C32

Marine Project Guide

US EPA Tier 3 / IMO Tier II and US EPA Tier 4 / IMO Tier III Compliant

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Table of Contents
I. GENERAL ............................................................................................................................................................. 5
1 C32 US EPA Tier 3 / IMOII Engine (T3) Information ........................................................................ 5
2 C32 US EPA Tier 3 / IMOII (T3S) Engine Information ..................................................................... 6
3 C32 US EPA Tier 4 / IMOIII (T4) Engine Information ....................................................................... 6
4 Product Images ................................................................................................................................. 8
T3 Heat Exchanger Cooled Engine (Rear Mounted Sea Water Pump) ............................................................................. 8
T3 Keel Cooled Engine................................................................................................................................................... 10
T3 Heat Exchanger Cooled Engine (Front Mounted Sea Water Pump) ........................................................................... 12
T3S Heat Exchanger Cooled Engine (Rear Mounted Sea Water Pump) ......................................................................... 12
T3S Keel Cooled Engine ................................................................................................................................................ 14
T4 Keel Cooled Engine................................................................................................................................................... 16

II. AIR SYSTEM ....................................................................................................................................................... 18

1 Engine Protection Strategy ............................................................................................................. 18
2 Air Cleaner ...................................................................................................................................... 19
3 Crankcase Fumes Disposal ............................................................................................................ 19
T3 Engines ..................................................................................................................................................................... 19
T3S Engines ................................................................................................................................................................... 19
T4 Engines ..................................................................................................................................................................... 20

4 Crankcase Piping System ............................................................................................................... 21

III. COOLING SYSTEM............................................................................................................................................. 21
1 Introduction ..................................................................................................................................... 21
2 Coolant Temperature Control ......................................................................................................... 22
T3 Engines ..................................................................................................................................................................... 22
T3S and T4 Engines ....................................................................................................................................................... 22

3 Treated Water Pumps (Jacket Water and SCAC) .......................................................................... 22

4 Sea Water Pump ............................................................................................................................ 22
T3 Engines ..................................................................................................................................................................... 22
T3S and T4 Engines ....................................................................................................................................................... 23

5 Heat Exchanger Cooled Engines ................................................................................................... 23

T3 Engines ..................................................................................................................................................................... 24
T3S and T4 Engines ....................................................................................................................................................... 24
Engine Mounted Shunt Tanks and Venting ..................................................................................................................... 25
Coolant Connections – T3 Engines................................................................................................................................. 25
Coolant Connections – T3S and T4 Engines .................................................................................................................. 26
Gear Oil Cooler Seawater Supply ................................................................................................................................... 28
Zinc Engine Protection System ....................................................................................................................................... 29

11 Keel Cooled Engines ...................................................................................................................... 30

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 Engine Mounted Shunt Tanks and Venting ..................................................................................................................... 32
Coolant Connections ...................................................................................................................................................... 34
Combined Cooling .......................................................................................................................................................... 34

17 Cold Starting (Jacket Water Heaters) ............................................................................................. 34

18 Safety Advisory ............................................................................................................................... 35
19 Serviceability ................................................................................................................................... 35
20 Water Quality, Rust Inhibitors, and Antifreeze ................................................................................ 35
21 Heat Recovery (Cabin Heater) ....................................................................................................... 35
IV. EXHAUST SYSTEM ............................................................................................................................................ 36
1 Exhaust Backpressure Limits ......................................................................................................... 36
T4 Engines............................................................................................................................................... 36
2 Turbochargers ................................................................................................................................ 36
3 Exhaust Piping ................................................................................................................................ 37
V. FUEL SYSTEM .................................................................................................................................................... 37
1 Tank Position .................................................................................................................................. 37
2 Tank Position .................................................................................................................................. 38
3 Fuel Connections ............................................................................................................................ 38
T3 Engines ..................................................................................................................................................................... 38
T3S and T4 Engines ....................................................................................................................................................... 38

4 Fuel Cooler ..................................................................................................................................... 39

T3 Engines ..................................................................................................................................................................... 39
T3S and T4 Engines ....................................................................................................................................................... 39

5 Fuel Filters ...................................................................................................................................... 40

T4 Engines ..................................................................................................................................................................... 40

VI. LUBRICATION OIL SYSTEM.............................................................................................................................. 41

1 General ........................................................................................................................................... 41
2 Oil Pan ............................................................................................................................................ 41
T3 Engines ..................................................................................................................................................................... 41
T3S and Tier 4 Engines .................................................................................................................................................. 41

3 Oil Filters ......................................................................................................................................... 41

4 Pre-Lubrication Recommendations ................................................................................................ 42
VII. POWER TAKE OFFS .......................................................................................................................................... 42
1 Rear Hydraulic Pump Drives .......................................................................................................... 42
2 Stub Shaft ....................................................................................................................................... 42
VIII. STARTING SYSTEM ........................................................................................................................................... 43
1 Air Starter Description ..................................................................................................................... 43
2 Air Quality, Filtration and Pressure ................................................................................................. 43

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 3 Lubrication ...................................................................................................................................... 44
4 Air Starter Emergency Starting ....................................................................................................... 44
IX. MOUNTING SYSTEM .......................................................................................................................................... 44
1 Isolator Mounts ............................................................................................................................... 44
Non-Thrust Mounts Mount Characteristics ...................................................................................................................... 45
Thrust Mounts Mount Characteristics ............................................................................................................................. 45

X. ELECTRONIC SYSTEM ...................................................................................................................................... 45

1 Sensor Architecture ........................................................................................................................ 45
2 Panels ............................................................................................................................................. 47
3 Displays .......................................................................................................................................... 48
XI. HARDWARE SUMMARY .................................................................................................................................... 49
XII. ENGINE PRESERVATION AND PACKAGING .................................................................................................. 50
XIII. SHIPBUILDER’S RESPONSIBILITY .................................................................................................................. 50
XIV. REFERENCE MATERIAL ................................................................................................................................... 51

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I. GENERAL
1 C32 US EPA Tier 3 / IMO II Engine (T3) Information
The C32 Tier 3, Separate Circuit Aftercooled (SCAC) engine is certified to 2013 EPA Tier 3
and IMO II Marine commercial emissions standards. All engines have SAE #0 flywheel
housing; Caterpillar does not offer a SAE #1 option for this product. Details on standard and
optional selections are listed by system in each product price list. The product price list can
be accessed through Power Net. The Reference Materials section at the end this guide
provides links to Power Net and other resources.
Product Identification Information
Marine Propulsion High Performance Price List C32MP3G
EPA Tier 3 / IMO II Engine E-Model: EE086
EPA Tier 3 / IMO II Engine S/N Prefix: SDN
IMO II Only Engine E-Model: EE086
IMO II Only Engine S/N Prefix: SDN

Marine (Auxiliary) Gen Set Engine Price List C32MGE3G

EPA Tier 3 / IMO II Engine E-Model: EE128
EPA Tier 3 / IMO II Engine S/N Prefix: RSD
IMO II Only Engine E-Model: EE128
IMO II Only Engine S/N Prefix: RSD

Marine Gen Set Package Price List C32MGE3G

EPA Tier 3 / IMO II Package E-Model: GS647
EPA Tier 3 / IMO II Engine S/N Prefix: G33
EPA Tier 3 / IMO II Package S/N Prefix: DSJ
IMO II Only Engine E-Model: GS646
IMO II Only Engine S/N Prefix: C32
IMO II Only Package S/N Prefix: RTK

