Marine

MARINE
PROPULSION UNIT
OPERATING M A N U A L
645/710
ELECTRO-MOTIVE
134A587 © 1988 Electro-Motive Division, General Motors Corporation

FOREWORD
This manual has been prepared to serve as a guide to personnel engaged in the
operation of E M D marine propulsion units with Model 645 or Model 710
engines. It is the intent of this manual that the information contained herein be
applicable to a complete unit consisting of the engine, with basic accessories
i n c l u d i n g a p n e u m a t i c r e v e r s e - r e d u c t i o n gear and p i l o t - h o u s e c o n t r o l
components which are supplied by the manufacturer and installed by the
customer.
This information was compiled for a typical marine propulsion unit with basic
e q u i p m e n t and f r e q u e n t l y requested extras. The e q u i p m e n t selected for
coverage was chosen as representative and does not imply that the equipment
is part of any specific purchase order. Wiring diagrams and assembly drawings
for specific units take precedence over information presented in this general
manual.
A d d i t i o n a l i n f o r m a t i o n on installation, a p p l i c a t i o n , m a i n t e n a n c e , field
c o n n e c t i o n s , and electrical circuits m a y be f o u n d in the M a i n t e n a n c e
I n s t r u c t i o n s , the E n g i n e M a i n t e n a n c e M a n u a l , the a p p l i c a b l e m a r i n e
Specifications, and the schematic diagrams. For specific equipment, it is
advised that due consideration be given to manufacturer's pamphlets and
bulletins.
NOTE
These instructions do not purport to cover all details
or variations in equipment nor to provide for every
possible contingency to be met in connection with
installation, operation, or m a i n t e n a n c e . S h o u l d
further information be desired or should particular
problems arise which are not covered sufficiently for
the p u r c h a s e r ' s p u r p o s e s , the m a t t e r s h o u l d be
referred to the Electro-Motive Division.
134A587
INDEX
Section
GENERAL DESCRIPTION 1
ENGINE OPERATING DATA 2
ENGINE STARTING SYSTEM 3
FUEL SYSTEM 4
LUBRICATING OIL SYSTEM 5
COOLING SYSTEM 6
PROTECTIVE DEVICES 7
AIR INTAKE AND EXHAUST SYSTEMS 8
ENGINE CONTROLS 9
INSTALLATION 10
OPERATION 11
TROUBLESHOOTING 12
134A587
SECTION 1
GENERAL D E S C R I P T I O N
CONTENTS PAGE
GENERAL 1-1
MODEL DESIGNATIONS 1-1
DIESEL ENGINES 1-5
ACCESSORY RACK 1-5
134A587
SECTION
1
ELECTRO-MOTIVE M A R I N E PROPULSION UNIT
GENERAL DESCRIPTION
GENERAL MODEL DESIGNATIONS
A G e n e r a l M o t o r s m a r i n e p r o p u l s i o n unit ( G M In order to identify the arrangement, a standard
unit) consists of a Model 645 or Model 710 diesel code system of model designations is used. The code
engine with engine associated accessories. The basic symbols and their meaning follow.
accessories are the lubricating oil cooler, fresh water
heat e x c h a n g e r , water e x p a n s i o n t a n k , cooling A typical GM unit with a 645E6 (Mod.) blower-type
s y s t e m t h e r m o s t a t i c valve and the fuel p r i m i n g engine is shown in Fig. 1-1 and a typical GMB unit
pump and strainer. These accessories may be rack with a 645F7BR turbocharged engine is shown in
mounted or furnished loose for installation by the Fig. 1-2. A general a r r a n g e m e n t of a typical
shipbuilder. propulsion unit with a GMBE6 engine is shown in
Fig. 1-3, and a general arrangement of a unit with a
M a n y c o m b i n a t i o n s of diesel engines and basic GME7CA (Mod.), F7BA (Mod.), or G7A (Mod.)
accessories can be provided to make up a unit. engine is s h o w n in Fig. 1-4. Each of the m o r e
important components is numbered and identified.
For more detailed descriptions of the engine, engine
mounted components, and basic engine accessories,
refer to the a p p r q p r i a t e M a r i n e E n g i n e M a i n t e -
nance Manual.
MODEL IDENTIFICATION SYMBOL
NUMBER DESIGNATION
PROPULSION DRIVE
GM X X X X
GM - Marine diesel reverse - reduction gear propulsion drive.
' 1
B - If used, indicates the inclusion of the Common Base
Option.*
8, 12 - Number of cylinders in diesel engine.
16 or 20
E6 - Series 645 marine diesel engine with Roots-type blower.
F7B - Series 645 marine diesel engine with turbocharger,
or aftercoolers, and "F" engine crankcase.
G7 - Series 710 marine diesel engine with turbocharger,
aftercoolers, and "G" engine crankcase.
L Left-hand construction of the accessory rack (rack
constructed to be operated from the left side).
R Right-hand construction of the accessory rack (rack
constructed to be operated from the right side).
m m Engine accessories are furnished as loose items for
and/or shipbuilder installation.
(Mod.) - Usually indicates use of engine mounted raw
water pump.
*Base may include reverse-reduction gear, the diesel engine, and accessory rack or may include just the reverse-
reduction gear and the diesel engine with the accessory rack separate or the accessory components shipped loose.
134A587 1-1
Section 1
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134A587 1-3
Section 1
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I. CLUTCH CONTROL PANEL 8. GOVERNOR (ACTUATOR) 15.' DuPLEx FUEL SUCTION STRAINER
2. REDUCTION GEAR 9. WATER EXPANSION TANK 16. LUBE OIL STRAINER
3. GEAR LUBE OIL FILTER OPENING I0. LUBE OIL COOLER 17. LUBE OIL CIRCULATING PUMP
e4. BLOWER (TWO) II. WATER TEMPERATURE REGULATOR 18. OIL LEVEL GAUGE
eB. AIR INTAKE FILTER (TWO) 12. LUBE OIL FILTER elg. AIR STARTING MOTOR (TWO)
6. EXHAUST MANIFOLD 13. FUEL PRIMIMG PUMP 20. PNEUMATIC CLUTCH
7. HEAT SHIELD 14. RAW WATER PUMP 21. REDUCTION GEAR LUBE OIL PUMP
• ONLY ONE ON 8-CYLINDER ENGINE 30284
Fig.1-3 - Typical Model GMB8E6, GMB12E6, And GMB16E6 General Arrangement
A +®®®®i
I. CLLrrcI-I CONTROL PANEL 13. RAW WATER PL/MP

2. R ~ C T I O N GEAR 14. AIR BOX DRAIN (BOTH SIDES. EACH ENI))
3. GEAR LUBE OIL FILTER OPENING l B . LOW OIL P R E ~ R E ALARM CONNECTION FOR
4. AIR INTAKE S I L V E R ~ ADAPTER PRIME AND SO,a3( BACK PUMP
5. EXHAUST OUTLET ADAPTER 16, LLIBE OIL SOAK BACK PLIhfl:~ CONNECTION
6. EXHAUST HANIFOLD 17. LUBE O I L SOAK BACK FILTER
7. HEAT SHIELD 18. L ~ E OIL LE~/EI_ ALARM SWITCH
8. GOVERNOR 19. L ~ E OIL LEVEL ALARM SWITCH CON~qECTION
9. TACHOMETER GENERATOR 20. OIL LE'~/EL G A ~
I0. THERMOMETER (FRESH WATER TO ENGINE] 21. AIR STARTING MOTOR [TWO]
II. THERMC~,IE-TER (LUBE OIL TO F.NGINE} ~. PNELU,b~TIC CLUTON
12. FRESH WATER DRAIN CONNECTION 23. R ~ C T I O N GEAR LLIBE O I L PUMP
• ONLY ONE STARTING MOTOR ON B-CYLINDER ENGINE.
302~
Fig.1-4 - Typical Model GM8E7CA (Mod)/G7A (Mod). GM 1 2F7BA (Mod)/G7A (Mod),
GM 1 6F7BA (Mod)/G7A (Mod), And GM2OF7BA (Mod)/G7A (Mod)
General Arrangement
]-4 134A587
Section 1
DIESEL ENGINES Front End
Lube Oil &

Model 645E6 (blower-type) 8, 12 and 16-cylinder
Water Pumps
and Model 645E7B or 710G7 (turbocharged) 8, 12, - Governor
16 and 20-cylinder engines are used as the power
source for marine propulsion units. For a detailed G @
d e s c r i p t i o n of the engine and engine m o u n t e d
components, including the governor, refer to the
® @
645E6, 6 4 5 F 7 B or 710G7 E n g i n e M a i n t e n a n c e @ @
Manual. Left
Bank ® G Right
A 16-cylinder engine is illustrated in Fig. 1-5 to

@ @ Bank
identify the cylinder arrangement, ends, and banks ® @

of an engine. The governor, water pumps, and lube
oil pumps are mounted on the "front end." The
@ @
engine air inlet and flywheel are at the "back end." ®
"Left" and "right" are referenced facing toward the Engine Air
front end of an engine while standing at the back Inlet &
end. Flywheel
A C C E S S O R Y RACK Rear End

16181
The accessory rack (if provided), Fig. 1-6, is a steel Fig. 1 -5 - Cylinder A r r a n g e m e n t
fabricated frame which holds the required engine
external supporting auxiliaries for the water cooling considered typical. For operation of accessory rack
system, lubricating oil system, and the fuel system. components, refer to applicable system section in
this manual. For detailed, description and maintenance
Since components and systems vary in accordance of accessory rack components, refer to applicable
with specific applications, the illustration should be Engine Maintenance Manual.
er
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Heat Exchanger
30286
Fig.1-6 - A c c e s s o r y Rack
134A587 1-5
SECTION 2
ENGINE OPERATING DATA
CONTENTS PAGE
GENERAL DATA 2-1
OPERATING DATA 2-5
134A587
SECTION
2
ELECTRO-MOTIVE M A R I N E P R O P U L S I O N UNIT
GENERAL DATA
Cylinder Arrangement ......................................... 45°-"V ''
C y l i n d e r Bore And S t r o k e
645 Engines .............................. 230.19 x 254.0 m m (9-1 / 16" x 10")
710 Engines .............................. 230.19 x 279.4 m m (9-1/16" x I1")
O p e r a t i n g Principle ................................... Blower Scavenged Or

T u r b o c h a r g e d T w o S t r o k e Cycle
Unit Fuel Injection
Water Cooled
Engine S p e e d
Full ................................................. 900 R P M
Idle ................................................. 350 R P M
Compression Ratio ............................................ 16:1
Brake H o r s e p o w e r ( A B S Rating)
M o d e l 645E6 Engines - 900 R P M M o d e l 6 4 5 E 7 C / F 7 B Engines - 800 R P M 900 R P M
8-cylinder .......... 1050 8-cylinder ............. -- 1525

12-cylinder .......... 1500 12-cylinder ........... 2305 2550
16-cylinder .......... 1950 16-cylinder ........... 3070 3400
20-cylinder ........... 3600 4000
M o d e l 710G7 Engines 900 R P M
8-cylinder ................................................ 1800

12-cylinder ................................................ 2800
16-cylinder ................................................ 3600
20-cylinder ................................................ 4300
134A587 2-1
Section 2
ROOTS-BLOWER ENGINES
2000 .1
16-Cv1.
1900
1800
RATING CONDITIONS:
- AIR INTAKE TEMPERATURE
DIESEL FUEL (HHV) 45.64 MJ/kg (19.620 BTU/LB)
32.2 t' C (90 `> F)
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FUEL TEMPERATURE . . . . . . . . . . ........ . . . . . . . . . . . __ ° F)
32,2" C (90 I
1700 - INLET DEPRESSION ........ . . . . . . . .H2 J
381 m m (15") H20. . . ' /I
EXHAUST BACK PRESSURE 533 m m (21") H20
NOTE
1600 - The standard overload rating of the engine permits an output of
10% in excess of full load rating for two continuous hours, but not
to exceed a total of two hours out of any 24 consecutive hours of i ''p /
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C u b e Curve
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300 400 500 600 700 800 900
ENGINE SPEED -- RPM 27187
Fig.2-1 - 6 4 5 E 6 Engine H P / R P M Curves
2-2 134A587
Section 2
TURBOCHARGED ENGINES
4000
I ' I I I I I I J __//// / / " / " • p,~~ 20-C (FTB)
RATING CONDITIONS:
AIR INTAKE TEMPERATURE 32.2"C (90"F)

DIESEL FUEL (HHV) . . . . . . . 45.64 MJ/kg (19,620 BTU/LB)
FUEL TEMPERATURE 32.2"C 90"F)
3600 INLET DEPRESSION 152 MM (6")H=O
EXHAUST BACK PRESSURE 127 MM (5")H=O
3400 J
NOTE // / ~,] 16-C' (F7B)
THE STANDARDOVERLOADRATING OF THE ENGINE PERMITS // •
3200 AN OUTPUTOF I OX ZN EXCESSOF FULL LOAD RATING FOR
TWO CONTINU~ H ~ S , BUT NOT TO EXCEEDA TOTAL
OF TWO HOURSO~JTOF ANY 24 CONGECUTIVEHOL~ // //;
OF OPERATION,
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CONTINUOUS RATING I
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2550
PROPELLER HORSEPOWER
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300 400 500 600 700 800 900

ENGINE SPEED - RPM 30287
Fig.2-2 - Model 6 4 5 E 7 C / F 7 B Engine HP/Engine RPM Curves
134A587 2-3
Section 2
TURBOCHARGED ENGINES
Data N o t Available
To Be Supplied A t A Later Date
Fig.2-3 - Model 710G7 Engine HP/Engine RPM Curves
2-4 134A587
ENGINE OPERATING DATA Section 2
MODEL 645E6 - NORMALLY ASPIRATED/ROOTS-BLOWER ENGINE
Engine Models 8-645E6 12-645E6 1 6-645E6

Volumes gal. liters gal. liters gal. liters
Lube Oil In Engine 106 401 142 537 194 734
Lube Oil in Accessories* 120 454 120 454 140 530
Water in Engine 60 227 85 322 125 473
Water in Accessories* 88 333 88 333 91 344
*Data does not include liquid weights/volumes in any ship's piping, skin coolers, etc.
Air Supply System 8-645E6 12-645 E6 1 6-645 E6

3350 cfm 5050 cfm 6750 cfm
Intake Air Volume @ 90 ° F (32.22 ° C)
(1 581 I/sec) (2 384 I/sec) (3 186 I/sec)
Fuel System
Fuel Supply Pump Engine-driven, positive displacement
Fuel Supply Pump Suction Lift 12 ft. (3.66 m)
Pressure At Filter Inlet (from pump) 40-50 psi (276-345 kPa)
8-645 E6 12-645 E6 1 6-645 E6
2.1 gal/min 2.1 gal/min 4.5 gal/min
Fuel Pump Capacities
(7.9 I/min) (7.9 I/min) (17.0 I/min)
Brake Specific Fuel Consumption Rate, 0.392 Ibs./bhp-hr 0.393 Ibs./bhp-hr 0.393 Ibs./bhp-hr
36API Fuel (238 g/kW-hr) (239 g/kW-hr) (239 g/kW-hr)
Lube Oil System

