3606&3608 Mar PRJ Guide - LEBM0600

Cat ®
and
E N G I N E F A M I LY
Marine Project Guide

Caterpillar
3 6 0 6 A N D 3 6 0 8 E N G I N E F A M I LY
Marine Project Guide
Information in this document is subject to change without notice.

Contents
General
Basic Engine Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Example Engine Scope of Supply. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
Ratings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Matching of Propellers and Waterjets. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-9
Technical Data and Performance Curves. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-23
Free Field Mechanical and Exhaust Noise. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-29
Torsional Vibration Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30-31
Torsional Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Lubrication Oil System
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
Internal Lubrication System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
Prelubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
Oil Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
Oil Change Interval . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Inclination Capability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Lube Oil System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35-36
Crankcase Ventilation System
Crankcase Fumes Disposal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Crankcase Piping System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37-38
Fuel System
Tank Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Line Restriction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Fuel Line Dimension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Fuel Recommendations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Engine Fuel System Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
Fuel Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
Fuel System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40-41
Cooling System
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
Coolant Flow Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
Coolant Temperature Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
Water Quality, Rust Inhibitors, and Antifreeze . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
Heat Exchanger Sizing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
Jacket Water Heater Sizing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
System Pressures and Velocities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
Weld Flange Sizes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Fresh Water Pumps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Sea Water Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Cooling System Schematics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46-47
3606 AND 3608 MARINE PROJECT GUIDE
Contents (con’t.)
Starting Air System
Air Starters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
System Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Receiver Sizing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Customer Connections. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Air Start Tank Sizing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Starting Air System Schematic. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
Combustion Air System
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
System Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51-52
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
Combustion Air System Schematics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53-54
Exhaust System
Exhaust Manifolds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Exhaust Backpressure Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Turbochargers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Exhaust Slobber (Extended Periods of Low Load). . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Exhaust Piping. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
Exhaust System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
Engine Governing and Control System
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
Main Engine Governing System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
Clutches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
Shaft Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
Engine Monitoring and Shutdown
Engine Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
Engine Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
Control and Monitoring System Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
Control and Monitoring System Drawings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60-65
Control System Inputs to PLC and Redundant Relay Logic . . . . . . . . . . . . . . . . 66-78
MODBUS Address List. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79-92
Engine Mounting and Foundation
Foundation Design. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
Resin Chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
General Arrangement Drawings . . . . . . . . . . . . . . . . . . . . . . . . 95-107
Miscellaneous
Engine Weights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
Removal Distance/Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109-110
Maintenance Interval Schedule — CSR and MCR Ratings. . . . . . . . . . . . . . 111-112
Typical Supplied Auxiliary Equipment . . . . . . . . . . . . . . . . . 113-115
Main, rod, and camshaft bearings are steel-backed,
General 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.
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.
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.
Pistons are two-piece with a steel crown and forged
Basic Engine Design aluminum skirt for excellent strength and durability,
The 3606/3608 engine family for marine applications is yet light weight. Each piston has four rings, two in
a modern, highly efficient, IMO certified engine series hardened grooves in the crown and two in the skirt.
consisting of in-line engines of 6 and 8 cylinders. The top compression ring is asymmetrically faced
These are four-stroke, non-reversible engines rated with a chrome-ceramic matrix coating to provide
at speeds from 900 to 1000 rpm and intended for use extended ring and liner life. The two middle rings are
as main propulsion for vessels. The engines are taper faced and chrome plated, while the lower lube
turbocharged, charge air cooled and with a direct oil control ring is double rail chrome faced with a
injection fuel system using unit fuel injectors. The use spring expander. Oil is jet sprayed into passageways
of individual fuel injectors eliminates the need for within the pistons for cooling and lubrication of the
high pressure piping and provides for an accurate, piston pin.
high injection pressure. Valves. The seat on the replaceable inserts is
The engine block is available in two versions. induction-hardened. Positive rotators on all the
• Nodular cast iron block valves maintain a uniform temperature and wear
• One-piece casting of heavily ribbed, weldable, pattern across the valve face and seat. The exhaust
gray iron alloy and air inlet valves are both manufactured from
The intake plenum runs the full length of the engine, Nimonic 80A material.
providing even air distribution to the cylinders.
The crankshaft is a pressed forging that is induction
hardened. A counterweight for each cylinder is
bolted to the crankshaft using a robust three-bolt
design. Crankshaft end flanges are identical so full
power can be taken off from either end.
GENERAL
1
Example Engine Scope of Supply

The following is a typical scope of supply for a main propulsion engine package. The scope of supply varies with
the application to meet specific customer needs.
Scope of Supply
Caterpillar 3600 Marine Diesel Engine — General Technical Data
Model Caterpillar 3608 Diesel Engine
Rating (IMO certified) 2460 bkW at 1000 rpm (fuel stop/rated power @ CSR IMO certified)
Load profile 100% of time at 100% rated power
Ambient conditions 45°C (113°F) air/32°C (90°F) cooling water to the aftercooler
TBO Approx. 40,000 hours
BSFC 205 g/kW-hr (0.336 lb/hp-hr) + 5% tolerance
Number of cylinders 8
Cylinder configuration In-line
Bore 280 mm (11 in.)
Stroke 300 mm (12 in.)
Compression ratio 13:1
Low idle speed 350 rpm
Rotation ccw/cw (viewed from flywheel end)
Service side Right/left (viewed from flywheel end)
Water connections Right/left (viewed from flywheel end)
Speed Control Options Cooling System

1. Heinzmann governing system consisting of: The engine cooling system is a single (combined)
• Off-engine-mounted electronic governor circuit system. The cooling circuit is designed for a
• Heinzmann electric driven actuator coolant supply temperature of 90°C (194°F) to the
• Panel for power supply panel/battery backup, off water jacket, 32°C (90°F) nominal [38°C (100°F)
engine mounted maximum] to the engine-mounted charge air cooler,
• Potentiometer for local speed control and 85°C (185°F) regulated temperature for the
• Local/remote speed control switch lubrication oil supply to the bearings. The following
main components are included:
2. Woodward governing system consisting of:
• Fresh water pumps, 2 pcs (high- and low-
• Off-engine-mounted electronic governor
temperature pumps), engine gear driven
• Woodward UG18 hydra-electric actuator
• Thermostat valve, three-way, 32°C (90°F) for heat
• Panel for power supply battery backup, off
exchanger circuit (shipped loose)
engine mounted
• Potentiometer for local speed control Cooling system options include:
• Local/remote speed control switch • Sea water pump, engine gear driven
• Heat exchanger, plate type for 32°C (90°F) sea
An optional governor panel can be supplied to
water temperature, 38°C (100°F) max engine water
enclose the governor, the local/remote speed switch,
temperature (shipped loose)
the local speed control potentiometer, and any
• Jacket water heater (shipped loose) with engine-
optional amplifiers or transducers required for speed
mounted connections
input or pitch control systems. All components
• Heat recovery connections with three-way
installed in this panel are wired and a terminal strip is
thermostatic valve
provided for shipyard connections.
• Emergency coolant connections for jacket water
GENERAL
and aftercooler/oil cooler pumps
2
Fuel System Air intake and exhaust system options include:
The fuel system is designed for distillate #2, MDO, • Standard or heavy-duty air cleaners, mounted in an
JP-8 turbine fuel and ISO 8217 DMX, DMA, and DMB enclosure which is epoxy coated and can be
fuels. ISO DMC and JP-4 aviation fuel must not be remote mounted. 508 mm (20 in.) air cleaner outlet
used. The following main components are included: to each turbocharger.
• Direct injection system with individual unit injectors • Single element round type paper element air
with 430 kPa (127 in. Hg) minimum supply pressure. cleaner for each turbocharger. Must be mounted
• Engine-mounted fuel oil filter, duplex, with service within 1.5 m (5 ft) of the turbocharger inlet.
indicator (requires clean engine room air)
• Engine gear driven fuel oil transfer pump • Rotatable turbocharger exhaust center housings to
provide non-vertical exhaust outlet
Fuel system options include: • Cylinder pressure gauge valves at each cylinder
• Flexible connections head
• Off-engine-mounted duplex fuel oil strainer or a
30 micron fuel/water separator package Engine Protection Options
• Fuel cooler Marine Monitoring System (MMSII) — PLC
Based System:
Lube Oil System Signals for alarms and shutdowns are provided as
The lube oil system is an integrated system with wet required by applicable marine society. The alarm
sump supplying 85°C (185°F) filtered oil at 430 kPa signals are provided for use with the ship’s control
(127 in. Hg) under all operating conditions. The and monitoring system. The following main
following main components are included: components are included:
• Engine gear driven lube oil pump
• Shell and tube type engine-mounted lube oil cooler Engine control panel
• Engine-mounted thermostatic valve for lube oil This panel contains the PLC, screen, relays, relay
temperature control modules, and starting logic. All temperature and
• Engine-mounted duplex lube oil filter pressure signals from the engine are taken to the
• Front and rear oil pan drain valves panel and processed for communication with the
• Electric pre-lube pump, shipped loose for off- ship’s control and monitoring system via a MODBUS
engine mounting or hard wiring.
Lube oil system options include: A Hz to mA transducer is installed in the panel
• Emergency lube oil connections intended for engine rpm meters mounted on the
• Air prelude pump, engine mounted bridge. The transducer will supply an engine rpm
• Flexible hoses for electric pre-lube pump signal (4 to 20 mA) for bridge tachometers.
connections (tachometers not included)
Air Intake and Exhaust Systems

The following main components are included:
• Asea Brown Boveri or Napier twin turbochargers
(depending on engine rating)
• Turbocharger-mounted air intake silencer (requires
clean engine room air)
• Engine-mounted, fresh water cooled charge air
cooler
• Exhaust manifold, dry, with soft wrap thermal
protection
• Flexible exhaust connections (shipped loose)
GENERAL
• Expander to 457 mm (18 in) exhaust pipe

• 457 mm (18 in) diameter exhaust weld flanges
3
The following parameters are displayed as Engine Control Panel (ECP) — Relay Based
“electronic gauges” on the screen mounted in the System:
front of the panel: Signals for alarms and shutdowns are provided as
• Lube oil pressure to the engine required by applicable marine society. The alarm
• Lube oil filter differential pressure signals are provided for use with the ship’s control
• Fuel oil pressure to the engine and monitoring system. The following main
• Fuel oil filter differential pressure components are included:
• Jacket water pump outlet pressure
• AC/OC pump outlet pressure Engine instrument panel:
• Sea water pump outlet pressure The instrument panel contains the following gauges:
• Inlet air manifold pressure • Cooling water temperature
• Lube oil temperature to engine • Lube oil temperature
• Inlet air manifold temperature • Inlet air manifold temperature
• Jacket water outlet temperature • Lube oil pressure
• AC/OC water outlet temperature • Fuel oil pressure
• Fuel oil inlet temperature • Inlet air manifold pressure
• Exhaust temperature (each cylinder plus • Lube oil filter differential pressure
turbocharger inlet and stack) • Fuel oil filter differential pressure
• Inlet air restriction
The following “traditional” gauges are located on • Exhaust stack temperature
the engine-mounted transducer panel:
• Lube oil pressure The instrument panel is shipped loose with 8 m (26 ft)
• Fuel oil pressure capillaries for temperature instruments. Pressure
• Inlet air restriction lines and wiring are not included.
In addition to the screen, the following are installed Starting control panel instrumentation:
in the front panel of the engine control panel: • Engine tachometer
• Engine tachometer • Engine hour meter
• Engine hour meter • Starting air pressure gauge
• Starting air pressure gauge • Engine rpm signal (4-20 mA) for bridge tachometers
(tachometers not included)
Temperature sensors:
Engine mounted temperature sensors are wired to a Temperature sensors:
common engine mounted junction box. Engine-mounted temperature sensors are wired to a
common engine-mounted junction box.
Pressure sensors:
Pressure sensors are mounted on the engine on a Pressure sensors:
common sensor panel. All signals are wired to the Pressure sensors are mounted on a separate panel,
engine-mounted junction boxes. which is shipped loose, for bulkhead installation.
Pressure lines between a common termination point
Other safety features included are: on the engine and the panel are not included.
• Cylinder pressure relief valves Cylinder pressure gauge valves are installed at each
• Crankcase explosion relief valves cylinder.
These other safety features are included:
• Cylinder pressure relief valves
• Crankcase explosion relief valves
• Oil mist detector
GENERAL
4
Starting System Scheduled Oil Sampling
The starting system is an indirect air starting system. Caterpillar Scheduled Oil Sampling (S•O•SSM) oil
The following main components are included: analysis is included for one year.
• Air starting motor
• Pressure reducing valve Torsional Analysis
• Air start control options: Torsional vibration analysis is included. We reserve
1. MMSII — engine control panel (see description the right to adjust price and delivery time if changes
above) are required as a result of the torsional vibration
2. ECP — starting control panel including: analysis and shaft line design review.
• Start/pre-lube switch
• Stop button Classification Society
• Emergency stop button The engine is equipped in accordance with
• Indicator lamp, start blocked (if applicable) classification society rules at time of order.
• Indicator lamp, pre-lube pressure Classification Society:
Class Notation: Unmanned Machinery Space
The start control panel is shipped loose for bulkhead
installation.
Commissioning/Sea Trials
As defined for each project.
Other Equipment
• Electric motor driven engine barring device
Warranty
• Flexible coupling between engine and marine gear
12-month Caterpillar warranty.
• Torsional vibration damper and guard
• Engine lifting brackets
• Anti-vibration mounts
• Two sets of parts books and maintenance manuals
• Classification society certificate
• Shrinkwrap and tarpaulin protection for
transportation and storage
GENERAL
5
Ratings
Continuous Service Rating (CSR) — Marine Diesel Oil
Engine Model 3606 3608
Rated speed — rpm 900 1000 900 1000
Rated power — bkW 1730 1850 2300 2460
Rated power — bhp 2320 2480 3084 3298
Rated power — PS 2353 2515 3128 3345
Maximum air temperature to turbocharger — °C (°F) 45 (113) 45 (113) 45 (113) 45 (113)
Maximum aftercooler inlet water temp — °C (°F) 38 (100) 38 (100) 38 (100) 38 (100)
The above ratings are based on the following approximate load profile:
• 100% of the engine operating hours at 100% of rated power.
These ratings correspond to the ISO 3046 Fuel Stop Power definitions.
Maximum Continuous Rating (MCR) — Marine Diesel Oil

Engine Model 3606 3608
Rated speed — rpm 900 1000 900 1000
Rated power — bkW 1900 2030 2530 2710
Rated power — bhp 2548 2722 3392 3634
Rated power — PS 2584 2761 3440 3685
Maximum air temperature to turbocharger — °C (°F) 45 (113) 45 (113) 45 (113) 45 (113)
Maximum aftercooler inlet water temp — °C (°F) 38 (100) 38 (100) 38 (100) 38 (100)
The above ratings are based on the following approximate load profile:
These ratings correspond to the ISO 3046 Fuel Stop Power definitions.
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.
GENERAL
6
Matching of Propellers and Waterjets
Controllable Pitch (CP) propellers are normally Waterjets approximate a fixed pitch propeller
designed so that 90 to 100 percent of the rated power demand curve and can also be affected by vessel
is utilized when the ship is on trial at specified speed loading, weather conditions, sea state, and hull
and load. Overload protection or load control is fouling. The waterjet power demand should be
necessary to protect the engine from overload in the matched such that these conditions do not result in
event of heavy vessel loading, weather conditions, engine overload. The waterjet-to-engine match
sea state, or hull fouling. should be based on expected heavy ship conditions,
propulsion system power losses, reduction gear
losses, etc.
The following graph provides an example of correct
waterjet match.
Power (%)
Speed (rpm)
GENERAL
7
System Response 3. If the maximum engine speed in the ship

The waterjet should be matched to the engine such installation during full load sea trials is between
that the engine can smoothly reach its rated speed in 990 rpm and 994 rpm and the shipyard parameters
a time frame that optimizes acceleration and fuel indicate that the engine is in the lower end of the
combustion (smoke). This optimized condition is power tolerance, the rack setting can be increased
frequently programmed into the electronic governing so that the minimum power will be within -1.5
system and the waterjet should not inhibit the percent tolerance [2670 bkW (3578 bhp) in the case
programmed acceleration rate. An oversized waterjet of the 2710 bkW (3631 bhp) rating] based on
may result in engine lug (maximum fuel @ less than standard ambient conditions. A new specification
rated rpm), resulting in owner dissatisfaction with will be created to reflect the new rack setting and
vessel performance, as well as possible harm to the a new engine nameplate will be stamped.
engine from excessive exhaust temperatures.
4. If the maximum engine speed in the ship
installation during full load sea trials is 1000 rpm
Engine and Waterjet Tolerances
and the shipyard measured parameters indicate
Engine and waterjet tolerances should be taken into
that between 1006 rpm and 1010 rpm is necessary
account in the propulsion system design. Waterjets
to achieve the rated power, the engine rated speed
typically have a rated speed tolerance of +0.5 to
may be increased. The engine rated speed will not
+1.5 percent; the waterjets will absorb the rated
exceed 1010 rpm and Caterpillar reserves the
power somewhere within this speed band tolerance.
option of reducing fuel stop setting to provide a
If the situation arises where the waterjet is supplied
maximum output of 2750 bkW (3685 bhp) at
within these specifications but at the lower limit of
standard conditions within the 1006-1010 rpm
the speed tolerance, it could mean that the propeller
speed range. If necessary, a new specification will
demand would require 4.5 percent more power at the
be created to reflect the new rack setting and a
nominal rated speed. If the waterjet is supplied with
new nameplate will be stamped.
the ability to absorb the power only at the upper limit
of the speed tolerance, the engine may not be able to 5. A maximum attainable engine speed of less than
pull the rated power out of the waterjet, as the 990 rpm is considered unacceptable for lug for
engine may not be able to operate at this higher rpm. continuous operation.
The 3606/3608 tolerances provide nominal power
+1.5 percent with a rated speed tolerance of +0.5 to Requirements/Conditions:
-1.0 percent. To ensure the best possible match 1. The dynamometer test results at fuel stop power
between the engine and the waterjet in view of the will be used as the criteria for evaluating installed
tolerance differences, the following procedure engine power.
applies.
2. ISO standard reference conditions apply for power,
Engine adjustment and acceptability guidelines not site conditions.
for sea trials:
3. Minimum power setting (no negative tolerance in
the Dyno) will be driven by the quoter including the
installation during full load sea trials is between
associated additional cost.
995 rpm and 1000 rpm, no adjustments will be made
to the engine settings. 4. The minimum tolerance on engine power in the
Dyno will be reduced to 2 percent .
installation during full load sea trials is 1000 rpm 5. A tolerance of +1.5 percent applies to engine
and the shipyard measured parameters such as power in the field based on standard conditions.
boost, fuel rate, rack position, and/or cylinder
pressure indicate that between 1001 and 1005 rpm 6. The standard rated power and speed will not be
is necessary to achieve the rated power, no changed on the new nameplate, only the rack
GENERAL
adjustments will be made to the engine settings. setting.
8
The nominal propeller demand curve shown in the graph below shows the cubic demand curve through the
engine design point of 2710 bkW (3631 bhp) at 1000 rpm. The propeller demand curves 2 and 3 are matched
through the minimum and maximum power tolerance limits at rated speed.
3608 Waterjet Tolerances
based on 2710 bkW (3631 bhp) @ 1000 rpm rating
Power (bkW)
Speed (rpm)
Waterjet tolerances: An undersized waterjet will prevent the engine from