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2 C32 US EPA Tier 3 / IMOII (T3S) Engine Information
In 2017, an update was made to the C32 Tier 3, Separate Circuit Aftercooled (SCAC)
engine. The engine is still certified to 2013 EPA Tier 3 and IMO II Marine commercial
emissions standards. Key differences are noted under each system section and are
designated with the “T3S” heading.
Product Identification Information
Marine Propulsion High Performance Price List C32MP3SG
EPA Tier 3 / IMO II Engine E-Model: EE506
EPA Tier 3 / IMO II Engine S/N Prefix: ZP3
IMO II Only Engine E-Model: EE507
IMO II Only Engine S/N Prefix: ZP2

Marine (Auxiliary) Gen Set Engine Price List C32MGE3SG

EPA Tier 3 / IMO II Engine E-Model: EE508
EPA Tier 3 / IMO II Engine S/N Prefix: AX3
IMO II Only Engine E-Model: EE509
IMO II Only Engine S/N Prefix: AX2

Marine Gen Set Package Price List C32MGE3SG

EPA Tier 3 / IMO II Package E-Model: PG205
EPA Tier 3 / IMO II Engine S/N Prefix: AG3
EPA Tier 3 / IMO II Package S/N Prefix: GM3
IMO II Only Engine E-Model: PG204
IMO II Only Engine S/N Prefix: AG2
IMO II Only Package S/N Prefix: GM2

3 C32 US EPA Tier 4 / IMOIII (T4) Engine Information

The C32 Tier 4, Separate Circuit Aftercooled (SCAC) engine is certified to 2017 EPA Tier 4
and IMO III Marine commercial emissions standards. All engines have SAE #0 flywheel
housing; Caterpillar does not offer a SAE #1 option for this product. Details on standard and
optional selections are listed by system in each product price list. The product price list can
be accessed through Power Net. The Reference Materials section at the end this guide

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provides links to Power Net and other resources. Key differences between these US EPA
Tier 4 / IMOIII engines are noted under each system section and are designated with the
“T4” heading.
Product Identification Information
Marine Propulsion High Performance Price List C32MP4G
EPA Tier 4 / IMO III Engine E-Model: EE388
EPA Tier 4 / IMO III Engine S/N Prefix: PWT

Marine (Auxiliary) Gen Set Engine Price List C32MGE4G

EPA Tier 4 / IMO III Engine E-Model: EE475
EPA Tier 4 / IMO III Engine S/N Prefix: MX4

Marine Gen Set Package Price List C32MGP4G

EPA Tier 4 / IMO III Package E-Model: PG144
EPA Tier 4 / IMO III Engine S/N Prefix: MN4
EPA Tier 4 / IMO III Package S/N Prefix: MG4

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4 Product Images
Note: The following images shown may not reflect actual engine.

T3 Heat Exchanger Cooled Engine (Rear Mounted Sea Water Pump)

Figure 1: Front view

Figure 2: Left side view

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Figure 3: Rear view (flywheel end)

Figure 4: Right view

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T3 Keel Cooled Engine

Figure 5: Front view

Figure 6: Left view

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Figure 7: Rear view (flywheel end)

Figure 8: Right view

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T3 Heat Exchanger Cooled Engine (Front Mounted Sea Water Pump)

Figure 9: Front view

T3S Heat Exchanger Cooled Engine (Rear Mounted Sea Water Pump)

Figure 10: Front view

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 Figure 11: Left view

Figure 12: Rear view (flywheel end)

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 Figure 13: Right view
T3S Keel Cooled Engine

Figure 14: Front view

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 Figure 15: Left View

Figure 16: Rear view (flywheel end)

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 Figure 17: Right view

T4 Heat Exchanger Cooled Engine

Figure 18: Front view

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 Figure 19: Left View

Figure 20: Rear view (flywheel end)

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 Figure 21: Right view

II. AIR SYSTEM

1 Engine Protection Strategy
The engine protection strategy is in place to protect engine components from being
damaged due to thermal wear caused by high inlet air temperatures. The Engine Protection
Strategy is implemented on US EPA Tier 3 propulsion ratings but not on IMOII propulsion
ratings. This strategy is not active on IMO II or US EPA Tier 3 auxiliary or genset ratings
ratings. This strategy is active on all IMO III / US EPA Tier 4 propulsion, auxiliary and genset
ratings. This strategy is based on inlet air temperature to the turbo compressor and the sea
water temperature provided to the engine. Both of these have a direct impact on Inlet
Manifold Temperature (IMAT).
The inlet air temperature to the turbo compressor is measured by a new temperature sensor
located in the air cleaner housing.
The Engine Protection Strategy Chart which is also referred to as the ambient capability
chart is published in TMI. This data is stored under Performance Data but within the
Supplementary Data tab.
If you have trouble viewing the Ambient Capability Chart, select the metric units toggle
before retrieving the data.

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2 Air Cleaner
The inlet air cleaners system is standard on each engine configuration; however, it is
considered an optional attachment. There is an option in the price list to remove the cleaner
group if a customer wants to provide an aftermarket air cleaner system.
The Cat filter elements are disposable. The filter elements can be removed from the front of
the cleaner housing as illustrated in the installation drawings on EDDC.

3 Crankcase Fumes Disposal

Normal combustion pressures of an internal combustion engine cause pressure buildup
within the crankcase due to blow by. Vent tubes and crankcase breathers are provided to
allow this gas to escape.
Do not vent crankcase fumes into the engine room or any other indoor/enclosed spaces.
Crankcase fumes should be discharged directly to the atmosphere through a venting system
individual for each engine.
Loops or low points in a crankcase vent pipe should be avoided or equipped with a drain at
the lowest point and checked daily to prevent liquid locks from the condensation in the pipe
and thus restricting discharge of 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.

T3 Engines

The crankcase fumes disposal unit is separate from the air cleaner and a single canister is
mounted on each side of the engine.

T3S Engines

The crankcase fumes disposal units are integrated into the air cleaners and no separate
canisters are required.

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 Figure 22: Integrated air cleaner and CCV unit on T3S engines.

T4 Engines

For US EPA Tier 4 and IMOIII engines, the closed crankcase ventilation system utilizes twin
air cleaners and a single impactor canister installed on the non-service side.

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 Figure 23: Air cleaner and impactor unit on C32 T4.

4 Crankcase Piping System

In an open crankcase configuration, the crankcase fumes should be vented out of the vessel
directly into the atmosphere at a well-considered location and be fitted with a gooseneck or
similar arrangement to keep rain or water spray from entering the engine. Minimum piping
size is the same as the engine connection. Consideration should also be given to other
equipment located near the discharge area. If not located properly, the oil carryover can
accumulate over time and become unsightly.
An oil condensate trap will minimize the amount of oil discharged from the vent pipe.

III. COOLING SYSTEM

1 Introduction
The cooling system configuration for the C32 EPA Tier 3, Tier 4 and IMOII Commercial
Propulsion and Auxiliary engines is identified as a Separate Circuit Aftercooled (SCAC)
configuration. This is offered in a heat exchanger cooled configuration with on-engine heat
exchangers mounted on the front of the engine as well as a separate circuit keel cooled
configuration. Refer to the Cooling Systems A&I guide LEBW4978 for additional details on
cooling systems.

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 Sacrificial anodes are not included on the SCAC product. The SCAC engines were designed
to be used with a zinc bonding system, where the zinc is installed on the vessel. Instructions
for installing the bonding system are illustrated in the C7 - C32 Marine Engine Electronics
Application and Installation Guide.

2 Coolant Temperature Control

The Tier III SCAC engines use inlet control temperature regulators/thermostats to provide
uniform coolant temperature to the jacket water circuit and aftercooler circuit.
Refer to TMI in the systems data section for the crack and full open temperatures of each
thermostat.
Regardless of engine configuration, the jacket water circuit has two regulators. The SCAC
system regulator depends on the engine configuration with details given below.