Pressure @ Normal Operating Temperature 40-70 psi (276-483 kPa)
At Governor Connection
Temperatures With Accessory Rack With Loose Accessories
To Engine (from cooler) 1 65-200 ° F (74-93 ° C) 175-200 ° F (79-93 ° C)
From Engine (to cooler) 185-220 ° F (85-104 ° C) 195-220 ° F (91-104 ° C)
Temperature Differential 20-250 ° F (11-14 ° C) 20-25 ° F (11-14 ° C)
8-645E6 12-645E6 16-645E6
Oil Pump Capacities gal/min (I/min) gal/min (I/min) gal/min (I/min)

Scavenging 140 (530) 205 (776) 279 (1 056)
Main Lube Oil 71 (269) 105 (397) 157 (594)
Piston Cooling 36 (136) 48 (I 82) 66 (250)
Lube Oil Consumption Rate (representative) gal/hr (I/hr) gal/hr (I/hr) gal/hr (I/hr)
0.3 (1.14) 0.45 (1.7) 0.6 (2.3)
Alarm Settings
LOS, Lube Oil Switch
Rated Speed 17-21 psi (117-145 kPa)
Idle Speed 5-9 psi (34-62 kPa)
HOS, High Oil Temperature Switch 220 ° F (104 ° C)
(into engine)
134A587 2-5 (continued

Section 2 ENGINE OPERATING DATA
M O D E L 645E6 - N O R M A L L Y A S P I R A T E D / R O O T S - B L O W E R ENGINE
Fresh Water System 8-645E6 12-645E6 16-645E6

Fresh Water Flow Rate 325 gal/min 550 gal/min 560 gal/min
(1 230 I/min) (2 081 I/min) (2 119 I/min)
Pressure Rise Across Fresh Water Pump 29 (+5) psi 39 (-I-4) psi 38 (+4) psi
(Total System Pressure Drop) [200 (-I-34.4) kPa] [269 (+28) kPa] [262 (+28) kPa]
Temperatures
To Engine 155-170 ° F(68-77 ° C)
From Engine 165-180 ° F(74-82 ° C)
Temperature Rise Across Engine 7-9 ° F(3.9-5 ° C)
Temperature Rise Across Lube Oil Cooler 3-5 ° F(1.5-3 ° C)
Design Water Temperature To Raw Water 180 ° F(82 o C)
Cooler or Keel Cooler
Alarm Setting
ETS, Engine Water Temperature 208 ° F (98 ° C) - Models with Accessory Rack
(from engine) 190 ° F (88 ° C) - Models with Loose Accessories
Raw Water, System

Maximum Allowable Temperature - 85 ° F (29.4 ° C)
Raw Water to Fresh Water Cooler
8-645E6 12-645E6 16-645E6

Raw Water Temperature Rise 9-13 ° F (5-7°C) 7-10 ° F (4-5.5 ° C) 10-13 ° F (5.5-7 ° C)
Across Fresh Water Cooler
Pressure Rise Across Belt Driven 35.5-37 psi 25-29 psi 25-29 psi
Raw Water Pump (245-255 kPa) (172-200 kPa) (172-200 kPa)
[maximum suction 4 psi negative
(27.6 kPa) at pump inlet]
Pressure Rise Across Engine Driven 39-43 psi 41-45 psi 41-45 psi
Raw Water Pump (269-296 kPa) (283-310 kPa) (283-310 kPa)
[maximum suction 4 psi negative
(27.6 kPa) at pump inlet]
Raw Water Pump Flow, including 370 gal/min 720 gal/min 720 gal/min
allowance for gear oil cooler (1 400 I/min) (2 725 I/min) (2 725 I/min)
Air Starting System

Starting Air Pressure 150 psi (1034 k P a ) - 8-cylinder engine
150 or 200 psi (1380 kPa) - - 12- and 16-cylinder engines
Exhaust System
Exhaust Back Pressure - 21 inches H20 (5.23 kPa)
Maximum Allowable
8-645E6 12-645 E6 16-645E 6
Exhaust Gas Volume 7550 cfm 11,000 cfm 14,500 cfm
(2 564 I/sec) (5 192 I/sec) (6 844 I/sec)
Exhaust Temperature 770 ° F (410 ° C) 740 ° F (393 ° C) 725 ° F (385 ° C)
Engine Radiation
Radiation (approx.) (1 5330 BTU/min 7650 BTU/min 9950 BTU/min
343 kg. cal/min) (1 930 kg. cal/min) (2 510 kg. cal/min)
2-6 134A587
ENGINE O P E R A T I N G DATA Section 2
MODEL 645E70 And 645F7B - TURBOCHARGED ENGINES
Engine Models 8-645E7C 12-645F7B 16-645F7B 20-645F7B
Volumes gal. liters gal. liters gal. liters gal. liters

Lube Oil in Engine 106 401 142 537 194 734 174 659
Lube Oil in Accessories* 120 454 120 454 210 795 210 795
Water in Engine 7O 265 95 360 135 511 165 625
Water in Accessories* 88 333 91 344 100 379 100 379
*Data does not include liquid weight/volumes in any ship's piping, keel coolers, etc.
Air Supply System 8-645E7C 12-645F7B 16-645F7B 20-645F7B

@ 9 0 0 rpm -- 7640 cfm 9225 cfm 10,725 cfm
Intake Air Volume -- (3 606 I/sec) (4 354 I/sec) (5 062 I/sec)
@ 90 ° F (32.22 ° C) @ 8 0 0 rpm D
6710 cfm 8975 cfm 10,049 cfm
m
(3 167 I/sec) (4 236 I/sec) (4 743 I/sec)
Fuel System
Pressure At Filter Inlet (from pump) 3 5 - 5 0 psi (276-345 kPa)
8-645E7C 1 2-645F7B 16-645F7B 20-645F7B

Fuel Pump Capacities @ 9 0 0 rpm 2.1 g a l / m i n 4.5 g a l / m i n 4.5 g a l / m i n 4.5 g a l / m i n
(7.9 I / m i n ) (1 7.01 I / m i n ) i (17.01 I / m i n ) (1 7.01 I / m i n )
@ 800 rpm 4 gal/min 4 gal/min 4 gal/min

(1 5.1 I / m i n ) (15.1 I / m i n ) (15.1 I/rain)
Brake Specific Fuel @ 900 rpm -- 0.338 Ibs/bhp-hr 0.341 Ibs/bhp-hr 0.345 Ibs/bhp-hr
Consumption Rate, 36API Fuel -- (205.5 g/kW-hr) (207.3 g/kW-hr) (209.7 g/kW-hr)
@ 800 rpm p
0.340 Ibs/bhp-hr ! 0.338 Ibs/bhp-hr 0.340 Ibs/bhp-hr
m
(206.7 g/kW-hr) (205.5 g/kW-hr) (206.7 g/kW-hr)
Lube Oil System

Pressure @ Normal Operating 60-100 psi (414-690 kPa)
Temperature At
Governor Connection
Temperatures With Accessory Rack With Loose Accessories
To Engine (from cooler) 165-200 ° F (74-93 ° C) 175-200 ° F (79-93 ° C)
From Engine (to cooler) 185-225 ° F (85-107 ° C) 195-225 ° F (91-107 ° C)
Temperature Differential 22-28 ° F(12-15 ° C) 22-28 ° F(12-15 ° C)
8-645E7C 1 2-645F7B 16-645F7B 20-645F7B
Oil Pump Capacities @ 900 rpm gal/min (I/min) gal/min (I/min) gal/min (I/min) gal/min (I/min)
Scavenging 205 (776) 279 (1 056) 390 (1 476) 390 (1 476)
Main Lube Oil 105 (397) 157 (594) 185 (700) 229 (867)
Piston Cooling 48 (182) 66 (250) 92 (348) 109 (413)
Oil Pump Capacities @ 800 rpm gal/min (I/min) gal/min (I/min) gal/min (I/rain)
Scavenging 248 (939) 347 (1 313) 347 (1 313)
Main Lube Oil 140 (530) 164 (621) 204 (772)
Piston Cooling 59 (223) 82 (310) 97 (367)
(continued)
134A587 2-7
Section 2
M O D E L 645E7C And 6 4 5 F 7 B - T U R B O C H A R G E D ENGINES
Lube Oil System - (cont'd) 8 - 6 4 5 E7C 1 2 - 6 4 5 F7B 1 6 - 6 4 5 F7B 20-645F7B
Lube Oil Consumption Rate @ 900rpm gal/hr (I/hr) gal/hr (I/hr) gal/hr (I/hr) gal/hr (I/hr)
(representative) 0.43 1.62 0.64 (2.42) 0.85 (3.22) 1.06 (4.01)
Alarm Settings
HOS, High Oil Temperature
Switch (into engine) 220 ° F (104 ° C)
TOS, Turbo Lube Pump Low 0il
Pressure (rising pressure) 10 psi (69 kPa)
Capacity, Turbo Bearing Priming
and Shutdown Cooling Pump 3 gal/min ( i l .41 I/min)
Fresh Water System 8-645E7C 12-645F7B 16-645F7B 20-645F7B
Fresh Water Flow Rate @900 rpm 525 gal/min 800 gal/min 1070 gal/min 1100 gal/min
(1 987 I/rain) (3 028 I/min) (4 049 I/min) (4 164 I/min)
@800 rpm 710 gal/min 950 gal/min 980 gal/min
(2 688 I/min) (3 596 I/min) (3 710 I/min)
Pressure Rise Across

Fresh Water Pump @900 rpm 42 (+2) psi 43 (-I-4) psi 53 (:t:.3) psi 52 (-t-2) psi
(Total System Pressure Drop) [290 (+13.8) kPa] • [296 (+28) kPa] [365(+21) kPa] [359 (-t-13.8)kPa]
@800 rpm, 34 (-I-3) psi 42 (+2) psi 41 (-t-2) psi
[234 (+21) kPa! [290(+13.8) I&a] [283 (+13.81kPa]
Temperatures
To Engine 155-170 ° F(68-77 ° C)
From Engine 165-180 ° F (74-82 ° C)
Temperature Rise Across
Lube Oil Cooler 3-5 ° F (1.5-3 ° C)
Engine 8-11 o F (4.5-6 ° C)
To Lube Oil Cooler 150-165 ° F (66-74 ° C)
Design Water Temperature To
Raw Water Cooler or
Keel Cooler 180 ° F (82 ° C)
Alarm Setting
ETS, Engine Water
Temperature (from engine) 208 ° F (98 ° C) - Models with Accessory Rack
190 ° F (88 ° C) - Models with Loose Accessories
(continued)
2-8 134A587
MODEL 645E7C And 645F7B - TURBOCHARGED ENGINES
R a w W a t e r System

8-645 E7C 1 2 - 6 4 5 FTB 1 6 - 6 4 5 F7B 20-645F7B
Raw Water Temperature Rise

Across Fresh Water Cooler @ 900 rpm 9-12 ° F 14-17 ° F 16-19 ° F 19-23 ° F
(5-6.6 ° C) (7.8-9.4 ° C) (8.8-10.5 ° C) (10.6-12.8 ° C)
@ 800 rpm 15-18 ° F 17-20 ° F 20-24 ° F)
(8.5-10 ° C) (9.4-11.1 ° C) (11.1-13.3 ° C)
Pressure Rise Across Belt Driven @ 900 rpm 27 (±2) psi 27 (±2) psi 22 (±2) psi 22 (±2) psi
Water Pump [maximum suction [186 (±14) kPa] [186 (+14) kPa] [152 (±14) kPa] [152 (±14) kPa]
4 psi negative (27.6 kPa) @ 800 rpm -- 21.5 (±2) psi 17 (±2) psi 17 (+2) psi
at pump inlet] -- [148 (+13.8) kPa] [117 (+13.8) kPa]i [117 (+13.8) kPa]
Pressure Rise Across Engine Driven @ 900 rpm 43 (+2) psi 43 (±2) psi 32 (+2) psi 32 (±2) psi
Water Pump [maximum suction [297 (±14) kPa] [297 (±14) kPa] [221 (±14) kPa [221 (±14) kPa]
4 psi negative (27.6 kPa) @ 800 rpm 33 (±2) psi 25 (+2) psi 25 (+2) psi
at pump inlet] [228 (+13.8) kPa] [173 (+13.8) kPa [173 (+13.8)kPa]
Raw Water Pump Flow,
including allowance for @ 900 rpmi 720 gal/min 720 gal/min 845 gal/min 845 gal/min
gear oil cooler (2 725 I/min) (2 725 I/min) (3 198 I/min) (3 198 I/min)
@ 800 rpm -- 640 gal/min 750 gal/min 750 gal/min
-- (2 422 I/min) (2 839 I/min) (2 839 I/min)
Air Starting System
Starting Air Pressure 150 psi (1 034 kPa) - 8-cylinder engine

150 psi (1 034 kPa) or 200 psi (1380 kPa) - 12 and 16-cyl. engines
200 psi (1 380 kPa) - 20-cylinder engine
Air Starting Control Solenoid 120 volts AC
Exhaust System
Exhaust Back Pressure -

Maximum Allowable 5 inches H20 (1.25 kPa)
8-645 E7C 12-645F7B 1 6 - 6 4 5 F7B 2 0 - 6 4 5 F7B
Exhaust Gas Volume @ 900 rprn 15,430 cfm 19,200 cfm 21,350 cfm
(7 283 I/sec) (9 063 I/sec) (10 077 I/sec)
@ 800 rpm 13860 cfm 17950 cfm 19740 cfm
(6 542 I/sec) (8 473 I/sec) (9 317 I/sec)
Exhaust Temperature @ 900 rpm 650 ° F 685 ° F 635 ° F
(343 ° C) (363 ° C) (335 ° C)
@ 800 rpm 675 ° F 640 ° F 620 ° F
(357 ° C) (338 ° C) (327 ° C)
Engine Radiation
Radiation (approx.) 81 6 0 B T U / m i n 12240BTU/min 6320 BTU/min 19225 BTU/min I

(2 056 kg (3 084 kg (4 113 kg (4 845 kg
cal/min) cal/min) cal/min) cal/m n)
(continued)
134A587 2-9
MODEL 7 1 0 G 7 - T U R B O C H A R G E D ENGINES
Engine Models 8-710G7 12-710G7 16-710G7 20-710G7
Volumes gal. litres gal. litres gal. litres gal. litres

Lube Oil in Engine 106 401 142 537 194 734 174 659
Lube Oil in Accessories* 120 454 120 454 210 795 210 795
Water in Engine 70 265 95 360 135 511 165 625
Water in Accessories* 88 333 91 344 100 379 100 379
*Data does not include liquid weight/volumes in any ship's piping, keel coolers, etc.
Air Supply System 8-710G7 12-710G7 • 16-710G7 20-710G7

