate engine vibration from the
ducting system. Locate the flex connection as close to the engine as
possible, but be aware of the excessive heat generated by the exhaust
system.
4. Avoid supporting excessive lengths of ductwork off the turbocharger. The
maximum allowable moment on the turbocharger is 300 Nm (221 ft-lb).
5. Caterpillar has specially designed the air intake components to provide the
proper airflow pattern before the turbocharger. Turbocharger performance
may be adversely affected if these components are not used.
General
The amount of combustion air necessary for the C280 engine is specified in the
technical data section of this manual. The amount of radiated heat emitted by each
engine is also specified.
Installations intended for operation in extreme cold may require heated air for
starting purposes. In addition, it may be necessary to control the inlet boost
pressure for cold air installations. Contact your Caterpillar dealer or the regional
Caterpillar representative for further information when extreme ambient conditions
are expected.
104
Combustion Air Piping System
A typical combustion air piping system is illustrated below.
105
Remote Mounted Air Cleaner Arrangement

Combustion Air from Inside Engine Room
106
Remote Mounted Air Cleaner Arrangement
Combustion Air from Inside Engine Room
107
Engine Room Ventilation

General
Although not part of the Caterpillar Scope of Supply for a typical diesel generator
package, the engine room ventilation system is a vital part of a successful
installation. The two primary aspects of a properly designed engine room
ventilation system addressed in this document are cooling air and combustion air.
• Cooling Air: The flow of air required to carry away the radiated heat of the
engine(s) and other engine room machinery.
• Combustion Air: The flow of air required to burn the fuel in the engine(s).
Both of these have a direct impact on an engine’s or packaged unit’s
performance, and must be considered in the design of an engine room ventilation
system. However, it is important to note that all equipment within the engine room
space, not only the diesel generator packages, must be given consideration in the
overall ventilation system design process.
Sizing Considerations
Cooling Air
Engine room ventilation air (cooling air) has two basic purposes:
• To provide an environment that permits the machinery and equipment to
function properly with dependable service life.
• To provide an environment in which personnel can work comfortably.
A small percentage of fuel consumed by an engine is lost to the environment in
the form of heat radiated to the surrounding air. In addition, heat from generator
inefficiencies and exhaust piping can easily equal engine radiated heat. Any
resulting elevated temperatures in the engine room may adversely affect
maintenance, personnel, switchgear, and engine or generator set performance. The
use of insulated exhaust pipes, silencer, and jacket water pipes will reduce the
amount of heat radiated by auxiliary sources.
Radiated heat from the engines and other machinery in the engine room is
absorbed by engine room surfaces. Some of the heat is transferred to atmosphere,
but the remaining radiated heat must be carried away by the ventilation system.
ENGINE ROOM VENTILATION
A system for exhausting ventilation air from the engine room must be included in
the ventilation system design. The engine(s) will not be able to carry all of the
heated ventilation air from the engine room by way of the exhaust piping.
Combustion Air
In many installations, combustion air is drawn from outside of the engine room
via ductwork, in which case, the combustion air is not a factor in the ventilation
system design calculations. However, many installations require that combustion
air be drawn directly from the engine room. In these installations, combustion air
requirements become a significant ventilation system design parameter. Engine
specific combustion air requirements can be found in the Technical Data section for
the specific engine and rating.
108
Ventilation Air Flow
Required ventilation air flow depends on the desired engine room air temperature
as well as the cooling air and combustion air requirements outlined above. While it
is understood that total engine room ventilation air flow must take all equipment
and machinery into account, the following sections provide a means for estimating
the air flow required for the successful operation of Caterpillar engines and
packages.
In general, changing the air in the engine room every one or two minutes will be
adequate, if flow routing is proper.
Provisions should be made by the installer to provide incoming ventilation air of
0.1 to 0.2 m3/min (4 to 8 cfm) per installed horsepower. This does not include
combustion air for the engines.
Engine Room Temperature

A properly designed engine room ventilation system will maintain engine room air
temperatures within 8.5 to 12.5°C (15 to 22.5°F) above the ambient air
temperature (ambient air temperature refers to the air temperature surrounding the
power plant, vessel, etc.). Maximum engine room temperatures should not exceed
49°C (120°F). If they do, then outside air should be ducted directly to the engine
air cleaners. The primary reason for cooling an engine room is to protect various
components from excessive temperatures. Items that require cool air are:
• Electrical and electronic components
• Air cleaner inlets
• Torsional dampers
• Generators or other driven equipment
• Engine room for the engine operator or service personnel.
In larger multiple engine sites, the normal 8.5 to 12.5°C (15 to 22.5°F)
temperature rise guidelines for engine rooms may require unobtainable or
uncomfortable air velocities. For these larger sites, a ventilation system that gives
priority to the five items listed above and provides a bottom to top air flow can be
designed for a temperature rise of 17°C (30°F). ENGINE ROOM VENTILATION
109
Radiant Heat
Engine Radiant Heat
Engine generated heat must be taken into consideration. This information can be
found on the Engine Technical Data Sheets.
Generator Radiant Heat
For generator set installations, the heat radiated by the generator can be
estimated by the following formula:
HRG = P x (1 - Eff)
Where:
HRG = Heat Radiated by the Generator (kW)
P= Generator Output at Maximum Engine Rating (ekW or Btu/min)
Eff = Generator Efficiency Percent
(Example: Eff = 95% = 0.95)
Example:
A C280-16, 4840 ekW generator set has a generator efficiency of 95%.
What is the generator radiant heat for this genset?
Solution:
HRG = 4840 x (1 – 0.95)
HRG = 242 kW
Calculating Required Ventilation Air Flow
Engine room ventilation air required for Caterpillar engines and packages can be
estimated by the following formula, assuming 38°C (100°F) ambient air
temperature.
H
V= + Combustion Air
D x Cp x ΔT
Where:
V= Ventilating Air (m3/min), (cfm)
H= Heat Radiation i.e. engine, generator, aux (kW), (Btu/min)
D= Density of Air at 38°C (100°F) (1.099 kg/m3), (0.071 lb/ft3)
Cp = Specific Heat of Air (0.017 kW x min/kg x °C), (0.24 Btu/°F)