T3 Engines

On the US EPA T3 and IMO II configuration, the aftercooler circuit has one regulator.

T3S and T4 Engines

On the US EPA T3 and IMO II T3S configuration and US EPA T4 and IMO III there is no
regulator in the aftercooler circuit.

3 Treated Water Pumps (Jacket Water and SCAC)

These engines have two gear-driven centrifugal water pumps mounted on the front housing.
The right-hand pump (viewed from the flywheel end) is the jacket water pump and supplies
coolant to the oil cooler, block, and heads. The left-hand pump, referred to as the SCAC
pump, supplies coolant to the fuel cooler and aftercooler. Each pump is equipped with pump
covers that have two service ports available for measuring coolant temperature and
pressure at pump inlet, and one service port on the pump housing for measuring at the
pump outlet.
Pump performance data is published in TMI under component data.

4 Sea Water Pump

On heat-exchanger cooled engines, an engine driven sea water pump supplies sea water to
the aftercoooler and jacket water heat exchangers. This bronze impeller pump is not self-
priming and needs to be filled prior to starting the engine. Some systems may require an
auxiliary priming system to meet the application requirements. Refer to TMI systems data
for details on the max allowable inlet restriction and lift capability of the pump.
Pump performance data is published in TMI under Component Data.

T3 Engines

There are three sea water pump options for heat-exchanger cooled engines:

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 (1) Left Rear Mounted Sea Water Pump (viewed from the flywheel end).
(2) Front Mounted Sea Water Pump driven off the crankshaft by way of the hydraulic
pump drive adapter.
(3) No Factory Sea Water Pump. The customer will supply their own sea water pump.
The front mounted sea water pump option exists to avoid interference issues with the rear
mounted sea water pump auxiliary equipment (generator, pump, etc.) packaged by the
dealer/customer.
The rear pump has a 0.933:1 pump to engine speed ratio. The front pump has a 1:1 pump to
engine ratio.
The no pump option is available for those customers who prefer to provide their own sea
water pump. In this configuration, a flanged inlet and outlet is provided on the two front heat
exchangers.

T3S and T4 Engines

These heat-exchanger cooled engines configurations have a redesigned seawater pump

which alleviates the interference with the generator. Due to this, these engines are offered
only with the two options below:
(1) Left Rear Mounted Sea Water Pump (viewed from the flywheel end).
(2) No Factory Sea Water Pump. The customer will supply their own sea water pump.

5 Heat Exchanger Cooled Engines

The cooling system is designed to operate properly with the following temperature supplied
to the engine:
▪ 32 deg C (89.6 deg F) maximum sea water temperature to the SCAC heat
exchanger
The maximum glycol concentration for the jacket water circuit is 50/50 water-to-glycol
concentration. The recommended glycol concentration for the aftercooler SCAC circuit is
80/20 water-to-glycol concentration.
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 through the seawater
system and can cause overheating or engine derates. Too low a resistance may increase
the seawater flow and exceed fluid velocity limits in the heat exchangers causing cavitation
or premature wear.
The Pump Performance Curves in TMI provide the relationship between external resistance
and flow rate but also illustrates the maximum and minimum recommended external
resistance versus coolant flow at specific engine speeds. The limits of this curve represent
the limit for maximum and minimum external restriction.
On engines without a Caterpillar supplied seawater pump, a restriction curve is provided in
TMI that gives the internal engine restriction versus coolant flow rate at specific engines

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speeds. This should be used to specify the off-engine seawater pump. The limits of this
curve represent the maximum and minimum allowable flow rates through the seawater
system.

T3 Engines

Figure 24: Heat exchanger cooled system diagram for T3 engines

T3S and T4 Engines

Figure 25: Heat exchanger cooled system diagram for T3S and T4 engines.

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Engine Mounted Shunt Tanks and Venting

Heat exchanger cooled engines were designed to accommodate thermal expansion of the
coolant in the closed engine circuit with engine mounted shunt tanks. No additional
expansion tank is required by the customer for heat exchanger cooled engines. Each shunt
tank for heat exchanger cooled arrangements has a sight glass installed. The sight glass is
for visual inspection purposes only and does not indicate that the system is full. Do not
assume the tank is full when the sight glass partially or completely submerged. Consider the
variation when taking into account installation angles and/or operating conditions.
The coolant system is full when the coolant level is in contact with the bottom of the fill neck,
the most accurate way to verify the system is full is by removing the fill cap and confirm the
coolant level is in contact with the bottom of the fill neck. (Flashlight maybe needed).
Sight glasses are provided on heat-exchanger cooled configurations.
The sight glass on the jacket water expansion tank is located above the low level sensor, in
a zero degree installation condition there is approximately 3.4 liters (3.6 quarts) of coolant
difference between the sight glass and low level sensor. The Jacket Water coolant sight
glass will be partially submerged when the coolant level is in contact with the bottom of the
fill neck, this is normal.
The sight glass on the aftercooler SCAC expansion tank is located above the low level
sensor, in a zero degree installation condition there is approximately 2.1 liters (2.2 quarts)
difference between the sight glass and low level sensor. At a zero degree installation
condition the SCAC coolant sight glass will be completely submerged when the coolant level
is in contact with the bottom of the fill neck, this is normal. Foaming in the sight glass is
normal and does not indicate improper engine operation.
In the jacket water circuit, vents are provided in the top of each turbocharger, in the regulator
housing and in the jacket water heat exchanger. There are four vents in the jacket water
system in total. These are all routed to the jacket water expansion tank on the front of the
engine. The vents are the turbocharger have a manual open valve that may be utilized
during initial fill to rid the system of trapped air.
In the aftercooler circuit, vents are provided in the outlet of the aftercooler and SCAC heat
exchanger. There are two vents in the aftercooler system for T3 engines, three on T3S, T4
engines. These are routed to the SCAC expansion tank on the front of the engine.

Coolant Connections – T3 Engines

For heat exchanger cooled engines equipped with a seawater pump, the inlet connection is
flanged and located on the pump inlet. For engines not equipped with a seawater pump, the
inlet is a flanged connection on the SCAC heat exchanger. The outlet connection is always a
flange on the jacket water heat exchanger.
Isolation bellows are offered in both ANSI and DIN sizes and must be used when connecting
to the flanged inlet and outlet connections to isolate the engine from the vessel. Hard

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connections are not acceptable. Connection locations and sizes are given in the installation
drawings available on EDDC.

Sea Water
Supply

Sea Water
Return

Figure 26: Seawater connections for heat exchanger cooled T3 engines with rear seawater
pump.

Sea Water
Return

Sea Water
Supply

Figure 27: Seawater connections for heat exchanger cooled engines with front seawater pump

Coolant Connections – T3S and T4 Engines

For heat exchanger cooled engines equipped with a seawater pump, the inlet connection is
flanged and located on the pump inlet. For engines not equipped with a seawater pump, the
inlet is a flanged connection on the SCAC heat exchanger. The outlet connection is always a
flange on the jacket water heat exchanger. There is no front seawater pump option, the
smaller seawater pump is compatible with close coupled rear generators.

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 Figure 28: Seawater connections for heat exchanger cooled T3S and T4 engines with rear
seawater pump.

Figure 29: Seawater connections for heat exchanger cooled T3S and T4 engines without rear
seawater pump.