Intake Air Volume 10,375 cfm 12,050 cfm
@ 81 ° F (27,2 ° C) (4 897 I/sec) (5 688 I/sec)
Fuel System
Pressure At Filter inlet (from pump) 35-50 psi (276-345 kPa)
Fuel Pump Capacities 8-710G7 12-710G7 16-710G7 20-710G7
2.1 gal/min 4.5 gal/min 4.5 gal/min 6.0 gal/min
(7.95 I/min) (17.03 I/min) (17.03 I/min) (22.71 I/min)
Brake Specific Fuel 0.338 Ibs/bhp. hr 0.341 Ibs/bhp. hr 0.345 Ibs/bhp. hr
Consumption Rate, 36API Fuel (205.5 g/kW-hrl (207.3 g/kW-hrl (209.7 g/kW-hr)
Lube Oil System

Pressure @ Normal Operating 60-100 psi (414-689 kPa)
Temperature At Governor Connection
Temperatures
To Engine (from cooler) 170-195 ° F (71"91 ° C)
From Engine (to cooler) 190-215 ° F (88-102 ° C)
Temperature Differential 17-23 ° F (9-13 ° C)
8-710G7 12-710G7 16-710G7 20-710G7
Oil Pump Capacities gal/min (I/min) gal/min (I/rain) =gal/min (I/min) gal/min (I/min)
Scavenging 279 (1 056) 390 (1 476) 450 (1 703) 500 (1 893)
Main Lube Oil 157 (594) 185 (700) 229 (867) 281 (1 064)
Piston Cooling 54 (204) 92 (348) 109 (413) 138 (515)
Lube Oil Consumption Rate gal/hr (I/hr) gal/hr (I/hr) gal/hr (I/hr) gal/hr (I/hr)
(representative) 0.35 (1.32) 0.53 (2.01) 0.70 (2.65) 0.90 (3.41)
Alarm Settings
HOS, High Oil Temperature
Switch (into engine) 220 ° F (104 ° C)
(continued)
2-10 134A587
MODEL 710G7 - TURBOCHARGED ENGINES
Lube Oil System - (continued)
TOS, Turbo/ube Pump Low Oil

Pressure (rising pressure) 10 psi (69 kPa)
Capacity, Turbo Bearing Priming
and Shutdown Cooling Pump 3 gal/min (11.41 I/rain)
Fresh W a t e r System
Fresh Water Pumps Two, engine-driven, Centrifugal

8-710G7 12-710G7 16-710G7 20-710G7
Fresh Water Flow Rate 525 gal/min 800 gal/min 1070 gal/min 1155 gal/min
(1 987 I/min) (3 028 I/min) (4 050 I/min) (4 372 I/min)
Pressure Rise Across

Fresh Water Pump 42 (±2) psi 43 (4-4) psi 53 (4-3) psi 50 (4-2) psi
(Total System Pressure Drop) [290 (±13.8) kPa] [296 (±28) kPa] [365 (4-21) kPa] [345 (+13.8)kPa]
Temperatures
To Engine 155-170 ° F (68-77 ° C)
From Engine 165-180 ° F (74-82 ° C)
Lube Oil Cooler 3-5 ° F (1.5-3 ° C)
Engine 8-10 ° F (4.4-5.6 ° C)
To Lube Oil Cooler 150-165 ° F (66-74 ° C)
Design Water Temperature To
Raw Water Cooler or
Keel Cooler 180 ° F (82 ° C)
Alarm Setting
ETS, Engine Water
Temperature (from engine) 190 ° F (88 ° C) - Models with Loose Accessories
R a w W a t e r System

8-710G7 12-710G7 16-710G7 20-710G7
Raw Water Temperature Rise 15-17 ° F 17-19 ° F 14-16 ° F 21-24 ° F

Across Fresh Water Cooler (8.3-9.4 ° C) (9.4-10.6 ° C) (7.8-8.9 ° C) (11.7-13.3 ° C)
Pressure Rise Across Belt Driven Raw 27 (4-2) psi 27 (+2) psi 22 (4-2) psi 22 (+2) psi
Water Pump [maximum suction 186 (±14) kPa] 186 (+14) kPa] 152 (__+14)kPa] 152 (+14) kPa]
4 psi negative (27.6 kPa)
at pump inlet]
Pressure Rise Across Engine Driven Raw 43 (4-2) psi 43 (±2) psi 32 (4-2) psi 32 (+__2)psi
Water Pump [maximum suction [297 (±14) kPa] [297 (4-14) kPa] [221 (__+14)kPa] [221 (-I-14) kPa]
4 psi negative (27.6 kPa)
at pump inlet]
I-
Raw Water Pump Flow, | 720gal/min 720 gal/min 845 gal/min 845 gal/min
including allowance for gear oil cooler / (2 725 I/min) (2 725 I/min) (3 198 I/min) (3 198 I/min)
(continued)
134A587 2-11
MODEL 7 1 0 G 7 - T U R B O C H A R G E D E N G I N E S
Air Starting System

Starting Air Pressure 150 psi (1 034 kPa) - 8 and 20-cylinder engines
150 psi (1 034 kPa) or 200 psi (1 380 kPa) - 12-cylinder engine
200 psi (1 380 kPa) - 16-cylinder engine
Air Starting Control Solenoid 120 volts AC
Exhaust System
Exhaust Back Pressure -

Maximum Allowable 5 inches H20 (1.25 kPa)
8-710G7 12-710G7 16-71 OG7 20-71 OG7
Exhaust Gas Volume 21,800 cfm 24,350 cfm

(10 290 I/sec) (11 494 I/sec)
Exhaust Temperature 635 ° F 625 ° F

-- (335 ° 'C) (329 ° C)
Engine Radiation
Radiation (approx.) 8640 BTU/min 13,440 BTU/min 17,280 BTU/min120,667 BTU/min
(2 177 kg (3 386kg (4 355kg | (5 208kg
cal/min) c a / m n) cal/min) / cal/min)
2-12 134A587
SECTION 3
ENGINE STARTING SYSTEM
CONTENTS PAGE
GENERAL 3-1
OPERATION 3-2
TURNING ENGINE 3-2

MANUALLY
134A587
SECTION
3
ENGINE STARTING SYSTEM
GENERAL Two air starting motors are supplied on all engines
with the exception of the 8-cylinder engines which
The engine starting system, Fig. 3-1, consists of an use ony one starting motor.
air supply, strainer, shutoff valve, air start valve, air
line lubricator, solenoid valve, a start button, and
either one or two .air starting motors.
oDIESEL ENGINE
• FLEXIBLE HOSE
/I//~IIscHPASGE ~ ~ ///7// /
,CHECK V A L V E ] ' ~
"AIR STARTING ~ ~
MOTORS (ATTACHED) ~------.-r-I] n"d'~P;::;~--~ / / / (SEE N~jJ]BL E ~ <
o .,SOLENOID AIR VALVE--'
/ STARTING AIR TO OTHER ENGINE

UNATTACHED ON ~ LUBRICATOR / • (IF REQUIRED)
UNITS WITH | AIR RELAY VALVE t
LOOSE ACCESSORIES ~ SHUT-OFF VALVE
ATTACHED ON UNITS J qTDATNF#-WYF
WITH ACCESSORY ~ ....... ] ---
RACK (TWO ON
20-CYLINDER G7 UNITS) AIR TO CLUTCH CLUTCH AIR TO OTHER ENGINE
(IF REQUIRED)
SAFETY POP VALVES
_~/ SET AT 220 P S I
SAFETY POP VALVES

SET AT 220 PSI
STARTING DRAIN
AIR TANK
AIR COMPRESSORS !
(200 PSI) NUMBER OF TANKS

AS REQUIRED AS REQUIRED
NOTE= ON UNITS WITH LOOSE ACCESSORIES, STARTING AIR PRESSURE GAUGE IS MOUNTED ON THE
INSTRUMENT PANEL AND PIPED BY THE SHIPBUILDER. 30288
Fig.3-1 - Typical Engine Air Starting System
134A587 3- l
Section 3
The basic engine starting system utilizes the air the lower starting motor, Fig. 3-2. The entry of air
motors with pinion gears to engage and drive the moves the pinion gear forward to engage with the
engine flywheel ring gear. Operational control is engine ring gear. M o v e m e n t of the p i n i o n gear
the same for either single or dual air starting motor uncovers a port allowing air pressure to be released
starting system. An ENGINE START pushbutton to the upper starting motor which, in turn, engages
is located on the engine or control cabinet. The its pinion gear with the engine ring gear. Both pinion
pushbutton is a single contact switch which remains gears being engaged, the air is released from the
closed during the engine cranking period. uncovered air relay valve, which in turn opens the
air starting valve and releases the main starting air
The starting system control ofturbocharged engines supply. S t a r t i n g air passes t h r o u g h the air line
is interlocked to require the turbocharger lube oil lubricator, releasing an oil-air mist into the starting
(soak back) circulating pump to be running, and the motors, automatically lubricating the motors. The
governor SPEED CONTROL to be set for idle multivane motors drive the pinion gears, rotating
speed before the engine may be started. the ring gear and cranking the engine.
A lube oil presstire switch OPS is connected in the

engine start circuit to prevent an in-advertent TURNING ENGINE
starting attempt while the engine is already running. MANUALLY
NOTE Some prestart checks and maintenance procedures
In an extreme emergency, engine startup can require a manual turning of the engine. There are
be made without control using the manual "T" several methods to do this. Crankover tool 9561844
handle override on the air start solenoid valve. with electric drive unit, Fig. 3-3, or with optional air
However, turbocharged engines started in this drive kit 9560333, Fig. 3-4, can be used as jacking
manner are riot pre-lubricated and therefore gear to rotate the engine.
risk damage to turbocharger bearings.
OPERATION Another method of turning the engine manually is

to utilize the air starting motors as follows:
Upon receiving a start Signal, the solenoid valve is
energized to allow air from the tanks to pass 1. Close the shutoff valve in the main air line of the
through the solenoid valve to the pinion gear end of starting system, Fig. 3-5.
Con,ro,
Voltage
Lube Oil
r]_u_u"Engine
Pressure L ~ Start"
Switch
< Solenoid
Flywheel Air Valve
Ring Gear
/ r , Air Line ~ Air

Pinion ~ Upper J J ubricator| Relay
Retracted t ~ ~ / M o t o r ] 11 (..__~_._~ ~,~lve
Pinion t~l.~ Lower 1 I I .J .--Lc::::~/ Strainer
Engaged ~L~ I I Motor I "~---'] ~ ~ ~L (~:=== Air
I=;I I L.. ! .[ ~ -- ~ " ' - Supply
/ " ~ Pin-~on Engaging

/ Solenoid Air Line
Check Valve" Valve With
Dump Vent 2s29s
Fig.3-2 - Typical Air Starting System
Operation Diagram
3-2 134A587
Section 3
/
Crankover Tool Electric Drive
28804
Fig.3-3 - Crankover Tool 9 5 6 1 8 4 4 And
Electric Drive Unit 9 5 4 3 8 6 7
l
Air Drive Kit
i{ t
Fig.3-5 - A i r Starting System
20220
wrench can either be rotated by hand or a 1/ 2"

Remote Control ratchet wrench can be used. Rotate the allen
wrench slowly which will rotate the engine.
28805
Fig.3-4 - Air Drive Kit 9 5 6 0 3 3 3 And

Remote Control 9 5 6 0 3 3 8
2. Engage the pinion gears with the engine ring

gear by one of the following methods:
a. Attach a jumper wire at the rear of the

Engine Start switch to bypass the switch.
This will energize the air start solenoid
allowing air to move the pinion gears
forward.
b. Open the manual "T" handle override valve,

Fig. 3-6, on the air start solenoid valve to
move pinion gears forward.
CAUTION
Ensure the override valve is closed when the
turning operation is completed or the engine
will crank when the main air line shutoff is
opened.
3. Remove the housing cover end plug from the

rear of either of the starting motors, Fig. 3-5.
27186
Insert a 5/16" allen wrench into housing cover
end plug opening ( b a r r i n g hole). The allen Fig.3-6 - Solenoid Valve Override
134A587 3-3
SECTION 4
FUEL SYSTEM
CONTENTS PAGE
GENERAL 4-1
OPERATION 4-1
ENGINE DRIVEN FUEL PUMP 4-2
DUPLEX FUEL FILTER
DESCRIPTION 4-2
MAINTENANCE 4-3
FUEL PRIMING P U M P
DESCRIPTION 4-3
MAINTENANCE 4-3
DUPLEX FUEL SUCTION STRAINER
DESCRIPTION 4-3
MAINTENANCE 4-4
134A587
SECTION
4
ELECTRO-MOTIVE M A R I N E P R O P U L S I O N UNiT
FUEL S Y S T E M
GENERAL OPERATION
The typical engine fuel system, Fig. 4-1, consists of Fuel oil is drawn from the fuel tank through a
fuel injectors, engine driven fuel pump, duplex fuel duplex suction strainer, and into the engine
filter, and fuel supply and return manifolds, which m o u n t e d fuel pump, Fig.4-1. Fuel, under low
are located on or within the engine. Components of pressure, then flows through an anti-flood check
the fuel system located external to the engine are the valve, t h r o u g h the engine m o u n t e d duplex fuel
duplex fuel suction strainer, manual fuel priming filter, through a jumper line to the injector inlet
pump or motor driven pump (whichever is applicable), filters, and into the injectors. A small portion of this
check valves, and the fuel tank and associated fuel supplied to each injector is pumped into the
piping. cylinder at very high pressure. The quantity of fuel
injected depends upon the rotative position of the
plunger as set by the injector rack and the governor. The
excess fuel not used by the injector flows through
the injector, serving to lubricate and cool the
working parts.
ANTI-FLOOD,CHECK VALVE
SET AT I0 PSI ( 6 8 . 9 kPa)
RETURN FROM FUEL PRESSURE GAUGE
INJECTORS i AND/OR FUEL PRESSURE
SWITCH (FPS)
TO INJECTORS FUEL OIL PUMP PRESSURE RELIEF VALVE
SET AT 65 PSI (448 kPa)
PRESSURE REGULATING VALVE VENT
7 SET AT I0 PSI ( 6 8 . 9 kP=)
FUEL MANIFOLD
ANTI-FLOOD CHECK VALVE CAN BE COMBINATION
SET AT I0 PSI (68.9 kPa) UNIT-CAPACITY TO
SHUT-OFF MATCH TRANSFER PUMP
3/4 RETURN FROM INJECTORS

VALVE
~ FILLING
LINE I
PUMP 3 / 4 ~ PRIMING FUEL OILI WATERI

TANK SEPARATOR FUEL FILTER
3/4
SUCTION
l 15 MICRONS
MAX.
DRAIN
/ 3/~ ~ ~-..
FUEL OIL HAND
PRIMING PUMP
SHUT-OFF VALVE AT TANK
j SUCTION STRAINER- TO BE ARRANGED SO THAT
OPENINGS-O.020" (0.508 mm) FIAX. IT CAN BE READILY OPERATED
CAPACITY-SAME AS ENGINE PUMP
DUPLEX FUEL FUEL OIL PRESSUREDROP (CLEAN)
FILTER PUMP I PSI (6.895 kPo) MAX.
NOTE: 3/4 INDICATES 3/4 INCH (19.05 mm) PIPE.