ΔT = Permissible temperature rise in engine room (°C), (°F)
Note: If duct work is used to bring in air for the engine’s combustion air, the last
term in the equation can be dropped.
Example:
A C280-16, 4840 ekW genset has the following data:
Heat rejection: 242 kW (13,770 Btu/min)
Temperature rise: 11°C (20°F)
110
Solution:
The estimated engine room ventilation required for this arrangement:
242
V= = 1178 m3/min
1.099 x 0.017 x 11
13770
V= = 40,400 cfm
0.071 x 0.24 x 20
Ventilation Fans
In modern installations, except for special applications, natural draft ventilation is
too bulky for practical consideration. Adequate quantities of fresh air are best
supplied by powered (fan-assisted) ventilation systems.
Fan Location
Fans are most effective when they withdraw ventilation air from the engine room
and exhaust the hot air to the atmosphere. However, ideal engine room ventilation
systems will utilize both supply and exhaust fans. This will allow the system
designer the maximum amount of control over ventilation air distribution.
Fan Type
Ventilation fans are typically of the vane-axial, tube-axial or propeller type, or the
centrifugal type (squirrel cage blowers). The selection of fan type is usually
determined by ventilation air volume and pressure requirements, and also by space
limitations within the engine room. When mounting exhaust fans in ventilation air
discharge ducts, which are the most effective location, the fan motors should be
mounted outside the direct flow of hot ventilating air for longest motor life. The
design of centrifugal fans (squirrel cage blowers) is ideal in this regard, but their
size, relative to the vane-axial or tube-axial fans, sometimes puts them at a
disadvantage.
Fan Sizing
Fan sizing involves much more than just selecting a fan that will deliver the air
flow volume needed to meet the cooling air and combustion air requirements
determined earlier in this section. It requires a basic understanding of fan
performance characteristics and ventilation system design parameters.
Similar to a centrifugal pump, a fan operates along a specific fan curve that
relates a fan’s volume flow rate (m3/min or cfm) to pressure rise (mm H2O or in.
H2O) at a constant fan speed. Therefore, fan selection not only requires that the
volume flow rate be known, but also that the ventilation distribution system be
known in order to estimate the system pressure rise. This information allows the
optimum fan to be selected from a set of manufacturers’ fan curves or tables.
Exhaust Fans
Ventilation air exhaust systems should be designed to maintain a slight positive or
negative pressure in the engine room, depending on the specific application.
111
Generally, maintaining a slight positive pressure in the engine room is

recommended, but should normally not exceed 50 Pa (0.2 in. H2O). This positive
pressure accomplishes several things:
• It prevents the ingress of dust and dirt, which is especially beneficial for
those applications involving engines that draw their combustion air from the
engine room.
• It creates an out draft to expel heat and odor from the engine room.
Some applications require that a slight negative pressure be maintained in the
engine room, but normally not in excess of 12.7 mm H2O (0.5 in. H2O). The excess
exhaust ventilation air accomplishes several things:
• It compensates for the thermal expansion of incoming air.
• It creates an in draft to confine heat and odor to the engine room.
Two Speed Fan Motors
Operation in extreme cold weather may require reducing ventilation airflow to
avoid uncomfortably cold working conditions in the engine room. This can be easily
done by providing ventilation fans with two speed (100% and 50% or 67%
speeds) motors.
Routing Considerations
Correct ventilation air routing is vital for creating and maintaining the optimum
engine room environment required to properly support the operation of Caterpillar
engines and packaged units. Maintaining recommended air temperatures in the
engine room is impossible without proper routing of the ventilation air.
Fresh air inlets should be located as far from the sources of heat as practical and
as high as possible; and since heat causes air to rise, it should be exhausted from
the engine room at the highest point possible, preferably directly over the engine.
Where possible, individual exhaust suction points should be located directly above
the primary heat sources in order to remove the heat before it has a chance to mix
with engine room air and raise the average temperature. However, it must be noted
that this practice will also require that ventilation supply air be properly distributed
around the primary heat sources.
Avoid ventilation air supply ducts that blow cool air directly toward hot engine
components. This mixes the hottest air in the engine room with incoming cool air,
raising the temperature of all the air in the engine room, and leaves areas of the
engine room with no appreciable ventilation.
For offshore applications, where the potential exists for sea water to be drawn
into the ventilation air supply, the combustion air should be delivered in a manner
that will preclude any sea water from being ingested by the turbochargers through
the air intake filters.
These General Routing Principles, while driven by the same basic principles of
heat transfer, will vary with the specific application. This section discusses the
general considerations relating to 1 and 2 engine applications, multiple engine (3+)
applications, and several special applications.
112
1 and 2 Engine Applications
These applications will generally require smaller engine rooms, which may
sometimes preclude the use of good routing practices.
Recommended ventilation systems for these applications, presented in order of
preference, are described below:
Ventilation Types 1 and 2 (Preferred Design)
Outside air is brought into the engine room through a system of ducts. See Figure
1. These ducts should be routed between engines, at floor level, and discharge air
up at the engines and generators. The most economical method is to use a service
platform, built up around the engines, as the top of this duct. See Figure 2.
This requires the service platform to be constructed of solid, nonskid plate rather
than perforated or expanded grating. The duct outlet will be the clearance between
the decking and oilfield base.
Ventilation air exhaust fans should be mounted or ducted at the highest point in
the engine room. They should be directly over heat sources.
This system provides the best ventilation with the least amount of air required. In
addition, the upward flow of air around the engine serves as a shield which
minimizes the amount of heat released into the engine room. Air temperature in the
exhaust air duct will be higher than engine room air temperature.
Ventilation Type 3 (Alternate Design)
If Ventilation Types 1 or 2 are not feasible, the following method is
recommended; however, it will require approximately 50% more air flow:
Outside air is brought into the engine room as far away as practical from heat
sources, utilizing fans or large intake ducts. The air is discharged into the engine
room as low as possible. See Figure 3. Allow air to flow across the engine room
from the cool air entry point(s) toward sources of engine heat such as the engine,
exposed exhaust components, generators, or other large sources of heat.
Ventilation air exhaust fans should be mounted or ducted at the highest point in
the engine room. Preferably, they should be directly over heat sources.
Engine heat will be dissipated with this system, but a certain amount of heat will
still radiate and heat up all adjacent engine room surfaces.
If the air is not properly routed, it will rise to the ceiling before it gets to the
engines.
This system will work only where the air inlets circulate the air between the
engines, for 2 engine applications. Air inlets located at the end of the engine room
will provide adequate ventilation to only the engine closest to the inlet.
Ventilation Type 4 (Alternate Design)
If Ventilation Types 1, 2 or 3 are not feasible, the following method can be used;
however, it provides the least efficient ventilation and requires approximately 2.5
times the air flow of Ventilation Types 1 and 2:
Outside air is brought into the engine room using supply fans, and discharged
toward the turbocharger air inlets on the engines. See Figure 4.
113
Ventilation exhaust fans should be mounted or ducted from the corners of the
engine room.
This system mixes the hottest air in the engine room with the incoming cool air,
raising the temperature of all air in the engine room. It also interferes with the
natural convection flow of hot air rising to exhaust fans. Engine rooms can be
ventilated this way, but it requires extra large capacity ventilating fans.
Ventilation Type 1
Figure 1
Ventilation Type 2
Figure 2
114
Ventilation Type 3
Figure 3
Ventilation Type 4
Figure 4
Multiple Engine (3+) Applications

Multiple engine applications, involving three or more engines or packaged units,
will generally require larger engine rooms than those needed for 1 and 2 engine
applications.
In general, the recommended ventilation systems outlined for 1 and 2 engine

applications also apply to multiple engine applications. However, there are several
additional considerations that are specific to multiple engines.
As previously mentioned, the application of normal temperature rise guidelines for
determining large multiple engine site ventilation requirements will generally result
in extremely large volumes of air. Therefore, the guidelines used for these sites are
significantly more generous; however, even with the increased temperature rise
allowed, the ventilation requirements will be significant. Large multiple engine sites
will generally utilize multiple ventilation fans, often using one or two fans for each
engine. This practice allows for a very simple arrangement requiring minimal
ductwork.
115
The use of multiple ventilation fans, either supply or exhaust, will require that air
flow between the engines be arranged, either by fan placement or by distribution
ductwork. Figure 5 and Figure 6 show examples of correct and incorrect air flow
patterns for multiple engine sites.
Correct Air Flow
Figure 5
Incorrect Air Flow