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Isolation bellows are offered in both ANSI and DIN sizes and must be used when connecting
to the flanged inlet and outlet connections to isolate the engine from the vessel. Hard
connections are not acceptable. Connection locations and sizes are given in the installation
drawings available on EDDC.

Gear Oil Cooler Seawater Supply

Ports are provided in the outlet of the seawater pump that can be used to supply partial flow
to a gear oil cooler. The supply port for T3S and T4 engine configurations is show in the
image below. The coolant return from the gear cooler should not be routed to the pump inlet,
this should be returned after the engine cooling system or overboard.
An external restriction curve for flow from this port is provided in TMI under component data
for the seawater pump part number. Note that the external restriction in this case refers to
the flow restriction on this port, not the overall system flow restriction. When drawing cooling
from this supply port, ensure the remaining coolant flow through the engine meets the
minimum allowable flow represented by the limit on the seawater pump external restriction
curve.

Figure 30: Gear oil cooler coolant supply port location on T3S and T4 engines.

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Zinc Engine Protection System

This engine is not shipped from the factory with sacrificial zinc anodes installed in the
seawater system, therefore special attention must be given to bonding. The preferred
method of bonding this engine and all other components in contact with seawater is to
complete a circuit between any metal component in contact with sea water and vessel
anode (e.g., each component and vessel anode connected in circuit). The engine bonding
stud locations should be used to bond the engine. The engine bonding stud locations can
be seen in the picture below as well as the installation drawings available in EDDC.

Figure 31: Bonding stud location on heat exchanger cooled engines.

It is recommended each component be connected via a low voltage connection, rather than
running each component to a common bus. If a connection to the common bus fails, that
component will not be protected. Connected in series, if a connection were to fail, that
component would still be protected via its second connection.
An insulated conductor should be used on all bonding systems. The bonding wire should be
a minimum size of #8 American Wire Gauge (AWG) and should be multi stranded. As the
bonding circuit may be exposed to sea water, soldered or brazed connections are
recommended. Each bonding circuit or connection to sacrificial anode should have a good
electrical connection (typical resistance of <0.2 ohm).
On steel boats with anodes bolted or welded to the outside of the hull, it is recommended to
bond the engine’s bonding stud directly to the hull. On fiberglass and wooden hulls, you are
able to bond to a through-bolt used to attach the anode to the outside of the hull. On

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 wooden hulls, it is very important to isolate the anode and the through-bolt from the hull.
After making this bonding connection from the engine it is imperative voltage potential be
measured, using the Corrosion Testing Cable Gp, 244-1536. The results of this test should
show an equal voltage potential on all components in contact with sea water.
Voltage potential for every component in contact with sea water must be tested.
Please refer to LEDM0106-00 for additional information on proper bonding practices.

11 Keel Cooled Engines

The keel cooling system is designed as a separate circuit configuration which requires two
independent keel coolers: one for the jacket water system and one of the SCAC. This
engine can be configured as a combined circuit setup.
The cooling system is designed to operate properly with the following temperatures supplied
to the engine:
▪ 52 deg C (125.6 deg F) maximum water temperature to the aftercooler in the SCAC
circuit
▪ 99 deg C (210.2 deg F) maximum water temperature out of the head in the jacket
water circuit
The maximum glycol concentration for the jacket water circuit is 50/50 water-to-glycol
concentration. The recommended glycol concentration for the aftercooler SCAC circuit is
80/20 water-to-glycol concentration.
Note that for the jacket water coolant outlet temperature, this 99 deg C (210 deg F)
requirement is the default engine alarm point. The keel cooler system should be sized to
ensure the engine outlet temperature never exceeds this point during operation including
any necessary margins. Please refer to the cooling systems A&I guide available on Power
Net and make sure to consult with the keel cooler supplier to take into account any margins
required for fouling.
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 through the jacket water
and SCAC systems and can cause overheating or engine derates. Too low a resistance may
increase the flow and exceed fluid velocity limits in the heat exchangers causing cavitation
or premature wear.
The Pump Performance Curves in TMI provide the relationship between external resistance
and flow rate but also illustrates the maximum and minimum recommended external
resistance versus coolant flow at specific engine speeds. The limits of this curve represent
the limit for maximum and minimum external restriction.

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T3 Engines

Figure 32: Keel cooled system diagram for T3 engines.

T3S and T4 Engines

Figure 33: Keel cooled system diagram for T3s and T4 engines.

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Engine Mounted Shunt Tanks and Venting

T3 Engines
In a keel cooled configuration, the shunt tanks cannot accommodate any external expansion
volume. An external vessel mounted expansion tank must connect to the engine at the top
of the shunt tanks in place of the engine mounted fill neck and cap. Each engine is shipped
with two flanges explained in the Cooling Connections section. The total engine coolant
volume of the jacket water and SCAC circuits must be taken into account when sizing the
vessel mounted expansion tanks. This volume is provided in TMI under Systems Data.
In the jacket water circuit, vents are provided in the top of each turbocharger and in the
regulator housing. There are three vents in the jacket water system in total. These are all
routed to the jacket water expansion tank on the front of the engine. The vents are the
turbocharger have a manual open valve that may be utilized during initial fill to rid the
system of trapped air.
In the aftercooler circuit, vents are provided in the outlet of the aftercooler and SCAC heat
exchanger. There are two vents in the aftercooler system in total. These are routed to the
SCAC expansion tank on the front of the engine.
The vent lines that shipped with the engine should be disconnected from the on-engine
expansion tanks and the dealer/ customer must route vent lines from the engine to the
dealer/ customer supplied auxiliary expansion tank at a constant upward slope. The ports on
the engine mounted shunt tanks must be plugged.
The shunt connection back to the engine from the vessel mounted expansion tank is made
via the weld flanges provided on the top of the engine-mounted expansion tanks. The vessel
mounted coolant expansion tanks must be piped directly to the engine mounted shunt tanks
to maintain positive head pressure on the pump inlet. The vessel mounted expansion tanks
should NOT be connected in-line with the keel cooler supply and return connections.
Port/plug size and locations are called out on the engine installation drawings, published on
EDDC.
Refer to LEDM0126 for details on vent line connection and vessel expansion tank design. A
pressurized cooling system must be maintained in the jacket water and aftercooler systems.

T3S and T4 Engines

In this keel cooled configuration, the on-engine shunt tanks have been removed for keel
cooled applications. This reduces the total engine coolant volume which can reduce the
size of the vessel mounted expansion tanks. The total engine coolant volume of the jacket
water and SCAC circuits must be taken into account when sizing the vessel mounted
expansion tanks. This volume is provided in TMI under Systems Data.
In the jacket water circuit, there are still vents provided in the top of each turbocharger and
in the regulator housing (three vents in total) These are all routed to a single vent connection
point on the jacket water regulator housing which should be routed from the engine to the
dealer/ customer supplied auxiliary expansion tank at a constant upward slope. The vents

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are the turbocharger still have a manual open valve that may be utilized during initial fill to
rid the system of trapped air.
In the aftercooler circuit, two vents are provided. One is in the outlet of the aftercooler
located near the outlet vessel connection on the front of the engine. The second is located
on the inlet to the aftercooler under the ECM bracket. Both of these should be routed from
the engine to the dealer/ customer supplied auxiliary expansion tank at a constant upward
slope.
The shunt connection back to the engine from the vessel mounted expansion tank is made
via hose barb connections provided on the front of the engine. The connection sizes and
locations are called out on the engine installation drawings, published on EDDC.
Refer to LEDM0126 for details on vent line connection and vessel expansion tank design. A
pressurized cooling system must be maintained in the jacket water and aftercooler systems.

Figure 34: Vent and shunt line connections for keel cooled T3S and T4 engines.