MAXIMUM HEIGHT OF FUEL IN FUEL OIL TANK
SHOULD NOT EXCEED 15 FEET (4.57 m) ABOVE ENGINE CRANKCASE
30289
Fig.4-1 - Typical Engine Fuel System
134A587 4-1
Section 4
Discharge Suction
The excess fuel leaves the i n j e c t o r s t h r o u g h the
return fuel filter, passes through a relief valve in the
return fuel line in the manifold, through a swing 4....__..- Body
check valve, and back into the fuel tank. The relief
valve restricts the return fuel and maintains a back
Idler
pressure on the injectors. The swing check valve
prevents a reversal of flow or siphoning.
~.V~"~.,~.'~ , -.,.,
Crescent
A good quality of fuel should be used. Specifications
for fuel are provided in Maintenance Instruction Rotor
M.I. 1750. 13398
Fig.4-3 - Engine Driven Fuel Pump,

Refer to the applicable E n g i n e M a i n t e n a n c e Cross Section
Manual for components of the fuel system internal
to the engine. A brief description of the external DUPLEX FUEL FILTER
engine fuel system components and accessory rack
fuel system components follows. . DESCRIPTION
i
The engine mounted duplex fuel oil filters, Fig. 4-4,

ENGINE DRIVEN FUEL PUMP are installed at the right front of the engine. Each
filter is a disposable type which is screwed directly to
a c o m m o n head.
The single unit pump, Fig. 4-2, is mounted on and
directly driven by the l u b r i c a t i n g oil s c a v e n g i n g
pump. It is an "internal" gear pump. Fuel is drawn
into the inlet portion, Fig. 4-3, to fill space created
by the gear teeth coming out of the mesh. The fuel is
then trapped in the space between the gear teeth and
carried to the outlet side of the pump. There the
gears mesh, which forces the fuel from between the
gear teeth and flow through the outlet. Refer to the
a p p l i c a b l e Engine M a i n t e n a n c e M a n u a l for a
detailed description and maintenance instructions
of the engine driven fuel pump.
17162
Fig.4-4 - Duplex Fuel Filter
The filter is composed of a pleated paper element

a r o u n d a perforated metal tube providing an
1100 sq. in. filtering area. The case is an enameled
drawn steel shell capable of withstanding internal
12959 p r e s s u r e s in excess of 1 034 k P a (150 psi). A
neoprene gasket attached to the top of the filter
Fig.4-2 - Engine Driven Fuel P u m p ensures sealing.
4-2 134A587
Section 4
A t a p e r e d c o c k - t y p e c o n t r o l valve in the head

assembly directs the flow of fuel to either or both
filters. One filter can be cut out of service to permit
replacement without stopping the engine. The inlet
and o u t l e t c o n n e c t i o n s are located in the head
assembly.
The flow of fuel through the filter is directed and

regulated by the position of the control valve. When
the control valve lever is set at the center or "BOTH"
position, both filters are being used. When it is
necessary to change filters, the flow of fuel can be
directed through one filter while changing the other
one. To do this, the control valve lever is moved to
the "L" (left) or "R" (right) position. When the
control valve lever is in the "R" position, only the
right filter is in use, and the left can be removed. The
reverse is true when the control valve lever is in the
"L" position.
MAINTENANCE
The filters should be c h a n g e d at intervals as
specified in the Scheduled Maintenance Program,
or m o r e f r e q u e n t l y as d e t e r m i n e d by operating 29769
experience.
Fig.4-5 - Typical Accessory Rack Fuel
I. To change a filter while the engine is running, System Components
m o v e the filter selector lever to the letter
representing the opposite filter. The fuel priming pump has a built-in check valve at
the discharge side of the pump which closes when
2. Unscrew the filter to be changed, using a strap the pump lever is repositioned during the suction
wrench if necessary. stroke.
3. Apply a new filter to the filter head and tighten

until the neoprene gasket is sealed. MAINTENANCE
. With the engine r u n n i n g , move the selector No scheduled maintenance is required. If the pump
lever to the position of the filter that was is not operating properly, it can be disassembled for
changed and check for leakage. inspection by removing the lever, and then
separating the shell and lid.
FUEL P R I M I N G P U M P
D U P L E X FUEL S U C T I O N
STRAINER
DESCRIPTION
DESCRIPTION
The fuel priming pump, Fig. 4-5, is a manually
operated pump located on the accessory rack (if The duplex fuel suction strainer, typically mounted
provided). Its function is to prime the fuel system on the accessory rack, Fig. 4-5, is located in the fuel
after the engine has been shut down for an extended system to remove foreign material from the fuel
period of time. The pump draws fuel from the fuel being taken from the fuel tank. The strainer contains
tank through the duplex fuel suction strainer, and mesh elements. A cutaway view of the strainer is
into the engine mounted fuel manifold. The fuel shown in Fig. 4-6. Fuel oil passing t h r o u g h the
flow from this point is the same as the engine driven strainer goes directly to the engine mounted fuel
pump flow, Fig. 4-I. pump.
134A587 4-3
Section 4
1/2"-14 NPT Head MAINTENANCE

Cover Nut (Inlet & Outlet) Assembly
"O"-Ring r- The fuel suction strainer elements should be cleaned
Seal °
and inspected as specified in the S c h e d u l e d
Shell Maintenance Program, or at shorter time periods, if
Gasket ~ F~" ~ operating conditions warrant.
"1
Contro,
I
i
Valve . To clean a strainer element while the engine is
Lever running, move the selector lever to the letter
representing the opposite element.
J, . Remove cover nut holding the strainer shell to

the head assembly of the element to be cleaned,
Mesh
Element and remove shell assembly with element from
head assembly.
3. Withdraw the mesh element, and discard the oil

and sediment held in the strainer shell.
'Assembly
• 30179
CAUTION
Fig.4-6 - Duplex Fuel Suction Strainer Chlorinated hydrocarbon solvents and temper-
atures above 82 ° C (180 ° F) will damage the
A t a p e r e d c o c k - t y p e control valve in the head epoxy material bonding the strainer element to
assembly directs the flow of fuel to either or both the end caps.
elements. One element can be cut out of service to
permit cleaning without stopping the engine. The . Clean the mesh element in a container of clean
inlet and outlet connections are located in the top of fuel oil. A brush may be used, but no special
the head assembly. cleaning tools are necessary.
The flow of fuel through the strainer is directed and 5. Clean the shell with fuel oil and wipe it clean.
regulated by the position of the control valve. When
the control valve lever is set at the center or "BOTH" . Inspect the cover nut "O" ring, and replace it
position, b o t h e l e m e n t s arebeing used. When it is with a new ring if necessary. Replace strainer
necessary to clean elements, the flow of fuel can be shell to head assembly gasket.
directed through one element while cleaning the
other one. To do this, the control valve lever is
m o v e d to the " L " (left) o r " R " (right) p o s i t i o n . . Place the cleaned strainer element in the shell
When the control valve lever is in the "R" position, and reapply the shell to the head assembly.
only the right element is in use, and the left can be A p p l y cover n u t with " O " ring and t i g h t e n
removed. The reverse is true when the control valve firmly into place after making certain the "O"
lever is in the "L" position. ring is properly seated.
4-4 134A587
SECTION 5
LUBRICATING OIL SYSTEM
CONTENTS PAGE
GENERAL 5-1
MAIN LUBRICANT, PISTON COOLING,

A N D SCAVENGING OIL SYSTEM 5-3
SOAK BACK OIL SYSTEM 5-3
SOAK BACK PUMP CIRCUIT 5-3
MAINTENANCE 5-4
LUBRICATING OIL LEVEL 5-4
FILLING OR ADDING
LUBRICATING OIL 5-4
DRAINING LUBRICATING OIL 5-5
OIL COOLER INSPECTION

AND MAINTENANCE 5-5
OIL FILTER INSPECTION

AND MAINTENANCE 5-5
PRELUBRICATING OF ENGINES 5-5
134A587
SECTION
5
LUBRICATING OIL SYSTEM
GENERAL The three systems (common to both type engines)
are the main lubricating system, piston cooling
The lubricating oil system, Fig. 5-1 and Fig. 5-2, can system, and scavenging oil system. Each system has
vary in a c c o r d a n c e with specific application. its own pump. The main lubricating oil pump and
Because of options and customer supplied equipment, piston cooling oil pump, a l t h o u g h individual
the exact operation for the lubricating oil system pumps, are both contained in one housing and are
can only be determined from schematic diagrams driven from a common shaft. The main lubricating,
and a s s e m b l y d r a w i n g s for that p a r t i c u l a r piston cooling and scavenging oil pumps are driven
installation. However, most lubricating systems from the accessory gear train at the front of the
have basic characteristics and can, with minor engine. An auxiliary system for the turbocharged
interpretation, be applied to most installations. engines has a motor driven circulating pump.
The engine lubricating system is a combination of For a detailed d e s c r i p t i o n of the m a i n t e n a n c e

three separate systems for installations with instructions for the lubricating oil system compo-
blower-type engines, and four separate systems for nents, refer to applicable Engine M a i n t e n a n c e
installations with turbocharged engines. Manual.
LUBE OIL A I R STARTING

CUT-OFF CONTACTOR; ALSO TURBO
PRIMING/SOAK-BACK PUMP CONTROL (OPS)
LUBE OIL TO ENG. PRESS. GAUGE
MAIN LUBE O I L
PUMP DISCHARGE
/ PRELUBE VALVES THERMOMETER-
LUBE O I L FROM ENG.
/- PISTON COOLING
PUMP DISCHARGE
LUBE O I L HIGH TEMP.
ALARM CONTACTOR (HOS)
/ SCAVENGING PUMP
LUBE OIL
FILTER
STRAINER - /
BYPASS RELIEF
VALVE
TURBO PRIME
AND SOAKBACK
PUMP (TURBO
UNITS ONLY)
PRIMING PUMP ' o,. coo ,

CHECK VALVE ~ 1
DRAIN VALVES LUBE OIL TO ENGINE
THERMOMETER 30290
Fig.5-1 - Typical Lube Oil System Piping

(Units With Loose Accessories And
Engine Driven Raw Water Pump)
134A587 5-J
Section 5
LUBE OIL AIR STARTING
CUT-OFF CONTACTOR; ALSO TURBO
PRIMING/SOAK-BACK PUMP
CONTROL (OPS)
LUBE OIL TO ENG, PRESS. GAUGE
LUBE OIL PRESS. AND

PISTON COOLING PUMPS
MAIN LUBE OIL PUMP DISCHARGE

PISTON
PUMP 01
~RELUBE VALVES
LUBE OIL FILTER
LUBE OIL
THERMOMETER
LUBE OIL
FROM ENG.
-~CHECK VALVE ~
SCAVENGING
LUBE OIL TO ENG.
PuMp ,~ i,7"
THERMOMETER
OIL PAN LUBE OIL SYSTEM
PRIMING VALVE
(SEE NOTE)
BYPASS RELIEF VALVE
PRIMING ~-- LINE STRAINER

PUMP
4
NOTE
OPEN LUBE OIL SYSTEM PRIMING
VALVE TO PRIME ACCESSORIES
CONTACTOR~ BYPASS
RELIEF VALVE,,,~
J
LUBE OIL
COOLER
AND PIPING AND TO FILL
STRAINER. CLOSE TO
PRELUBRICATE ENGINE,
NOTE
ON GMB UNITS (COMMON
T
BASE OPTION) THE ENGINE
TURBOCHARGER LUBE OIL TO TURBOCHARGER
PUMP AND ASSOCIATED
PIPING IS INSTALLED BY THE
ENGINE MANUFACTURER.
CRANKSHAFT
I
BYPASS / " ~
LUBE OIL SOAK BACK
TO SUMP w
FILTER (ATTACHED)
PRIMING AND SOAK BACK

FLEXIBLE LUBE OIL PUMP
CONNECTION
I " LUBE OIL SUPPLY IN SUHP 30291

Fig.5-2 - Typical Lube Oil System Piping (Units W i t h Accessory Rack
A n d Belt Driven Raw W a t e r Pump)
5-2 134A587
Section 5
MAIN LUBRICATING, PISTON Upon engine start, the soak back pump momen-
tarily lubricates the turbocharger until the main
COOLING, AND SCAVENGING lube oil p r e s s u r e f r o m the engine d r i v e n p u m p
OIL SYSTEM becomes greater than the soak back pressure.
GENERAL At engine shutdown, the soak back pump operates

for 25 minutes to remove residual heat from the
The main lubricating oil system supplies oil under turbocharger.
pressure to the various moving parts of the engine.
The piston cooling system supplies oil for piston The soak back filter also contains a 483 kPa (70 psi)
cooling and lubrication of the piston pin bearing bypass valve. This valve will o p e n to bypass a
surface. The scavenging oil system supplies other plugged filter so that lubrication can be supplied to
systems with cooled and filtered oil. the turbocharged and prevent damage.
OPERATION SOAK BACK

PUMP CIRCUIT
Oil is drawn from the engine sump by the scavenging
oil pump through a strainer in the strainer housing. With control power applied, momentary actuation
From the strainer, the oil is pumped through the of the engine start switch, Fig. 5-3, energizes the
lube oil filter and lube oil cooler. The cooler absorbs engine start relays STR and STRX which in turn
heat from the lube oil to maintain proper operating pickup the engine run ER relay, the soak back pump
t e m p e r a t u r e . The oil then flows to the strainer timer PT relay and the soak back pump M contactor
housing to supply the main lubricating and piston to operate the soak back pump.
cooling pumps. After being pumped through the
engine, the oil returns to the engine sump to be
recirculated through the system. EL7--
,, )---'n',
.O P
. S. ."i . . . . . . . . . . . . . .
A lube oil high temperature alarm contactor (HOS) ,, o ER R
is located in the return line from the lube oil cooler )U-~j R~ - P--
to the engine. L L,
2NO
SOAK BACK OIL SYSTEM
(TURBOCHARGED ENGINES I TRX 2C_ISTR 5 PT
ONLY) ,m0q
GENERAL
(LUBE OIL
To ensure lubrication of the turbocharger bearings
lL LEVEL)
i
prior to engine start, and the removal of residual >x <
heat f r o m the t u r b o after engine s h u t d o w n , a
separate lube oil pressure source is provided. This
pressure source is controlled automatically through
the engine "start" and "stop" controls. 1 Fig.5-3 - Typical Soak Back Pump Circuit 3°2~
OPERATION After approximately 60 seconds of soak back pump

operation, engine start switch is pressed and held
An electrically driven soak back pump draws lube until engine starts (within 10 seconds), and then
oil from the oil pan, pumps the oil through the soak released. When engine oil pressure reaches 145 kPa
back filter, Fig. 5-2, and through the head of the (21 psi), oil pressure switch OPS closes contact IA
engine m o u n t e d t u r b o c h a r g e r oil filter into the to actuate the ER and PT relays, and de-energize the
turbocharger bearing area. M contactor to stop soak back pump operation.
The soak back filter purifies the oil supplied to the Upon engine shutdown, oil pressure drops below
turbocharger by the soak back pump. A relief valve 117 kPa(17 psi) and OPS contact 1A opens, ER and
allows oil to r e t u r n to the oil pan w h e n outlet PT relays de-energize to start the 25 minute timed
pressure exceeds 379 kPa (55 psi). operation of the soak back pump.
134A587 5-3
Section 5
The lube oil level must be at or above a predeter- F o r lube oil s y s t e m capacities, refer to E n g i n e
mined level to hold the low oil level switch open and Operating Data - Section 2.
keep lube oil level relay OL normally closed contacts
closed completing circuit to the soak back pump M
contactor.
MAINTENANCE i Stra in e~r~,Dra i n Vfl/~ ; ~
LUBRICATING OIL LEVEL