Standard waterjet tolerances are +1.5 percent speed reaching rated power at the rated 1000 rpm. Engine
at rated power. This speed tolerance is a function of speed may be increased to a maximum of 1015 rpm
the pump design, hull form, vessel speed, and but power output may still be below the minimum
waterjet intake design. The engine speed tolerance tolerance of 2670 bkW (3578 bhp) with the factory
at rated power is less than the waterjet tolerance rack setting. The rack setting may be changed to
(+0.5 percent/-1.0 percent versus +1.5 percent). This achieve a maximum output of 2750 bkW (3685 bhp) at
means there is a possibility for the waterjet to be standard ambient conditions at 1015 rpm.
oversized or undersized if the maximum minus or plus
To minimize the possibility of a significantly oversized
speed tolerance on the waterjet is obtained at rated
waterjet, the customer and/or jet manufacturer may
power.
choose to use a different nominal jet sizing point than
An oversized waterjet will cause the engine to the rated engine operating point [2710 bkW (3631 bhp)
operate at fuel stop rack (lug) when the engine is set at 1000 rpm]. By choosing a lower nominal waterjet
for the rated 2710 bkW (3631 bhp) at 1000 rpm. The rating at 1000 rpm, the jet speed tolerance band may
engine speed may be less than the minimum 990 rpm be made to fall entirely within the engine limits such
(-1.0 percent engine speed tolerance) required to that continuous lug operation is not possible.
obtain power within the minus tolerance band with
factory rack setting. The engine can operate in lug
GENERAL
continuously down to 980 rpm. However, the engine

power output will be out of the minus tolerance band.
9
Technical Data and Performance Curves

TECHNICAL DATA Engine: 3606 In-line
Rating: CSR
Fuel: MDO
Engine Speed Ratings
Units 900 1000
General Data
Engine Output1 (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 L (in3) 18.5 (1,127) 18.5 (1,127)
Compression Ratio 13:1 13:1
Firing Pressure, maximum kPa (psi) 16 200 (2,350) 16 200 (2,350)
BMEP @ 100% Load kPa (psi) 2082 (302) 2003 (291)
Mean Piston Speed m/s (ft/s) 9.0 (29.5) 10.0 (32.8)
Idle Speed rpm rpm 350 350
Crash Reversal Speed, minimum rpm rpm 300 300
Firing Order — CCW 1-5-3-6-2-4
Firing Order — CW 1-4-2-6-3-5
Combustion Air System4
Flow of Air @ 100% Load m3/min (ft3/min) 165.2 (5,834) 185.5 (6,552)
Air Temp. @ Air Cleaner, maximum °C (°F) 45 (113) 45 (113)
Air Temp. After Aftercooler, alarm °C (°F) 60 (140) 60 (140)
Intake Manifold Pressure @ 100% Load kPa (psi) 238 (35) 236 (34)
Air Inlet Restriction, new/maximum mm H2O (in H2O) 125/380 (5/15) 125/380 (5/15)
Aftercooler Press. Diff. @ 100% Load, clean state kPa (psi) 3.4 (0.5) 3.4 (0.5)
Exhaust Gas System
Exhaust Gas Flow @ 100% Load m3/min (ft3/min) 348.2 (12,298) 395.2 (13,958)
Exhaust Stack Temperature
Exhaust Stack Temp @ 100% Load °C (°F) 362 (684) 345 (653)
Exhaust Stack Temp Alarm @ 100% Load °C (°F) 550 (1,022) 550 (1,022)
Exhaust Temp to Turbo
Exhaust Temp to Turbo @ 100% Load °C (°F) 537 (998) 517 (963)
Exhaust Temp to Turbo Alarm @ 100% Load °C (°F) 630 (1,166) 630 (1,166)
Exhaust System Backpressure, maximum mm H2O (in H2O) 254 (10) 254 (10)
Heat Balance @ 100% Load and 25°C Air
Lube Oil Cooler kW (Btu/min) 182 (10,356) 204 (11,608)
Jacket Water kW (Btu/min) 364 (20,712) 376 (21,394)
Aftercooler kW (Btu/min) 549 (31,251) 640 (36,404)
Total Heat Rejection to Raw Water kW (Btu/min) 1095 (62,318) 1220 (69,406)
Exhaust Gas2 kW (Btu/min) 1268 (72,164) 1433 (81,539)
Radiation kW (Btu/min) 84 (4,753) 92 (5,229)
Fuel System
Pump Suction Restriction, maximum kPa (psi) -39 (-5.7) -39 (-5.7)
Return Line Backpressure, maximum kPa (psi) 350 (51) 350 (51)
Manifold Pressure @ 100% Load kPa (psi) 430-676 (62.4-98) 430-676 (62.4-98)
Flow Rate, supply Lpm (gpm) 38.0 (10.0) 41.5 (11.0)
Flow Rate, return Lpm (gpm) 31.0 (8.2) 33.8 (8.9)
GENERAL
BSFC (with pumps + 3%)3

@ 100% Load g/bkW-hr (lb/bhp-hr) 201.0 (0.334) 208.0 (0.344)
BSFC (with pumps +5%/-0%)3
10
Rating: CSR
Fuel: MDO
Units 900 1000
Lubricating Oil System
Manifold Pressure, nominal kPa (psi) 380 (55) 380 (55)
Manifold Pressure, alarm (650-1000 rpm) kPa (psi) 320 (46) 320 (46)
Manifold Pressure, stop (650-1000 rpm) kPa (psi) 260 (38) 260 (38)
Manifold Temperature, alarm °C (°F) 92 (198) 92 (198)
Manifold Temperature, stop °C (°F) 98 (208) 98 (208)
Manifold Temperature, nominal °C (°F) 85 (185) 85 (185)
Prelube Pump Capacity, intermittent Lpm (gpm) 76 (20) 76 (20)
Prelube Pump Capacity, continuous Lpm (gpm) 23 (6) 23 (6)
Sump Capacity (marine) L (gal) 697 (184) 697 (184)
BSOC @ 100% Load, typical g/bkW-hr (lb/bhp-hr) 0.70 (0.0012) 0.70 (0.0012)
Lube Oil Filter Differential Pressure, maximum kPa (psi) 104 (15) 104 (15)
Lube Oil Flow Lpm (gpm) 577 (152) 577 (152)
Cooling Water System — Block Cooling
Inlet Temperature, nominal °C (°F) 90 (194) 90 (194)
Inlet Temperature, maximum °C (°F) 95 (203) 95 (203)
Inlet Temperature, minimum °C (°F) 83 (181) 83 (181)
Outlet Temp before Regulator, maximum °C (°F) 99 (210) 99 (210)
Pump Rise (Delta P) @ 85°C (185°F) kPa (psi) 240 (34.8) 295 (42.8)
Pump Capacity Lpm (gpm) 1315 (347) 1460 (386)
Pump Inlet Pressure, minimum kPa (psi) 30 (4.4) 30 (4.4)
Outlet Temperature, alarm °C (°F) 100 (212) 100 (212)
Outlet Temperature, stop °C (°F) 104 (219) 104 (219)
Cooling Water System — AC/OC Cooling
Pump Inlet Pressure, minimum kPa (in. Hg) -5 (-1.48) -5 (-1.48)
Starting Air System
Air Pressure, nominal kPa (psi) 1225 (178) 1225 (178)
Air Pressure, minimum kPa (psi) 620 (90) 620 (90)
Air Pressure, maximum kPa (psi) 1575 (228) 1575 (228)
Low Air Pressure, alarm kPa (psi) 850 (123) 850 (123)
Tolerances
Power ±3% Specific Fuel Consumption ±3%
Heat Rejection ±10% Exhaust Stack Temperature ±8%
Charge Air Pressure ±10% Fuel Rate ±5%
Exhaust Flow ±6% Inlet Air Flow ±5%
Notes
GENERAL
1
Ratings are based on ISO 3046/1 and SAE J1995 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
Performance and fuel consumption are based on 35 API, 16°C fuel having a lower heating value of 42,780 kJ/kg used at 29°C
with a density of 838.9 g/liter.
4
Air flows are shown for 25°C air inlet to the turbocharger and 32°C cooling water to the charge air cooler.
11

Rating: MCR
Fuel: MDO
Units 900 1000
General Data
Stroke mm (in) 300 (11.8) 300 (11.8)
BMEP @ 100% Load kPa (psi) 2286 (332) 2198 (319)
Firing Order — CCW 1-5-3-6-2-4
Firing Order — CW 1-4-2-6-3-5
Exhaust Gas System
Exhaust Temp to Turbo @ 100% Load °C (°F) 553 (1,027) 540 (1,003)
Fuel System
GENERAL

12
Rating: MCR
Fuel: MDO
Units 900 1000
Starting Air System
Tolerances
Notes
GENERAL
1
2
3
4
13

Rating: CSR
Fuel: MDO
Units 900 1000
General Data
Stroke mm (in) 300 (11.8) 300 (11.8)
Firing Pressure, maximum kPa (psi) 16 200 (2,350) 16 200 (2350)
BMEP @ 100% Load kPa (psi) 2076 (301) 1998 (290)
Firing Order — CCW 1-6-2-5-8-3-7-4
Firing Order — CW 1-4-7-3-8-5-2-6
Exhaust Gas System
Fuel System
GENERAL

14
Rating: CSR
Fuel: MDO
Units 900 1000
Starting Air System
Tolerances
Notes
GENERAL
1
2
3
4
15

Rating: MCR
Fuel: MDO
Units 900 1000
General Data
Engine Output1 (IMO certified) bkW (bhp) 2530 (3,393) 2710 (3,634)
Stroke mm (in) 300 (11.8) 300 (11.8)
BMEP @ 100% Load kPa (psi) 2283 (331) 2201 (319)
Firing Order — CW 1-4-7-3-8-5-2-6
Exhaust Gas System
Exhaust Temp to Turbo @ 100% Load °C (°F) 545 (1,013) 530 (986)
Fuel System
GENERAL

16
Rating: MCR
Fuel: MDO
Units 900 1000
Manifold Pressure, minimum kPa (psi) 380 (55) 380 (55)
Starting Air System
Tolerances
Notes
GENERAL
1
2
3
4
17

Rating: Marine Auxiliary
Fuel: MDO
Engine Speed Rating
Units 900 1000
General Data
Engine Output1 (IMO certified) bkW (bhp) 2530 (3,393) 2710 (3,634)
Stroke mm (in) 300 (11.8) 300 (11.8)
BMEP @ 100% Load kPa (psi) 2283 (331) 2201 (319)
Firing Order — CW 1-4-7-3-8-5-2-6
Exhaust Gas System
Fuel System
GENERAL

18
Rating: Marine Auxiliary
Fuel: MDO
Units 900 1000
Manifold Pressure, minimum kPa (psi) 380 (55) 380 (55)
Starting Air System
Tolerances
Notes
GENERAL
1
2
3
4
19
3606 Engine Performance @ 900 rpm

2000 3000
L
1800
A L
2500
Engine Power (bkW)
Engine Power (bkW)

1600 A
1400
2000
P1
1200
P1
1000 1500
800 P2 P2
1000
600
400
500
200
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

Boost Exh Boost Exh
Engine Fuel Fuel Press Air Temp to Exh Engine Fuel Fuel Press Air Temp to Exh
Speed Power Cons Rate kPa Flow Turbo Flow Speed Power Cons Rate in. Hg Flow Turbo Flow
rpm bkW g/kW-hr L/hr Gauge cu m/min °C cu m/min rpm bhp lb/hp-hr gal/hr Gauge cfm °F cfm
______________________________________________________________________ ______________________________________________________________________
900 1730 201 414.5 238 165.2 537 348.2 900 2320 0.331 109.4 71 5,834 998 12,298
Curve A 850 1634 201 391.5 219 149.0 549 323.9 Curve A 850 2191 0.331 103.4 65 5,262 1,020 11,437
800 1538 200 366.7 199 132.8 561 297.5 800 2062 0.329 96.8 59 4,691 1,041 10,504
750 1442 202 347.2 177 116.7 567 281.9 750 1934 0.333 91.7 53 4,120 1,052 9,955
700 987 207 243.5 110 102.2 571 250.6 700 1324 0.341 64.3 33 3,608 1,061 8,850
650 841 210 210.5 70 63.0 571 156.4 650 1128 0.346 55.6 21 2,225 1,061 5,525
600 704 214 179.6 54 52.8 539 126.8 600 944 0.352 47.4 16 1,864 1,002 4,478
550 567 218 147.3 38 42.6 506 98.9 550 760 0.359 38.9 11 1,503 943 3,494
500 430 222 113.8 22 33.2 473 74.4 500 577 0.366 30.0 6 1,173 884 2,627
______________________________________________________________________ ______________________________________________________________________
900 1900 202 457.5 270 179.7 553 381.3 900 2548 0.333 120.8 80 6,345 1,027 13,465
Curve L 850 1794 201 429.8 250 162.6 562 354.1 Curve L 850 2406 0.331 113.5 74 5,743 1,043 12,504
800 1689 200 402.7 230 145.6 570 324.6 800 2265 0.329 106.3 68 5,142 1,059 11,464
750 1583 202 381.2 204 127.7 576 307.4 750 2123 0.333 100.6 60 4,510 1,070 10,856
700 1100 206 270.1 123 107.3 588 266.7 700 1475 0.339 71.3 36 3,789 1,091 9,419
650 900 209 224.2 78 66.4 588 167.0 650 1207 0.344 59.2 23 2,345 1,091 5,896
600 753 213 191.2 60 56.2 558 137.4 600 1010 0.351 50.5 18 1,985 1,036 4,852
550 606 217 156.8 42 46.0 527 109.2 550 813 0.357 41.4 13 1,624 980 3,857
500 460 221 121.2 25 34.9 495 80.4 500 617 0.364 32.0 7 1,233 923 2,841
Propeller Demand Data Propeller Demand Data

Boost Exh Boost Exh
Optimum Speed Power Cons Rate kPa Flow Turbo Flow Optimum Speed Power Cons Rate in. Hg Flow Turbo Flow
Load rpm bkW g/kW-hr L/hr Gauge cu m/min °C cu m/min Load rpm bhp lb/hp-hr gal/hr Gauge cfm °F cfm
______________________________________________________________________ ______________________________________________________________________
900 1557 202 374.9 205 149.0 527 316.1 900 2088 0.333 99.0 61 5,262 980 11,163
(Curve P1) 850 1312 203 317.4 161 122.6 528 268.8 (Curve P1) 850 1759 0.334 83.8 48 4,330 982 9,492
800 1094 205 267.2 115 96.2 528 218.0 800 1466 0.338 70.6 34 3,398 982 7,700
750 901 208 223.4 84 78.3 532 182.8 750 1208 0.342 59.0 25 2,766 989 6,457
700 733 211 184.3 56 60.9 515 141.6 700 982 0.347 48.6 17 2,150 959 5,000
650 587 214 149.6 37 49.6 483 112.0 650 787 0.352 39.5 11 1,753 902 3,954
600 461 221 121.5 26 42.6 437 90.5 600 619 0.364 32.1 8 1,503 818 3,197
550 355 228 96.6 15 35.8 389 71.4 550 477 0.375 25.5 4 1,263 733 2,523
500 267 231 73.5 9 29.0 343 54.0 500 358 0.380 19.4 3 1,022 649 1,908
______________________________________________________________________ ______________________________________________________________________
900 1615 202 388.9 209 154.1 530 326.0 900 2166 0.333 102.7 62 5,443 986 11,511
(Curve P2) 850 1361 203 329.2 165 126.9 531 277.7 (Curve P2) 850 1824 0.334 86.9 49 4,480 988 9,808
800 1134 204 275.8 122 99.6 533 225.7 800 1521 0.336 72.8 36 3,518 991 7,972
750 935 207 230.6 96 78.1 537 183.0 750 1253 0.341 60.9 27 2,757 998 6,461
700 760 210 190.2 66 64.4 515 148.9 700 1019 0.346 50.2 23 2,273 959 5,260
650 608 213 154.5 39 50.6 492 115.5 650 816 0.351 40.8 18 1,786 918 4,078
600 479 220 125.5 25 43.4 445 93.4 600 642 0.362 33.1 7 1,534 833 3,098
550 369 227 99.7 15 35.8 397 72.2 550 494 0.374 26.3 4 1,263 747 2,550
500 277 230 75.9 9 29.0 351 54.6 500 371 0.379 20.0 3 1,022 663 1,930
GENERAL
20
2500 3000
L
L 2500 A
Engine Power (bkW)