Figure 6
116
Exhaust System
General
The C280 engine uses a pulse exhaust manifold system. The front and rear three
cylinders are connected to separate turbine inlets.
Exhaust System Design Considerations

Exhaust Backpressure Limits
The total C280 exhaust backpressure limit is 254 mm H2O (10 in H2O). This level
was established with an emphasis on low specific fuel consumption and exhaust
valve temperatures. Therefore, to achieve proper performance of the engine, the
exhaust backpressures must be kept below this limit.
System backpressure should be measured in a straight length of the exhaust pipe
at least 3 to 5 pipe diameters away from the last size transition from the
turbocharger outlet. System backpressure measurement is part of the engine
commissioning.
Turbochargers
For the single turbocharger 6 cylinder engine and the two turbocharger 12
cylinder engine, the turbochargers are located at the flywheel end of the engine.
The turbocharger exhaust outlet is rectangular with an area equivalent to 311 mm
(12 in.) diameter. A cast adapter mounts to each turbocharger to provide a 355
mm (14 in.) diameter customer connection point. Optional attachments for these
turbochargers include 355 mm (14 in.) diameter flexible bellows, expansion
transitions from 355 mm (14 in.) to 457 mm (18 in.) diameter, 457 mm (18 in.)
diameter bellows, and exhaust flanges with bolting and mounting hardware.
For the single turbocharger 8-cylinder engine and the two turbocharger 16-
cylinder engine, the turbochargers are located at the flywheel end of the engine.
The turbocharger exhaust outlet is 355 mm (14 in.) diameter with cast adaptors
mounted to each turbocharger to provide a 457 mm (18 in.) diameter customer
connection point. Optional attachments for these turbochargers include 355 mm
(14 in.) diameter flexible bellows, 457 mm (18 in.) diameter bellows, and exhaust
flanges with bolting and mounting hardware.
Additionally, there is an optional two turbocharger 16-cylinder engine with the
turbochargers mounted opposite the flywheel end of the engine for a front mounted
turbo engine configuration. This engine includes the same cast adaptors and
options as the previously mentioned rear mounted turbo engine configuration.
The exhaust bellows are intended to compensate for thermal growth and
EXHAUST SYSTEM
movement of the engine. The exhaust system structure immediately after the
engine exhaust bellows must be a fixed, rigid point. The supplied exhaust bellows
will only handle the engine movement and thermal growth. No additional external
loading is allowed on the turbochargers.
Exhaust Slobber (Extended Periods of Low Load)
Prolonged low load operation should be followed by periodic operation at higher
load to burn out exhaust deposits. Low load operation is below 400 kPa bmep (58
117
psi bmep) (approximately 20% load, depending on rating). The engine should be
operated above 800 kPa bmep (116 psi bmep) (about 40% load, depending on
rating) periodically to burn out the exhaust deposits. The amount of additional time
depends upon the engine configuration, water temperature to the aftercooler, inlet
air temperature to the engine and type of fuel.
Engine Operation at Idle or Low Load Conditions
Absolute Idle (declutched and/or disconnected):
• Maximum of 10 minutes if the engine is going to be stopped – 3 to 5
minutes of idling is recommended prior to shutdown.
• Maximum of 4 hours if the engine is to be loaded after idling.
Operation below 10% load on recommended distillate diesel fuels:
• Engine can be run for 100 hours, and then should be taken to a minimum
load of 70% for 1 hour; then the engine can be returned to idle at the low
load condition.
Operation above 10% load on recommended distillate diesel fuels:
• No restrictions
Exhaust Piping
A common exhaust system for multiple installations is not acceptable. An exhaust
system combined with other engines allows operating engines to force exhaust
gases into engines not operating. The water vapor condenses in the cold engines
and may cause engine damage. Additionally, soot clogs turbochargers, aftercoolers,
and cleaner elements. Valves separating engine's exhaust systems are also
discouraged. High temperatures warp valve seats and soot deposit causes leakage.
The exhaust pipe diameter is based on engine output, gas flow, and length of
pipe and number of bends. The maximum gas velocity should not exceed 50 m/s
(164 ft/sec) at full load. Sharp bends should be avoided, and where necessary,
should have the largest possible radius. The minimum radius should be 1½ pipe
diameters. The piping should be as short as possible and insulated. The insulation
should be protected by mechanical lagging to keep it intact. All flexible exhaust
fittings should be insulated using removable quilted blankets. It is recommended to
provide the system with a valve drain arrangement to prevent rainwater from
entering the engine during prolonged shutdown periods. For testing purposes, the
exhaust system must have a test port installed after the turbocharger outlet. This
test port should be a 10 to 13 mm (0.39 to 0.51 in.) plugged pipe welded to the
exhaust piping and of sufficient length to bring it to the outer surface of the
insulated piping.
EXHAUST SYSTEM
Exhaust piping must be able to expand and contract. It is required that one fixed
point be installed directly after the flexible exhaust fitting at the turbocharger
outlet. This will prevent the transmission of forces resulting from weight, thermal
expansion or lateral displacement of the external exhaust piping from acting on the
turbocharger.
118
Engine Piping Connections
For the single turbocharger 6 cylinder engine and the two turbocharger 12
cylinder engine, the turbocharger exhaust outlet is rectangular with an area
equivalent to 311 mm (12 in.) diameter.
For the single turbocharger 8-cylinder engine and the two turbocharger 16-
cylinder engine, the turbocharger exhaust outlet is 355 mm (14 in.) diameter with
cast adaptors mounted to each turbocharger to provide a 457 mm (18 in.) diameter
customer connection point.
Exhaust Gas Piping System

A typical exhaust system arrangement is shown below.
EXHAUST SYSTEM
119
Engine Governing and Control System

Introduction
This section and the following section describe the standard Caterpillar GMS or
MMS control and governor arrangement and optional ECP control systems. The
standard control system offering is a PLC based control and monitoring system
with a relay based backup safety shutdown system. The system is capable of
communicating with the vessel main control system through various
communication protocols. The ECP control system options provide a relay based
system only and provides no remote communication capabilities.
Generator Engine Governing System
C280
• ADEM III
• Optional Direct Rack (PLC required)
Note: Direct Rack is mutually exclusive with the load sharing module.
Generator Engine Control System
The control system uses single Caterpillar ADEM A3 Electronic Engine Control
Modules with Electronic Unit Injection Fuel System.
The following main components are included:
• Rigid wiring harness.
Protection System PLC (MMS / GMS)