Figure 35: Vent line connection for T3S and T4 engines.

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 Coolant Connections

The inlet and outlet connections for both the jacket water and SCAC circuits are flanges
located on the front of the engine. These are unchanged between the T3 and T3S or T4
engines.
Isolation bellows are offered in both ANSI and DIN sizes and must be used when connecting
to the flanged inlet and outlet connections to isolate the engine from the vessel. Hard
connections are not acceptable. Connection locations and sizes are given in the installation
drawings available on EDDC.

Note: Pay close attention to the Supply and Return for the respective cooling circuits.
Viewed from the front of the engine the Jacket Water Supply is the upper left connection.
The SCAC Water Supply is the lower right connection.

SCAC Water Hot

Jacket Water Return
Cold Supply

Jacket Water SCAC Water

Hot Return Cold Supply

Figure 36: Coolant connection locations for keel cooled engines

Combined Cooling

Combined cooling can be achieved with the keel cooled engine arrangement. The separate
circuit connections on engine must be arranged into a combined circuit with off-engine
piping. The cooling system is designed to operate properly with the following temperatures
supplied to the engine:
▪ 52 deg C (125.6 deg F) maximum water temperature to the combined circuit
▪ 99 deg C (210.2 deg F) maximum water temperature out of the head in the jacket
water circuit

17 Cold Starting (Jacket Water Heaters)

Jacket water heaters may be required to meet cold starting and load acceptance criteria.
Caterpillar offers 120V and 240V jacket water heater options for C32 SCAC product, both
options deliver 1500W.

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18 Safety Advisory
The engine treated water systems are pressurized; hot coolant can cause serious burns.
Before opening any treated water system stop the engine, wait until the engine is cool and
proceed with CAUTION.

19 Serviceability
Suitable access should be provided for cleaning, removal, or replacement of all system
components. Isolation valves should be installed as deemed necessary to facilitate such
work.
Caterpillar recommends removing the heat exchanger cores and cleaning them in a
hydrosolv solution. If necessary the heat exchanger tubes in both the jacket water and
aftercooler heat exchangers can be inspected and brush-cleaned without removing the tube
bundles from the heat exchanger housings, or draining the treated water circuits. The sea
water circuit must be drained from the jacket water and aftercooler heat exchangers. Drain
plugs are located on the jacket water heat exchanger and the sea water pump. The treated
water circuits DO NOT have to be drained. (When conducting this inspection with the tube
bundles installed and the treated water circuit filled with coolant, the technician should never
attempt to remove the tube bundle. The respective treated water circuit will leak
uncontrollably into the engine room once the seal is compromised.)
The top and bottom bonnets must be removed from the heat exchanger housing after the
sea water is drained.

20 Water Quality, Rust Inhibitors, and Antifreeze

Maintaining water quality is very important in closed cooling systems. Excessive hardness
will cause deposits, fouling, and reduced effectiveness of cooling system components.
Caterpillar has coolant inhibitor available to properly condition the cooling water. When using
Cat inhibitor, the cooling water piping must not be a galvanized material, and aluminum
should not be used. If the piping is galvanized, the zinc will react with the coolant inhibitor
causing material to deposits in the treated water system which may lead to fouling in the
treated water circuit. Consult the engine OMM, REHS5008 and coolant supplier guidelines
for recommendations on maintaining and replacing coolant.

21 Heat Recovery (Cabin Heater)

Caterpillar does not offer a heat recovery system or cabin heater options.
If aftermarket system is required Caterpillar recommends installing shut off valves on the
supply and return lines from the engine to the system. Be sure to include the coolant volume
in the cabin heater loop in the total coolant system volume. Adding coolant to the total
system volume will increase required expansion volume. This volume is not accounted for in
the expansion volume designed into the heat exchanger cooled engine arrangement. Please
see the installation drawing to identify the supply and return locations from the engine to the
vessel cabin heater.

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 Commission the engine first without the heat recovery system active to ensure the engine
meets application requirements. Once complete operate the engine with the heat recovery
system active. To ensure the engine is protected from over-cooling as a result of the heat
recovery system being implemented, the measured jacket water temperature should be 70
deg C (158 deg F) or above.

IV. EXHAUST SYSTEM

The C32 SCAC Engines have water cooled exhaust manifolds and turbine housings.

1 Exhaust Backpressure Limits

The total exhaust backpressure limit is published in TMI under Systems Data as “MAXIMUM
ALLOWABLE SYSTEM BACKPRESSURE”. This level was established with an emphasis on
low specific fuel consumption and exhaust valve temperatures. Therefore, to achieve proper
performance of the engine, the exhaust backpressures must be kept below the published
limit.
Vee engine exhaust piping should be designed with equal restrictions on each bank to
prevent unequal bank-to-bank backpressure.
System backpressure should be measured in a straight length of the exhaust pipe at least
three to five pipe diameters away from the last size transition from the turbocharger outlet.
System backpressure measurement is part of the engine commissioning.
Measuring the exhaust pressure is a difficult task to get accurate. If the probe is not
perpendicular to the flow you can get higher or lower values due to a venturi or static
pressure affect across the probe. In addition if you just have a pipe probe entering the
stream it should be a minimum diameter. Probes larger than 9.5 mm (3/8 in.) diameter can
also get a venturi effect and can make the pressures read low.

T4 Engines
The total exhaust backpressure limit published in TMI systems data reflects the increased
backpressure capability of these engines to account for the aftertreatment system. This
“MAXIMUM ALLOWABLE SYSTEM BACKPRESSURE” still reflects the pressure out of the
turbocharger. An additional systems data parameters, “MAXIMUM PRESSURE DROP
ACROSS THE CEM” is added for these engine which reflects the maximum drop across the
CEM itself. Refer to the Aftertreatment A&I guide LEBM0023 for additional details on these
pressure drop requirements.

2 Turbochargers
Turbocharger outlet connections and geometry illustrated on the engine installation
drawings. Optional attachments such as flexible fittings (bellows), 90 degree elbows,
mufflers and spark arresting mufflers (silencers) can be ordered with the engine.

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 The exhaust bellows are intended to compensate for thermal growth and movement of the
engine. The vessel exhaust system structure immediately after the engine exhaust bellows
must be a fixed/rigid point, and should not be supported by the engine. The supplied
exhaust bellows will only handle the engine movement and thermal growth. TMI systems
data provides max allowable weight and bending moment on the exhaust connection.

3 Exhaust Piping
A common exhaust system for multiple installations is not acceptable. An exhaust system
combined with other engines allows operating engines to force exhaust gases into engines
not operating. The water vapor condenses in the cold engines and may cause engine
damage. Additionally, soot clogs turbochargers, aftercoolers, and cleaner elements. Valves
separating engines’ exhaust systems are also discouraged. High temperatures warp valve
seats and soot deposit causes leakage.
The exhaust pipe diameter is based on engine output, gas flow, and length of pipe and
number of bends. Sharp bends should be avoided and, where necessary, should have the
largest possible radius. The minimum radius should 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
combined turbocharger outlets. This test port should be a 10 to 13 mm (0.4 to 0.5 in.)
plugged pipe welded to the exhaust piping.
Exhaust piping must be able to expand and contract. It is required that one fixed point be
installed directly after the flexible exhaust fitting at the turbocharger outlet. This will prevent
the transmission of forces resulting from weight, thermal expansion, or lateral displacement
of the external exhaust piping from acting on the turbocharger.
Water cooled exhaust systems are commonly used in the fast vessel industry. The systems
are designed by the yard or consultants and vary somewhat from installation to installation.
Caterpillar has no objections to these systems provided that the engine is properly protected
and the parameters as outlined are adhered to. This is the shipyard’s responsibility.