Engine Power (bkW)
2000
A
2000
1500
P1
P1 1500
1000 P2
P2
1000
500
500
0 0
400 500 600 700 800 900 1000 1100 400 500 600 700 800 900 1000 1100

Boost Exh Boost Exh
______________________________________________________________________ ______________________________________________________________________
1000 1850 208 458.7 236 185.5 517 395.2 1000 2481 0.342 121.1 70 6,552 963 13,958
Curve A 910 1683 202 405.9 206 161.1 517 353.6 Curve A 910 2257 0.333 107.2 61 5,689 963 12,488
850 1572 201 375.8 184 142.5 529 322.9 850 2108 0.330 99.2 55 5,034 985 11,402
800 1110 202 267.7 103 99.0 509 232.4 800 1489 0.333 70.7 31 3,497 949 8,208
750 928 204 225.7 76 82.7 489 195.1 750 1244 0.336 59.6 23 2,920 913 6,892
700 745 206 182.8 49 66.2 469 157.3 700 999 0.339 48.3 15 2,339 877 5,556
630 659 203 159.5 39 57.6 458 138.2 630 884 0.334 42.1 11 2,036 856 4,881
600 623 201 149.3 34 54.0 453 130.0 600 835 0.331 39.4 10 1,908 847 4,591
500 500 196 116.8 18 41.6 437 101.5 500 671 0.323 30.8 5 1,470 818 3,585
______________________________________________________________________ ______________________________________________________________________
1000 2030 210 507.2 263 201.5 540 435.3 1000 2722 0.345 133.9 78 7,115 1,003 15,371
Curve L 910 1847 203 447.0 236 175.9 534 383.7 Curve L 910 2477 0.334 118.0 70 6,212 993 13,550
850 1725 200 411.9 211 156.4 540 350.8 850 2314 0.330 108.8 63 5,524 1,003 12,390
800 1240 201 296.4 122 108.4 525 256.9 800 1663 0.330 78.2 36 3,828 977 9,071
750 1035 203 250.5 92 90.3 510 216.7 750 1388 0.334 66.1 27 3,187 950 7,653
700 830 204 202.2 61 71.8 495 174.6 700 1113 0.337 53.4 18 2,535 923 6,165
630 722 201 173.0 46 61.4 478 150.5 630 968 0.331 45.7 14 2,168 893 5,315
600 675 199 160.3 40 57.0 471 140.0 600 905 0.328 42.3 12 2,012 881 4,945
500 520 194 119.9 19 42.1 449 104.8 500 697 0.319 31.7 6 1,488 840 3,702

Boost Exh Boost Exh
______________________________________________________________________ ______________________________________________________________________
1000 1665 210 416.0 206 168.7 501 359.6 1000 2233 0.345 109.8 61 5,959 934 12,700
(Curve P1) 910 1255 205 307.0 127 121.7 476 266.5 (Curve P1) 910 1683 0.338 81.0 38 4,297 888 9,410
850 1023 202 246.6 127 97.0 502 221.9 850 1371 0.333 65.1 38 3,427 936 7,835
800 852 207 210.5 65 80.6 462 185.0 800 1143 0.341 55.6 19 2,848 863 6,533
750 702 207 173.6 53 73.0 459 172.3 750 942 0.341 45.8 16 2,577 858 6,085
700 571 212 144.0 31 58.9 415 131.5 700 766 0.348 38.0 9 2,081 780 4,645
630 416 214 106.4 18 47.1 350 96.3 630 558 0.353 28.1 5 1,663 662 3,402
600 360 219 93.9 14 42.1 334 83.6 600 482 0.361 24.8 4 1,488 633 2,952
500 208 236 58.5 3 25.5 282 45.4 500 279 0.388 15.5 1 902 540 1,604
______________________________________________________________________ ______________________________________________________________________
1000 1726 208 428.8 216 174.3 506 371.4 1000 2315 0.343 113.2 64 6,155 944 13,116
(Curve P2) 910 1301 205 317.5 142 128.8 483 281.5 (Curve P2) 910 1744 0.337 83.8 42 4,550 902 9,941
850 1060 205 259.0 94 99.9 487 227.4 850 1421 0.338 68.4 28 3,527 909 8,031
800 884 206 217.4 70 82.8 469 190.7 800 1185 0.340 57.4 29 2,923 875 6,735
750 728 208 180.6 49 71.1 450 167.8 750 976 0.343 47.7 25 2,511 842 5,924
700 592 211 148.8 33 59.8 422 134.5 700 794 0.347 39.3 21 2,111 792 4,749
630 432 213 109.7 19 47.8 358 99.0 630 579 0.351 29.0 6 1,687 676 3,495
600 373 218 96.9 15 42.4 341 85.1 600 500 0.359 25.6 5 1,497 645 3,007
500 216 234 60.3 4 24.7 285 44.3 500 289 0.386 15.9 1 872 545 1,564
GENERAL
21

3000 4000
L 3500 L
2500
Engine Power (bkW)
Engine Power (bkW)

A 3000 A
2000
2500
P1 P1
1500 2000
P2 1500 P2
1000
1000
500
500
0 0
400 500 600 700 800 900 1000 400 500 600 700 800 900 1000

Boost Exh Boost Exh
______________________________________________________________________ ______________________________________________________________________
900 2300 203 555.2 245 232.9 520 484.6 900 3084 0.333 146.6 73 8,223 969 17,114
Curve A 850 2172 200 518.3 227 214.0 526 454.3 Curve A 850 2913 0.330 136.8 67 7,559 979 16,044
800 2044 198 482.0 209 195.2 532 422.5 800 2742 0.326 127.3 62 6,894 990 14,920
750 1917 195 446.6 191 176.4 538 389.2 750 2570 0.322 117.9 57 6,231 1,001 13,745
700 1266 205 308.7 122 105.7 555 254.4 700 1698 0.337 81.5 36 3,732 1,031 8,983
650 1029 211 258.3 57 81.7 574 205.2 650 1380 0.347 68.2 17 2,884 1,065 7,245
600 822 218 213.3 36 63.9 574 163.7 600 1103 0.358 56.3 11 2,257 1,065 5,780
550 705 224 188.3 26 50.4 568 129.1 550 945 0.369 49.7 8 1,780 1,054 4,558
500 587 231 161.4 16 36.9 561 94.7 500 787 0.380 42.6 5 1,303 1,042 3,346
______________________________________________________________________ ______________________________________________________________________
900 2530 204 613.8 272 248.9 545 529.9 900 3393 0.335 162.1 81 8,789 1,013 18,712
Curve L 850 2389 201 573.0 255 230.5 547 496.1 Curve L 850 3204 0.331 151.3 75 8,139 1,016 17,518
800 2249 199 533.0 238 212.1 549 461.5 800 3016 0.327 140.7 70 7,489 1,019 16,296
750 2108 196 493.7 220 193.6 550 426.0 750 2827 0.323 130.4 65 6,839 1,022 15,044
700 1417 203 342.0 109 118.1 563 282.6 700 1900 0.333 90.3 32 4,170 1,046 9,979
650 1204 208 297.8 77 94.6 591 239.2 650 1614 0.342 78.6 23 3,341 1,096 8,447
600 986 216 253.4 52 73.5 614 194.4 600 1322 0.355 66.9 15 2,597 1,137 6,864
550 818 224 218.6 37 59.7 614 159.4 550 1097 0.369 57.7 11 2,108 1,137 5,628
500 650 233 180.3 22 45.9 614 123.7 500 871 0.383 47.6 7 1,619 1,137 4,369

Boost Exh Boost Exh
______________________________________________________________________ ______________________________________________________________________
900 2070 202 497.2 215 215.2 502 442.6 900 2776 0.332 131.3 64 7,600 935 15,630
(Curve P1) 850 1744 198 412.6 172 179.1 491 373.6 (Curve P1) 850 2338 0.327 108.9 51 6,325 915 13,192
800 1454 196 340.5 127 142.4 497 309.5 800 1950 0.323 89.9 38 5,030 926 10,929
750 1198 193 276.2 87 110.4 507 250.4 750 1606 0.318 72.9 26 3,900 945 8,843
700 974 210 243.3 54 84.0 527 199.5 700 1306 0.345 64.2 16 2,965 981 7,046
650 780 215 199.5 32 65.6 520 156.8 650 1046 0.353 52.7 9 2,316 969 5,537
600 613 221 161.3 19 52.8 497 123.7 600 822 0.363 42.6 6 1,866 926 4,369
550 472 229 128.8 11 41.8 461 94.0 550 634 0.377 34.0 3 1,475 861 3,318
500 355 234 98.9 6 33.3 406 69.5 500 476 0.385 26.1 2 1,177 763 2,454
______________________________________________________________________ ______________________________________________________________________
900 2151 202 516.5 228 221.8 508 458.5 900 2884 0.332 136.4 67 7,834 947 16,191
(Curve P2) 850 1812 198 428.6 182 185.2 497 386.4 (Curve P2) 850 2429 0.327 113.2 54 6,541 926 13,644
800 1510 196 353.7 135 147.8 500 320.3 800 2025 0.323 93.4 40 5,221 931 11,312
750 1245 193 287.0 93 114.7 509 259.2 750 1669 0.318 75.8 40 4,049 949 9,155
700 1012 209 251.5 58 86.5 534 206.8 700 1357 0.343 66.4 30 3,055 994 7,302
650 810 214 206.3 34 67.3 529 162.5 650 1086 0.352 54.5 24 2,378 985 5,740
600 637 221 167.6 21 54.0 507 128.2 600 854 0.363 44.2 6 1,908 944 4,527
550 491 228 133.2 12 42.4 473 97.5 550 658 0.375 35.2 4 1,499 883 3,444
500 369 231 101.4 6 33.7 417 71.4 500 494 0.380 26.8 2 1,191 783 2,521
GENERAL
22
3000 4000
L L
3500
2500 A A
Engine Power (bkW)

Engine Power (bkW)
3000
2000
2500
1500 2000
P2 P2
1500
1000
1000
500 P1 P1
500
0 0
400 500 600 700 800 900 1000 1100 400 500 600 700 800 900 1000 1100

Boost Exh Boost Exh
______________________________________________________________________ ______________________________________________________________________
1000 2460 201 590.3 248 259.5 509 545.0 1000 3299 0.331 155.9 74 9,164 947 19,246
Curve A 950 2337 200 556.0 232 239.8 510 511.6 Curve A 950 3134 0.329 146.8 69 8,470 951 18,069
910 2239 198 529.4 217 223.5 514 484.8 910 3002 0.327 139.8 64 7,891 958 17,120
850 2091 198 493.5 192 195.7 536 445.6 850 2804 0.326 130.3 57 6,911 996 15,736
800 1474 202 354.8 101 126.6 560 313.9 800 1976 0.333 93.7 30 4,471 1,041 11,087
750 1212 207 299.1 67 96.8 590 253.8 750 1625 0.341 79.0 20 3,419 1,095 8,963
700 950 213 241.1 38 73.1 599 196.5 700 1274 0.350 63.6 11 2,582 1,111 6,941
630 760 219 198.7 22 56.5 600 152.6 630 1019 0.361 52.5 7 1,996 1,112 5,387
600 741 220 194.3 23 54.9 600 148.9 600 994 0.362 51.3 7 1,939 1,113 5,257
500 532 229 145.2 12 38.1 580 101.0 500 714 0.377 38.3 3 1,345 1,075 3,565
______________________________________________________________________ ______________________________________________________________________
1000 2710 204 658.0 277 280.0 530 596.8 1000 3634 0.335 173.7 82 9,888 986 21,077
Curve L 950 2574 201 615.3 261 259.1 528 558.2 Curve L 950 3452 0.330 162.5 77 9,149 983 19,713
910 2466 200 586.7 247 259.8 528 564.5 910 3307 0.329 154.9 73 9,176 983 19,935
850 2303 198 543.4 222 215.4 544 487.6 850 3089 0.326 143.5 66 7,608 1,011 17,221
800 1651 199 392.3 125 142.5 560 349.1 800 2214 0.328 103.6 37 5,031 1,041 12,330
750 1361 205 332.8 84 107.4 597 281.6 750 1824 0.338 87.9 25 3,791 1,106 9,946
700 1053 212 266.4 47 79.4 620 217.4 700 1412 0.350 70.3 14 2,803 1,148 7,678
630 806 220 211.0 26 58.8 620 162.0 630 1081 0.361 55.7 8 2,077 1,148 5,722
600 779 221 204.9 26 56.6 620 156.8 600 1045 0.363 54.1 8 2,000 1,148 5,538
500 579 233 160.8 14 39.8 620 110.4 500 777 0.384 42.5 4 1,407 1,148 3,898

Boost Exh Boost Exh
______________________________________________________________________ ______________________________________________________________________
1000 2214 201 531.5 219 238.2 492 496.5 1000 2969 0.332 140.3 65 8,413 918 17,535
(Curve P1) 950 1898 201 454.1 175 199.6 489 426.4 (Curve P1) 950 2546 0.330 119.9 52 7,048 912 15,057
910 1668 202 402.1 140 168.7 497 373.9 910 2237 0.333 106.2 41 5,957 927 13,204
850 1360 205 332.9 92 126.2 530 301.6 850 1823 0.338 87.9 27 4,455 985 10,651
800 1134 209 282.7 63 99.4 537 244.5 800 1520 0.344 74.6 19 3,511 999 8,636
750 934 211 234.4 40 79.1 552 200.9 750 1253 0.347 61.9 12 2,792 1,026 7,094
700 759 215 194.4 24 63.3 538 159.0 700 1018 0.354 51.3 7 2,235 1,000 5,615
630 554 222 146.7 12 48.0 496 115.1 630 742 0.366 38.7 3 1,696 924 4,066
600 478 221 125.9 9 44.8 453 101.6 600 641 0.364 33.2 3 1,582 848 3,587
500 277 227 74.8 3 32.6 367 66.1 500 371 0.373 19.7 1 1,150 692 2,334
______________________________________________________________________ ______________________________________________________________________
1000 2304 201 552.7 229 246.0 498 514.2 1000 3089 0.331 145.9 68 8,687 928 18,159
(Curve P2) 950 1975 200 471.1 185 207.0 491 441.0 (Curve P2) 950 2648 0.329 124.4 55 7,310 916 15,574
910 1736 201 416.3 149 175.5 498 387.2 910 2328 0.331 109.9 44 6,199 928 13,674
850 1415 205 345.0 99 131.3 530 313.0 850 1897 0.337 91.1 29 4,637 987 11,054
800 1179 208 292.4 67 102.4 544 253.3 800 1582 0.342 77.2 20 3,615 1,011 8,945
750 972 210 243.3 43 81.3 560 208.0 750 1303 0.346 64.2 29 2,870 1,039 7,345
700 790 215 202.0 26 64.7 549 164.7 700 1060 0.353 53.3 23 2,286 1,020 5,816
630 576 221 152.0 13 48.8 508 118.7 630 772 0.365 40.1 17 1,723 947 4,193
600 498 221 130.8 10 45.4 465 104.5 600 667 0.363 34.5 3 1,603 870 3,692
500 288 226 77.7 3 32.2 375 65.9 500 386 0.373 20.5 1 1,135 707 2,326
GENERAL
23
Free Field Mechanical and Exhaust Noise
Free-Field Mechanical Noise

dB
Frequency (Hz)

dB
GENERAL
Frequency (Hz)
24
dB
Frequency (Hz)

dB
Frequency (Hz)
GENERAL
25
dB Free-Field Exhaust Noise
Frequency (Hz)
Free-Field Exhaust Noise

dB
Frequency (Hz)
GENERAL
26
Frequency (Hz)

dB
Frequency (Hz)
GENERAL
27
Frequency (Hz)

dB
Frequency (Hz)
GENERAL
28
Frequency (Hz)

dB
Frequency (Hz)
GENERAL
29
Torsional Vibration Data

Model 3606 @ 1000 rpm — CCW Rotation
Degrees to Firing J K Damping
Engine
After #1 Fires (N•m/s2) (N•m x 106/rad) (N•m/s-rad)
Front Crank 7.50
72.53 384
000 Cylinder #1 9.743
42.85 384
480 Cylinder #2 8.685
42.85 384
240 Cylinder #3 8.685
42.85 384
600 Cylinder #4 8.685
42.85 384
120 Cylinder #5 8.685
42.85 384
360 Cylinder #6 9.743
72.53 384
Rear Crank 7.42
Direction of rotation is looking forward from the flywheel end.
Associated with each stiffness is an internal damping value of 200 N•m/s-rad. This is used along with the
damping table listed. The damping table listed is for damping to “ground.” For stress calculations a journal
diameter of 235 mm at each stiffness is used.
The firing order for CW rotation is shown in Technical Data.
Front Mounted Equipment: (* add to Front Crank)

Rear Drive Engines:
Damper Data:
J — Damper Housing = 3.2 N•m/s2*
J — Damper Flywheel = 6.8 N•m/s2
C — Damping Constant = 1243 N•m/s-rad
K — Spring Rate = 0.73 N•m x 106/rad
Rear Mounted Equipment: (** add to Rear Crank)

Rear Drive Engines: Flywheel (standard) = 74.9 N•m/s2**
Reciprocating mass per cylinder = 68.36 kg
Rotating mass per cylinder = 36.91 kg
Connecting rod length = 600 mm (between pin centers)
GENERAL
30
Model 3608 @ 1000 rpm — CCW Rotation
Degrees to Firing J K Damping
Engine
After #1 Fires (N•m/s2) (N•m x 106/rad) (N•m/s-rad)
Front Crank 7.50
69.28 441
000 Cylinder #1 12.95
41.50 441
180 Cylinder #2 4.79
41.50 441
41.50 441
630 Cylinder #4 12.21
41.50 441
270 Cylinder #5 12.21
41.50 441
41.50 441
41.50 441
360 Cylinder #8 12.95
69.28 441
Rear Crank 7.42
Direction of rotation is looking forward from the flywheel end.
Associated with each stiffness is an internal damping value of 200 N•m/s-rad. This is used along with the
damping table listed. The damping table listed is for damping to “ground.” For stress calculations a journal
diameter of 235 mm at each stiffness is used.
The firing order for CW rotation is shown in Technical Data.
Front Mounted Equipment: (* add to Front Crank)