Engine oil level should be checked with the engine
hot and running at idle speed. A dipstick, Fig. 5-4
extends from the side of the oil pan into the oil pan
sump. The dipstick should show a level between the
L O W and F U L L marks. The oil level with the
engine stopped should be above the F U L L mark.
19243
Fig.5-5 - Adding Oil To Engine
If the system has not been drained, oil may be added
to the strainer housing with the engine running or
stopped.
WARNING
Do n o t r e m o v e the r o u n d caps f r o m the
strainer housing while the engine is running as
h o t oil u n d e r pressure will c o m e f r o m the
openings and serious injury could result.
DRAINING LUBRICATING OIL

T o drain the lubricating oil, it is first necessary to
open both valves located under the filler cover of the
strainer housing, Fig. 5-5. The front valve drains the
oil from the lube oil filter housing into the engine
sump and the rear valve drains the oil from the
22847 strainer housing into the engine sump.
Fig.5-4 - Oil Level Gauge - Dipstick Lubricating oil may be drained by removing the pipe
plug from the oil sump drain valve, Fig. 5-6. If the
maintenance conditions require more rapid lube oil
FILLING OR ADDING transfer, it is possible for the customer to provide a
LUBRICATING OIL high v o l u m e p u m p and and p i p i n g for t r a n s f e r
through the oil pan holes.
W h e n filling or a d d i n g oil to the system, it is
r e c o m m e n d e d that the oil be p o u r e d into the OIL COOLER INSPECTION
s t r a i n e r h o u s i n g t h r o u g h the s q u a r e o p e n i n g as A N D MAINTENANCE
shown in Fig. 5-5. Should it be found more desirable
to add oil through a handhole opening in the engine The lube oil cooler, Fig. 5-7, consists of a cylindrical
oil pan, it is imperative that the strainer housing be shell with lube oil inlet and outlet flanges, a bundle
filled before starting the engine. Failure to do this of admiralty tubes, and flanged inlet and outlet fresh
may result in serious engine damage due to the time water headers. Combination tube sheets, supports,
delay before oil is completely circulated through the and baffles inside the shell support the cooler tubes
system and then to the working parts of the engine. in the assembly.
5-4 134A587
Section 5
{ NOTE
Oil sump drain can be connected
at either side. 19316A
19316B
Fig.5-6- Oil Sump Drain
29785
Fig.5-7 - Typical Lube Oil Cooler
Flanged connections on either end of the oil cooler oil t e m p e r a t u r e and pressure alarms. Refer to
shell admit and discharge the lubricating oil. The a p p l i c a b l e Engine M a i n t e n a n c e M a n u a l for
fresh water, used for cooling the lube oil, enters appropriate inspection and test procedures.
through a flanged connection in one header, flows
t h r o u g h the tubes and is d i s c h a r g e d through a
f l a n g e d c o n n e c t i o n at the o p p o s i t e end of the OIL FILTER INSPECTION
assembly. AND MAINTENANCE
M a j o r servicing of the oil c o o l e r s h o u l d not be
undertaken until the need for such maintenance is The lubricating oil filter, Fig. 5-8, is a full flow type
definitely established by unsatisfactory operation, and consists of a circular tank containing the filter
s u s p e c t e d oil c o o l e r leaks, or wide t e m p e r a t u r e e l e m e n t s which are m o u n t e d on s t a n d p i p e s . A
differential between cooling water and engine oil. hinged cover closes the open end of the tank and is
held tightly by the cover holddown bolts. An "O"
M o s t c o n d i t i o n s of u n s a t i s f a c t o r y oil cooler ring used between the cover and the rim of the tank
performance will show up during routine engine to prevent oil leakage during operation. Flanged
system checks, outlined in the Scheduled Mainte- openings are provided for the oil inlet and outlet
nance Program, or be indicated by operation of the connections and for filter housing drain lines.
134A587 5 -5
Section 5
filter permits incoming oil to bypass into the oil

discharge compartment. This bypass valve starts to
open at 30 psi (207 kPa) and becomes fully open at
40 psi (276 kPa).
Oil filter e l e m e n t s should be replaced with new

elements at the intervals stipulated in the Scheduled
Maintenance Program. However, operating
conditions may warrant more frequent intervals. A
routine inspection of filter condition can be made by
installing pressure gauges (0-50 psi) at the filter tank
connections labeled INLET and OUTLET to check
pressure differential across the filter elements. Filter
elements should be renewed if pressure differential
exceeds:
29764
69 kPa (10 psi) at normal idle engine speed.
Fig.5-8 - Typical 1 0 Element Lube Oil Filter 138 kPa (20 psi) at full speed.
I
For m o r e i n f o r m a t i o n a b o u t the lube oil filter
The purpoSe of the lube oil filter is to remove assemblies, refer to Maintenance Instruction
insoluble material f r o m the oil which, if left to M.I. 926.
accumulate, could cause or contribute to failure of
the engine. PRELU BRICATION OF ENGINES
The capacity of the rack mounted lubricating oil Prelubrication of a new engine, an engine that has
filter varies for the various marine engines. been o v e r h a u l e d , or an engine which has been
inoperative for more than 48 hours, is a necessary
All of the oil flowing through the system passes and important practice. Prelubrication alleviates
through the filter assembly. Normally, the oil flows loading of u n l u b r i c a t e d engine parts during the
t h r o u g h the filter elements into the p e r f o r a t e d interval w h e n the lube oil p u m p is filling the
standpipes in the center of each element and then passages with oil. It also offers protection by giving
down to the filtered oil compartment, discharging visual evidence that oil distribution in the engine is
into the system through the outlet connection. satisfactory.
P r o v i s i o n is made in the filters to permit oil Refer to Operation-Section 11 for engine starting
circulation in the event of cold oil or dirty filters. A p r o c e d u r e which includes the p r e l u b r i c a t i o n
spring loaded bypass valve. Fig. 5-9, built into the procedure.
5-6 134A587
Section 5
FILTER FILTER ELEMENT BYPASS VALVE TEMPERATURE INLET OUTLET

ELEHENT STANDPIPE HOUNTING BOLTS- GAUGE CONNECTION PRESSURE PRESSURE
. . . . 3E
,/
i
1
l,
'PASS
,LVE
~SY.
DRAIN STANDPIPE
304.53
Fig.5-9 - Typical Lube Oil Filter Assembly
(W/Internal Bypass Valve)
134A587 5-7
SECTION 6
COOLING SYSTEM
CONTENTS PAGE
DESCRIPTION 6-I
OPERATION 6-2
OPERATING WATER LEVEL 6-3
FILLING COOLING SYSTEM 6-3
DRAINING COOLING SYSTEM 6-4
COOLING SYSTEM
P R E S S U R E TESTING 6-4
P R E S S U R E CAP REPLACEMENT 6-5
FILLER NECK REPLACEMENT 6-5
WATER EXPANSION TANK 6-5
T E M P E R A T U R E REGULATING VALVE 6-5
IMMERSION WATER HEATER 6-6
UNATTACHED ACCESSORIES
FRESH WATER COOLER 6-7
GEAR LUBE OIL COOLING

SYSTEM ACCESSORIES 6-8
134A587
SECTION
ELECTRO-MOTIVE M A R I N E P R O P U L S I O N UNIT 6
COOLING SYSTEM
DESCRIPTION RAW WATER SYSTEM

The engine cooling system, Fig. 6-1 and Fig. 6-2, can The typical raw (external) water system, Fig. 6-1,
vary in a c c o r d a n c e with specific a p p l i c a t i o n . has either an engine mounted and driven raw water
Because of options and customer supplied equip- pump or an accessory rack mounted pump that is
ment, the exact operation for the cooling system can belt driven off an engine power take-off. External
only be determined from schematic diagrams and water s y s t e m accessories, which m a y be rack
assembly drawings for that particular installation. m o u n t e d or f u r n i s h e d loose, i n c l u d e a water
However, most cooling systems have basic char- e x p a n s i o n t a n k , heat e x c h a n g e r , t e m p e r a t u r e
acteristics and can, with minor interpretation, be r e g u l a t i n g valve, a lube oil c o o l e r t e m p e r a t u r e
applied to most installations. control manifold and gauges, and an immersion
h e a t e r on units p r o v i d e d with a layover h e a t i n g
system.
The complete engine cooling system is a combination
of two separate systems - a raw (external) water The pump circulates raw water through the heat
system and a fresh (engine) water system. exchanger to cool the engine fresh water supply. The
OVERBOARD
DISCHARGE
REDUCTION GEAR
LUBE OIL COOLER
RAW WATER PUMP
PERMANENT BLEEDLINE
(PIPE UP AND
OVERBOARD)
RAW WATER PUMP
DISCHARGE PRESSURE
GAUGE
OVERBOARD _ ~
DISCHARGE - " ~ ~
i ~,
~_~HEAT EXCHANGER ~ r
"gC ,< k ~ ~ RAW WATER PUMP-
~/~ '~-!" xl~"~"-l ENGINEMOUNTED
. ,,,,,,, ~ ' ~ _ } . ~ OR BELT DRIVEN
PUMP INLET
MUST BE
FLOODED
DUPLEX RAW q F-
WATER STRAINER
FROM RAW WATER SUPPLY FRONT END

OF ENGINE 30293
Fig.6-1 - Typical Raw (External)

Water System
134A587 6-1
Section 6
raw water flow is regulated by an orifice plate. Other skin cooler, Fig. 6-3, and then through the lube oil
c o m p o n e n t s of the external (raw) water system, cooler, or directly to the cooler. The temperature
including strainers and piping, are supplied by the regulating valve maintains the engine cooling water
shipyard. at a constant temperature. From the lube oil cooler,
the water flows to the engine driven centrifugal
FRESH WATER SYSTEM pump(s), then back through the engine. On units
with loose accessories, fresh water flow is regulated
Typical fresh (engine) water systems, Fig. 6-2 and by an orifice plate.
Fig. 6-3, consist of engine driven centrifugal water
pump(s), replaceable inlet water manifolds with
individual jumper lines (inlet tubes) to each cylinder The cooling system is pressurized to increase the
liner, cylinder head discharge elbows, and an outlet boiling point of the coolant solution and to prevent
(discharge) manifold. On turbocharged engines, loss of water due to evaporation during operation.
water is also circulated through aftercoolers and A pressure cap on the expansion tank filler opening
discharged into the outlet manifold in the top of the opens to relieve excessive pressure and to prevent
engine. damage to cooling system components. The cap is
also.equipped with a vacuum breaker valve that
OPERATION operates as the system cools. An overflow drain pipe
is provided to allow run-offin the event of excessive
In operation, heated water from the engine pressure during operation.
discharge m a n i f o l d flows to the t e m p e r a t u r e
regulating valve. The temperature regulating valve A fresh water high temperature alarm contactor
responds to the water temperature and either routes (ETS) is located in the engine fresh water discharge
the water through the heat exchanger, Fig. 6-2, or a line to the fresh water cooler.
FRESH WATER • I>T<I VENT--.-....~ TOP OF THIS

FILLING LINE
/i OVERFLOW MUST
BE LOWER THAN
FRESH WATER EXPANSION
TANK-APPROX. 30 GAL.
Y I
= FILLING FUNNEL
~ TURBO AFTERCOOLER
(114 L.) CAP.-MUST
BE LOCATED ABOVE
I VENT
VENT
EACH SIDE OF ENGINE
ENGINE FRESH WATER SYSTEM
RAW FRESH WATER RETURN

WATER HIGH TEMP ILINE TURBO END
OUT ALARM CONTACTOR I OF ENGINE
(ETS)
FRESH FRESH ! THERMOMETER- J
WATER WATER I WATER . ~
G
i ER~-
OUT IN ) FRESH WATER
PUMPS-ONE ONLY
ON 8-645E6
HEAT EXC~N 11
1
I
1
.
l\ii! ! I ::::S
REG." I
I GAUGE TO
I ENGINE
RAW
WATER
LUBE IN LUBE
OIL OIL . DRAIN
out VALVES
= . . - +
FRONT END OF ENGINE
LE~-~LUSE OIL COOLE~J
THERMOMETER 30294
Fig.6-2 - Typical Fresh (Engine)

Water System-w/Heat Exchanger
6-2 134A587
Section 6
VENT----.--..._~
F R E S H WATER = pT~ TOP OF THIS
F I L L I N G LINE OVERFLOW MUST
BE LOWER THAN
FILLING F U N N E L
FRESH WATER EXPANSION TURBO AFTERCOOLER
TANK-APPROX. 30 GAL. EACH SIDE OF ENGINE
(114 L . ) CAP.-MUST
BE LOCATED ABOVE
ENGINE FRESH WATER SYSTEM VENT
RETURN
LINE
FRESH WATER
TURBO END
HIGH TEMP. OF ENGINE
ALARM
THERMOMETER- CONTACTOR
WATER FROME N G . (ETS)
FRESH WATER
PUMPS-ONE ONLY
ON 8 - 6 4 5 E 6
jl
FRESH WATER
KEEL COOLER
INSTALLED
WATER
IE
TEMP, G.
ORIFICE
DRAIN
IN VESSEL VALVE
THERMOMETER .
WATER TO ENG.
LUBE LUBE
OIL OIL
out
WATER "
PRESSURE
GAUGE TO FRONT END OF ENGINE
ENGINE
LUBE OIL C O O L E R ~
THERMOMETER 30295
Fig.6-3 - Typical Fresh (Engine)