V. FUEL SYSTEM
1 Tank Position
The fuel supply system must assure a continuous, clean supply of fuel. If the main fuel
supply is located above the height of the engine fuel injectors, an auxiliary day tank is
recommended to eliminate the fuel head pressure that would otherwise be placed on the
engine fuel system. Auxiliary day tanks are also recommended if the fuel transfer pump
does not have the necessary lift to pump fuel from the main tank.

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 If a higher main tank position is required and installation of an auxiliary day tank is not
possible, an open/close solenoid valve may be installed in the fuel supply line and a 3.45
kPa (0.5 psi) check valve may be installed in the fuel return line. Without an auxiliary day
tank installed, the low pressure fuel system may still meet each of the external restriction
specifications, however, a solenoid valve is still recommended to allow fuel to be shut off to
the engine if needed. This solenoid valve should be open with keyswitch “ON” and closed
with keyswitch “OFF”. Solenoid or shut-off valves should not be used in fuel return lines.
Engine operation with the valve closed will cause damaging pressures.
Maximum fuel pressure to engine and maximum allowable head pressure to fuel inlet are
published in TMI Systems Data. Maximum fuel pressure to engine refers to max allowable
pressure while the engine is running and max allowable head pressure to fuel inlet refers to
while the engine is off.

2 Tank Position
The internal diameter of the piping/line size supplying fuel to the engine, and the fuel return
line to the tank should be equal to or greater than the line size at the engine connections.
Maximum inlet restriction before the transfer pump and outlet restriction from the engine are
published in TMI Systems Data.
Purge all air from the fuel system prior to starting the engine. Air in the system causes hard
starting and erratic engine operation, and can erode injectors.

3 Fuel Connections
Connections to the engine must be flexible, and must be connected directly at the engine
inlet and outlet to accommodate engine motion. Caterpillar recommends a maximum hose
length of 30 inches. Make sure to follow any applicable marine certification society or Coast
Guard requirement that may pertain to allowable flexible line length or material.

T3 Engines

The fuel supply location on the engine is NOT service side specific. The supply is always
located on the right hand side of the engine near the water cooled engine exhaust riser. The
fuel supply fitting is a male 7/8-14 JIC.
The fuel return location on the engine is service side specific and is located on the fuel filter
base. The fuel return is always located in the aft position on the fuel filter base. The fuel
return fitting is a male 3/4-16 JIC.
The fuel line connection locations and sizes are provided on the installation drawings on
EDDC.

T3S and T4 Engines

The fuel supply location on the engine is not service side specific. The supply is always
located on the right hand side of the engine near the water cooled engine exhaust riser. The
fuel supply fitting is a male 7/8-14 JIC.

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 The fuel return location on the engine is also not service side specific and is located on the
left hand side of the engine under the compressor. The fuel return fitting is a male 7/8-14
JIC. Heat exchanger cooled engines with a rear seawater pump have an installed fuel
cooler on the outlet of the pump and this changes the location of the fuel outlet.
The fuel line connection locations and sizes are provided on the installation drawings on
EDDC.

Figure 37: Fuel supply and return connections for T3S/T4 engines.
4 Fuel Cooler
T3 Engines

The fuel cooler is standard on all commercial engines. The fuel cooler is a plate type brazed
cooler in the treated water aftercooler circuit and is located in the cavity behind the coolant
tank for the aftercooler system.

T3S and T4 Engines

For heat exchanger cooled engines, the fuel cooler is installed on the seawater line between
the pump and the SCAC heat exchanger. The fuel return is located on this cooler and is a
male 7/8-14 JIC.
For keel cooled and heat exchanger cooled engines without an installed seawater pump, a
fuel cooler is offered shipped loose. This must be installed in the vessel coolant piping and
fuel connections made off-engine.

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 Figure 38: Installed fuel cooler and fuel return connection for T3S/T4 engines.

5 Fuel Filters
A Cat standard engine mounted fuel filtration system should be considered as a secondary
fuel filter system to the primary vessel mounted fuel filter system installed by the vessel
builder or customer. The engine mounted fuel filter system has a duplex fuel filtration system
with spin on type fuel filters. Caterpillar does not offer a simplex fuel filter system on this
product.
▪ Duplex fuel filter systems are equipped with a diverter valve that allows the engine
operator to change the fuel filter while the engine in operation.
▪ Refer to SISweb for fuel filter maintenance intervals.

T4 Engines

The engine mounted fuel filter system has a secondary and tertiary fuel filtration system with
spin on type fuel filters. Caterpillar does not offer a simplex fuel filter system on this product.
Primary filters are also included on Tier 4 / IMOIII engines. These are supplied as shipped
loose for the propulsion and auxiliary engines and installed on the base frame for the genset
packages.

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VI. LUBRICATION OIL SYSTEM
1 General
Standard engine mounted oil filters are equipped with a simplex oil filtration system, a
duplex oil filter system is optional. Each engine is equipped with one engine mounted shell
and tube oil cooler. The oil is cooled by treated water from the jacket water circuit.
Lubrication oil filters are available as service side specific and is selected by the dealer.

2 Oil Pan
T3 Engines

All commercial ratings are equipped with a deep sump oil pan. This product does not have a
shallow sump option. The oil pan itself contains an “oil cross-over tube,” this tube is the
conduit used for transferring oil from the right side of the engine to the left side. This tube is
needed to supply oil to the filters mounted on the left side of the starboard engine.
Refer to the OMM in SISweb for details on oil change intervals.

Figure 39: Top view of deep sump oil pan

T3S and Tier 4 Engines

This product is offered with a deep or shallow oil pan option. This pan does not have an oil
crossover tube and is the same pan that is on the Tier 3 Recreational Propulsion Engine.
Refer to the OMM in SISweb for details on oil change intervals.

3 Oil Filters
The lubrication oil filters are high efficient spin-on type filters.
▪ Simplex oil filter systems provide standard engine oil filtration.
▪ Duplex oil filter systems are equipped with a diverter valve that allows the engine
operator to change the lubrication oil filter while the engine is in operation.
Filters have a 5 micron filter media.

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 4 Pre-Lubrication Recommendations
Pre-Lubrication systems can be installed by the dealer or customer as needed. Pre-
Lubrication systems are often used on large engines but they are not required for C32
engines.
▪ Minimize size of the external system
▪ Do not introduce any foreign objects or debris to the system
▪ Install a check valve on the external pump outlet to engine
▪ Install two-way valves near the engine on the oil inlet and outlet to the external oil
pump
▪ Ensure lines/connections to and from the external system are leak free
▪ Include the added external system oil volume when filling the engine with oil
▪ Ensure the inlet and outlet to the pump are connected in the correct locations from
the engine the external pump
▪ Do not run the pre-lube oil system while the engine is running
▪ Use hose that is compatible with lubrication oil
Caterpillar offers a pre-lube pump and motor through Cat Parts. Part number 6N-5599 can
be used and provides a flow of 49L/min (13 gal/min).
Illustrations of external oil pump supply and return locations on the engine are identified on
the engine installation drawings.