Front and Rear Drive Engines:
Damper Data:
J — Damper Housing = 11.6 N•m/s2*
J — Damper Flywheel = 29.2 N•m/s2
C — Damping Constant = 14 123 N•m/s-rad
K — Spring Rate = 4.52 N•m x 106/rad
Rear Mounted Equipment: (** add to Rear Crank)

Front and Rear Drive Engines: Flywheel (standard) = 74.90 N•m/s2**
Reciprocating mass per cylinder = 68.36 kg
Rotating mass per cylinder = 36.91 kg
Connecting rod length = 600 mm (between pin centers)
GENERAL
31
Torsional Limits
The following guidelines should be used in the Crankshaft:
coupling selection process, but may be exceeded in • Do not exceed ±21 Mpa (3000 psi) crankshaft stress
special cases with prior approval from Caterpillar for each engine order.
engineering:
Coupling:
Crankshaft Amplitude Limits: • Vibratory torque: Limit of coupling with #1 cylinder
Misfire calculated using #1 engine cylinder misfiring. misfire.
Individual order analysis with or without misfire. • Coupling power loss: Limit of coupling with #1
cylinder misfire.
Amplitude limits at Front of Crank:
• Do not exceed ± 1.0° for 0.5 order
• Do not exceed ± 1.0° for 1st order
• Do not exceed ± 0.25° for 1.5 order
• Do not exceed ± 0.15° for all orders above 1.5
GENERAL
32
Thermostats
Lubrication Oil System Four thermostats in the lube system control the oil
inlet temperature to 85°C (185°F).
Oil Filters
The oil pan is equipped with a 650-micron suction
screen. The two 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 (14.5 psi) pressure drop across the filters.
Centrifugal Bypass Filters

Engine-mounted centrifugal bypass oil filters are
installed as standard. The filters receive three to four
percent of the oil pump flow to remove solid, micron
size particles and can extend the oil filter change
General periods. The centrifugal filters each have a dirt
capacity of 3.6 kg (8 lb). Cleaning intervals are
The lube system is designed to supply 85°C (185°F) discussed in the Caterpillar Operation &
filtered oil at 430 kPa (62 psi) pressure under all Maintenance Manual.
engine operating conditions. The major feature of the
3600 lube system is a priority valve to regulate the oil Oil Pumps
pressure at the oil manifold rather than at the oil On-line connections are identical for all pumps. The
pump. The oil manifold pressure thus becomes pumps provide more than the required engine oil flow
independent of the oil filter and oil cooler under at rated conditions. This allows high oil pressure
pressure drop. early in the operating speed range and provides flow
The other major features of the 3600 lube system are margin.
as follows:
Internal Lubrication System

Oil Coolers
The engines are equipped with a two-element lube
oil tube cooler with the water flow arranged in series.
As an option, a three-element oil cooler is available if
additional cooling capacity is required. L U B R I C AT I O N O I L S Y S T E M
33
Prelubrication 3. Field experience: In addition to the above items,

the oil must show its performance in the field with
All 3600 engines must be lubricated prior to starting. good results, demonstrated through a test program.
The pump is electrically driven. Prelubrication prior to
starting may take several minutes depending upon oil Lubricant Viscosity
viscosity, temperature, engine condition, and The primary recommendation for the 3600 family of
configuration. When the engine oil manifold pressure engines is an SAE 40-grade oil. SAE 30 and some
reaches 10 kPa (1.5 psi), the starter interlock allows multigrade oils may be used if the application
the engine to be cranked. A prelubrication system requires. SAE 30 is preferable to a multigrade oil.
supplied by Caterpillar is integrated with the engine
and starting controls. An engine-mounted, air-driven Total Base Number (TBN)
prelube pump is available as an option. Always consult a Caterpillar dealer for the latest
lubricant recommendations.
Oil Requirements 3600 engines operating on distillate Marine Diesel Oil

require a TBN of 10 times the sulfur level measured
Caterpillar recommends the use of Cat DEO CF in percent of weight. (Example: For a sulfur content of
lubrication oil for the 3600 family engines operating one percent weight, the TBN would be 10.) The
on distillate diesel fuel. Caterpillar does not minimum TBN level regardless of the sulfur content is
recommend other lubrication oils by brand name as 10. Excessively high TBN or high ash oils should not
the formulations are not controlled by Caterpillar and be used in 3600 family engines on distillate fuel, as
the lube oil properties may vary geographically. these oils may lead to excessive piston deposits and
To be acceptable in a 3600 engine, the oil must loss of oil control. Successful operation of 3600 family
demonstrate satisfactory performance in the engines has generally been obtained with new TBN
following areas: levels between 10 and 15.
1. API category: The oil must have an API Ultra low sulfur content: Caterpillar has not
classification of CF. Specifications Mil-L-2104D oils experienced any detrimental effects operating on
also meet this requirement. 0.05 percent sulfur fuel in the 3600 family engine.
API CC oils are unacceptable.
2. Caterpillar Micro-Oxidation Test (MOT): The oil
must pass the Caterpillar Micro-Oxidation Test. For
additional information on this test, contact a
Caterpillar dealer. The test must be performed on
samples from the supplier’s facility supporting the
engine.
Ambient Temperature Range

L U B R I C AT I O N O I L S Y S T E M
Ambient Temp.
Oil Viscosity
Range °C
SAE 40 +5 to +50
SAE 30 +0 to +40
SAE 20W/40 -10 to +40
SAE 15W/40 -15 to +40
34
Oil Change Interval
To achieve maximum life from the engine oil and Initial Oil Change Interval
provide optimum protection for the internal engine The following chart shows the required initial oil
components, a Scheduled Oil Sampling program change based upon engine type used and the
(S•O•SSM) should be used. This program is available standard marine oil sump size.
through the Caterpillar dealer network. If an S•O•S
analysis program is not available, the oil change Engine Model 3606 3608
interval is recommended in accordance with the Oil pan capacity (liters) 697 760
table at right. Initial oil change interval (hours) 1025 925
Scheduled Oil Sampling Change Interval Without Oil Analysis Results

TBN, viscosity, and oil consumption trends must be If S•O•S analysis results are not available, the initial
analyzed every 250 hours. The S•O•S analysis oil change interval should be used to determine oil
involves a two-part test program: change intervals. Even though oil sampling results
1. Wear analysis may not be available on the recommended 250-hour
The wear analysis identifies engine wear elements intervals, analyze oil at every oil change period, even
present in the oil. These elements indicate the if the turnaround time for the data is long.
condition of the engine.
2. Oil condition analysis Inclination Capability
The oil condition analysis identifies the wear status
of the oil. The program will determine oil change The standard oil pan is capable of meeting the
intervals based on trend analysis and condemning inclination criteria for installation angles (rear down),
limits established for the engine. of five degrees for the 3606 and three degrees for the
3608. The inclination criteria are any combination of
Increasing Oil Change Intervals +10 degree trim and +22.5 degree list. If the engines
Oil change intervals can only be increased when the are installed at an angle greater than zero degrees,
S•O•S analysis indicates that the condemning limits the oil pan capacity and thus the oil change intervals
have not been reached, and only when trend lines will be reduced.
indicate a stable constant slope. Oil change intervals
should only be increased in 250-hour increments,
especially in situations where the turnaround time for Lube Oil System Schematic
the oil analysis is long. Engine internal and typical external lube oil systems
are illustrated on the schematic shown on page 36.
35
36
Loops or low points in a crankcase vent pipe must be
Crankcase avoided to prevent liquid locks from the condensation
in the pipe and thus restricting the discharge of
Ventilation System fumes. Where horizontal runs are required, install the
pipe with a gradual rise of 41.7 mm/m, (1/2 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.
Crankcase Piping System

Vent the pipe directly into the atmosphere at a well-
considered location and be fitted with a gooseneck
or similar arrangement to keep rain or water spray
Crankcase Fumes Disposal from entering the engine. Consideration should also
Normal combustion pressures of an internal be given to other equipment located near the
combustion engine cause pressure buildup within the discharge area. If not located properly, the oil
crankcase due to blowby. Vent tubes and crankcase carryover can accumulate over time and become
breathers are provided to allow this gas to escape. unsightly.
Do not vent crankcase fumes into the engine room. An oil condensate trap, as shown on the following
The oily fumes will have a tendency to clog air filters. drawing, will minimize the amount of oil discharged
from the vent pipe.
Crankcase fumes should be discharged directly to
the atmosphere through a venting system individual The crankcase pressure should not vary more than
for each engine. 25.4 mm H2O (1.0 in. H2O) of water from ambient
barometric pressure. Measurement should be made
The engine has breathers located on each cylinder at the engine dipstick location with the engine at
bank on the engine. Crankcase fumes vent pipes operating temperature and minimum at 80 to 90
must be of sufficient size to prevent the buildup of percent of rated load.
excessive backpressure in the crankcase. Blowby on
a new engine will be approximately 0.02 m3/hr-bkW. A typical crankcase piping system is illustrated on
The pipes should also be adequately sized to page 38.
C R A N K C A S E V E N T I L AT I O N S Y S T E M
accommodate a worn engine. Size vent piping for
0.04 m3/hr-bkW with a maximum of 13 mm H2O
(0.5 in. H2O) pressure drop in the piping.
37
C R A N K C A S E V E N T I L AT I O N S Y S T E M
38
Return Line
Fuel System 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 gases.
Fuel Line Dimension

Engine Fuel Line Connections (Inside Diameter)
Fuel supply Fuel Return
32 mm (1.3 in.) 25 mm (1.0 in.)
Tank Position Flexible Connections

The fuel supply system must assure a continuous, Connections to the engine must be flexible hose and
clean supply of fuel. The tanks should not exceed the must be located directly at the engine inlet and outlet
height of the engine fuel injectors in order to prevent to accommodate engine motion.
possible leakage of fuel into the cylinders. If a higher
position is required, check valves with backpressures
set to the fuel column height must be installed. Fuel Recommendations
Caterpillar fuel transfer pumps lifting capability is The fuels recommended are normally No. 2-D diesel
equivalent to 40 kPa (5.8 psi) inlet restriction. fuel and No. 2 fuel oil. No. 1 grades are also
acceptable, as well as JP-8 turbine fuel, ISO 8217
DMX, DMA, and DMB fuels. Other fuel types may be
Line Restriction used when economics or fuel availability dictates.
The piping carrying fuel to the fuel transfer pump and Fuel with CIMAC designation DB, commonly referred
the return line carrying excess fuel to the tank should to as Marine Diesel Oil (MDO), is an acceptable fuel,
be no smaller than the engine connections. provided the fuel complies with Caterpillar fuel
Maximum inlet flow restriction is 20 kPa (2.9 psi) at recommendations.
rated speed. Air in the system causes hard starting
and erratic engine operation, and will erode injectors.
Distillate Fuel Recommendations

Specifications Requirements1
Aromatics (ASTM D1319) 35% maximum
Ash (ASTM D482) 0.02% weight maximum
Cetane number (ASTM D613) 40 minimum
Cloud point (ASTM D97) Not above min. expected ambient temperature
Gravity API (ASTM D287) 30 minimum and 45 maximum
FUEL SYSTEM
Pour point (ASTM D97) 6°C (10°F) below ambient minimum

Sulfur (ASTM D2788, D3605, or D1552) 0.5% maximum (see lube oil section for TBN)
Viscosity, kinematic @ 38°C (100°F)
(ASTM D445) 20.0 cSt maximum — 1.4 cSt minimum
Water & sediment (ASTM D1796) 0.1% maximum
1
As delivered to the engine fuel system.
39
Engine Fuel System Description Fuel Temperature

The main fuel system components are the engine- Engines are power set at the factory with 30°C
driven transfer pump, secondary duplex media-type +3°C (86°F +3°F) fuel to the engine transfer pump.
fuel filters (5-micron), fuel unit injectors, and a fuel Higher fuel temperatures will reduce fuel stop power
backpressure regulator. capability. The fuel stop power reduction is one
percent for each 5.6°C (10.1°F) fuel supply
Caterpillar recommends the use of a primary
temperature increase above 30°C (86°F). If the engine
filter/strainer prior to the engine transfer pump.
is operating below the fuel stop limit, the governor
Caterpillar offers a duplex, primary filter (178-micron)
will add fuel as required to maintain the required
for installation prior to the fuel transfer pump.
engine speed. Classification societies have a
A manual fuel priming pump is also available. This maximum return-to-tank fuel temperature. This
pump is recommended if no electrical priming pump temperature is related to the fuel flash point. To
is available. obtain good fuel filter life, the engine fuel supply
temperature should be less than 40°C (104°F). The
The engine-driven fuel transfer pump is a gear-type minimum allowable viscosity of the fuel entering the
pump that delivers the fuel through the filters to the engine is 1.4 cSt.
injectors. Recommended delivery pressure to the
injectors is 430 to 680 kPa (62 to 99 psi) at rated load Fuel Coolers
and speed. Delivery pressure is controlled by The need for fuel coolers is project specific and
adjusting the fuel pressure regulator setting on site depends greatly on day tank size and location.
during commissioning of the engine. The pump is Additional sizing information is available in the 3600
equipped with a pump-mounted safety valve. Fuel Marine Engines Application and Installation Guide.
flow at rated rpm is listed in the technical data and
varies with engine speed.
Fuel System Schematic
Unit Injectors
Fuel unit injectors combine the pumping, metering, A typical fuel system is illustrated on page 41.
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.
FUEL SYSTEM
40
41
FUEL SYSTEM
Coolant Flow Control

Cooling System Correct coolant flows are obtained by factory
installed orifices on the engine, combined with
proper external circuit resistance set at each site
during commissioning. 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 fluid velocity limits may be exceeded,
and cavitation/early wear could be the result.
The chart below shows the recommended external
resistance maximum pressure drop for a 3606/3608
Introduction engine with combined circuit cooling systems.
The cooling system configuration for the 3606/3608
engine in marine propulsion applications is identified
as a combined or single-circuit system. It is also
Coolant Temperature Control
referred to as the single-circuit – two-pump system. The 3606/3608 engine uses fluid inlet control
temperature regulators to provide uniform coolant
The cooling system is laid out for the following
temperature to the aftercooler, oil cooler, and
temperature levels:
cylinder block. For the combined system, the AC/OC
1. 32°C (90°F) nominal (38°C (100°F) maximum) water
circuit is externally regulated to provide a nominal
temperature to the aftercooler and oil cooler.
32°C (90°F) coolant temperature. The high
2. 90°C (194°F) nominal jacket water temperature to temperature jacket water system uses the AC/OC
the cylinder block. outlet water to maintain 90°C (194°F) inlet water to
the block. Jacket water temperature regulation is
3. 85°C (185°F) nominal oil temperature to bearings.
always required for all configurations and operating
The heat rejection data in this project guide are conditions.
based on 32°C (90°F) nominal water [38°C (100°F)
maximum] to the aftercooler and 45°C (113°F) air to Fresh Water Pumps
the turbocharger inlet. The thermostatic valve for the The 3606/3608 engine has two identical gear-driven
low temperature control circuit has 32°C (90°F) centrifugal water pumps mounted on the front
nominal elements installed. However, with sea water housing. The right-hand pump (viewed from the
at 32°C (90°F), the inlet temperature is allowed to go flywheel end) supplies coolant to the block and
to 38°C (100°F) max. Thus a 6°C (10°F) approach heads. The left-hand pump supplies coolant to the
temperature is available for sizing the heat aftercooler, oil cooler, and ultimately supplies the
exchanger. required cooling water needed to control the jacket
water inlet temperature.
COOLING SYSTEM
3606/3608 3606/3608
Engine Speed
Differential Pressure kPa (psi) Differential Pressure kPa (psi)
rpm
Full Cooler Flow Full Bypass Flow
1000 91 (13) 130% of 91 (13)
900 71 (10) 130% of 71 (10)
42
Sea Water Pump Jacket Water Heaters
An engine-driven sea water pump is available and is Jacket water heaters may be required to meet cold
normally used to supply sea water to the heat starting and load acceptance criteria. To provide for
exchangers for the engine and auxiliary equipment. the optimum usage of the heater, it is important to
The sea water pump is mounted below the jacket route the heater water into the top of the cylinder
water pump on the right-hand side of the engine. The block and exit at the bottom to maintain block
pump is not self-priming; therefore, if the pump inlet temperature. Use a solenoid shutoff valve to prevent
level is above the normal lightship draft, a priming coolant from circulating through the heater while the
arrangement needs to be incorporated into the engine is running. Caterpillar recommends the use of
design. a 15 kW heater for 3606 engine installations and an
18 kW heater for 3608 engine installations. However,
Expansion Tanks each application should be checked for special
Expansion tanks can be purchased from Caterpillar considerations, as the operating geographic area
as standard options or supplied from the yard. The determines the actual sizing.
expansion tanks are commonly installed as shunt
types. An air separator must be provided for in the System Monitoring
cooling water system at the engine cooling water During the design and installation phase, it is
outlet. important that provisions are made to measure
pressure and temperature differentials across major
Cooling system components. This allows accurate
Caterpillar offers heat exchangers of either the shell- documentation of the cooling system during the
and-tube type or the plate-type. The heat exchanger commissioning procedure. Future system problems or
performance depends on water flow and temperature component deterioration (such as fouling) are easier
differential. Control of the sea water velocity must be to identify if basic data is available.
maintained to avoid erosion problems with the heat
exchangers. Serviceability
Suitable access should be provided for cleaning,
System Pressure removal, or replacement of all system components.
Correct cooling system pressure minimizes pump Isolation valves should be installed as deemed
cavitation and increases pump efficiency. The necessary to facilitate such work.
combination of static and dynamic pressure heads
must meet the pressure criteria listed in the technical
data. Water Quality, Rust Inhibitors,
and Antifreeze
Venting
Proper venting is required for all applications. Vent Maintaining water quality is very important in closed
lines should be routed to an expansion tank at a cooling systems. Excessive hardness will cause
constant upward slope. 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
COOLING SYSTEM
zinc will react with the coolant inhibitor and form

clogs, which will interfere with the system operation.
43
Typical Heat Balance of the 3600 Engine