PLC (programmable logic controller) based system: (Also known as MMS/GMS
system)
The PLC based system provides protection, monitoring, and control housed in a
ENGINE GOVERNING AND CONTROL SYSTEM
NEMA 4 (IP66) enclosure. All critical shutdowns have both relay and PLC based
protection. Sensors are factory wired directly to an engine mounted terminal box
for a ship loose package or an engine only selection. Sensors are wired directly to
the control panel when an accessory module is ordered and is factory packaged;
Otherwise control panel is shipped loose for customer mounting. Use of PLC
eliminates the need for a separate gauge panel and annunciator panel.
Features
• 254 mm (10.0 in.) color monitor to display all engine parameters and alarm
annunciation. The color monitor has a general overview screen, an exhaust
screen, lube oil screen, cooling screen, air and fuel screen and an auxiliary
screen. The alarms are annunciated with a time and date stamp.
• Annunciation of all engines shutdowns, alarms and status points.
• Start/prelube control switch, fuel control switch and emergency stop button.
• Selection of local/remote control of engine.
• Selection of idle/rated control of engine.
• Equipped for remote communication.
120
• Four 4-20 mA outputs (programmable).
• Relay contact signals to the remote monitoring system (summary shutdown,
summary alarm, local operation/remote, engine running, PLC failure, fuel
control and idle/rated).
Engine Sensors
All package mounted sensors are wired to a common junction box.
The following are the different sensor types and their descriptions:
Contactors
• Lube oil pressure (hi/low speed)
• Jacket water pressure
• AC/OC pressure
• Start air pressure
• Crankcase pressure
4-20 mA Transducers
• Lube oil pressure (to filter/to engine)
• Fuel pressure (to filter/to engine)
• Inlet air manifold pressure
RTD (PT100)
• Lubricating oil to engine temperature
• Inlet air manifold temperature
• Fuel to engine temperature
• AC/OC inlet temperature
• Jacket water outlet temperature (alarm)

• Jacket water outlet temperature (shutdown)
• Generator rear bearing temperature (Genset only)
• Generator front bearing temperature (Genset only)
• Generator stator A temperature (Genset only)
• Generator stator B temperature (Genset only)
• Generator stator C temperature (Genset only)
Switches
• Jacket water detector
• Metal particle detector
• Starting oil pressure or detector
Thermocouples
• Exhaust thermocouples (one per cylinder plus inlet to turbine and stack)
121
Interfacing
• Engine is factory equipped with the required sensors needed for the PLC.
• Accepts remote signals for starting/interlock, stopping and emergency stop.
• All monitored parameters and status available on DH+ network.
• An Ethernet connection is available by Custom Quote.
• MODBUS communication available in optional feature code selection.
Alarms
Pressure:
• Low oil pressure
• High oil filter differential
• Low fuel pressure
• High fuel filter differential
• High inlet air manifold pressure
• Low starting air pressure
• Low jacket water pressure
• Low AC/OC water pressure
• Low raw/sea water pressure (customer supplied contact)
Temperature:
• High lube oil temperature
• High inlet air manifold temperature
• High fuel temperature
• High AC/OC inlet temperature
• High jacket water outlet temperature
• High generator rear bearing temperature (Genset only)

• High generator front bearing temperature (Genset only)
• High generator stator A temperature (Genset only)
• High generator stator B temperature (Genset only)
• High generator stator C temperature (Genset only)
• High individual exhaust port temperature
• High turbine inlet temperature
• High exhaust stack temperature
• High exhaust port deviation temperature
122
Other:
• Low battery voltage
• Low oil level
• Jacket water detection
• Low coolant level (Switch supplied with an expansion tank or customer
supplied if an expansion tank is not selected).
• Metal particle detection
Shutdowns
Pressure:
• Low oil pressure
• High crankcase pressure
Temperature:
• High jacket water temperature
• High lube oil temperature
• High generator bearing temperature (Genset only)
Other:
• Metal particle detection
• Engine overspeed
• Customer shutdown (normally open contact customer supplied)
Programmable Inputs
The customer can wire, display and alarm on two customer supplied RTD’s, and
two customer-supplied 4-20 mA (0-10 VDC) sensors, three discrete alarms, and
three discrete shutdowns.
Gauges

In addition to the 10 inch color monitor that displays all engine parameters, there
are also three engine mounted gauges and three control panel gauges. The three
engine mounted gauges are fuel pressure, lube oil pressure and inlet air restriction.
The three control panel gauges include an engine hour meter, digital tachometer
and a starting air pressure gauge.
Lights
Four lights are included on the control panel for displaying prelube status,
summary alarm, summary shutdown and PLC failure.
Construction
Enclosure – NEMA 4 (IP66).
123
PLC Monitoring System Options

AC/OC/JW/Air Start/Upgrade/Vee
Upgrades AC/OC, JW and starting air pressure from contactors to 4-20mA
transducers.
Raw/Sea Water Pressure Transducer
Adds a raw/sea water transducer.
MODBUS Communications
Adds a MODBUS card to panel.
Beacon and Horn
Shipped loose. Provides a beacon and horn assembly to panel.
Single Engine REM Display Monitor
PLC display – Monitor. A remote 254 mm (10 inch) color monitor to display all
engine parameters and annunciation. The monitor is identical to the one in the face
of the standard PLC panel. The monitor is shipped loose.
Cabinet Cooler
Customer mounted air powered cabinet cooler. Includes cooler, filter, solenoid
and thermostat. It requires 80-110 psig (552-690 kPa) clean, dry air.
Recommended for applications where ambient air temperature exceeds 50°C
(122°F), but does not exceed 60°C (140°F).
Power Monitoring/Gen Set
A multifunction digital power monitor is shipped loose for installation within the
switchgear or generator control panel. The power monitor communicates with the
PLC and displays parameters such as voltage, current, kW, kVAR, pf, frequency,
kW hours and kVAR hours on the GMS monitor.
124
Protection System ECP (Relay Based)
The Engine Control Panel (ECP) provides protection and control for a single diesel
engine utilizing contactors and relay based logic housed in a NEMA 4 (IP66)
enclosure. If factory wired, the contactors are wired to an engine mounted terminal
box. The ECP's shutdown and alarm system has electronic detection of engine
overspeed which will disable fuel injection. The ECP also has electrical detection for
other shutdown or alarm faults. The air inlet shutoff supply safety device is
configured for energized to shutoff operation (ETS logic). Includes Marine Society
approved contactors and drip-proof junction box (NEMA 4 or IP66).
Features
• Local prelube control of the engine
• Start/stop control of the engine including emergency stop
• Selection of local/remote control of the engine
• Automatic second ECM backup.
Dry Contacts Available for Customer Use
24 VDC alarm and shutdown signals for use with customer supplied annunciator
when Caterpillar annunciator option is not selected.
Gauges
• The ECP panel has individual exhaust port monitoring (cylinder
thermocouples)
• Digital tachometer
• Pyrometer
• Engine hour meter.
Lights

• The ECP has a light for displaying engine prelube pressure available.
• The ECP has an option to have an individual light for each alarm when the
annunciator option is ordered.
ECP Minimum Protection System (Accessory Module Mounted)
The minimum protection system has the features and functions listed above with
the following protection:
Shutdowns
• Electrical overspeed
• Low oil pressure (low and high rpm)
• High crankcase pressure
• Metal particle detector.
Alarms
• Low oil pressure (low and high speed)
• Loss of jacket water detection
• High oil temperature
125
• High jacket water temperature

• High inlet air manifold temperature
• High exhaust manifold temperature
• Metal particle detector
• Low oil level
• Low coolant level
• Includes engine mounted terminal box.
ECP Complete Protection System (Accessory Module Mounted)
The Complete Protection System has the features and functions of the Minimum
Protection System and the following additional protection.
Shutdowns
• Loss of jacket water detection
• High oil temperature
• High jacket water temperature.
Alarms
• High fuel temperature
• Low starting air pressure
ECP Maximum Protection System (Accessory module mounted)
The maximum protection system has the features and functions of the Minimum
Protection System, the Complete Protection System, and the following additional
protection.
Alarms
• Low fuel pressure