VII. POWER TAKE OFFS

1 Rear Hydraulic Pump Drives
The rear hydraulic pump drives are optional plug in drives. If rear PTO’s are required but
were not selected when the engine was ordered they can be installed by the dealer without
having to remove the flywheel housing and updating the gear train. An SAE A and SAE B
drive is available for the left and right hand side of the engine.
Engines equipped with a Cat rear mounted sea water pump cannot be equipped with left
hand service rear hydraulic pump drives. Caterpillar does not offer auxiliary equipment
(power steering pumps, etc.) for use with the drive adapters.
The rear hydraulic pump drives rotate clockwise when viewed from the rear and operates at
0.933 times engine speed. The torque capability of the two types is given below:
SAE A: 55 Nm (41 lb-ft)
SAE B: 180 Nm (132 lb-ft)

2 Stub Shaft
A front stub shaft is offered for all power ratings. The torque capability is 5575 Nm (4112 lb-
ft). Refer to the installation drawings on EDDC for stub shaft dimensions. Refer to A&I
newsletter LEDM0111 for additional considerations with front stub shafts.

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VIII. STARTING SYSTEM
This engine is available with the starter configurations given below.
▪ No Starter
▪ 24V Electric Starter (left-side flywheel pocket)
▪ Air Starter (right-side flywheel pocket)
▪ Redundant Starters: 24V Electric Starter (left-side flywheel pocket) and Air Starter
(right-side flywheel pocket)
▪ Redundant Starters: 24V Electric Starters (both flywheel pockets)

1 Air Starter Description

This air starter is a turbine driven starter motor that does not require fuel or oil lubrication. It
is supplied as a fully integrated module that includes the following features and/or
components:
▪ Integral Controls and Solenoid Valves
▪ Integral Exhaust Muffler
▪ Integral Electronic Controller
▪ Electronic Starter Protection (ESP) Logic
▪ Pre-Engaged Starter Pinion Gear Drive and Over-Running Clutch
The starter pinion gear is fully engaged (to the engine ring gear) before the starter motor
runs (cranks the engine). An over-running clutch provides maximum torque delivery and
added protection of the starter pinion and engine ring gear.
The integral controls include a main air relay valve, and pilot-air solenoid w/manual bypass
feature.
Integral muffler, center-diffused 360 degree muffler exhausts air at low velocity, through
three replaceable sound dampening elements, each located under a metal guard screen.
The Integral electronic controller shares control with the engines control system, to provide
consistent, error free operation and greatest starter reliability.

2 Air Quality, Filtration and Pressure

Upstream installation and use of a filter or Y-strainer is recommended to protect the air
starter from contaminants and included with the starter, shipped loose. Before running the
starter, purge the upstream air system to remove debris. Inspect the condition of the filter on
a monthly basis or as needed based on air quality and/or environment. Clean or replace
filter as needed to prevent flow restrictions, reduced air starter power output, and
contamination of starter controls.
Refer to TMI physical data for the starter for details on required air pressure and
consumption. A pressure regulator is included with the starter and should be installed
between the air filter and the starter. If the system pressure exceeds the max allowable of
the starter, a pressure relief valve should be installed after the regulator as well.

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 3 Lubrication
The air starter does NOT require lubrication supply air. Therefore, the starter exhaust does
not produce an oil or diesel mist, yet may contain condensed air system moisture and/or site
air system chemicals/additives. The starter’s internal gearbox and bearings are grease-
packed and sealed.

4 Air Starter Emergency Starting

The air starter has a manual bypass button, located on the pilot air solenoid. This allows the
starter to be operated manually (without electrical power/control voltage). Continuous
manual (pneumatic) control of the starter could potentially result in improper starter
engagement. To minimize risk, it is strongly recommended for this feature to be used only in
emergencies. DO NOT routinely use the manual bypass to operate the starter.
If the starter will only operate using the manual bypass, this likely indicates a problem
originating with the following:
▪ Pilot Air Solenoid
▪ Electronic Controller
▪ Communication with the ECM
Emergency Starting Procedure:
(1) Locate the starter’s pilot air solenoid
(2) Locate the button on top of the coil.
(3) Using a pointed object (pen, paper clip,
screw driver), depress the button to
actuate the starter.

CAUTION: The starter must never be engaged to a running engine.

In the event of emergencies (or loss of control voltage), use the manual bypass feature on
the control solenoid to manually start the engine.
DO NOT repeatedly use the manual bypass to defeat the air starter’s control module and
engine control module. Make necessary repairs as soon as possible to avoid repeated use
of the bypass feature, as this may result in air starter or engine damage. The starter should
never be used to “bump” or “bar” the engine.

IX. MOUNTING SYSTEM

1 Isolator Mounts
Caterpillar offers two types of isolator mounts. A conical (non-thrust) mount and
thrust/torque mount (TT).

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 The non-thrust conical mount is recommended for use in non-thrust applications, typically
free standing engine arrangements with a remote gearbox (transmission). The engine
should be isolated from all thrust loads in this application. Shore hardness or durometer for
the non-thrust mount is 50.

Non-Thrust Mounts Mount Characteristics

Maximum Vertical Deflection 14 mm

Maximum Load 19 kN
Maximum Shock Load (All Directions) 70 kN
Thrust mounts are recommended in applications that transmit thrust into the mounting
system, for example, close-coupled engine and gearbox (transmission) applications. In this
circumstance the mounting system for the engine and gearbox is subject to thrust load being
transmitted through the driveline. Durometer for the thrust mount is 70.

Thrust Mounts Mount Characteristics

Initial Load Limit

(4 mm vertical Compression) 13.25 kN
Maximum Vertical Compression 26.75 kN
Maximum Vertical Tension 10 kN
Maximum Thrust Load 29.75 kN
Maximum Fore Aft Shock Load +/- 85 kN
Maximum Athwartship Shock Load +/- 60 kN
Maximum Vertical Shock Load +75/ -200 kN

X. ELECTRONIC SYSTEM
The C32 engine is electronically controlled with an ADEM™ IV Electronic Control Module
(ECM) for T3 and T3S engines and an ADEM™ V ECM on T4 engines.

1 Sensor Architecture
The following diagrams show the C32 T3, T3S and T4 standard and optional sensor
architecture. Note that the T4 engine has additional optional sensors and optional secondary
ECM. For additional details on aftertreatment electronic systems, refer to LEBM0023
Aftertreatment A&I Guide.

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Figure 40: ECM Sensor diagram for T3 and T3S engines.

Figure 41: ECM and sensor diagram for T4 engines.

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2 Panels
For the C32 propulsion engines, the full line of Marine Engine Control Panels (MECP) are
available as shipped loose attachments. The MECP I panel is a basic start/stop panel which
is not MCS approvable. For MCS approved panels, the MECPII and MECPIIIB panels are
offered. These come complete with the Caterpillar Alarm and Protection System. Refer to
LEDM0097 for a full list of features.

For the C32 auxiliary and genset engines, the Marine Genset Control Panels (MGCPII and
MGCPIIIB) are offered. These contain the proper throttle control for a constant speed
engine. Both of these panels are MCS approved and come complete with the Caterpillar
alarm and protection system. The MECP I panel is offered on the auxiliary engines as well
for a non-MCS approvable basic start/stop panel. These panels are shipped loose on
auxiliary engines and installed for genset packages.

Note that the US EPA Tier 4 / IMOIII engines utilize a different variant of the MECP/MGCP
panels. The panels offered on the T3/T3S engines should not be used on the T4 engines.
Additionally, on the T4 engines the single and dual ECM configurations require different
variants of the panels. Additionally, the MECPI panel cannot be used with dual ECM
variants of the T4 engines.

A summary of the panel strategy across the platform is below.

Figure 42: Panel strategy for C32 engines.

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3 Displays
The C32 engines also offer a full line of displays which are connected on J1939 via the 70-
pin J3 connector including:

• 5” Caterpillar Marine Display

• 7” Caterpillar Marine Display
• 13” Caterpillar Marine Display

For a list of Caterpillar Marine Display features, refer to LEDM0083.