Total energy input 100%
Mechanical work energy 44%
Exhaust gas 29%
Aftercooler cooling water 12%
Cyl block, heads cool water 9%
Lube oil cooling water 4%
Radiation 2%
Heat Exchanger Sizing Jacket Water Heater Sizing

The minimum acceptable heat exchanger Caterpillar recommends using a separate heater and
configuration for a combined circuit system must circulation pump. An immersion-type heater is not
provide 38°C (100°F) maximum coolant temperature recommended. The pump should be sized to 150 L/min
at the AC/OC pump inlet at the following conditions: (39 gal/min) at 120 kPa (17 psi), and the heater is
1. maximum expected ambient temperature recommended to be minimum 15 kW for 3606 engines
2. maximum engine power capability (rack stop and 18 kW for 3608 engines, or as required by the
setting) actual application.
3. maximum expected sea water temperature
4. expected sea water fouling factor
5. anticipated coolant composition (i.e. 50% glycol). System Pressures and Velocities
In addition to the above criteria, the combined circuit The following pressure and velocity limits apply to
heat exchanger should provide 32°C (90°F) coolant at 3600 family of engines:
normal load conditions, average summer ambient
temperature, and normal sea water temperatures.
See the technical data section of this manual for
specific heat rejection figures.
Water Pump Pressures

Maximum allowable static head kPa (psi) 145 (21)
Minimum AC/OC inlet pressure (dynamic) kPa (psi) -5 (-0.7)
Minimum JW inlet pressure (dynamic) kPa (psi) 30 (4)
Minimum sea water inlet pressure (dynamic) kPa (psi) -5 (-0.7)
Maximum Operating Pressures
Engine cooling circuits kPa (psi) 500 (73)
Caterpillar expansion tanks kPa (psi) 150 (22)
Heat exchangers type specific
Water Velocities
Pressurized lines m/s (ft/s) 4.5 (14.7)
Pressurized thin walled tubes m/s (ft/s) 2.0-2.5 (6.6-8.2)
COOLING SYSTEM
Suction lines (pump inlet) m/s (ft/s) 1.5 (4.9)

Low velocity de-aeration line m/s (ft/s) 0.6 (1.9)
44
Weld Flange Sizes
All external cooling water connections of 100 mm (3.9 in.) diameter or above are supplied
with DIN flanges, drilled to DIN 2501. Available in CAT standard., ANSI standard, or DIN
standard. CAT standard weld flanges are provided at every connection point; ANSI or DIN
can be furnished.
Fresh Water Pumps

The following performance curves reflect the performance of the fresh water pumps.
Fresh Water Pump Performance
Pump Rise (kPa)
AC/OC Pump
Operating
JW Pump Operating Line
Line
Fresh Water Flow (L/min)
Sea Water Pump

The following performance curves reflect the performance of the sea water pump. The
sea water pump is non-self priming but is capable of working with negative lift.
Sea Water Pump Performance
Pump Rise (kPa)
COOLING SYSTEM
Sea Water Flow (L/min)

45
Cooling System Schematics

COOLING SYSTEM
46
47
COOLING SYSTEM
Restarts of warm engines normally take place in two

Starting Air System to three 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.
Receiver Sizing
The chart on page 49 is for typical air receiver sizing.
The chart shows the number of starts available with
an initial starting air receiver pressure as shown on
the curves. This chart assumes: Caterpillar vane-type
starters, reduction valve outlet pressure of 860 kPa
(125 psi), and a minimum pressure of 690 kPa (100 psi)
at the starter inlet port. An average cranking time of
three seconds has been used. The starting air
Air Starters receiver size is normally determined by the
The Caterpillar supplied air starting system includes requirements of the classification society for the
air starters, lubricator, air relay valve, strainer, shutoff number of starts or start attempts.
valve, and pressure regulator, if required. The engine The size of the air receivers should be increased if
uses a vane-type starter as standard equipment. the starting air receiver also supplies air for purposes
Turbine starters are optional. other than the main engine starting (e.g., engine air
prelube, work air, auxiliary gen sets). The Caterpillar
intermittent air prelube pump consumption rate is
System Requirements 28.2 L/sec (7.3 gal/sec) based on free air at 21°C at
The standard vane air starters operate on air inlet 100 kPa (70°F at 14.5 psi). The pump motor operating
pressures from 700 to 1550 kPa (102 to 225 psi). The pressure is 690 kPa (100 psi). The prelube pump will
turbine starters operate on pressures from 480 to normally operate one to five minutes before the
1040 kPa (70 to 151 psi). These pressures are required engine begins to crank.
at the starter inlet port. An air tank pressure of
700 kPa (102 psi) [480 kPa (70 psi) for turbine] will
not start the engine because of the pressure drop Customer Connections
associated with the air supply lines. For initial system Vane-type starters must be supplied with clean air.
evaluation, assume a 200 kPa (29 psi) pressure drop Deposits of oil-water mixture must be removed by
between the tank and the air starter inlet. traps installed in the lines. Lines should slope toward
A pressure regulator is necessary when the supply the traps and away from the engine. The air supply
pressure exceeds the starter operating pressure. The pipes should be short and at least equal in size to the
pressure regulator should be set from 860 to 1550 kPa engine inlet connection, which is 38 mm
S TA R T I N G A I R S Y S T E M
(125 to 225 psi). It should have the capacity to flow (1-1/2 in.). Locate the pressure reducing valve as
300 L/sec (78 gal/sec) per starter at regulator inlet close to the engine as possible to minimize the air
pressures above 860 kPa (125 psi). pressure reduction valve supply pipe diameter.
The quantity of air required for each start and the

size of the air receiver depend upon cranking time Starting Air System Schematic
and air-starter consumption. A typical first start at
25°C (77°F) ambient will take five to seven seconds. A typical starting air system is illustrated on page 50.
48
In-Line Engine Air Storage Tank Volume (m3) 3600 Air Start Tank Sizing
Number of Available Starts

S TA R T I N G A I R S Y S T E M
49
S TA R T I N G A I R S Y S T E M 3606 AND 3608 MARINE PROJECT GUIDE
50
The 3606/3608 engine will normally draw engine
Combustion Air combustion air in one of two ways:
System 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. 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).
Introduction For classed vessels, the specific societies have well
The aftercooler system is a High Performance Air defined rules for the design parameters.
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 System Design
for surface temperature. The top covers of the three
Engine Room Supplied Air
aftercooler sections are provided with a screen for
The location and design of the engine room air
protection/insulation. The flexible bellow joints are
intakes should consider the following. A typical
connected by means of V-shaped clamps and the use
system arrangement is shown on page 53.
of metallic C-rings.
1. The supply air outlets should be close to and
The maximum inlet air temperature to the
directed at the engine turbocharger air intakes.
turbocharger is 45°C (113°F). This temperature is in
accordance with the marine society rules for 2. Additional air should flow along the engine,
equipment performance and will provide good engine coupling, and reduction gear to absorb the radiated
component life. For temperatures above 45°C (113°F), heat.
the engine will be derated to a power output level
3. The engine room air inlets should be placed such
that will provide for safe engine operation.
that water or dirt cannot enter.
COMBUSTION AIR SYSTEM
51
Separate Combustion Air System 3. Flexible connections are necessary to isolate

Supplying the engines with direct outside air for engine vibration from the ducting system. Locate
combustion, if possible, is beneficial to the the flex connection as close to the engine as
installation for a number of reasons. It will bring possible, but be aware of the excessive heat
down the air movement in the engine room and may generated by the exhaust system.
reduce the cooling load on the charge air cooler,
4. Avoid supporting excessive lengths of ductwork off
which would reduce the maximum heating load on
the turbocharger. The maximum allowable moment
the cooling water heat exchanger. This, in turn, will
on the turbocharger is 300 N•m (222 lb-ft).
reduce the required sea water circulation in the
system. Direct air to the turbocharger inlet will 5. Caterpillar has specially designed the air intake
provide a bigger margin to the point where engine components to provide the proper airflow pattern
load reduction is needed due to high air inlet before the turbocharger. Turbocharger
temperatures. It would be expected that if the performance may be adversely affected if these
turbocharger inlets are supplied with engine room components are not used.
supplied air, a temperature rise above ambient of five
to 10°C would take place. By supplying the engines
with direct outside air, the vessel will also save on General
the required fan work.
The amount of combustion air necessary for the
If the engine combustion air is supplied through a 3606/3608 engine is specified in the technical data
separate, dedicated air system, the engine room section of this manual. The amount of radiated heat
design should consider the following. A typical emitted by each engine is also specified.
system arrangement is shown on page 54.
Installations intended for operation in extreme cold
1. The entire intake system, including clean air filters, may require heated air for starting purposes. In
should have an initial restriction of no greater than addition, it may be necessary to control the inlet
122 mm H2O (4.8 in. H2O). boost pressure for cold air installations. Contact your
Caterpillar dealer or the regional Caterpillar
2. The maximum inlet restriction with dirty air filters
representative for further information when extreme
should not exceed 380 mm H2O (15.0 in. H2O).
ambient conditions are expected.
52
53
COMBUSTION AIR SYSTEM 3606 AND 3608 MARINE PROJECT GUIDE
54
Turbochargers
Exhaust System 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. Optional cast adapters mount to the
turbocharger to provide a 355 mm (14 in.) diameter
customer connection point.
Also available on an attachment basis are 355 mm
(14 in.) diameter flexible bellows, 355 mm (14 in.)
diameter 45° and 90° ells, expansion transitions from
355 mm (14 in.) to 457 mm (18 in.) diameter, a 457 mm
(18 in.) diameter bellows, and exhaust flanges with
bolting and mounting hardware.
The exhaust bellows are intended to compensate for
Exhaust Manifolds thermal growth and movement of the engine. The
exhaust system structure immediately after the
The 3606/3608 engine uses a pulse exhaust manifold engine exhaust bellows must be a fixed/rigid point.
system. The front and rear three cylinders for each The supplied exhaust bellows will only handle the
bank are connected to separate turbine inlets. engine movement and thermal growth. No additional
external loading is allowed on the turbochargers.
Exhaust Backpressure Limits

The total 3600 exhaust backpressure limit is
Exhaust Slobber
254 mm H2O (10 in. H2O). This level was established (Extended Periods of Low Load)
with an emphasis on low specific fuel consumption Prolonged low load operation should be followed by
and exhaust valve temperatures. Therefore, to periodic operation at higher load to burn out exhaust
achieve proper performance of the engine, the deposits. Low load operation is below 400 kPa (58 psi)
exhaust backpressures must be kept below this limit. BMEP (approximately 20 percent load, depending on
System backpressure should be measured in a rating). The engine should be operated above 800 kPa
straight length of the exhaust pipe at least three to (116 psi) BMEP (about 40 percent load, depending on
five pipe diameters away from the last size transition rating) periodically to burn out the exhaust deposits.
from the turbocharger outlet. System backpressure The 3600 engine can be run well over 24 hours before
measurement is part of the engine commissioning. exhaust slobber becomes significant. 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.
EXHAUST SYSTEM
55
Exhaust Piping
A common exhaust system for multiple installations is Exhaust piping must be able to expand and contract.
not acceptable. An exhaust system combined with It is required that one fixed point be installed directly
other engines allows operating engines to force after the flexible exhaust fitting at the turbocharger
exhaust gases into engines not operating. The water outlet. This will prevent the transmission of forces
vapor condenses in the cold engines and may cause resulting from weight, thermal expansion, or lateral
engine damage. Additionally, soot clogs displacement of the external exhaust piping from
turbochargers, aftercoolers, and cleaner elements. acting on the turbocharger.
Valves separating engines’ exhaust systems are also
Water cooled exhaust systems are commonly used in
discouraged. High temperatures warp valve seats
the fast vessel industry. The systems are designed by
and soot deposit causes leakage.
the yard or consultants and vary somewhat from
The exhaust pipe diameter is based on engine output, installation to installation. Caterpillar has no
gas flow, and length of pipe and number of bends. objections to these systems provided that the engine
The maximum gas velocity should not exceed 50 m/sec is properly protected and the parameters as outlined
(164 ft/sec) at full load. Sharp bends should be are adhered to. This is the shipyard’s responsibility.
avoided and, where necessary, should have the
A typical exhaust system arrangement is shown on
largest possible radius. The minimum radius should
page 57.
be 1-1/2 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 (0.4 to 0.5 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
56
57
EXHAUST SYSTEM
Main Engine Governing System

Engine Governing Various governors are available from Woodward and
and Control System Heinzmann. Refer to Selection Guide.
Clutches
Selection of marine gear clutches is important to the
propulsion system operation. Clutch characteristics
directly affect how rapidly the propulsion system can
respond to the maneuvering demands associated
with normal and emergency operation of the vessel.
The clutch manufacturer must be consulted in the
early project stages.
Introduction Shaft Brake

This section and the following section describe the In applications with fixed pitch propellers, where
standard Caterpillar MMSII control and governor frequent maneuvering is required, or if full speed
arrangement. The standard control system offering is reversals may be encountered, a propeller shaft
a PLC-based control and monitoring system with a brake is beneficial. A properly controlled shaft brake
relay-based backup safety shutdown system. The will stop the rotation of the propeller whenever the
system is capable of communicating with the vessel reduction gear clutches are disengaged.
main control system through various communication
protocols. Several advantages are possible with the use of shaft
brakes. Vessel maneuvering time is reduced. Vessel
speed is reduced quickly due to increased drag of a
stopped propeller vs. a windmilling propeller.
ENGINE GOVERNING AND CONTROL SYSTEM
58
Engine Monitoring
Engine Monitoring Engine monitoring switches and analog transducers
and Shutdown 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 the side of the engine.
Temperature Sensors
The exhaust temperature sensors are thermocouples
and the remaining sensors are RTDs (PT100).
Engine Control Panel

The engine control panel contains all the PLC,
Engine Shutdown start/stop logic, and computer for displaying the
The 3606/3608 engine is installed with shutdown operating parameters. These can be viewed on the
protection for overspeed, low lubrication oil pressure, touch screen located in the engine control panel. The
high crankcase pressure, high jacket water operator is able to call up different screens to view
temperature, and Metal Particle Detection. High oil the operational status of each system on the engine.
mist level alarm and/or shutdown is available as an The engine parameters can be viewed on the
option to satisfy marine societies, which typically touchscreen mounted in the panel door. This viewing
require this feature on engines above 2250 bkW system contains screens for all the fluid systems with
(3015 bhp). In addition, the engine can be shut down the values displayed. The various screens are called
through the electrical control system via emergency to view by touching the screen. All the engine
shutdown buttons installed as required by the marine parameters are further available to the vessel control
classification society on the bridge and the engine system via PC communications.
control panel. For the shutdowns, the engine is
The monitoring and alarm functions listed in the
stopped via the shutdown solenoid in the governor.
instrumentation list overleaf are typical for a 3600
However, in case of an overspeed or activated
marine engine supply, marine classification society
emergency stop button, the engine will be stopped by
ENGINE MONITORING AND SHUTDOWN

with notation: Unmanned Machinery Space.
an emergency air shutoff system. Both of these
measures are taken as a precaution and to fulfill
society requirements.
Control and Monitoring System Diagram
The engine safety system is operationally
The standard drawings consist of about 24 pages of
independent from the monitoring system. That means
drawings. A few pages are shown to describe the
the engine will shut down for the safety functions,
layout. The following drawings and sensor list are for
high crankcase pressure, overspeed, and low
reference only, and are not to be used for installation
lubrication pressure even when the PLC is not
purposes.
operational.
59
ENGINE MONITORING AND SHUTDOWN 3606 AND 3608 MARINE PROJECT GUIDE
60
61
62
63
64
65
66
Control System Inputs to PLC and Redundant Relay Logic
Signal Shut Setpoint

Sensor Description Alarm Comments
Type Down Trip
Pressure Contactors
Engine low oil pressure: 144-0102 digital X < 105 kPa low speed
Engine low oil pressure: 144-0102 digital X < 260 kPa high speed
Engine high crankcase pressure: 117-1864 digital X > 1 kPa enable when fuel is on
Low air starting pressure: 144-0103 digital X < 750 kPa removed if transducer is ordered
Sea water low pressure: digital X < 35 kPa removed if transducer is ordered
Low jacket water pressure: 144-0102 digital X < 20 kPa (low rpm) removed if transducer is ordered
< 35 kPa (high rpm)
Low AC/OC circuit water pressure: 144-0102 digital X < 35 kPa removed if transducer is ordered
Switches/Misc. Contacts
Low battery voltage: 7C-3508 digital X < 22 VDC monitors DC to MMS
Jacket water detection: 125-4340 digital X contact close energizes RJWDA relay
Emergency stop (local) digital X contact close shuts off fuel and air to engine
Engine speed switch crank terminate: 100-5675 digital > 170 rpm & < 0 + 2 sec
Engine speed switch alarm time delay: 100-5675 digital 9 sec after SS-001 enables alarms and shutdowns
Engine speed switch oil pressure step: 100-5675 digital 75% rated speed enables high speed oil contactor
Engine oil sump level low: 7C-6930 digital X contact open
Engine pre-lube pressure: 3N-1400 digital > 9 kPa engine start interlock
Oil mist detection (system status ready) digital X contact close oil mist detector ready
Oil mist detection (alarm) digital X contact open oil mist detector alarm
Expansion tank low level switch digital X contact open customer supplied
Engine overspeed (engine speed switch): 100-5675 digital X 113% rated speed provided by speed switch
Fuel control switch digital relay based system
Prelube/start switch — start signal digital relay based system
Prelube/start switch — prelube signal digital relay based system