W a t e r System - W / S k i n Cooler
© OPERATING WATER LEVEL

FULL
q
An operating water instruction plate, Fig. 6-4, is

provided next to the water level sight glass. The
instructions indicate minimum and maximum water
S level with the engine running or stopped. The water
T
0 level should not be allowed to go below the
P applicable "low" water level mark.
FULL
A float switch-type low water indicator WLS (if

provided) will be mounted on the water expansion
I
R
U
tank. When the water recedes to a predetermined
level, the switch triggers the alarm system.
N
FILLING COOLING SYSTEM
The cooling system is filled t h r o u g h the filler
opening at the top of the water expansion tank.
© WARNING
Allow system to cool down before opening
19318 filler cap. System under pressure could cause
severe personal injury. Partially open the filler
cap to relieve pressure prior to c o m p l e t e
Fig.6-4 W a t e r Level Instruction Plate removal of cap.
134A587 6-3
Section 6
The c o o l a n t used in the engine c o o l i n g s y s t e m Male Fitting Female Quick 0-60 Ib

should be made up and tested in accordance with 9321340 Disconnect Pressure Gauge
M a i n t e n a n c e I n s t r u c t i o n M.I. 1748. C o o l a n t J J Fitting 9321341
s o l u t i o n s are c o m p o s e d of water and c o r r o s i o n
i n h i b i t o r . T h e s e l e c t i o n and m a i n t e n a n c e of a
proper coolant solution are necessary for efficient
cooling system operation. Failure to recognize the Flexible I!1
importance of these factors can result in cooling Hose L
system damage, increased maintenance costs, and Water
Expansion
unnecessary equipment down time.
Tank I~ 1~/4'' Ball Valve
Coolant samples should be taken from the cooling
system for analysis as specified in the applicable
Scheduled Maintenance Program.
-.-Air Line
L ~i _..
CAUTION -.-Air , Hose
If the cooling system of a hot engine has been ~ , ~ .............!..................
~:~,,;,,~ Flexible
drained, do not fill until the engine cools. A H I ~ Female Quick
s u d d e n c h a n g e in t e m p e r a t u r e may cause "~ , I Disconnect
damage to the engine. Male Fitting Fitting 9321341
9321340 25305
F o r c o o l i n g s y s t e m capacities, refer to E n g i n e . Fig.6-5 - Cooling System Pressure
Operating Data - Section 2. Test Apparatus
D R A I N I N G COOLING SYSTEM
. Intermittently crack ball valve open and closed
Engine cooling water is drained by opening a valve to admit additional air pressure to the system.
located at the accessory end of the engine below the N o t e and r e c o r d p r e s s u r e r e a d i h g at which
governor at about floor level. bubbles appear in water container at end of
overflow pipe, indicating pressure cap release.
CAUTION
If unit is equipped with an immersion heater The cap should release at between 45 kPa (6-1 / 2 psi)
ensure that immersion heater switch IHS is in and 55 kPa (8 psi).
O F F position when the system or the immersion
heater is not filled with water. NOTE
A quick system check can be made without the
use of water at the end of the overflow pipe,
COOLING SYSTEM p r o v i d i n g there are no s y s t e m leaks, by
PRESSURE TESTING o b s e r v i n g p r e s s u r e g a u g e closely while
operating ball valve intermittently. Position of
A locally fabricated testing apparatus, Fig. 6-5, can pressure gauge in the testing apparatus allows
be used to pressurize the cooling system with air for influence of gauge reading when air flow
while the engine is running and coolant is at normal occurs due to release of pressure cap.
level.
4. When the pressure cap resets, observe gauge for
WARNING further pressure drop after bubbling stops. If
Do n o t s u b j e c t the water t a n k to p r e s s u r e l e a k a g e is a p p a r e n t , i n s p e c t filler neck and
greater than 345 k P a (50 psi). gasket, and cooling system piping connections.
. Using the testing apparatus, operate the ball PRESSURE CAP A N D

valve to gradually meter air into the cooling FILLER NECK
system until the pressure gauge shows a value
near the relief rating of the pressure cap. Close The pressure cap and filler neck should be inspected,
the ball valve. tested, and replaced if d a m a g e d at intervals
indicated in the Scheduled Maintenance Program.
. Place a container of water below overflow pipe Refer to Maintenance Instruction M.I. 1721 for
f r o m the filler n e c k so that water level in units with blower-type engines or M.I. 1722 for
container is above discharge end of pipe. units with turbocharged engines.
6-4 134A587
Section 6
INSPECTION A N D REPLACEMENT cap is designed to open and relieve the system of

excessive pressure during operation.
. If the pressure cap bell housing or other metal
surfaces are bent, replace the entire cap with a TEMPERATURE REGULATING
new cap.
VALVE
. If the filler neck sealing surface is damaged or
distorted, replace the neck with a new assembly. DESCRIPTION
Filler neck assemblies must be cut away from
the tank and the replacement filler neck welded The t e m p e r a t u r e regulating valve, Fig. 6-7 is a
in place. diverting valve that is used to maintain a constant
temperature at the engine water outlet. When an
3. If seals are hardened or damaged, replace the engine is started and cold, the valve causes all water
cap with a new cap. to bypass the engine cooler (heat exchanger or keel
NOTE cooler) in the engine cooling system until the engine
Rebuild of pressure caps is not recommended. has warmed up. After warmup, part of the heated
water bypasses and part is directed to the cooler.
P e r f o r m system pressure test, as previously The bypassed water is mixed with the cold water
described, to qualify new pressure cap or filler neck. returning f o r m the cooler before re-entering the
engine. Valve action and mixing of water maintains
WATER EXPANSION TANK the desired engine water temperature. However, if
water f r o m the engine reaches the n o m i n a l
The water expansion tank, Fig. 6-6, is a welded steel temperature for that particular valve, the valve will
tank with a water level sight glass mounted on the close the bypass side entirely, and all water will flow
front. An operating water level instruction plate is through the cooler.
provided next to the water level sight glass. The
instructions indicate minimum and maximum water
level with the engine running or stopped. The water
level s h o u l d not be p e r m i t t e d to go below the
applicable "low" water level mark.
6
Fig.6-7 - Temperature Regulating Valve
A similar temperature regulating valve may be used
in the reduction gear lube oil cooling system,
Fig.6-6 - Water Expansion Tank Fig. 6-12, with similar function characteristics.
The system is filled through a filler opening located NOTE

at the top of the expansion tank. Water should be There are different valve body designs for the
added until it reaches the full mark on the upper temperature regulating valve. The location of
instruction plate of the water sight glass. bolts and flanges may vary with the design, but
the general operation is the same.
An overfill drain pipe is provided to allow run-off in OPERATION
the event of overfilling or excessive water expansion
during operation. The valve is self-contained and self-powered. It
contains thermostatic element assemblies that hold
A 48 kPa (7 lb) pressure cap on the expansion tank valve sleeves in the bypass position by spring tension
prevents loss of water due to evaporation during when cold water from the engine outlet passes over
operation, and maintains pressure on the cooling the elements. As water t e m p e r a t u r e increases, a
system to provide better cooling for the engine. The t h e r m o s t a t i c material that is highly sensitive to
134A587 6-5
Section 6
temperature changes, expands to develop pressure MAINTENANCE

that overcomes the force of the return spring. The
t h e r m o s t a t i c ma.terial drives a m o l d e d s y n t h e t i c D i s a s s e m b l y and i n s p e c t i o n of the t e m p e r a t u r e
rubber plug into a reduced diameter piston guide regulating valve should be performed as prescribed
that by extruding action, multiplies the travel of the in the applicable Scheduled Maintenance Program
plug. The plug drives a piston that forces the valves or at any time improper cooling of the engine is
sleeves to open the valve outlet to the radiator and at evident. Improper cooling may be due to the O-ring
the same time constrict the bypass opening. This d e t e r i o r a t i o n or m a l f u n c t i o n i n g t h e r m o s t a t i c
action is illustrated in Fig. 6-8. elements.
To p e r f o r m an i n s p e c t i o n on the t e m p e r a t u r e
I 5Bypass
regulating valve, it may be necessary to remove the
~l Valve Sleeve entire valve f r o m the c o o l i n g s y s t e m piping.
Outlet-""~pJr~--~ I ~--J~--p~ However, on some installations and under some
Guide l /w
Plug~
circumstances, it may be easier to remove only the
bolted housing and its attached piping from the
valve. If the entire valve is to be removed, it is
advisable to tag or otherwise mark the pipe flanges
~Diaphragm , with the lettei" a p p e a r i n g a t tile a d j a c e n t valve
~ Thermostatic flange. T h e letter " A " identifies the valve inlet
:.... Material flange. The letter appears on the bolted housing.
CLOSED FULLY STROKED The letter "B" identifies the outlet to the bypass
11147 piping. The letter "C" identifies the outlet to the
Fig.6-8 - Thermostatic Element Assembly cooler. For more information about the temper-
a t u r e r e g u l a t i n g valve, refer to M a i n t e n a n c e
Refer to Fig. 6-9 for a general location arrangement. Instruction M.I. 581.
A PORT
(Inlet) IMMERSION WATER
HEATER (OPTIONAL)
DESCRIPTION
The electric immersion heater, Fig. 6-10, is used to
keep the engine in a constant state of readiness for
an immediate start.
]T
;t T o
B PORT roger)
(Outlet "1
ByDass
Piping)
19113
Fig.6-10 - I m m e r s i o n Heater
The heater is m a d e up of a c y l i n d r i c a l shell

1. Inlet Housing 6. O-Ring Sleeve containing a r e m o v a b l e h e a t i n g e l e m e n t a n d is
*2. Thermostatic Element Assembly 7. O-Ring
3. Lower Valve Seat 8. Outlet Housing mounted at the bottom of the accessory rack or
4. Housing Gasket 9. Stainless Steel provided as ship loose equipment for shipbuilder
5. Valve Sleeve Upper Valve Seat installation.
*Includes Valve Sleeve (5) And Lower Valve Seat (3).
Fig.6-9 - Temperature Regulating 30o47 When an immersion heater is used on a marine
Valve, Cutaway View propulsion system, the immersion heater heats the
6-6 134A587
Section 6
engine cooling water which is circulated through the flanges, a bundle of cooler tubes, a flanged inlet and
engine by a water pump mounted near the heater. outlet raw water h e a d e r , and a h e a d e r at the
NOTE opposite end to reverse the raw water flow.
Combination tube supports and baffles inside the
This system, when provided, is not intended to
shell support the cooler tubes in the assembly.
provide freezing protection - rather as an aid in
starting in cold climates. Fresh water enters the cooler at one end of the shell,
flows transversely around the tubes and baffles, and
MAINTENANCE discharges at the opposite end of the cylindrical
Disassembly and inspection of the immersion heater shell. The raw water used for cooling, enters the
should be performed any time improper heating is cooler at the fresh water inlet end and flows through
evident. Improper heating may be caused by scale one-half of the tubes. The water reverses at the
accumulation or damage to the heating element. opposite end of the cooler and flows back through
Sludge deposits in the h e a t e r may be removed the remaining half of the discharge flange. Zinc
through the drain plug in the bottom of the heater. electrodes are located in the headers at the end of the
assembly to inhibit electrolytic action on the tubes.
WARNING
Be sure electrical power is disconnected before Zinc electrodes should be examined 30 days after
r e m o v i n g heating element from unit, or i n s t a l l a t i o n and every 30 days t h e r e a f t e r . Any
a n y t i m e the cooling system or heater is appreciable d e t e r i o r a t i o n within these periods
drained. indicates electrolytic action, caused by external
g r o u n d e d electric currents. In that case, this
UNATTACHED ACCESSORIES c o n d i t i o n must be c o r r e c t e d to avoid serious
damage to the cooler. Internal electrolysis causes a
The fresh water cooler, although not attached to the g r a d u a l erosion of the electrodes, necessitating
engine proper, is considered to be a component of periodic renewal.
the basic m a r i n e engine. As the coolers vary in
accord with specific applications, the descriptive Inspection may show that the zinc electrodes are
m a i n t e n a n c e , and illustrative d a t a should be c o a t e d with insulating foreign materials. This
considered as "typical". coating must be r e m o v e d by wire brushing and
scraping before reinstalling electrodes. The
FRESH W A T E R C O O L E R electrodes should be renewed when 50% eroded.
DESCRIPTION MAINTENANCE
The fresh w a t e r cooler, Fig. 6-11, consists of a The fresh water cooler should be c l e a n e d as
cylindrical shell with fresh water inlet and outlet f r e q u e n t l y as f o u n d necessary to provide an
Fresh Water Inlet

Raw Water Inlet Fresh Water C
Water Outlet
16419
Fig.6-1 1 - Typical Fresh W a t e r Cooler
134A587 6-7
Section 6
unrestricted flow of water. This will vary, depending normally furnished for the keel cooling system will
on operating conditions. In certain types of service include a motor driven fresh water cooling pump
deposits f o r m m o r e rapidly t h a n others. Heavy and a low water pressure alarm contactor (GCS), as
deposits cause an objectionable increase in pressure well as the temperature regulating valve required by
d r o p t h r o u g h the cooler, and a decrease in the some systems. A typical gear oil keel cooling system
cooling effect. Cleaning at regular intervals will is shown in Fig. 6-12.
ensure maximum operating efficiency at all times.
Sizes of interconnecting piping between gear oil
The inside and outside of the cooler tubes may be cooler equipment and keel cooler are determined by
cleaned with a pressure stream of water, and the s h i p b u i l d e r based on total installed e q u i v a l e n t
inside of the tubes may be further cleaned by passing length, keel cooler pressure loss, water flow,
a round wire brush through them. pressure d r o p available and m a x i m u m velocity
desired.
GEAR LUBE OIL COOLING If necessary orifice may be installed to obtain pump
SYSTEM ACCESSORIES pressure adjustment, as shown in Fig. 6-12, or in a
bypass i m m e d i a t e l y before s h u t - o f f valves on
The basic system used to cool the propulsion drive a t t a c h e d gear oil cooler of some r e d u c t i o n gear
gear lube oil is t h r o u g h a keel (skin) cooling models.
a r r a n g e m e n t . A raw water type system is also
available. Gear cooling water pumps p r o v i d e d are m o t o r
driven units, sized in a c c o r d a n c e with system
The gear oil keel cooler is to be sized compatible r e q u i r e m e n t s f o r ' p r e s s u r e and flow. M o t o r s
with the requirements of the drive gear used and furnished meet ABS requirements. M o t o r starting
built into the vessel by the shipbuilder. Accessories switch is supplied by the shipbuilder.
VENT
W
LEA
VTE
ELRT
EXPANSION TANK
CAPACITY
|
/ / LOW WATER PRESSURE
ALARM CONTACTOR (GC,S)
2 GAL. (7.6 L.)
HINIHUH- 5' (1524 HH) /
LOCATE ABOVE GEAR
OI L COOLING SYSTEM
HAXIMUH
I
/ i ~
ORIFICE I F NECESSARY TO OBTAIN
OIL COOLER PRESSURE
ADJUSTMENT
! I
MOTOR DRIVEN
FRESH WATER PUMP REDUCTION GEAR
, C , p ~ "A" OIL COOLER
( v ~ UBu --
(ATTACHED)
FRESH WATER AUTO.
• ~ TEMP. REGULATOR
( (IFUSED)
VENT ALL POSSIBLE AIR TRAPS
( IN SYSTEH TO TAbO(
•
(
AUXILIARY KEEL
COOLER
30296
Fig.6-12 - Typical Gear Oil Cooling System
6-8 134A587
SECTION 7
PROTECTIVE DEVICES
CONTENTS PAGE
GENERAL 7-1
OVERSPEED TRIP 7-1
CRANKCASE PRESSURE
DETECTOR ASSEMBLY 7-1
LOW OIL LEVEL INDICATOR 7-2
LOW OIL PRESSURE