• Low jacket water pressure
• Low AC/OC pressure.
Other Optional Equipment (Not Control System Dependant)
Turbocharger Speed Sensor
• Provides two speed sensors, one for each turbocharger, so turbocharger
speed may be monitored.
Cylinder Pressure Relief Valve
• Includes sixteen relief valves
• Meets major Marine Society requirements
• Engine mounted in cylinder heads
• Automatic combustion chamber pressure relief at Marine Society specified
over-pressure level.
126
Mechanical Cylinder Pressure Gauge Valve
• Includes sixteen valves
• Engine mounted on cylinder heads
• Accepts mechanical cylinder pressure gauge (not included)
• Manual compression release capability when gauge is not installed
• Software thermal shielding is included.
Oil Mist Detector
• Installed on side opposite of service side on rear mounted turbo
configurations
• System required by marine societies for “Alarm and Safety Requirements for
Unmanned Machinery Space (UMS)” under the following conditions:
o For DNV: An engine rating greater than or equal to 2250 kW or an engine
bore size greater than 200mm.
o For ABS, BV, GL, LRS, RINA: An engine rating greater than or equal to
2250 kW or an engine bore size greater than 300mm.
Oil Mist Detector Drain Group
• Provides oil drain for use with oil mist detector.
Protection System Components
Fuel Temperature Sensor:
• Provides fuel temperature sensor group.
VTC Air Restrict:
• Provides air restriction instrument panel lines for VTC turbocharger.
Magnetic Speed Pickup Bracket:
• Bracket provides four holes for the installation of additional magnetic

pickups. Does not include magnetic pickups.
Other Optional Equipment (Main Components)
• Integral Sump Base Assembly
• Vertically Restrained Vibration Isolators for Packaged Diesel Generator Set
• Torsional Coupling
• MCS Engine Certificate
• GL Approved IMO Certificate
• Engine Lifting Eyes (Shipped Loose)
• Accessory Module
• High Inertia Flywheel with Guard
• Damper with Guard
• Electric Barring Device
• Shrink Wrap and Tarpaulin Protection for Transportation and Storage
127
Other Optional Equipment

• Isolator Weld Plates for Connection of Vibration Isolators to Customer
Foundation
Optional Marine Safety Requirements
• Spray Shielding
Optional Spare Part Kits
Intake and Air System
• Air/Exhaust Common
• Exhaust Bellows Kit
• Turbo Kit
Basic Engine
• Basic Engine Kit
• Piston Assembly Kit
• Cuffed Liner Kit
• Bearing Spare parts Kit
• Rod Assembly Kit
Cylinder Head
• Head Kit – Common
• Gasket (Cuffed Liner)
Fuel System
• Fuel Kit – Common
• Injector Kit – Distillate Fuel
Cooling System
• Cooling System Kit – Common

Instrumentation
• Instrument Kit – Distillate Fuel
Cylinder Valve Kit
• Valve Kit – Distillate Fuel
Optional Engine Testing
• Turbocharger and Crankshaft Work Certificates
• Torsional Vibration Analysis of Generator Set
• Customer Witness Test
• Marine Society Certification Witness Test
Optional Service Tools/Shipping Protection/Factory Support
• Factory Commissioning
• Specialized Tooling Group
• Turbocharger Tool Group
• Cylinder Head Repair Tool Group
128
• Protection System Calibrator
• Oil Mist Detector Tool Kit
• Storage Preservation
Optional Literature
• Installation Drawings
• Additional Literature Set
• Additional Parts Book – CD
• Additional Service Manual
• Additional Technical Manual
• Paper Parts Book - English
129
Engine Monitoring and Shutdown

Engine Shutdown
The C280 engine is installed with shutdown protection for overspeed, low
lubrication oil pressure, high crankcase pressure, high jacket water temperature,
and Metal Particle Detection. High oil mist level alarm and/or shutdown are
available as an option to satisfy marine societies which typically require this feature
on engines above 2250 bkW. In addition, the engine can be shut down through the
electrical control system via emergency shutdown buttons installed as required by
the Marine Classification Society on the bridge and the engine control panel. For
the shutdowns, the engine is stopped via the shutdown solenoid in the governor.
However in case of an overspeed or activated emergency stop button, the engine
will be stopped by an emergency air shutoff system. Both of these measures are
taken as a precaution and to fulfill society requirements.
The engine safety system is operationally independent from the monitoring
system. That means the engine will shut down for the safety functions, high
crankcase pressure, overspeed and low lubrication pressure even when the PLC is
not operational.
Engine Monitoring
Engine monitoring switches and analog sensors (4-20 mA transmitters, RTD’s,
switches, and thermocouples) can vary from one installation to the next.
Pressure Sensors
The engine is installed with a sensor package in accordance with the sensor list
enclosed. The pressure sensors are generally mounted on a common panel on
either the front or side of the engine.
Temperature Sensors
The exhaust temperature sensors are thermocouples and the remaining sensors
are RTD's (PT100).
ENGINE MONITORING AND SHUTDOWN
Engine Control Panel

The Engine Control Panel contains the PLC, start / stop logic and man-machine
interface (MMI) touch screen for displaying the operating parameters. The operator
is able to view engine parameters from different screens for each system (exhaust,
water, and air) on the engine. The various screens are called to view by buttons
located at the bottom of each screen. All the engine parameters are further
available to the vessel control system via P/C communications.
The monitoring and alarm functions listed in the instrumentation list overleaf are
typical for a C280 Marine engine supply, Marine Classification Society with
notation: Unmanned Machinery Space (UMS).
130
Engine Mounting and Foundation Design
Propulsion Engine Mounting and Foundation
This section discusses propulsion engine and reduction gear foundations and their
relationship to ship framing.
Exact analytical methods cannot always be used to design engine foundations.
The design is also influenced by several factors, including previous successful
installations, the designer's experience, and the basic dimensions of the specific
engine being installed. Refer to this guide for specific information on C280 Engine
weights and dimensions.
The engine foundation must resist vertical, horizontal and fore-and-aft deflection.
It should also be integrated into the reduction gear foundation to connect the
overall structure to the ship's inner bottom structure. In this manner, the thrust
from the propeller, and the dynamic forces from the main engine and reduction gear
are evenly distributed over a large area of the inner bottom structure. If the engine
foundation has too little resistance against deflection, it may show up during the
alignment of the engines as the mount depressions may be influenced by the
combination of foundation deflection and engine forces, and may be out of
tolerance.
The main engine foundation must have sufficient rigidity to transmit static and
dynamic forces from the main engine into the foundation.
The girder and faceplate must:
• increase bending inertia of the structure
• facilitate chock installation
• provide a "work shelf" for servicing the side of the engine
ENGINE MOUNTING AND FOUNDATION DESIGN