Engine control switch — off/reset digital contact close lock out engine and reset system
Alarm/shutdown acknowledge digital contact close indicates ACK alarms
Metal particle detector digital X X contact close shutdown
Type Down Trip
Analog Speed & Pressure Transducer
Mag pick-up (engine speed switch): 8L-4171 freq X 113% rated speed speed switch control sensor
Mag pick-up (PLC): 8L-4171 freq input to engine speed transducer
Engine speed from SE-005: 115-7954 4-20 mA X 113% rated sped 0-1200 rpm
Lube oil pressure to filter: 141-9880 4-20 mA 0-1000 kPa
used to calculate oil filter diff press
Lube oil pressure to engine: 141-9880 4-20 mA X < 320 kPa & < 120 kPa 0-1000 kPa
X < 260 kPa & < 105 kPa high speed & low speed setpoint
Fuel pressure to filter: 141-9880 4-20 mA 0-1000 kPa Used for diff alarm
Fuel pressure to engine: 141-9880 4-20 mA X < 260 kPa 0-1000 kPa
Engine jacket water pressure: 141-9880 4-20 mA X < 20 kPa (low rpm) 0-1000 kPa
< 35 kPa (high rpm) optional
AC/OC circuit water pressure: 141-9880 4-20 mA X < 35 kPa 0-1000 kPa optional
Sea water pressure: 141-9880 4-20 mA X < 35 kPa 0-1000 kPa optional
Engine starting air pressure: 144-4003 4-20 mA X < 750 kPa 0-4000 kPa optional
Engine starting air pressure sending unit: 7W-2118 ohms signal for meter on MMS
Engine inlet air manifold pressure: 141-9880 4-20 mA X > 310 kPa 0-1000 kPa
67
68
Type Down Trip
Analog RTD and Thermocouple
Engine lube oil temperature: 177-7245 RTD X > 92°C PT100-385
Inlet air manifold temperature: 177-7245 RTD X > 92°C PT100-385
Engine AC/OC circuit inlet water temp: 177-7245 RTD X > 60°C PT100-385
Engine jacket water outlet temp: 177-7245 RTD X > 109°C PT100-385
Engine jacket water outlet temp: 177-7245 RTD X > 103°C PT100-385 2nd RTD per
marine society
Exhaust manifold temp. (left): 124-4598 TC X > 630°C type K
Exhaust manifold temp. (right): 124-4598 TC X > 630°C type K — 12 & 16 cyl engine only
Exhaust stack turbo temp. (left): 124-4598 TC X > 550°C type K
Exhaust stack turbo temp. (right): 124-4598 TC X > 550°C type K — 12 & 16 cyl engine only
Cylinder temperature (1): 124-4596 TC X > 550°C type K
Cylinder temperature (7): 124-4596 TC X > 550°C type K — 8, 12, & 16
cyl engine only
Cylinder temperature (8): 124-4596 TC X > 550°C type K — 8, 12, & 16
cyl engine only
Cylinder temperature (9): 124-4596 TC X > 550°C type K — 12 & 16 cyl engine only
Cylinder temperature (13): 124-4596 TC X > 550°C type K — 16 cyl engine only
Type Down Trip
Analog RTD and Thermocouple (con’t.)
Marine Gear Inputs
Gear low oil pressure switch digital X customer setpoint customer supplied contact
Auxiliary Inputs (Analog and RTD)
Aux RTD 1 RTD X customer configured 0-150°C. Customer supplied
PT100-385
Aux RTD 2 RTD X customer configured 0-150°C. Customer supplied
PT100-385
Aux 4-20 #1 4-20 mA X customer configured customer supplied
Aux 4-20 #2 4-20 mA X customer configured customer supplied
Auxiliary Inputs (Switches)
Aux switch 1 digital X contact close customer supplied contact
Remote Input (Customer)
Remote engine start digital contact close customer supplied contact
Remote engine stop digital contact close customer supplied contact
Remote emergency stop digital contact close customer supplied contact
Engine protection override digital contact close customer supplied contact
69
70
Data Shut Setpoint
Output Description Alarm Comments
Type Down Trip
Pressure Alarms/Shutdowns
Engine low oil pressure bit X 105 kPa low speed shutdown
Engine low oil pressure bit X 260 kPa high speed shutdown
Engine low oil pressure bit X 120 kPa/320 kPa low speed/high speed
Engine high crankcase pressure bit X > 1 kPa
Low air starting pressure bit X < 750 kPa
Low sea water pressure bit X < 35 kPa
Low jacket water pressure bit X < 20 kPa (low rpm)
< 35 kPa (high rpm)
Low AC/OC circuit water pressure bit X < 35 kPa
Engine oil filter pressure differential (high) bit X > 70 kPa calc (PT-009 — PT010)
Engine low fuel press. alarm bit X < 260 kPa
Engine fuel filter pressure differential (high) bit X > 75 kPa calc (PT-011 — PT-012)
Engine inlet air manifold pressure bit X > 230 kPa
Marine Gear (Pressure Shutdown)
Gear low oil pressure switch bit X customer defined customer supplied contact
Data Shut Setpoint
Type Down Trip
Temperature (Alarm/Shutdowns)
Engine high jacket water bit X > 109°C
Engine high jacket water bit X > 103°C
Engine high AC/OC circuit water temperature bit X > 60°C
Engine lube oil temperature bit X > 92°C
High inlet air manifold temperature bit X > 92°C
Exhaust to turbo temp. (left) bit X > 630°C
Exhaust to turbo temp. (right) bit X > 630°C 12 & 16 cyl engine only
Exhaust from turbo temp. (left) bit X > 550°C
Exhaust from turbo temp. (right) bit X > 550°C 12 & 16 cyl engine only
Cylinder temperature (1) bit X > 550°C
Cylinder temperature (7) bit X > 550°C 8, 12, & 16 cyl engine only
Cylinder temperature (8) bit X > 550°C 8, 12, & 16 cyl engine only
Cylinder temperature (9) bit X > 550°C 12 & 16 cyl engine only
Cylinder temperature (13) bit X > 550°C 16 cyl engine only
71
72
Data Shut Setpoint
Type Down Trip
Switches/Misc. Status
Cylinder (1) temperature deviation from avg. bit X > 50°C
Cylinder (7) temperature deviation from avg. bit X > 50°C 8, 12, & 16 cyl engine only
Cylinder (8) temperature deviation from avg. bit X > 50°C 8, 12, & 16 cyl engine only
Cylinder (9) temperature deviation from avg. bit X > 50°C 12 & 16 cyl engine only
Cylinder (13) temperature deviation from avg. bit X > 50°C 16 cyl engine only
Low battery voltage — system bit X < 22 VDC
Low PLC memory battery voltage bit X red batt light on PLC’s CPU
Jacket water detection bit X contact close
Emergency stop bit X contact close
Engine speed switch crank terminate bit X > 170 rpm & 0 + 2 sec
Low engine oil sump level bit X mechanical position
Engine pre-lube (starting) pressure available bit > 9 kPa engine start interlock
Oil mist detection (system ready status) bit X
Data Shut Setpoint
Type Down Trip
Switches/Misc. Status (con’t.)
Oil mist detection (shutdown) bit X contact close
Low expansion tank level switch bit X customer defined customer supplied contact
Engine overspeed bit X 113% rated speed provided by speed switch or PLC
Reduce engine load bit X manual decrease load
Mag pick-up (engine speed switch) bit X ST-008 and not SE-004 speed switch pick-up
Engine control switch — off bit contact close
Sensor Failures
Engine lube oil temperature bit X < -50°C or > 150°C
Inlet air manifold temperature bit X < -50°C or > 150°C
Engine AC/OC circuit outlet water temp bit X < -50°C or > 150°C
Engine jacket water outlet temp (shutdown) bit X < -50°C or > 150°C
Engine jacket water outlet temp (alarm) bit X < -50°C or > 150°C
Exhaust to turbo temp. (left) bit X < -50°C or > 700°C
Exhaust to turbo temp. (right) bit X < -50°C or > 700°C 12 & 16 cyl engine only
Exhaust from turbo temp. (left) bit X < -50°C or > 700°C
Exhaust from turbo temp. (right) bit X < -50°C or > 700°C 12 & 16 cyl engine only
Cylinder temperature (1) bit X < -50°C or > 700°C
Cylinder temperature (7) bit X < -50°C or > 700°C 8, 12, & 16 cyl engine only
73
74
Data Shut Setpoint
Type Down Trip
Sensor Failures (con’t.)
Cylinder temperature (8) bit X < -50°C or > 700°C 8, 12, & 16 cyl engine only
Cylinder temperature (9) bit X < -50°C or > 700°C 12 & 16 cyl engine only
Cylinder temperature (13) bit X < -50°C or > 700°C 16 cyl engine only
Engine speed transducer bit X < 3.85 mA or > 20.15 mA
Lube oil pressure to filter bit X < 3.85 mA or > 20.15 mA
Lube oil pressure to engine bit X < 3.85 mA or > 20.15 mA
Fuel pressure to filter bit X < 3.85 mA or > 20.15 mA used for diff alarm
Fuel pressure to engine bit X < 3.85 mA or > 20.15 mA
Engine jacket water pressure bit X < 3.85 mA or > 20.15 mA optional
AC/OC circuit water pressure bit X < 3.85 mA or > 20.15 mA optional
Sea water pressure bit X < 3.85 mA or > 20.15 mA optional
Engine starting air pressure bit X < 3.85 mA or > 20.15 mA optional
Engine inlet air manifold pressure bit X < 3.85 mA or > 20.15 mA
Engine low oil pressure contactor bit X no signal — NO and NC low speed
Engine low oil pressure contactor bit X no signal — NO and NC high speed
Engine high crankcase pressure contactor bit X no signal — NO and NC
Data Shut Setpoint
Type Down Trip
Pressure/Engine Speed
Engine speed transducer word X 113% rated speed 0-1200 rpm
Lube oil pressure to filter word 0-1000 kPa
used for diff alarm
Lube oil pressure to engine word X < 120 kPa & < 320 kPa 0-1000 kPa
X < 105 kPa & < 260 kPa low speed & high speed setpoints
Fuel pressure to filter word X 0-1000 kPa
used for diff alarm
Fuel pressure to engine word X < 260 kPa 0-1000 kPa
Engine jacket water pressure word X < 20 kPa (low rpm) 0-1000 kPa
< 35 kPa (high rpm) optional
AC/OC circuit water pressure word X < 35 kPa 0-1000 kPa optional
Sea water pressure word X < 35 kPa 0-1000 kPa optional
Engine starting air pressure word X < 750 kPa 0-4000 kPa optional
Engine inlet air manifold pressure word X > 230 kPa 0-1000 kPa
RTD and Thermocouple
Engine lube oil temperature word X > 92°C 0-150°C
Inlet air manifold temperature word X > 92°C 0-150°C
Engine AC/OC circuit outlet water temp word X > 65°C 0-150°C
Engine jacket water outlet temp (shutdown) word X > 109°C 0-150°C
Engine jacket water outlet temp (alarm) word X > 103°C 0-150°C
Exhaust to turbo temp. (left) word X > 630°C 0-700°C
Exhaust to turbo temp. (right) word X > 630°C 0-700°C
12 & 16 cyl engine only
Exhaust from turbo temp. (left) word X > 550°C 0-700°C
75
76
Data Shut Setpoint
Type Down Trip
RTD and Thermocouple (con’t.)
Exhaust from turbo temp. (right) word X > 550°C 0-700°C 12 & 16 cyl engine only
Cylinder temperature (1) word X > 550°C 0-700°C
8, 12, & 16 cyl engine only
8, 12, & 16 cyl engine only
Cylinder temperature (9) word X > 550°C 0-700°C 12 & 16 cyl engine only
Cylinder temperature (13) word X > 550°C 0-700°C 16 cyl engine only
Avg. of exhaust port temp. for deviation calc word 0-700°C
Type Down Trip
Control Sensors
Mag pick-up (engine speed) 4-20 mA X 113% rated speed 0-1200 rpm
Lube oil pressure to engine 4-20 mA X X < 320 kPa 0-1000 kPa
< 120 kPa
Engine high exhaust temp from turbo (right) 4-20 mA X > 630°C 0-700°C
Engine high exhaust temp from turbo (left) 4-20 mA X > 630°C 0-700°C
Aux switch out 1 24 VDC controlled at monitor
High crankcase pressure shutdown NC X PSHH-003 RCPHS relay
Low engine oil pressure shutdown NC X PSLL-001 or PT-002 ROPLS relay
Engine overspeed shutdown NC X SS-002 ROSR relay
Fuel control relay NO, NC X switch or fault RFCR relay
Low marine gear pressure shutdown NC X PSLL-020 RGOPLS relay
Alarm horn and beacon NO X X alarm or shutdown RHB relay
Summary shutdown (engine fault) NC X relay shutdown REFR relay
Engine running (crank terminate) NO engine speed > 170 rpm RCTR relay
Prelube engine NO PS-008 > 9 kPa RPR relay
Circuit breaker trip alarm NC X circuit breaker opens aux contacts on circuit breakers
Reduce engine load NO, NC REL relay
Engine alarm summary NO X
Lube oil standby pump 24 VDC < 115 kPa customer supplied interface
24 VDC provided to
customer interface
77
78
Signal Shut Trip/Activation
Type Down Condition
Control Sensors (con’t.)
Air start signal to engine digital remote start only — RAS relay
Fuel shutoff signal to engine digital X shutdown or fuel off RFCR relay
Air shutoff signal to engine digital overspeed & e-stop ASOS solenoid
Engine prelube signal to engine digital > 9 kPa RPR relay
Engine protection system override relay on digital ROVR relay — override shutdowns
Summary group alarm relay activate digital X any alarm RSA relay
Summary group shutdown signal digital X protective shutdown energizes REFR relay
on protective shutdown
Jacket water detection relay digital X RJWDA relay
Engine speed tachometer freq mag pick-up driven
Engine hour meter digital
Starting air pressure meter ohms resistive sensor
Summary alarm light digital X any alarm
Summary shutdown light digital X protective shutdown
PLC failure digital X no signal to RPLCFA RPLCFA de-energized on PLC failure
Engine prelubed digital > 9 kPa
MODBUS Address List
Analog Data MODBUS Address
Fuel rack position 40001
Lube oil to engine temperature (°C) 40002
Lube oil to engine pressure (kPa) 40003
Lube oil to filter pressure (kPa) 40004
Inlet air manifold temperature (°C) 40005
Inlet air manifold pressure (kPa) 40006
Fuel to engine temperature (°C) 40007
Fuel to engine pressure (kPa) 40008
Fuel to filter pressure (kPa) 40009
Jacket water outlet temperature (°C) 40010
Redundant jacket water outlet temperature (°C) 40011
Jacket water pressure (kPa) 40012
AC/OC water inlet temperature (°C) 40013
AC/OC pump pressure (kPa) 40014
Raw water pressure (kPa) 40015
Auxiliary #1 temperature (°C) 40016
Auxiliary #2 temperature (°C) 40017
Auxiliary #1 4-20 mA (kPa) 40018
Auxiliary #2 4-20 mA (kPa) 40019
Air start pressure (kPa) 40020
Non-drive bearing temperature (°C) 40021
Drive bearing temperature (°C) 40022
Stator A temperature (°C) 40023
Stator B temperature (°C) 40024
Stator C temperature (°C) 40025
Turbine inlet left/inline temperature (°C) 40026
Turbine inlet right temperature (°C) 40027
Turbine outlet left/inline temperature (°C) 40028
Turbine outlet right temperature (°C) 40029
Exhaust port #1 temperature (°C) 40030

Write spare 40046
Write spare 40047
Write spare 40048
Write spare 40049
Turbine left/inline speed (rpm) 40050
Turbine right speed (rpm) 40051
Engine speed (rpm) 40052
79

Exhaust port #1 temperature deviation (°C) 40053
Write spare 40069
Write spare 40070
Write spare 40071
Write spare 40072
Fuel filter pressure differential (kPa) 40073
Lube oil filter pressure differential (kPa) 40074
Write spare 40075
Write spare 40076
Write spare 40077
Write spare 40078
Write spare 40079
Write spare 40080
Write spare 40081
Write spare 40082
Write spare 40083
Write spare 40084
Write spare 40085
Write spare 40086

Write spare 40087
Write spare 40088
Write spare 40089
Write spare 40090
Write spare 40091
Write spare 40092
Write spare 40093
Write spare 40094
Write spare 40095
Write spare 40096
Write spare 40097
Write spare 40098
Write spare 40099
Write spare 40100
80
Lube oil to engine temperature (°F) 40101
Lube oil to engine pressure (psi) 40102
Lube oil to filter pressure (psi) 40103
Inlet air manifold temperature (°F) 40104
Inlet air manifold pressure (psi) 40105
Fuel to engine temperature (°F) 40106
Fuel to engine pressure (psi) 40107
Fuel to filter pressure (psi) 40108
Jacket water outlet temperature (°F) 40109
Redundant jacket water outlet temperature (°F) 40110
Jacket water pressure (psi) 40111
AC/OC water inlet temperature (°F) 40112
AC/OC pump pressure (psi) 40113
Raw water pressure (psi) 40114
Auxiliary #1 temperature (°F) 40115
Auxiliary #2 temperature (°F) 40116
Auxiliary #1 4-20 mA (psi) 40117
Auxiliary #2 4-20 mA (psi) 40118
Air start pressure (psi) 40119
Non-drive bearing temperature (°F) 40120
Drive bearing temperature (°F) 40121
Stator A temperature (°F) 40122
Stator B temperature (°F) 40123
Stator C temperature (°F) 40124
Turbine inlet left/inline temperature (°F) 40125
Turbine inlet right temperature (°F) 40126
Turbine outlet left/inline temperature (°F) 40127
Turbine outlet right temperature (°F) 40128
Exhaust port #1 temperature (°F) 40129