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XI. HARDWARE SUMMARY
Application Emissions Power Rated S/N Prefix Engine Hardware
Cert Rating Speed Sales Model
Turbo Damper Piston Injector Camshaft
(rpm) / Pricelist
Prop 660 bhp
(A-Tier) (492 bkW)
Prop 750 bhp 1600-
(A-Tier) (559 bkW) 1800
Prop 850 bhp
T1 D1 P1 F1 C1
(A-Tier) (634 bkW)
Prop 950 bhp
1600
(A-Tier) (708 bkW)
Prop 1000 bhp 1600- SDN (T3) / C32 MP3G /
IMO II
(A-Tier) (746 bkW) 1800 ZP2 (T3S) C32MP3SG
Prop 1200 bhp 1800-
F2
(B-Tier) (895 bkW) 2000
Prop 1300 bhp
2100
(B-Tier) (971 bkW)
T2 D2 P2 C2
Prop 1300 bhp
1800 F3
(C-Tier) (971 bkW)
Prop 1450 bhp 2000-
(C-Tier) (1081 bkW) 2300
Aux/Genset 791 bhp
(590 bkW)
T1 D1 P1 F1 C1
Aux 923 bhp Aux:
1500 Aux: RSD
(688 bkW) C32MGE3G /
(T3) /
Aux/Genset 1172 bhp C32MGE3SG
AX2 (T3S) T2 D2 P1 F3 C2
(874 bkW)
IMO II
Aux 916 bhp Genset:
Genset:
(683 bkW) C32MGP3G /
C32 (T3) / T1 D1 P1 F1 C1
Aux/Genset 1047 bhp C32MGP3SG
1800 AG2 (T3S)
(781 bkW)
Aux/Genset 1333 bhp
T2 D2 P2 F3 C2
(994 bkW)
Prop 750 bhp
(A-Tier) (559 bkW)
Prop 800 bhp 1600-
(A-Tier) (597 bkW) 1800
Prop 850 bhp
(A-Tier) (634 bkW)
T3 D1 P3 F4 C3
Prop 850 bhp 1800-
(A-Tier) EPA T3 / (634 bkW) 2100 SDN (T3) / C32 MP3G /
Prop IMO II 1000 bhp 1600- ZP3 (T3S) C32MP3SG
(A-Tier) (746 bkW) 1800
Prop 1200 bhp
(B-Tier) (895 bkW) 1800-
Prop 1300 bhp 2100
T4 F5
(C-Tier) (971 bkW)
D2 P4 C3
Prop 1450 bhp 2100-
(C-Tier) (1081 bkW) 2300
T5 F3
Aux: RSD Aux:
1047 bhp
Aux/Genset (T3) / C32MGE3G /
(781 bkW)
EPA T3 / AX3 (T3S) C32MGE3SG
1800 T4 D2 P4 F5 C4
IMO II Genset: Genset:
1333 bhp C32 (T3) / C32MGP3G /
Aux/Genset
(994 bkW) AG3 (T3S) C32MGP3SG
Prop 1000 bhp 1600-
T6 D1 P1 F6
(A-Tier) (746 bkW) 1800
Prop 1200 bhp 1800-
(B-Tier) EPA T4 / (895 bkW) 2100
PWT C32MP4G T7 C5
Prop IMOIII 1300 bhp 1800-
D2 P4 F7
(C-Tier) (971 bkW) 2100
Prop 1450 bhp 2050-
T8
(C-Tier) (1081 bkW) 2150
Aux/Genset 1172 bhp Aux:
1500 Aux: MX4
EPA T4 / (874 bkW) C32MGE4G
Genset: T7 D2 P4 F7 C5
Aux/Genset IMOIII 1333 bhp Genset:
1800 MN4
(994 bkW) C32MGP4G

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XII. ENGINE PRESERVATION AND PACKAGING
The Caterpillar factory has several standard levels of engine preservation and shipment
protection. All engines that ship from the factory have plastic wrap protection. The plastic
wrap provides approximately 6 to 12 months of external protection from moisture, sun and
wind under storage conditions. If the engine is to be stored for longer periods of time,
consider specifying Storage Preservation as described below.
Storage Preservation protects the engine and accessories from functional deterioration for a
minimum of one year. It includes standard protective measures plus vapor corrosion inhibitor
(VCI) in all internal compartments and glycol solution in the cooling system.
Export boxing protects the engine and accessories from functional deterioration for a
minimum of one year under outside storage conditions. Including standard protective
measures, vapor corrosion inhibitor in all internal compartments. The exterior box provides
protection against mechanical damage during shipment and storage. All marine engines are
placed upon wooden skids prior to shipment. All ship loose parts are painted and oiled and
placed ship loose boxes. On arrival, open all boxes and review their contents against the
packing list. The parts should then be repackaged and preserved for protection.

XIII. SHIPBUILDER’S RESPONSIBILITY

Unless otherwise specified, the engine buyer shall be responsible for the following:
▪ Ensure all coolant, lube oil piping, fuel oil piping, exhaust piping and intake air
ducting are free of rust, scale, weld spatter and foreign material prior to startup of the
engines.
▪ Provide electrical wiring and the necessary piping to the engine, i.e., exhaust piping,
fuel oil piping to and from the engine, air piping to the starting motor(s), air filter
ducting/piping, crankcase fumes disposal ducting, etc. All of the above noted
interconnections need to be designed in such a way so as to comply with acceptable
vibratory levels of excitation throughout the entire range of engine operation. No
primary resonances in the interface hardware are acceptable.
▪ For Tier 4 / IMOIII installations, provide necessary air, exhaust, DEF and electrical
connections between engine and aftertreatment components. Abide by and fulfill
obligations of the DFA (Delegated Final Assembly) contract.
▪ Furnish and install standby pumps as required by Marine classification societies.
▪ Install adequate engine foundation and provide proper chocking and alignment
between the engine and marine gear.
▪ Provide adequate clearance for disassembly of engine (i.e. overhead clearance for
connecting rods and piston removal can be found in the Serviceability
Considerations Application and Installation (A&I) Guide LEGM4735).
▪ Provide primary fuel filtration system.
▪ Provide all labor, equipment and hardware to install the equipment.
▪ Furnish accurate data for a torsional vibration analysis.

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 Provide all coolants, water treatment chemicals (if used), lubricating oil, and fuel oils
necessary to operate the engine.
Warehouse and protect engines, accessories and miscellaneous ship loose equipment until
their installation. Cat engines are protected against corrosion for inside dry storage for a
period up to six months. Provisions for additional storage periods are available from the
factory.

XIV. REFERENCE MATERIAL

The following information is provided as additional reference to subjects discussed in this
guide.
The product price list can be
accessed online through Power https://engines.cat.com/marine
Net.
Marine Product Application and
Installation webpage can also be https://engines.cat.com/marine/application
accessed via Power Net.
Engine Installation drawings can
be retrieved from the Engine
Drawing Design Center (EDDC). https://enginedrawings.cat.com/
A paid subscription is required to
download drawings from this site.
Technical Marketing Information
(TMI) / engine performance data http://tmiweb.cat.com/
can be obtained from TMI Web.
Service and maintenance
information can be obtained from
https://sis.cat.com/
the Service Information System
(SIS Web)

CAT, Caterpillar, their respective logos, “Caterpillar ©2018 Caterpillar

Yellow” and the “Power Edge” trade dress, as well as All rights reserved.
corporate and product identity used herein, are Materials and specifications are subject
trademarks of Caterpillar and may not be used without to change without notice.
permission. U.S. sourced 51 of 48
LEBM0009-07