• permit installation of side blocks and collision chocks
The main engine and reduction gear foundation must also be designed to absorb
the loads from:
• ship's vibration
• propeller thrust
• thrust and torque of the engine
• ship’s motion at sea
• thermal, static and dynamic effects
• crash reversal
Because the loads originate from sources other than the engine, the foundation
sections should be uninterrupted and have adequate section strength.
To avoid natural frequency resonance between engine and hull, the engine's 1st
and 2nd order free forces and moments must be taken into account when
designing the mounting structure. The ship builder must ensure that resonance
between torque excitation and the natural transverse hull frequencies does not
131
occur. Caterpillar will supply engine 1st and 2nd order free forces and moments,
upon request.
The engine foundation must have sufficient rigidity to minimize shafting and
coupling deformation between the engine and gear.
C280 Engine Related Frequencies
Design of Component's
Excitation Frequency Cause of Excitation
Natural Frequencies
½ order = (Correctable) misfiring of
Stay Above
½ x engine speed one or more cylinders
Unbalance, misalignment,
1st order =
crankcase overfill Stay Above
1 x engine speed
(Correctable)
1½ order = Normal cylinder combustion Avoid: side to side and roll
1.5 x engine speed (NOT Correctable) modes excited by this order
nd
2 order = Normal cylinder combustion Avoid: side to side and roll
2 x engine speed (NOT Correctable) modes excited by this order
Firing frequency for a six
(6) cylinder engine or one
3rd order = Avoid: side to side and roll
bank of a twelve (12)
3 x engine speed modes excited by this order
cylinder engine (NOT
Correctable)
Firing frequency for an
eight (8) cylinder engine or
4th order = Avoid: side to side and roll
one bank of a sixteen (16)
Correctable)
Firing frequency for a six
(6) cylinder engine or one
bank of a twelve (12)
Correctable)
Firing frequency for an
eight (8) cylinder engine or
one bank of a sixteen (16)
Correctable)
The engine speed varies from 350 rpm for low idle to 1000 rpm for rated speed.
132
Auxiliary Engine/Package Mounting and Foundation
This section describes packaged generator set foundations and their relationship
to platform framing.
Exact analytical methods cannot always be used to design foundations. The
design is also influenced by several factors, including previous successful
installations, the designer's experience, and the basic dimensions of the specific
package being installed.
C280 packaged generator set weights can vary from 38,900 kg (86,000 lb) for a
6-cylinder, low voltage package with air cooling (excluding radiator weight) up to
95,500 kg (210,000 lb) for a 16-cylinder, high voltage package including a plate-
type heat exchanger cooling system and generator forced lubrication module.
The generator set foundation must resist vertical, horizontal and fore-and-aft
deflection. If the engine foundation has too little resistance against deflection, it
may show up during the alignment of the engines as the mount depressions may
be influenced by the combination of foundation deflection and engine forces, and
may be out of tolerance.
The generator set foundation must have sufficient rigidity to transmit static and
dynamic forces from the package into the foundation.
Mounting
C280 packaged generator sets are furnished on Caterpillar designed rigid bases in
order to maintain alignment between engine, generator and other engine driven
equipment, and must be mounted on spring isolators unless hard mounting has
been approved by Caterpillar.
General
All mounting systems must have provisions for alignment retention, collision

stops and engine thermal growth.
Generators
General
Caterpillar C280 Marine Generator Sets (Auxiliary and Diesel Electric Propulsion
(DEP)), are packaged with free-standing two-bearing generators, matched to the
engine output to provide the customer maximum electrical output to meet their
requirements, as well as marine classification requirements for the application.
Generator specifications and generator testing requirements will need to be
reviewed during the pre-sale phase of the project and established prior to order
placement. Options to be considered should include sub-transient reactance needed
to meet transient responses required and type of current transformers to be
mounted and supplied for the project.
For generators supplied by others, generator manufacturer is responsible for
providing any forced lubrication system that may be required for their generator to
meet tilt requirements.
133
Miscellaneous
Engine Weights
The following weight schedule lists the weights of the C280 series engines and
optional supplied items. Select the optional items and add to the engine’s dry
weight to estimate the weight of an engine shipset. Generator set package weights
vary as discussed on page 131.
C280 Engine Weights
kg (lb)
Engine Model C280-6 C280-8 C280-12 C280-16
Engine Dry Weight 15,680 19,000 25,980 31,000
(See Note below) (34,568) (41,888) (57,276) (68,343)
Optional Supplied Items:
319 319 420 480
Torsional Coupling
(703) (703) (926) (1,058)
250 275 300 375
Plate Type, Heat Exchanger
(551) (606) (661) (827)
86 86 86 86
Water Temperature Regulator
(190) (190) (190) (190)
11 11 11 11
Primary Fuel Strainer
(24) (24) (24) (24)
20 20 20 20
Pressure Reduction Valve
(44) (44) (44) (44)
135 135 135 135
Freshwater Expansion Tank
(298) (298) (298) (298)
Exhaust Pieces: (Turbocharger
134 134 268 268
Adapter, Bellows, Expander to 18
(295) (295) (591) (591)
inch)
Fluids Weights:
634 691 828 961
Lube Oil @ (.9097 kg/liter)
(1,398) (1,523) (1,825) (2,119)
400 530 800 1060
Freshwater Coolant
(882) (1,168) (1,764) (2,337)
70 70 80 133
Heat Exchanger (FW & SW)
(154) (154) (176) (293)
Total Weight per Engine
Note: “Engine Dry Weight” consists of the following engine mounted items: a one piece, gray iron
cylinder block, governor actuator, two freshwater pumps, one sea water pump, one lube oil filter,
fuel and lube oil duplex filters, centrifugal lube oil filters, electric prelube pump, exhaust shielding,
MISCELLANEOUS
intake air silencer, air starting motors, barring device, oil mist detector, flywheel and 6 x anti-
vibration mounts.
134
C280 Genset Witness Test Description
Caterpillar C280 engines have an option for Witness Testing to be conducted in
the Lafayette Package test cells. No customers or dealer personnel are allowed in
the test cell while the engines are running, and no customer instrumentation may
be connected to the engines, packages, or test cell data acquisition and reporting
systems.
Standard testing includes a load test, transient response test, and vibration test,
described as follows:
1. The load test uses 0.8 PF unless otherwise noted, and is recorded at 30 minute
intervals.
• 30 minutes @ 50% rated load
• 60 minutes @ 110% rated load, 1.0 PF
The cylinder and exhaust temperatures are manually recorded. All other
data is recorded electronically and printed by computer.
2. The transient response test is performed at 0.8 PF with load stepping from 0%
to 100% ekW, with pre-determined intervals depending on engine frequency,
then back to 0%, with examples as follows:
• For 900 rpm (60 Hz) C280-16 or 3616 engines:
o 0% - 1700 ekW - 2880 ekW - 3840 ekW - 100% - 0%
• For 1000 rpm (50 Hz) C280-16 or 3616 engines:
o 0% - 1900 ekW - 3210 ekW – 4275 ekW - 100% - 0%
3. The vibration test is taken at 0% and 100% load, and printed by computer. This
is a 14-point, 1-dimensional test around the operating genset package to ensure
no unusual vibration is occurring on the as-built configuration.
The standard testing also includes the following data as obtained through the
data acquisition system.
Performance Data: • Voltage B-C

• rpm • Voltage C-A
• Real Power (ekW) • Average Voltage
• Reactive Power (kVAR) • Current Phase A
• Power Factor • Current Phase B
• Frequency • Current Phase C
MISCELLANEOUS
• Fuel Rate (g/min) • Average Current

• Specific Fuel Consumption Pressures (kPa):
(g/min) • JW Pump Inlet
Electrical data: • JW Pump Outlet
• Voltage A-B • AC Outlet
135
• Engine Fuel General Information:

• Supply Fuel • Customer Name
• Oil • Test Date
• Boost • ESO Number
• AC/OC Pump In Engine Data:
• AC/OC Pump Out • Engine Serial Number
• Engine Arrangement
Generator RTD:
• Stator Phase A • E Model
• Stator Phase B • Engine
• Stator Phase C • Engine Setting (bkW, rpm)
• Front Bearing • OT or 2T
• Rear Bearing Generator Data:
• Generator Serial Number
Temperatures (Deg C):
• JW Inlet • Generator Arrangement
• JW Outlet • Volts/Phase/Hertz
• Oil • ekW
• Inlet Manifold • ekVA
• AC Outlet • Power Factor
• AC/OC In Test Operation Data:
• AC/OC Out • Test Cell (East or West)
• Inlet Fuel • Test Cell Operator
• Inlet Air Test Conditions:
• Barometer (kPa)
• Turbocharger Outlet
• Dew Point (deg C)
• Fuel Density (degree API)
Lastly, the following temperatures are recorded during load testing at 50%, 75%,
100% (3 separate recordings at this load), and 110% (2 separate recordings at this
load) power:
• Exhaust Manifold (Left)
• Exhaust Manifold (Right)
MISCELLANEOUS
• Cylinders 1 through 16 individually, or as a function of total cylinder count

(6, 8, or 12)
136
Maintenance Interval Schedule
Ensure that all safety information, warnings, and instructions are read and
understood before any operation or any maintenance procedures are performed.
The user is responsible for the performance of maintenance, including all
adjustments, the use of proper lubricants, fluids, filters, and the replacement of
components due to normal wear and aging. Failure to adhere to proper
maintenance intervals and procedures may result in diminished performance of the
product and/or accelerated wear of components.
Use mileage, fuel consumption, service hours, or calendar time, whichever occurs
first, in order to determine the maintenance intervals. Products that operate in
severe operating conditions may require more frequent maintenance.
Every Service Hour
o Trend Data - Record
Daily
o Air Starting Motor Lubricator Oil Level - Check
o Air Tank Moisture and Sediment - Drain
o Cooling System Coolant Level - Check
o Driven Equipment – Inspect/Replace/Lubricate
o Engine Air Cleaner Service Indicator - Inspect
o Engine Air Precleaner - Clean
o Engine Oil Level - Check
o Fuel System Primary Filter/Water Separator - Drain
o Fuel Tank Water and Sediment - Drain
o Instrument Panel – Inspect
o Walk-Around Inspection
Every Week
o Jacket Water Heater - Check
Every 250 Service Hours
o Cooling System Coolant Sample (Level 1) – Obtain
o Cooling System Supplemental Coolant Additive (SCA) – Test/Add
Every 250 Service Hours or 6 Weeks
o Air Shutoff – Test
o Engine Oil Sample – Obtain
MISCELLANEOUS
o Oil Mist Detector - Check

Every 500 Service Hours or 3 Months
o Engine Mounts – Inspect
o Engine Protective Devices - Check
137
Initial 1000 Service Hours or 6 Months

o Engine Valve Bridge, Lash, and Injector Fuel Timing – Check/Adjust
o Engine Valve Rotators - Inspect
Every 1000 Service Hours or 6 Months
o Barring Device – Lubricate
o Cooling System Coolant Sample (Level 2) – Obtain
o Engine Mounts – Check
o Engine Oil Filter – Change
o Exhaust Piping – Inspect
o Fuel System Primary Filter/Water Separator Element – Replace
o Fuel system Secondary Filter – Replace
o Prelube Pump – Lubricate
o Speed Sensor – Clean/Inspect
Every 2000 Service Hours
o Air Starting Motor Lubricator Bowl - Clean
Every 2000 Service Hours or 1 Year
o Aftercooler Condensation – Drain
o Engine Valve Bridge, Lash, and Injector Fuel Timing – Check/Adjust
o Engine Valve Rotators – Inspect
o Oil Mist Detector – Clean/Replace
o Aftercooler Core – Clean/Test
o Starting Motor – Inspect
o Water Temperature Regulator - Replace
o Engine Protection Devices - Calibrate
MISCELLANEOUS
138
Every 8000 Service Hours or 3 Years
o Camshaft Roller Followers – Inspect
o Cooling System Coolant (DEAC) – Change
o Cooling System Coolant Extender (ELC) – Add
o Crankshaft Vibration Damper – Inspect
o Driven Equipment – Check
o Engine Oil Temperature Regulator – Replace
o Exhaust Shields – Inspect
o Turbocharger – Inspect
o Water Pump - Inspect
Between 16,000 and 24,000 Service Hours
o Top End Overhaul
Every 16,000 Service Hours or 6 Years
o Cooling System Coolant (ELC) - Change
Between 36,000 and 44,000 Service Hours
o Major Overhaul
MISCELLANEOUS
139
Storage Preservation Specification

This specification describes methods and materials used to provide for the
preservation of engines as defined in Caterpillar Document No. 1E2566, Processing
– Engine Preservation. These procedures are intended for all C280 engines.
Preservation Procedures
1E2566L Processing (After Assembly and Test)
• All parts should be prepared and painted according to 1E2001.
• Fill Engine Jacket Water (EJW) system with a solution of 20% VCI 379 and
80% water or equivalent solution. A regulator bypass line must be used to allow
filling on both sides of the regulator. Vent and EJW system at the highest point
possible to assure complete filling.
• For engines with Separate Circuit Aftercooler (SCAC) systems fill the SCAC
system with a solution of 20% VCI 379 and water or equivalent solution. Vent
the SCAC system at the highest point possible to assure complete filling.
• Drain the VCI solution from the EJW system at multiple locations to assure
complete drainage. (EJW pump, 10° block face cover, oil cooler, etc.)
• Drain the VCI solution from engines with SCAC system at the SCAC water
pump. Close all EJW and SCAS system openings with the parts specified on
engineering drawings.
• Spray a mixture of 50% 1 E2359 VCI oil and 50% engine oil into the air intake
or turbocharger inlet. Minimum application rate is 7.5 mL/L of engine
displacement. Install covers specified on engineering drawing to seal in VCI
vapors.
• Spray a mixture of 50% 1E2359 VCI oil and 50% engine oil into the exhaust
opening. Minimum application rate is 7.5 mL/L of engine displacement. Install
covers specified on engineering drawing to seal in VCI vapors.
• Fill oiler reservoir for air starter with a mixture of 50% 1 E2359 VCI Oil and
50% engine oil.
• All other lubricating oil compartments are to be protected by 1E2359 VCI Oil by
one of the following methods:
• Run the engine for the final 3 to 5 minutes with oil which has 3 to 4% of 1
E2359 VCI Oil by volume. This oil may be drained or left in the engine. Seal VCI
vapors in the engine with covers specified on engineering drawings.
• The vapor phase of the VCI oil evaporates rapidly at engine operating
conditions. If further instructions are needed, consult with the Engineering
Materials Section of the Engine Division.
MISCELLANEOUS
• Install a mixture of 50% 1 E2359 VCI Oil and 50% engine oil in the lubricating
oil compartments at the rate of 1 part of mixture per 15 parts of compartment
capacity at full level. Seal VCI vapors in the engine with covers specified on
engineering drawings.
140
• This method can be used with an empty or partially filled lubricating oil
compartment. If the compartment is already full, it may be necessary to drain
some lubricant to facilitate the addition of the mixture.
• Install 30 mL of a mixture of 50% 1 E2359 VCI and 50% engine oil in each
cylinder and rotate crankshaft two turns. Tighten all fittings to the correct
torque. Check the fuel system to verify that it is full of fuel. Install covers
specified on engineering drawing to seal in fuel and vapors.
• Spray a thin film of mixture of 50% 1 E2359 VCI Oil and 50% engine oil on the
flywheel, ring gear, and starter pinion. To seal in vapors, install the covers
specified on engineering drawings for the flywheel housing and starter opening,
and the plugs specified for through holes.
• Apply a heavy coating of 1 E0325 Grease to the bearing surfaces of all pin and
joint connections and other non-painted surfaces.
• All tapped holes must be protected by painting or by applying MS2254 Coating
or equivalent. Tapped holes shall be free of water before applying MS2254
Coating or equivalent and sealed with a tightly fit plastic plug or equivalent.
MISCELLANEOUS
141
General Arrangement Drawings