ALARM 7-2
PGA GOVERNOR
SHUTDOWN SOLENOID 7-4
PGA GOVERNOR MANUAL

SHUTDOWN SWITCH 7-4
LOW WATER LEVEL INDICATOR 7-4
AIR FILTER VACUUM SWITCH 7-5
OIL TEMPERATURE SWITCHES
HIGH OIL TEMPERATURE SWITCH 7-5
LOW OIL TEMPERATURE SWITCH 7-5
TURBO OIL PRESSURE SWITCH 7-6
LUBE OIL PRESSURE SWITCH 7-6
LUBE OIL PRESSURE ALARM 7-6
ENGINE TEMPERATU RE SWITCH 7-7
LOW CLUTCH AIR PRESSURE SWITCH 7-7
GEAR COOLER LOW WATER PRESSURE

SWITCH (OPTIONAL) 7-7
LOW FUEL PRESSURE

SWITCH (OPTIONAL) 7-8
SECTION
7
ELECTRO-MOTIVE MARINE PROPULSION UNIT
PROTECTION DEVICES
Shutdown
Lever
GENERAL
This section contains descriptions of various
Tripped ~~kt~Tri/p~ped
protective devices and alarms which are considered
Position Latched //
typical of a basic installation. Due to the availability
of many options, equipment configurations, and
customer supplied equipment, some of the devices
may or may not be p r o v i d e d for a p a r t i c u l a r
installation.
NOTE Running
Some of these devices are designed to, in some 0 Position ~ /
instances, shut down the engine in the event of a
malfunction occurring during engine operation o I
\ Ovj[speed
while others only produce an alarm.
OTLS
OVERSPEED TRIP
DESCRIPTION
An overspeed mechanism is provided as a safety 29534
feature to stop the injection of fuel into the cylinders Fig.7-1 - Reset Lever Positions
should engine speed become excessive. If the engine
speed is increased to the specified limit, the
overspeed mechanism will trip to shut down the the normally negative pressure in the crankcase (oil
engine. pan). A switch CPS attached to the bottom side of
When the overspeed mechanism has been tripped, the detector provides a signal to the alarm system.
the overspeed trip limit switch OTLS is released
causing the overspeed trip relay to de-energize, the
O V E R S P E E D TRIP warning light comes on and
the alarm bell sounds. The overspeed mechanism
may also be activated by remotely tripping the
shutdown lever, using a pull cable.
The overspeed trip can only be reset manually by
m o v i n g the reset lever to the r u n n i n g (latched)
position, as shown in Fig. 7-I.
For more information about the overspeed trip refer

to the applicable Engine Maintenance Manual.
C R A N K C A S E PRESSURE
DETECTOR A S S E M B L Y
DESCRIPTION
29536
The c r a n k c a s e pressure detector, Fig. 7-2, is a
compact device for detecting a positive, rather than Fig.7-2- Crankcase Pressure Detector Assembly
134A587 7-1
Section 7
The reset stem is held in a latched position until a

positive pressure builds up in the crankcase. This
pressure is applied to a diagram which, in moving,
releases the reset stem. Outward movement of the
stem causes a switch lever to close the contacts in the
switch, which shuts down the engine and activates
the alarm system.
WARNING
Following an engine shutdown due to activation
of the crankcase pressure detector, do NOT
open any handhole or top deck covers to make
an inspection until the engine has been stopped
and allowed to cool off for at least two hours.
Do NOT attempt to restart the engine until the
cause of the trip has been d e t e r m i n e d and
corrected.
The action of the pressure detector indicates

the possibility of a condition within the engine,
such as an overheated bearing, that may ignite
the hot oil vapors with an explosive force if air
is a l l o w e d to enter. If c r a n k c a s e p r e s s u r e
detector can not be reset, do NOT operate the
18725
engine until the detector has been replaced,
since the d i a p h r a g m b a c k u p plates m a y be Fig.7-3 - Low Oil Level Indicator
damaged.
is connected to the alarm system. When the oil level
MAINTENANCE is r e d u c e d to a p r e d e t e r m i n e d level, the f l o a t
p o s i t i o n will o p e n the c o n t a c t s in the switch,
The detector should be tested periodically to ensure activating the alarm system.
proper operation.
MAINTENANCE
Without starting the engine, remove the cap from
the vent on top of the detector. Using a hydrometer The switch assembly is a seaied unit and consequently
bulb, create a suction on the vent tube. This should must be replaced if found defective. If operating
trip the reset stem as it simulates a positive pressure d i f f i c u l t i e s arise, check the electrical wiring
being applied to the opposite side of the diaphragm. connections for tightness and the floats for binding
in the f l o a t casing. If this does n o t p r o d u c e
CAUTION satisfactory results, replace the assembly with a new
D i a p h r a g m can be d a m a g e d by a p p l y i n g a one.
positive pressure through vent tube. Exhaust
air from bulb before testing. Engines e q u i p p e d with p n e u m a t i c - h y d r a u l i c
governors have the low oil pressure alarm device as
If the test is unsatisfactory, repeat the test. If the an integral part of the governor. Under a low oil
detector still does not trip, replace the detector. pressure condition, the governor will act to operate
the alarm system.
For more information about the crankcase pressure
detectors refer to M.I. 259 or M.I. 260. LOW OIL P R E S S U R E A L A R M
LOW OIL LEVEL I N D I C A T O R The low oil pressure alarm device LOS, Fig. 7-4 and
7-5, is not considered an accessory to the engine, but
DESCRIPTION rather as a component of the governor.
A float switch-type low oil level indicator LLS, A time delay of approximately 35-60 seconds at idle
Fig. 7-3, is installed in the side of the oil pan near the engine speed is provided before the alarm switch
oil level gauge. The purpose of the device is to warn trips to allow operating pressures to be reached after
the operator of an insufficient oil supply. The switch starting engine, and to provide time to locate the
7-2 134A587
Section 7
governor speed setting piston pushes against the

right side of the oil failure diaphragm. The pressure
of the oil from the speed setting piston varies with
engine speed. The highest pressure is at full engine
speed and the lowest is at idle engine speed. If engine
oil pressure is reduced below a safe level, the speed
setting piston oil pressure will become greater than
engine oil pressure and move the oil failure
diaphragm and plunger to the left. This permits
governor oil pressure to move the shutdown plunger
to the right tripping the alarm switch.
18493
When the shutdown plunger moves out, an alarm
Fig.7-4 - Low 0il Pressure Alarm Device switch is actuated and colored band is visible on the
plunger indicating that the device has been tripped.
trouble spot in the event of malfunction. Repeated After being tripped, the plunger must be manually
engine starting to locate cause of alarm should not pushed in to reset the switch.
be attempted. The time delay is voided at engine
speed of 475 RPM and over. The time delay feature of the device is controlled by
engine speed. W h e n engine speed is below
Since oil pressure is the lowest at the rear of the 475 RPM, governor pressure oil must pass through
engine, an oil line runs from this point to the alarm a bypass valve assembly before reaching the oil
device in the governor. failure piston. The time delay is brought about by
the governor oil passing through an intermittent
The alarm device in the governor, Fig. 7-5, consists flow orifice toward the top of the speed control
of an oil failure diaphragm and plunger, oil failure rotating bushing. At each revolution of the bushing,
piston, ball valve, and an alarm switch. a slot in the bushing aligns with the oil line to the oil
failure piston. The a m o u n t of oil discharged
Engine pressure oil is admitted to the left of the oil through the slot is regulated by adjusting the port
failure diaphragm. A spring also exerts pressure on sleeve. The amount of oil discharged determines the
the left side of the diaphragm. Pressure oil from the time required to admit a sufficient amount of oil to
Oil Failure Diaphragm

\ Speed Setting Oil Pressure
/ Alarm Switch
,Oil Failure Plunger Shutdown Rod
Piston Stop
Engine Oil Oil Failure Piston
Pressure Inlet Shutdown Plunc
Speed
Settin!
Set Scr Piston
ular Fulcrum Plate
Speed Control
Rotating Bushing
To Surnp
Port Sleeve
Engine Pressure Oil
Time Delay
Trapped Oil Under Pressure Governor~
i 3 Governor Sump Oil Bypass
Oil Pressure
Governor Oil Pressure Time Delay Adjustment
Intermittent Gov. Oil Pressure
Fig.7-5 - Low Oil Pressure Alarm Device 18494
Schematic Diagram
134A587 7-3
Section 7
operate the oil failure piston. At engine speeds o f the terminal shaft, repositions the rack, shutting off
475 RPM.and above, the speeder spring servo lever the fuel tO the engine.
lowers t.he bypass pin which opens the time delay
b y p a s s . . The check ball seats against either an upper or lower
'!
seat in the check valve. In units adjusted to
When the bypass is open, governor oil goes directly shutdown when the solenoid coil is energized, a
to the oilfailure piston, and the alarm switch will be spring holds the check ball against the upper seat
tripped in about two seconds. during normal operation. When the coil is energized,
the plunger rod moves down, unseating the check
ball. In units adjusted to shut d o w n when the
SHUTDOWN SOLENOID solenoid is de-energized, the plunger rod is adjusted
(PGA GOVERNOR) to hold the check ball on the lower seat during
normal operation. When the solenoid coil is de-
DESCRIPTION energized, the spring pushes the check ball upward,
unseating it.
The shutdown solenoid, Fig. 7-6, is provided as an
electrical means to shut down the engine. The device For maintenance and adjustment of solenoid, refer
can be used to effect shutdown either when to governor manufacturer's bulletin No. 36650.
energized or de-energized.
MANUAL SHUTDOWN
SWITCH (PGA GOVERNOR)
A spring-loaded manual shutdown switch button is
located on the top of the governor cover, Fig. 7-7.
When depressed, it pushes down the s h u t d o w n
solenoid plunger rod displacing the check ball. This
permits trapped oil holding the speed setting servo
piston to be released and flow to the governor oil
sump, and the servo piston to be raised by the piston
springs..~s the piston moves up, the shutdown rod
and nuts are raised. As the shutdown rod is, in
effect, an extension of the pilot valve plunger, the
raising of the pilot valve plunger permits the power
piston to move to the fuel off position, shutting
down the engine.
.. .1299 b
Fig.7-6 - Sl~utdown Sgleooid

The shutdown deviceconsists essentially of a check
valve and solenoid. The check valve is positioned
between the speed setting servo assembly and.the 13017
speed setting pilot valve plunger and bushing. When ... :Fig 7-7.-,Manu~l Shutdown Button
the ball in the check valve is unseated, Oil above the
speed setting servo piston.escapes to the sump. This
allows the speeder spring to expand :and push the LOW WATER LEVEL
speeder piston upward. As the piston moves up, the INDICATOR
piston rod lifts the shutdown rod and shutdown
nuts. Lifting the.shutd0wn rod, in turn, lifts the pilot DESCRIPTION
valve plunger, the power piston goes down, rotating
the terminal shaft to the no-fuel positio'n. The. A float switch-type water level indicator WLS,
engine injector rack linkage, which is connected t o Fig. 7-8, is installed in the cooling water expansion
7-"~ 134A587
Section 7
19302
Fig.7-8 - Low W a t e r Level Indicator
t a n k . T h e p u r p o s e o f the d e v i c e is to w a r n the
operator of an insufficient supply of coolant. When
the water level is reduce to a predetermined level, the
float position will open the contacts in the switch,
activating the alarm system.
19303
MAINTENANCE
Fig.7-9 - A i r Filter V a c u u m S w i t c h
T h e s w i t c h a s s e m b l y is a s e a l e d unit and con-
sequently must be replaced if found defective. If
o p e r a t i n g difficulties arise, c h e c k the electrical
OIL T E M P E R A T U R E
wiring connections for tightness and the floats for SWITCHES
binding in the float casing. If this does not produce
satisfactory results, replace the assembly with a new HIGH OIL TEMPERATURE
one. SWITCH
The high oil temperature switch HOS activates the
AIR FILTER V A C U U M SWITCH alarm system when lube oil temperature rises above
104 ° C (220 ° F). The alarm signal will remain until
The turbocharged engine air filter assembly has a the temperature is reduced to 99 ° C (21O° F).
v a c u u m s w i t c h FVS, Fig. 7-9, t h a t senses the
pressure differential between ambient and pressure LOW OIL TEMPERATURE
at the turbocharger compressor inlet. SWITCH (OPTIONAL)
When the switch trips, the alarm system activates to The low oil temperature switch LTS may be used on
indicate a clogged filter condition. marine units provided with an immersion heater
system. This switch will trigger the alarm system
when lube oil temperature falls below 29 ° C (85 ° F).
The v a c u u m switch is equipped with a shielded test The alarm signal will remain until the temperature is
button that may be pressed with a pencil or thin raised to 35 ° C (95 ° F).
object to test the warning light indication. Always
press the reset lever on the vacuum switch after Oil t e m p e r a t u r e switches, w h e n used, will be
pressing the test button. mounted on the piping between the oil cooler and
the oil strainer housing, as typically shown in
Fig. 7-10. E i t h e r s w i t c h is e q u i p p e d with a test
For more information about the air filter vacuum button which can be pressed to test the warning
switch, refer to Maintenance Instruction M.I. 5525. lights.
134A587 7-5
Section 7
For more information about the switch, refer to

Maintenance Instruction M.I. 5512.
LUBE OIL PRESSURE

SWITCH
The lube oil pressure switch OPS, Fig. 7-12, is
connected directly to the engine lube oil system. The
purpose of this switch is to prevent an inadvertent
starting attempt while the engine is already running.
The switch disconnects the starting system when
lube oil pressure exceeds 145 k P a
(21 psi), indicating the engine is running. When lube
oil pressure drops below 117 k P a (17 psi) the
starting system can then be operated.
19362
Fig.7-10 - Typical Oil Temperature S w i t c h For more information about this switch, refer to
For more information about these switches, refer to
TURBO OIL PRESSURE

SWITCH
On turbocharged engines, the turbo oil pressure
switch TOS is mounted on the engine frame next to
the soak back pump, Fig. 7-11.
19305
Fig.7-1 2 - Lube Oil Pressure S w i t c h
LUBE OIL PRESSURE

A L A R M (OPTIONAL)
The lube oil pressure alarm syste m may be used on
19306 units equipped with a provision for remote starting
of the engine. If the engine oil pressure, monitored
Fig.7-1 1 - Turbo Oil Pressure S w i t c h by the lube oil pressure switch OPS, fails to reach
145 kPa (21 psi) within 60 seconds after engine fuel
pressure reaches 83 kPa (12 psi), or falls below
The turbo oil pressure switch is normally open and 117 k P a (17 psi) d u r i n g o p e r a t i o n , the lube oil
is held closed by 69 kPa (10 psi) turbo oil pressure. pressure alarm system will activate and engine will
At engine shutdown, the turbo oil pressure pump shut down.
(soak back p u m p ) operates to m a i n t a i n this
pressure. If turbo oil pressure drops below 48 kPa NOTE
(7 psi), the switch opens and triggers the alarm This alarm system may be used in place of a
system. The alarm signal will remain until the oil engine governor controlled low oil pressure
pressure rises to 69 kPa (10 psi). alarm system.
7-6 134A587
Section 7
ENGINE TEMPERATURE
SWITCH
The engine temperature switch ETS is connected
into the fresh water discharge line from the engine
water outlet to the thermostatic valve, Fig. 7-13.
This switch senses water temperature and triggers
the a l a r m s y s t e m w h e n the w a t e r t e m p e r a t u r e
reaches 98 ° C (208 ° F). The alarm signal will remain
until the temperature is reduced to 92 ° C (198 ° F).
21061
Fig.7-14 - Low Clutch Air P r e s s u r e S w i t c h
GEAR COOLER LOW WATER