Write spare 40145
Write spare 40146
Write spare 40147
Write spare 40148
81

Exhaust port #1 temperature deviation (°F) 40149
Write spare 40165
Write spare 40166
Write spare 40167
Write spare 40168
Fuel filter pressure differential (psi) 40169
Lube oil filter pressure differential (psi) 40170
Write spare 40171
Write spare 40172
Write spare 40173
Write spare 40174
Write spare 40175
Write spare 40176
Write spare 40177
Write spare 40178
Write spare 40179
Write spare 40180
Write spare 40181
Write spare 40182

Write spare 40183
Write spare 40184
Write spare 40185
Write spare 40186
Write spare 40187
Write spare 40188
Write spare 40189
Write spare 40190
Write spare 40191
Write spare 40192
Write spare 40193
Write spare 40194
Write spare 40195
Write spare 40196
Write spare 40197
Write spare 40198
Write spare 40199
Write spare 40200
82
PM3000 voltage 40201
PM3000 current 40213
PM3000 power 40216
PM3000 power 40217
PM3000 power 40218
PM3000 power 40219
PM3000 power 40220
PM3000 power 40221
PM3000 power factor 40222
PM3000 power factor 40223
PM3000 frequency 40224
PM3000 frequency 40225
Write spare 40226
Write spare 40227
Write spare 40228
Write spare 40229
Write spare 40230
Write spare 40231
Write spare 40232
Write spare 40233

Write spare 40234
Write spare 40235
Write spare 40236
Write spare 40237
Write spare 40238
Write spare 40239
Write spare 40240
Write spare 40241
Write spare 40242
Write spare 40243
Write spare 40244
Write spare 40245
Write spare 40246
Write spare 40247
Write spare 40248
Write spare 40249
Write spare 40250
83

Alarm Status 40251
Lube oil to engine temperature sensor failure alarm 40251.01
Lube oil to engine temperature sensor failure alarm acknowledged 40251.02
Lube oil to engine pressure sensor failure alarm 40251.03
Lube oil to engine pressure sensor failure alarm acknowledged 40251.04
Lube oil to filter pressure sensor failure alarm 40251.05
Lube oil to filter pressure sensor failure alarm acknowledged 40251.06
Inlet air manifold temperature sensor failure alarm 40251.07
Inlet air manifold temperature sensor failure alarm acknowledged 40251.08
Inlet air manifold pressure sensor failure alarm 40251.09
Inlet air manifold pressure sensor failure alarm acknowledged 40251.10
Fuel to engine temperature sensor failure alarm 40251.11
Fuel to engine temperature sensor failure alarm acknowledged 40251.12
Fuel to engine pressure sensor failure alarm 40251.13
Fuel to engine pressure sensor failure alarm acknowledged 40251.14
Fuel to filter pressure sensor failure alarm 40251.15
Fuel to filter pressure sensor failure alarm acknowledged 40251.16
Alarm Status 40252
Jacket water outlet temperature sensor failure alarm 40252.01
Jacket water outlet temperature sensor failure alarm acknowledged 40252.02
Redundant jacket water outlet temperature sensor failure alarm 40252.03
Redundant jacket water outlet temperature sensor failure alarm acknowledged 40252.04
Jacket water pressure sensor failure alarm 40252.05
Jacket water pressure sensor failure alarm acknowledged 40252.06
AC/OC water inlet temperature sensor failure alarm 40252.07
AC/OC water inlet temperature sensor failure alarm acknowledged 40252.08
AC/OC pump pressure sensor failure alarm 40252.09
AC/OC pump pressure sensor failure alarm acknowledged 40252.10
Raw water pressure sensor failure alarm 40252.11
Raw water pressure sensor failure alarm acknowledged 40252.12
Auxiliary #1 temperature sensor failure alarm 40252.13
Auxiliary #1 temperature sensor failure alarm acknowledged 40252.14
Auxiliary #2 temperature sensor failure alarm 40252.15
Auxiliary #2 temperature sensor failure alarm acknowledged 40252.16

Alarm Status 40253
Auxiliary #1 4-20 mA sensor failure alarm 40253.01
Auxiliary #1 4-20 mA sensor failure alarm acknowledged 40253.02
Auxiliary #2 4-20 mA sensor failure alarm 40253.03
Auxiliary #2 4-20 mA sensor failure alarm acknowledged 40254.04
Air start pressure sensor failure alarm 40253.05
Air start pressure sensor failure alarm acknowledged 40253.06
Non-drive bearing temperature sensor failure alarm 40253.07
Non-drive bearing temperature sensor failure alarm acknowledged 40253.08
Drive bearing temperature sensor failure alarm 40253.09
Drive bearing temperature sensor failure alarm acknowledged 40253.10
Stator A temperature sensor failure alarm 40253.11
Stator A temperature sensor failure alarm acknowledged 40253.12
Stator B temperature sensor failure alarm 40253.13
Stator B temperature sensor failure alarm acknowledged 40253.14
Stator C temperature sensor failure alarm 40253.15
Stator C temperature sensor failure alarm acknowledged 40253.16
84
Alarm Status 40254
Turbine inlet left/inline temperature sensor failure alarm 40254.01
Turbine inlet left/inline temperature sensor failure alarm acknowledged 40254.02
Turbine inlet right temperature sensor failure alarm 40254.03
Turbine inlet right temperature sensor failure alarm acknowledged 40254.04
Turbine outlet left/inline temperature sensor failure alarm 40254.05
Turbine outlet left/inline temperature sensor failure alarm acknowledged 40254.06
Turbine outlet right temperature sensor failure alarm 40254.07
Turbine outlet right temperature sensor failure alarm acknowledged 40254.08
Exhaust port #1 temperature sensor failure alarm 40254.09
Exhaust port #1 temperature sensor failure alarm acknowledged 40254.10
Alarm Status 40255

Alarm Status 40256
Turbine left/Inline speed sensor failure alarm 40256.09
Turbine left/inline speed sensor failure alarm acknowledged 40256.10
Turbine right speed sensor failure alarm 40256.11
Turbine right speed sensor failure alarm acknowledged 40256.12
Engine speed sensor failure alarm 40256.13
Engine speed sensor failure alarm acknowledged 40256.14
Ball head backup mode sensor failure alarm 40256.15
Ball head backup mode sensor failure alarm acknowledged 40256.16
85

Alarm Status 40257
Crankcase pressure sensor failure alarm 40257.01
Crankcase pressure sensor failure alarm acknowledged 40257.02
Oil mist detector sensor failure alarm 40257.03
Oil mist detector sensor failure alarm acknowledged 40257.04
Low speed low oil pressure sensor failure alarm 40257.05
Low speed low oil pressure sensor failure alarm acknowledged 40257.06
High speed low oil pressure sensor failure alarm 40257.07
High speed low oil pressure sensor failure alarm acknowledged 40257.08
Lube oil to engine temperature high alarm 40257.09
Lube oil to engine temperature high alarm acknowledged 40257.10
Lube oil to engine pressure low alarm 40257.11
Lube oil to engine pressure low alarm acknowledged 40257.12
Lube oil to filter pressure high alarm 40257.13
Lube oil to filter pressure high alarm acknowledged 40257.14
Inlet air manifold temperature high alarm 40257.15
Inlet air manifold temperature high alarm acknowledged 40257.16
Alarm Status 40258
Inlet air manifold pressure high alarm 40258.01
Inlet air manifold pressure high alarm acknowledged 40258.02
Fuel to engine temperature high alarm 40258.03
Fuel to engine temperature high alarm acknowledged 40258.04
Fuel to engine pressure low alarm 40258.05
Fuel to engine pressure low alarm acknowledged 40258.06
Jacket water outlet temperature high alarm 40258.07
Jacket water outlet temperature high alarm acknowledged 40258.08
Jacket water pressure low alarm 40258.09
Jacket water pressure low alarm acknowledged 40258.10
AC/OC water inlet temperature high alarm 40258.11
AC/OC water inlet temperature high alarm acknowledged 40258.12
AC/OC pump pressure low alarm 40258.13
AC/OC pump pressure low alarm acknowledged 40258.14
Raw water pressure low alarm 40258.15
Raw water pressure low alarm acknowledged 40258.16

Alarm Status 40259
Auxiliary #1 temperature alarm 40259.01
Auxiliary #1 temperature alarm acknowledged 40259.02
Auxiliary #2 temperature alarm 40259.03
Auxiliary #2 temperature alarm acknowledged 40259.04
Auxiliary #1 4-20 mA alarm 40259.05
Auxiliary #2 4-20 mA alarm acknowledged 40259.06
Auxiliary #2 4-20 mA alarm 40259.07
Auxiliary #2 4-20 mA alarm acknowledged 40259.08
Air start pressure low alarm 40259.09
Air start pressure low alarm acknowledged 40259.10
Non-drive bearing temperature high alarm 40259.11
Non-drive bearing temperature high alarm acknowledged 40259.12
Drive bearing temperature high alarm 40259.13
Drive bearing temperature high alarm acknowledged 40259.14
Stator A temperature high alarm 40259.15
Stator A temperature high alarm acknowledged 40259.16
86
Alarm Status 40260
Stator B temperature high alarm 40260.01
Stator B temperature high alarm acknowledged 40260.02
Stator C temperature high alarm 40260.03
Stator C temperature high alarm acknowledged 40260.04
Turbine inlet left/inline temperature high alarm 40260.05
Turbine inlet left/inline temperature high alarm acknowledged 40260.06
Turbine inlet right temperature high alarm 40260.07
Turbine inlet right temperature high alarm acknowledged 40260.08
Turbine outlet left/inline temperature high alarm 40260.09
Turbine outlet left/inline temperature high alarm acknowledged 40260.10
Turbine outlet right temperature high alarm 40260.11
Turbine outlet right temperature high alarm acknowledged 40260.12
Exhaust port #1 temperature high alarm 40260.13
Exhaust port #1 temperature high alarm acknowledged 40260.14
Alarm Status 40261

Alarm Status 40262
Turbine left/inline overspeed alarm 40262.13
Turbine left/inline overspeed alarm acknowledged 40262.14
Turbine right overspeed alarm 40262.15
Turbine right overspeed alarm acknowledged 40262.16
87

Alarm Status 40263
Ball head backup mode alarm 40263.01
Ball head backup mode alarm acknowledged 40263.02
Engine crank terminate alarm 40263.03
Engine crank terminate alarm acknowledged 40263.04
Engine crank terminate time delay alarm 40263.05
Engine crank terminate time delay alarm acknowledged 40263.06
Engine oil step alarm 40263.07
Engine oil step alarm acknowledged 40263.08
Oil level low alarm 40263.09
Oil level low alarm acknowledged 40263.10
Particle detector alarm 40263.11
Particle detector alarm acknowledged 40263.12
Water level low alarm 40263.13
Water level low alarm acknowledged 40263.14
Jacket water detector alarm 40263.15
Jacket water detector alarm acknowledged 40263.16
Alarm Status 40264
Low battery voltage alarm 40264.01
Low battery voltage alarm acknowledged 40264.02
Relay power not available alarm 40264.03
Relay power not available alarm acknowledged 40264.04
Auxiliary #1 alarm 40264.05
Auxiliary #1 alarm acknowledged 40264.06
Shutdown override alarm 40264.11
Shutdown override alarm acknowledged 40264.12
Exhaust port #1 temperature deviation alarm 40264.13
Exhaust port #1 temperature deviation alarm acknowledged 40264.14

Alarm Status 40265
88
Alarm Status 40266
Fuel filter pressure differential alarm 40266.13
Fuel filter pressure differential alarm acknowledged 40266.14
Lube oil filter pressure differential alarm 40266.15
Lube oil filter pressure differential alarm acknowledged 40266.16
Alarm Status 40267
PLC memory battery low alarm 40267.01
PLC memory battery low alarm acknowledged 40267.02
Slot 1 fault alarm 40267.03
Slot 1 fault alarm acknowledged 40267.04

Alarm Status 40268
Rack 0 group 0 fault alarm 40268.05
Rack 0 group 0 fault alarm acknowledged 40268.06
89

Alarm Status 40269
Lube oil to engine pressure low shutdown 40269.11
Lube oil to engine pressure low shutdown acknowledged 40269.12
Jacket water outlet temperature high shutdown 40269.13
Jacket water outlet temperature high shutdown acknowledged 40269.14
Redundant jacket water outlet temperature high shutdown 40269.15
Redundant jacket water outlet temperature high shutdown acknowledged 40269.16
Alarm Status 40270
Auxiliary #1 temperature shutdown 40270.01
Auxiliary #1 temperature shutdown acknowledged 40270.02
Auxiliary #2 temperature shutdown 40270.03
Auxiliary #2 temperature shutdown acknowledged 40270.04
Auxiliary #1 4-20 mA shutdown 40270.05
Auxiliary #1 4-20 mA shutdown acknowledged 40270.06
Auxiliary #2 4-20 mA shutdown 40270.07
Auxiliary #2 4-20 mA shutdown acknowledged 40270.08
Non-drive bearing temperature high shutdown 40270.09
Non-drive bearing temperature high shutdown acknowledged 40270.10
Drive bearing temperature high shutdown 40270.11
Drive bearing temperature high shutdown acknowledged 40270.12
Engine overspeed shutdown 40270.13
Engine overspeed shutdown acknowledged 40270.14
Crankcase pressure high shutdown 40270.15
Crankcase pressure high shutdown acknowledged 40270.16

Alarm Status 40271
Oil mist detector shutdown 40271.01
Oil mist detector shutdown acknowledged 40271.02
Particle detector shutdown 40271.03
Particle detector shutdown acknowledged 40271.04
Low speed low oil pressure shutdown 40271.05
Low speed low oil pressure shutdown acknowledged 40271.06
High speed low oil pressure shutdown 40271.07
High speed low oil pressure shutdown acknowledged 40271.08
Auxiliary #1 shutdown 40271.09
Auxiliary #1 shutdown acknowledged 40271.10
Auxiliary #2 shutdown 40271.11
Auxiliary #2 shutdown acknowledged 40271.12
Customer shutdown 40271.13
Customer shutdown acknowledged 40271.14
Emergency stop shutdown 40271.15
Emergency stop shutdown acknowledged 40271.16
90
Write spare 40272
Write spare 40273
Write spare 40274
Write spare 40275
Write spare 40276
Write spare 40277
Write spare 40278
Write spare 40279
Write spare 40280
Write spare 40281
Write spare 40282
Write spare 40283
Write spare 40284
Write spare 40285
Write spare 40286
Write spare 40287
Write spare 40288
Write spare 40289
Write spare 40290
Write spare 40291
Write spare 40292
Write spare 40293
Write spare 40294
Write spare 40295
Write spare 40296
Write spare 40297
Write spare 40298
Write spare 40299
Write spare 40300
Acknowledge All Read 40301
Acknowledge all signal from MODBUS SCADA 40301.01
Spare 40301.02
Spare 40301.03

Spare 40301.04
Spare 40301.05
Spare 40301.06
Spare 40301.07
Spare 40301.08
Spare 40301.09
Spare 40301.10
Spare 40301.11
Spare 40301.12
Spare 40301.13
Spare 40301.14
Spare 40301.15
Spare 40301.16
91

Read spare 40302
Read spare 40303
Read spare 40304
Read spare 40305
Read spare 40306
Read spare 40307
Read spare 40308
Read spare 40309
Read spare 40310
Read spare 40311
Read spare 40312
Read spare 40313
Read spare 40314
Read spare 40315
Read spare 40316
Read spare 40317
Read spare 40318
Read spare 40319
Read spare 40320
Read spare 40321
Read spare 40322
Read spare 40323
Read spare 40324
Read spare 40325
Read spare 40326
Read spare 40327
Read spare 40328
Read spare 40329
Read spare 40330
Read spare 40331
Read spare 40332
Read spare 40333
Read spare 40334
Read spare 40335

Read spare 40336
Read spare 40337
Read spare 40338
Read spare 40339
Read spare 40340
Read spare 40341
Read spare 40342
Read spare 40343
Read spare 40344
Read spare 40345
Read spare 40346
Read spare 40347
Read spare 40348
Read spare 40349
Read spare 40350
92
The main engine foundation must have sufficient
Engine Mounting rigidity to transmit static and dynamic forces from the
main engine into the foundation.
and 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
• 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
Foundation Design • ship’s motion at sea
• thermal, static, and dynamic effects
This section deals with propulsion engine and
• crash reversal
reduction gear foundations and their relationship to
ship framing. Because the loads originate from sources other than
the engine, the foundation sections should be
Exact analytical methods cannot always be used to
uninterrupted and have adequate section strength.
design engine foundations. The design is also
influenced by several factors, including previous To avoid natural frequency resonance between
successful installations, the designer’s experience, engine and hull, the engine’s 1st and 2nd order free
and the basic dimensions of the specific engine forces and moments must be taken into account
being installed. Refer to this guide for specific when designing the mounting structure. The ship
information on 3600 engine weights and dimensions. builder must ensure that resonance between torque
excitation and the natural transverse hull frequencies
The engine foundation must resist vertical, horizontal,
does not occur. Caterpillar will supply engine 1st and
and fore-and-aft deflection. It should also be
2nd order free forces and moments, upon request.
integrated into the reduction gear foundation to
connect the overall structure to the ship’s inner The engine foundation must have sufficient rigidity to
E N G I N E M O U N T I N G A N D F O U N D AT I O N
bottom structure. In this manner, the thrust from the minimize shafting and coupling deformation between
propeller and the dynamic forces from the main the engine and gear.
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.
93
3606/3608 Engine Related Frequencies