C280-Diesel Engine General Arrangement Drawings
Note: These drawings are based on the Rear Mounted Turbocharger Option.
C280-6 Engine Only
Right Side 2777716A
GENERAL ARRANGEMENT DRAWINGS
142
Front View 2777716B
143
144
Left Side View 2777716C
145
Rear View 2777716D

146
Top View 2777716E
147
ront and Left Side View 2777716F

148
Foot Print 2777716G
149
Connections Details 2777716H

150
Instrument Mounting 2777716I
151
C280-8 Engine Only

Right Side 2777717A
152
Front View 2777717B
153

154
Rear View 2777717D
155
Top View 2777717E

156
Foot Print 2777717F
157
Left Side and Front View 2777717G

158
159
C280-12 Engine Only

Right Side 2777718A
160
Front View 2777718B
161

162
Rear View 2777718D
163
Top View 2777718E

164
Foot Print 2777718F
165
Left Side and Top View 2777718G

166
167
C280-16 Engine Only

Right Side 2777719A
168
Front View 2777719B
169

170
Rear View 2777719D
171
Top View 2777719E

172
Foot Print 2777719F
173
Left Side View 2777719G

174
Top View 2777719H
175
Connections Details 2777719I

176
C280-16 Front Mounted Turbocharger Engine
Right Side
177
Engine Front and Rear View

178
Left Side View
179
Top View
180
Footprint
181
C280-16 Front Mounted Turbocharger Genset

Lifting Schematic
182
Right Side View
183
Front and Rear View

184
Left Side View
185
Top View
186
Footprint
187
C280-6 Genset
Right Side View
188
Top View
189
Right Side View

190
Top View
191
C280-12 Genset
Right Side View
192
Top View
193
C280-16 Genset
Right Side View
194
Front and Rear View
195
Left Side View

196
Top View
197
Plan View
198
Connection Data Sheet
199
Shipped Loose Items

200
201
Optional Items
202
203
204
205
Lifting Schematic
206
Inline Engines Removal Distances
\
207
Vee Engines Removal Distances

208
209
Typical Supplied Auxiliary Equipment
AC/OC Thermostatic Valve
JW Thermostatic Valve
Lube Oil Thermostatic Valve

210
Jacket Water/Lube Oil Combination Heater
Prelubrication Pump
Fuel Pre Filter
211
Reference Material
The following information is provided as additional reference to subjects
discussed in this guide.
LEBM0600
3606 and 3608 Marine Project Guide
LEBM0465
3612 and 3616 Marine Project Guide
LEBW0006
C280 3600 Petroleum Offshore Project Guide
LEBW4985
C280 Commissioning Guide
SENR3593
Systems Operation, Testing and Adjusting (3612 and 3616 Engines)
SEBU6965
Operation and Maintenance Manual (3600 Distillate Fuel Engines)
SEBU7003
3600 Series and C280 Series Diesel Engine Fluids Recommendations
1E2566L
Processing – Engine Preservation
REFERENCE MATERIAL
212
LEBM0003-01 ©2010 Caterpillar® Printed in U.S.A.
All rights reserved.

Caterpillar C280 Series Engine Product Guide

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Caterpillar C280 Series Engine Product Guide

Uploaded by

Copyright:

Available Formats

©2009 Caterpillar® All rights reserved.

Technical Data ...................................................................... 9

Lubrication Oil System........................................................ 61

©2010 Caterpillar® All rights reserved.

Crankcase Ventilation System............................................. 68

Fuel System ....................................................................... 71

Cooling System .................................................................. 75

©2010 Caterpillar® All rights reserved.

Starting Air System ............................................................ 97

Combustion Air System .................................................... 103

Engine Room Ventilation ................................................... 108

Exhaust System ................................................................ 117

Engine Governing and Control System .............................. 120

Engine Monitoring and Shutdown ..................................... 130

Engine Mounting and Foundation Design ........................... 131

Miscellaneous .................................................................. 134

General Arrangement Drawings ........................................ 142

Reference Material ........................................................... 212

©2010 Caterpillar® All rights reserved.

C280 Diesel Engine Ratings

Continuous Service Ratings (CSR) – Marine Diesel Oil

Engine Model C280-6 C280-8

Rated Speed (rpm) 900 1000 900 1000

Engine Model C280-12 C280-16

Rated Speed (rpm) 900 1000 900 1000

Engine Model C280-6 C280-8

Rated Speed (rpm) 900 1000 900 1000

Engine Model C280-12 C280-16

Rated Speed (rpm) 900 1000 900 1000

Commercial Fast Vessel Ratings – Marine Diesel Oil

Engine Model C280-16

Rated Speed (rpm) 1000

Matching of Propellers and Waterjets

the quoter including the associated additional cost.

C280-8 Power and Speed Tolerances

C280-6 DIESEL ENGINE TECHNICAL DATA

RATED SPEED (RPM): 900 ENGINE RATING: Marine CSR

Engine Power (bhp)

ZONE LIMIT DATA ZONE LIMIT DATA

PROPELLER DEMAND DATA PROPELLER DEMAND DATA

Heat Rejection @ 100% Load and 25o C Air

C280-6 MCR (Sheet 1 of 2)

C280-8 CSR (Sheet 1 of 2)

C280-8 DIESEL ENGINE TECHNICAL DATA

RATED SPEED (RPM): 900 ENGINE RATING: Marine CSR

Engine Power (bhp)

ZONE LIMIT DATA ZONE LIMIT DATA

PROPELLER DEMAND DATA PROPELLER DEMAND DATA

Heat Rejection @ 100% Load and 25o C Air

RATED SPEED (RPM): 1000 ENGINE RATING: Marine CSR

Engine Power (bhp)

ZONE LIMIT DATA ZONE LIMIT DATA

PROPELLER DEMAND DATA PROPELLER DEMAND DATA

Heat Rejection @ 100% Load and 2 5o C Air

42,780 kJ/kg used at 29oC with a density of 838.9 g/liter.

C280-8 MCR (Sheet 1 of 2)

C280-8 DIESEL ENGINE TECHNICAL DATA

RATED SPEED (RPM): 900 ENGINE RATING: Marine MCR

Engine Power (bhp)

ZONE LIMIT DATA ZONE LIMIT DATA

PROPELLER DEMAND DATA PROPELLER DEMAND DATA

Heat Rejection @ 100% Load and 25o C Air

RATED SPEED (RPM): 1000 ENGINE RATING: Marine MCR

Engine Power (bhp)