Design of Component’s
Excitation Frequency Cause of Excitation
Natural Frequencies
Misfiring of one or
1/2 order = 1/2 x engine speed Stay Above
more cylinders (Correctable)
Unbalance, misalignment,
1st order = 1 x engine speed Stay Above
crankcase overfill (Correctable)
Normal cylinder combustion Avoid: side to side and roll
1-1/2 order = 1.5 x engine speed
(NOT correctable) modes excited by this order
Normal cylinder combustion Avoid: side to side and roll
2nd order = 2 x engine speed
(NOT correctable) modes excited by this order
Firing frequency for
Avoid: side to side and roll
3rd order = 3 x engine speed a six (6) cylinder engine
modes excited by this order
(NOT correctable)
4th order = 4 x engine speed an eight (8) cylinder engine
(NOT correctable)
6th order = 6 x engine speed a six (6) cylinder engine
(NOT correctable)
8th order = 8 x engine speed an eight (8) cylinder engine
(NOT correctable)
The engine speed varies from 350 rpm for low idle to 1000 rpm for rated speed.
Mounting General
The 3600 family engines in fast vessels are normally All mounting systems must have provisions for
on flexible mounts (i.e., rubber with steel springs). alignment retention, collision stops, and engine
thermal growth.
The 3600 family mounting feet are aluminum castings
E N G I N E M O U N T I N G A N D F O U N D AT I O N
that bolt to the engine feet under the crankcase

access doors. The standard mounting feet
configuration uses four mounting feet, two on each
side of the engine. There is an option to add one foot
to each side if needed.
Resin Chocks
Normally, the flexible mounts are installed with a
resin chock between the engine and the engine
foundation.
The chocking arrangement, planning, and pouring
should be reviewed by an approved manufacturer.
The shipyard will have the final responsibility for the
planning and installation of chocking material.
94
General
Arrangement
Drawings
Engine General Arrangement Drawings

For 3606/3608 General Arrangement Drawings, see
the following pages.
GENERAL ARRANGEMENT DRAWINGS
95
GENERAL ARRANGEMENT DRAWINGS 3606 AND 3608 MARINE PROJECT GUIDE
96
97
98
99
100
101
102
103
104
105
106
107
Engine Weights
Miscellaneous The following weight schedule lists the weights of
the 3606/3608 engine model and optional supplied
items. Select the optional items and add to the
engine’s dry weight to estimate the weight of an
engine shipset.
One (1) “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, intake air
silencer, air starting motors, barring device, oil mist
detector, flywheel, and six anti-vibration mounts.
3606 3608
Engine Model
kg (lb) kg (lb)
Engine Dry Weight (for an engine as described above) 15 680 (34,496) 19 000 (41,800)
Optional Supplied Items:
Torsional coupling 319 (702) 319 (702)
Plate-type heat exchanger 250 (550) 275 (605)
Water temperature regulator 86 (189) 86 (189)
Primary fuel strainer 11 (24) 11 (24)
Pressure reduction valve 20 (44) 20 (44)
Freshwater expansion tank ~135 (~298) ~135 (~298)
Exhaust pieces: (turbocharger adapter, bellows, 134 (295) 134 (295)
expander to 18 inch)
Fluids Weight
Lube oil @ .9097 kg/liter 634 (1,395) 691 (1,520)
Freshwater coolant 400 (880) 530 (1,166)
Heat exchanger (FW & SW) 70 (154) 70 (154)
TOTAL weight per engine
Number of engines per shipset
TOTAL engine weight per shipset
MISCELLANEOUS
108
109
MISCELLANEOUS
MISCELLANEOUS 3606 AND 3608 MARINE PROJECT GUIDE
110
Maintenance Interval Schedule —
CSR and MCR Ratings
Daily Maintenance 2,000 Hour Maintenance (or 1 year)
• Check oil level for the air starting motors • Drain aftercooler condensation
• Drain air tank moisture and sediment • Clean/Replace oil mist detector
• Check the cooling system coolant level • Inspect/Adjust engine valve lash
• Check the engine oil level
• Drain the fuel filter/water separator Annual Maintenance
• Inspect engine air cleaner service indicator • Obtain Level II cooling system coolant analysis
• Clean engine air precleaner (ELC)
• Check governor actuator oil level
• Inspect instrument panel 4,000 Hour Maintenance (or 1 year)
• Perform walk-around inspection • Clean and inspect the aftercooler core
• Clean the lubricator bowl for the air starting motors
250 Hour Maintenance (or 6 weeks)
• Clean the air starting motor lines screen 8,000 Hour Maintenance (or 1 year)
• Test the coolant in the cooling system • Calibrate engine protection devices
• Obtain engine oil sample for analysis
• Check the oil mist detector 8,000 Hour Maintenance (or 3 years)
• Test air shutoff • Change the coolant in the cooling system (DEAC)
• Check governor actuator linkage • Replace the water temperature regulator
• Inspect camshaft roller followers
500 Hour Maintenance (or 3 months) • Add cooling system coolant extender (ELC)
• Clean the oil mist detector • Inspect crankshaft vibration damper
• Replace the filter for the oil mist detector • Replace engine oil temperature regulator
• Inspect the engine mounts • Inspect exhaust shields
• Replace governor actuator oil
6 Month Maintenance • Inspect turbochargers
• Obtain Level II cooling system coolant analysis • Inspect water pumps
(ELC)
16,000 Hour Maintenance
Initial 1,000 Hour Maintenance • Change cooling system coolant (ELC)
• Inspect the engine valve rotators
• Inspect/Adjust engine valve lash 16,000 to 24,000 Hour Maintenance
Top End Overhaul
1,000 Hour Maintenance (or 6 months) Remanufacture or Rebuild
• Check the engine mounts • Cylinder heads
• Lubricate barring device • Cylinder head exhaust inserts
• Inspect engine air cleaner service indicator • Cylinder head dowels
• Change engine oil filter • Cylinder head inlet inserts
• Inspect exhaust piping • Cylinder head inner valve springs
• Replace fuel system primary filter/water separator • Cylinder head outer valve springs
MISCELLANEOUS
element • Cylinder head valve locks

• Replace fuel system secondary filter • Cylinder head valve rotocoils
• Clean/inspect magnetic pick-ups • Cylinder head valve spring guides
• Lubricate prelube pump • Exhaust valves
• Inlet air valves
If the valves and seats are not replaced, grind the
valves and lap the valves for full face contact.
111
Replace • Camshaft bearings

• Connecting rod bearings • Connecting rod bearings
• Cylinder head gaskets • Crankshaft
• Exhaust manifold gaskets • Cylinder liners
• Fuel transfer pump seals • Cylinder sleeves
• Inlet air lines seals • Exhaust manifolds
• Oil cooler seals • Front gear group
• Oil pump bearings and seals • Main bearings
• O-ring seals and plugs • Oil pump bushings and seals
• Oil temperature regulators and seals • O-ring seals and plugs
• Turbocharger bearings, bushings, and seals • Pistons and piston rings
• Valve lubricator pump • Priority valve
• Water pump bearings and seals • Rear gear group
• Water temperature regulators and seals • Rear gear train bearings and seals
• Unit injectors • Rocker arm bearings
Clean and Inspect • Thrust bearings
• Oil cooler core • Turbocharger bearings, bushings, and seals
• Oil suction screen • Valve lubricator pump
Inspect/Replace • Valve mechanism group
• Cylinder sleeves If the crankshaft or the camshaft is removed for any
• Exhaust shields reason, use the magnetic particle inspection process
• Starting motor to check the component for cracks.
Clean and Inspect
36,000 to 44,000 Hour Maintenance • Oil cooler core
Major Overhaul • Oil suction screen
Remanufacture or Rebuild Replace gaskets and seals
• Centrifugal oil filter bearings Replace the gaskets and seals for the following
• Cylinder heads components:
• Starting motor • Camshaft front covers
Replace • Camshaft drive gear covers
• Accessory group bearings • Central structure covers
• Cylinder head valves and valve guides • Crankcase side covers
• Cylinder head valve spring guides • Crankshaft
• Exhaust manifold seals and bellows • Crankshaft vibration damper
• Exhaust shields • Front housing group
• Front gear train bearings • Fuel lines
• Inlet air lines seals • Fuel transfer pump
• Oil temperature regulators and seals • Gear inspection group
• Unit injectors • Oil cooler
• Water temperature regulators and seals • Oil lines
• Grind the valves and lap the valves for full face • Power take-off covers
contact. • Priority valve group
Inspect/Replace • Rear housing group
MISCELLANEOUS
• Aftercooler core • Rear structure covers

• Alarm and shutoff controls • Valve covers
• Camshafts • Water lines
112
Typical Supplied Auxiliary Equipment
AC/OC Thermostatic
TYPICAL SUPPLIED AUXILIARY EQUIPMENT

JW Thermostatic Valve
Lube Oil Thermostatic Valve

113
Jacket Water Heater

Prelubrication Pump
114
115
Fuel Pre-Filter
Index
A E
Air Intake and Exhaust Systems. . . . . . . . . . . . . . . . . . . . 3 Engine and Waterjet Tolerances . . . . . . . . . . . . . . . . . . . 9
Air Receiver Sizing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48 Engine Block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Air Start Tank Sizing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49 Engine Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . 4, 59
Air Starters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48 Engine Dry Weight. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
Ambient Temperature Range. . . . . . . . . . . . . . . . . . . . . . 34 Engine Fuel System Description. . . . . . . . . . . . . . . . . . . 40
API category . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 Engine General Arrangement Drawings . . . . . . . 96-107
Auxiliary Equipment . . . . . . . . . . . . . . . . . . . . . . . . . 113-115 Engine Governing and Control System . . . . . . . . . . . . 58
Engine Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
B Engine Monitoring and Shutdown . . . . . . . . . . . . . . . . . 59
Basic Engine Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Engine Mounting and Foundation . . . . . . . . . . . . . . . . . 93
Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Engine Related Frequencies . . . . . . . . . . . . . . . . . . . . . . 94
Engine Room Supplied Air . . . . . . . . . . . . . . . . . . . . . . . . 51
C Engine Weights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
Cat DEO CF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 Excitation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
Caterpillar Micro-Oxidation Test (MOT) . . . . . . . . . . . 34 Exhaust Backpressure Limits . . . . . . . . . . . . . . . . . . . . . 55
Centrifugal Bypass Filters. . . . . . . . . . . . . . . . . . . . . . . . . 33 Exhaust Manifolds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Change Interval Without Oil Analysis Results. . . . . . 35 Exhaust Piping. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
Clutches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58 Exhaust Slobber . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Combustion Air System . . . . . . . . . . . . . . . . . . . . . . . . 51-54 Exhaust System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55-57
Combustion Air System Schematics. . . . . . . . . . . . 53-54 Exhaust System Schematic . . . . . . . . . . . . . . . . . . . . . . . 57
Connecting Rods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Expansion Tanks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
Control and Monitoring System Diagram . . . . . . . 59-66
Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58 F
Control System Inputs to PLC and Flexible Connections. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Redundant Relay Logic . . . . . . . . . . . . . . . . . . . . . . 66-78 Fluids Weight. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
Coolant Flow Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 Foundation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
Coolant Temperature Control. . . . . . . . . . . . . . . . . . . . . . 42 Foundation Design. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 Free Field Mechanical and Exhaust Noise. . . . . . 24-29
Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42-47 Fresh Water Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42, 45
Cooling System Monitoring . . . . . . . . . . . . . . . . . . . . . . . 43 Fuel Coolers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
Cooling System Pressure . . . . . . . . . . . . . . . . . . . . . . . . . 43 Fuel Line Dimension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Cooling System Pressure and Velocity . . . . . . . . . . . . 44 Fuel Recommendations . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Cooling System Schematics . . . . . . . . . . . . . . . . . . . 46-47 Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3, 39-41
Crankcase Fumes Disposal . . . . . . . . . . . . . . . . . . . . . . . 37 Fuel System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
Crankcase Piping System . . . . . . . . . . . . . . . . . . . . . . 37-38 Fuel Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
Crankcase Ventilation System . . . . . . . . . . . . . . . . . 37-38
Crankshaft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 H
Cylinder Liners. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Heat Balance of the 3600 Engine . . . . . . . . . . . . . . . . . . 44
Heat Exchanger Sizing. . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
D
Differential Press . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
Distillate Fuel Recommendations. . . . . . . . . . . . . . . . . . 39
INDEX
116
Index (con’t.)
I S
Inclination Capability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Scheduled Oil Sampling . . . . . . . . . . . . . . . . . . . . . . . . 5, 35
Increasing Oil Change Intervals . . . . . . . . . . . . . . . . . . . 35 Scope of Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Initial Oil Change Interval . . . . . . . . . . . . . . . . . . . . . . . . . 35 Sea Water Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43, 45
Internal Lubrication System. . . . . . . . . . . . . . . . . . . . . . . 33 Separate Combustion Air System . . . . . . . . . . . . . . . . . 52
Shaft Brake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
J Speed Control Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Jacket Water Heater Sizing . . . . . . . . . . . . . . . . . . . . . . . 44 Starting Air System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Jacket Water Heaters . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 Starting Air System Customer Connections. . . . . . . . 48
Starting Air System Schematic. . . . . . . . . . . . . . . . . . . . 50
L
Line Restriction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 T
Lube Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Tank Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Lube Oil System Schematic . . . . . . . . . . . . . . . . . . . . . . . 36 Technical Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-19
Lubricant Viscosity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 Temperature Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
Lubrication Oil System . . . . . . . . . . . . . . . . . . . . . . . . . 33-36 Thermostats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
Tolerances (Waterjet) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
M Torsional Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Main Engine Governing System . . . . . . . . . . . . . . . . . . . 58 Torsional Vibration Data . . . . . . . . . . . . . . . . . . . . . . . 30-31
Maintenance Interval Schedule. . . . . . . . . . . . . . . . . . 111 Total Base Number (TBN). . . . . . . . . . . . . . . . . . . . . . . . . 34
Marine Monitoring System (MMSII). . . . . . . . . . . . . . . . 3 Turbochargers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Maximum Operating Pressures . . . . . . . . . . . . . . . . . . . 44
MODBUS Address List. . . . . . . . . . . . . . . . . . . . . . . . . 79-92 U
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93 Unit Injectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
O V
Oil Change Interval . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Oil Coolers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 Venting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
Oil Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
Oil Pan Capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 W
Oil Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 Water Pump Pressures . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
Oil Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 Water Quality, Rust Inhibitors, and Antifreeze . . . . . 43
Water Velocities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
P Waterjets. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Performance Curves. . . . . . . . . . . . . . . . . . . . . . . . . . . 20-23 Weld Flange Sizes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Pistons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Prelubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
Pressure Sensors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
R
Ratings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Resin Chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
Return Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
INDEX
117
Caterpillar Incorporated
Large Engine Division
3701 State Road 26 E
Lafayette, Indiana 47905
Tel: 765-448-5000
Fax: 765-448-5586
Materials and specifications are subject to change without notice. The International System of Units (SI) is used in this publication.
LEBM0600 Printed in U.S.A. ©2001 Caterpillar
All rights reserved.

3606&3608 Mar PRJ Guide - LEBM0600

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Marine Project Guide

Information in this document is subject to change without notice.

Example Engine Scope of Supply

Speed Control Options Cooling System

and aftercooler/oil cooler pumps

Air Intake and Exhaust Systems

• Expander to 457 mm (18 in) exhaust pipe

Maximum Continuous Rating (MCR) — Marine Diesel Oil

System Response 3. If the maximum engine speed in the ship

adjustments will be made to the engine settings. setting.

Waterjet tolerances: An undersized waterjet will prevent the engine from

continuously down to 980 rpm. However, the engine

Technical Data and Performance Curves

BSFC (with pumps + 3%)3

TECHNICAL DATA Engine: 3606 In-line

@ 100% Load g/bkW-hr (lb/bhp-hr) 202.0 (0.333) 210.0 (0.345)

TECHNICAL DATA Engine: 3608 In-line

@ 100% Load g/bkW-hr (lb/bhp-hr) 202.2 (0.332) 201.5 (0.331)

TECHNICAL DATA Engine: 3608 In-line

@ 100% Load g/bkW-hr (lb/bhp-hr) 203.9 (0.335) 203.4 (0.334)

TECHNICAL DATA Engine: 3608 In-line

@ 100% Load g/bkW-hr (lb/bhp-hr) 199.3 (0.328) 203.4 (0.334)

3606 Engine Performance @ 900 rpm

Engine Power (bkW)

Zone Limit Data Zone Limit Data

Propeller Demand Data Propeller Demand Data

Engine Power (bkW)

Zone Limit Data Zone Limit Data

Propeller Demand Data Propeller Demand Data

3608 Engine Performance @ 900 rpm

Engine Power (bkW)

Zone Limit Data Zone Limit Data

Propeller Demand Data Propeller Demand Data

Engine Power (bkW)

Zone Limit Data Zone Limit Data

Propeller Demand Data Propeller Demand Data

Free Field Mechanical and Exhaust Noise

Free-Field Mechanical Noise

Free-Field Mechanical Noise

Free-Field Mechanical Noise

dB Free-Field Exhaust Noise

Free-Field Exhaust Noise

Free-Field Exhaust Noise

dB Free-Field Exhaust Noise

Free-Field Exhaust Noise

Free-Field Exhaust Noise

Torsional Vibration Data

Front Mounted Equipment: (* add to Front Crank)

Rear Mounted Equipment: (** add to Rear Crank)

Front Mounted Equipment: (* add to Front Crank)

Rear Mounted Equipment: (** add to Rear Crank)

Centrifugal Bypass Filters

Internal Lubrication System

Prelubrication 3. Field experience: In addition to the above items,

Oil Requirements 3600 engines operating on distillate Marine Diesel Oil

Ambient Temperature Range

Scheduled Oil Sampling Change Interval Without Oil Analysis Results

Crankcase Piping System

Fuel Line Dimension

Tank Position Flexible Connections

Distillate Fuel Recommendations

Pour point (ASTM D97) 6°C (10°F) below ambient minimum