PRESSURE SWITCH
(OPTIONAL)
19304
The gear cooler low water pressure switch GCS,
Fig.7-1 3 - Engine Temperature Switch Fig. 7-15, will be connected into the discharge line of
a fresh water pump on units with reduction gear oil
The switch is equipped with a test button which can cooling systems. The purpose of this switch is to
be pressed to test the warning light indication.
For m o r e information about the switch, refer to

LOW CLUTCH AIR

PRESSURE SWITCH
Air pressure is used to operate the clutches that
engage the diesel engine with the gear drive. The
ship's compressed air supply provides air pressure
through a regulator and filter to an air tank and
valve arrangement before going to the clutches. The
clutch air pressure gauge and a clutch air switch
CAS. Fig. 7-14 are connected in the system at the air
t a n k . T h e g a u g e m o n i t o r s the air t a n k p r e s s u r e
a v a i l a b l e for c l u t c h e n g a g e m e n t . T h e pressure
switch is set at a falling pressure of 862 kPa (125 psi).
When air pressure drops to 862 kPa (125 psi), the
switch trips causing a low clutch air pressure alarm.
24Ol 6
For more information about the switch, refer to

Maintenance Instruction M.I. 5512. Fig.7-15 - Gear Cooler Low Water
Pressure Switch
134A587 7-7
Section 7
activate the alarm system if the water pressure drops

below a preset m i n i m u m value during n o r m a l
operation - 35 kPa ( 5 psi) or 103 kPa (15 psi),
depending on reduction gear model furnished.
For more information about this switch, refer to

LOW FUEL PRESSURE

SWITCH (OPTIONAL)
The fuel pressure switch FPS, Fig. 7-16, located in

the engine control cabinet or provided as ship loose
equipment for shipbuilder installation, is connected
into the fuel system between the engine fuel pump
and engine mounted fuel filter. Since the fuel pump
is engine driven, the fuel pressure switch can be used
to signal various engine r u n n i n g and s h u t d o w n
Conditions. To determine actual switch application,
refer to schematic diagrams and assembly drawings 24016
provided for the particular installation. Fig.7-16 - L o w Fuel Pressure S w i t c h
For more information about this switch, refer to

7-8 134A587
SECTION 8
AIR INTAKE A N D EXHAUST S Y S T E M S
CONTENTS PAGE
GENERAL 8-1
BLOWER-TYPE SYSTEM
DESCRIPTION 8-1
MAINTENANCE
AIR INTAKE FILTERS 8-2
BLOWERS 8-2
AIR BOX 8-2
AIR BOX DRAIN 8-2
EXHAUST MANIFOLD 8-3
OIL SEPARATOR 8-3
TURBOCHARGED SYSTEM
DESCRIPTION 8-3
MAINTENANCE
AIR INTAKE FILTERS 8-4
AIR BOX 8-4
EXHAUST MANIFOLD 8-5
OIL SEPARATOR 8-5
PYROMETER TH ERMOCOU PLES
DESCRIPTION 8-5
MAINTENANCE 8-5
134A587
SECTION
8
ELECTRO-MOTIVE MARINE PROPULSION UNIT
AIR INTAKE A N D E X H A U S T S Y S T E M S
GENERAL BLOWER-TYPE S Y S T E M
In a two cycle engine, each cylinder completes a DESCRIPTION
power cycle in one revolution of the crankshaft.
The piston does not function as an air pump during Air is drawn in through an opening in the front
one crankshaft revolution, as is the case in a four cover of the filter, Fig. 8-1, where dirt particles are
cycle engine which requires two revolutions of the trapped by the filter elements, Fig. 8-2.
crankshaft to complete one power stroke in each
cylinder. A separate means is provided in a two cycle The filtered air then enters the engine blowers and is
engine to supply the needed air and to purge the pumped by the blowers to the engine air box areas
combustion gases from the cylinders. surrounding the cylinders. Blower action pressurizes
the air entering the air box. The pressurized air
To efficiently provide the air needed for combustion enters the cylinder through intake ports during the
and s c a v e n g i n g , the E6 engine is e q u i p p e d with downstroke of the piston and pushes the exhaust
blowers and the E7C/F7B and G7 engines are each gases left f r o m the p r e v i o u s p o w e r s t r o k e out
equipped with a turbocharger. through exhaust valves, filling the cylinder with a
fresh supply of air.
Because of the differences in e q u i p m e n t , the
blower-type and turbocharger-type engines will be As the p i s t o n moves u p w a r d , it c o m p r e s s e s the
discussed separately in the following paragraphs. trapped air into a very small volume. This compression
?
!
@@® ®@@
11
I.
2.
AIR INTAKE FILTER
EXHAUST ~CK
®®
3. EXHAUST IIFOLD
4. EXHAUST lOW
5. CYLINDER LINER
6. AIR BOX
7. BLOWER
30298
Fig.8-1 - Air Intake And Exhaust System

(Blower-Type Engines)
134A587 8-]
Section 8
BLOWERS
It is recommended that blowers be inspected as

specified in the Scheduled Maintenance Program.
If blower bearings become worn enough to cause

rotor interference, aluminum dust will appear in the
blower support housing and in the air box. A blower
in this condition should be replaced at once.
A leak at the b l o w e r oil seals will result in an

excessive amount of oil running down the blower
25296 support and into the air box, and excessive oil on
rotors and end plates. A leaking oil seal condition
Fig.8-2 - Blower-Type Engine, should be c6rrected at once.
Disposable Fiberglass Cartridge
Element ,Filter N,OTE
Air pressrue should not be used to test blower
elevates the temperature of the air to approximately seals.
538 ° C (1000 ° F), making it hot enough tO ignite fuel
oil. Just before the piston reaches top dead center, AIR BOX
fuel is sprayed into the cylinder. The fuel ignites
instantaneously and is burned rapidly, forcing the I n s p e c t air box as specified in the S c h e d u l e d
piston down. Maintenance Program.
Upon completion of the power stroke, the piston AIR BOX DRAIN
continues downward and a new supply of pressurized
air enters the cylinder which pushes the exhaust Accumulation of liquid in the air box is removed
gases out through the exhaust valves. The piston is through drain holes in the base rails of the crankcase
again at its o r i g i n a l starting p o i n t . The e x h a u s t which are aligned with a fitting, Fig. 8-3, on each
gases f r o m the c y l i n d e r flow t h r o u g h e x h a u s t side of the oil pan near the front of the engine. The
elbows i n t o the e x h a u s t m a n i f o l d . F r o m the fitting may be plugged, connected to a valve, or
manifold, the exhaust gases are forced through the connected to external piping. The method used to
stack into the atmosphere.
The blower also provides suction to draw engine oil

vapors from the oil pan through the rear gear train
housing and into the lube oil separator which is
mounted on the auxiliary drive housing. Oil collects
on the lube oil separator element and drains back
into the engine. The blower suction of engine oil
vapors through the lube oil separator also create the
required negative pressure in the crankcase.
MAINTENANCE
AIR INTAKE FILTERS
The air intake filter elements should be replaced as

specified in the Scheduled Maintenance Program in
M a i n t e n a n c e I n s t r u c t i o n M.I. 1729. H o w e v e r ,
operating conditions may warrant more frequent
intervals.
To replace the cartridge-type filter elements, release

sealing frame retainers, remove elements from the 19308
housing one at a time. Slide in new elements and
replace sealing frames. Fig.8-3 - Air Box Drain Installation
8-2 134A587
Section 8
accomplish air box draining is determined by the

user of the engine to suit the installation. Draining
s h o u l d be d o n e p e r i o d i c a l l y as i n d i c a t e d in the
EXHAUST M A N I F O L D
Check exhaust manifold for leaks and tighten bands

c o n n e c t i n g m a n i f o l d sections as specified in the
OIL SEPARATOR
The oil separator screen should be removed and

cleaned as specified in the Scheduled Maintenance
Program.
TURBOCHARGED SYSTEM
DESCRIPTION
On t u r b o c h a r g e d engines, the air i n t a k e filter
a s s e m b l y consists of a w e l d e d steel housing
containing disposable filter elements of either bag-
type fiberglass, Fig. 8-4, or rectangular pleated-type
paper, Fig. 8-5.
\
24018
Fig.8-5 - Typical Disposable Pleated

Paper Element, Air Filter Assembly
~ ...,,=~' :r~!!!!i!!! i } !
and r o u t e d into the air box s u r r o u n d i n g the

cylinders. The aftercoolers remove the excess heat
from the air thereby increasing its density for greater
combustion efficiency.
The p r e s s u r i z e d air f r o m the air b o x enters the

18029
cylinder t h r o u g h i n t a k e p o r t s d u r i n g the d o w n -
stroke of the piston and pushes the exhaust gases left
Fig.8-4- Typical Disposable Fiberglass from the previous power stroke out through exhaust
Bag ELement, Air Filter Assembly valves, filling the cylinder with a fresh supply of air.
Filter assemblies are equipped with a filter vacuum As the p i s t o n moves u p w a r d , it c o m p r e s s e s the
switch FVS, as p r e v i o u s l y described in the t r a p p e d air into a very small v o l u m e . This
P r o t e c t i v e Devices Section of this manual. This compression elevates the temperature of the air to
switch senses an air p r e s s u r e d r o p t h r o u g h the a p p r o x i m a t e l y 538 ° F ( 1 0 0 0 ° F), m a k i n g it hot
filters, indicating a clogged filter condition, and enough to ignite fuel oil. Just before the piston
alerts the operator by activating a warning light and reaches top dead center, fuel is sprayed into the
an alarm device. cylinder. The fuel ignites i n s t a n t a n e o u s l y and is
burned rapidly, forcing the piston down.
Air is drawn into the filter assembly where dirt
particles are trapped by the filter elements, Fig. 8-6. Upon completion of the power stroke, the piston
The filtered air is then drawn into the turbocharger c o n t i n u e s d o w n w a r d and a new s u p p l y of
c o m p r e s s o r where it is p r e s s u r i z e d a n d , due to pressurized air enters the cylinder which pushes the
turbocharger action, heated to a high temperature. exhaust gases out through the exhaust valves. The
Air is then passed through aftercooler assemblies piston is again at its original starting point. The
134A587 8-3
Section 8
® @®@
I. AIR INTAKE FILTER
2.
3.
TURBOCHARGER
EXHAUST OUTLET
@@@@
4. EXHAUST MANIFOLD
5. EXHAUST ELBOW
6. CYLINDER LINER
7. AIR BOX
8. AFTERCOOLER r-----------? ;30299
Fig.8-6 - Typical Air Intake A n d Exhaust Systems

(Turbo-Type Engines)
e x h a u s t gases f r o m the cylinder flow t h r o u g h MAINTENANCE

e x h a u s t elbows into the e x h a u s t m a n i f o l d . The
exhaust gases pass through the manifold to the rear AIR INTAKE FILTERS
of the turbocharger.
The air intake filters should be replaced as specified
The turbocharger utilizes heat energy in the exhaust in the Scheduled Maintenance Program in Mainte-
from the engine, as well as power from the camshaft nance Instruction M.I. 1732. However, operating
gear train, to drive its turbine. H o w e v e r , when c o n d i t i o n s may w a r r a n t more f r e q u e n t intervals
exhaust heat energy is sufficient to drive the turbine which m a y be indicated by activation of the engine
a l o n e , the gear drive is d i s e n g a g e d by an over- air filter alarm.
running clutch. The turbine then drives a centrifugal
blower which furnishes air to the engine. To replace the turbocharged engine filters, release
retainers, remove filter elements from the frame one
A lube oil separator is mounted on the turbocharger at a time. Slide in new filter elements and replace
housing. A crankcase ejector assembly is mounted retainers.
on top of the separator and is connected to the
e d u c t o r t u b e in the e x h a u s t s t a c k by a f l a n g e d
flexible tube. A line from t h e t u r b o c h a r g e r AIR B O X
afercooler duct passes through the ejector assembly
creating a suction which draws oil vapor from the Inspect the air box as specified in the Scheduled
e n g i n e up t h r o u g h the s e p a r a t o r e l e m e n t . In Maintenance Program.
addition, the eductor tube inserted into the turbine
exhaust also creates a suction on the oil vapors. The
Accumulation of liquid in the air box is removed in
oil collects on the screen element and drains back
the same manner as is done on the blower-type
into the engine. The remaining gaseous vapor is
engine. See Fig. 8-3 and related paragraphs.
discharged into the exhaust stack and vented to the
atmosphere.
Remove all evidence of carbon deposits, chromate,
The suction of the engine oil vapors through the and borate water stains. Also check air box drain
lube oil s e p a r a t o r creates the r e q u i r e d negative p i p i n g a n d r e m o v e any o b s t r u c t i o n c a u s i n g
pressure in the crankcase for proper oil seal control. restricted air or liquid flow.
8-4 134A587
Section 8
EXHAUST MANIFOLD Cold-end temperature of pyrometer can be checked

against a qualified thermometer to verify accuracy
Inspect the adapter and screen assembly between of meter. With selector switch in the O F F position,
rear e x p a n s i o n j o i n t and c h a m b e r assembly for i n d i c a t o r s h o u l d read a " c o l d - e n d " ( a m b i e n t )
condition of screen. If foreign material is present in t e m p e r a t u r e at the p y r o m e t e r indicator. An
the exhaust manifold, it is recommended that the adjustment screw is provided to adjust pointer on
screen be magnaflux inspected. If provided, remove meter to agree with thermometer. Screw end is then
i n s p e c t i o n plates to view a d a p t e r and screen tach sealed with epoxy, enamel, or wax to secure
assembly. Reapply using new gasket and torque adjustment.
bolts to specified value.
NOTE NOTE
The trap type screen must be inspected and I n d i c a t o r p o i n t e r s h o u l d not be set to " O "
cleaned as specificed in the Scheduled Mainte- mark, as shown in Fig. 8-8, unless "cold-end"
nance Program. (ambient) temperature is actually 0 ° F.
OIL S E P A R A T O R
(b (b (I)
C l e a n oil s e p a r a t o r screen and e j e c t o r tube at
intervals specified in the Scheduled Maintenance © O r
0
Program.
x \\ \ 16~o/ / / /
PYROMETER \ 300 900 //
THERMOCOUPLES
(I)
~F 1200
DESCRIPTION AHRENHEIT
A pyrometer system may be provided as optional
e q u i p m e n t for m e a s u r i n g the t e m p e r a t u r e of @
exhaust gases. The thermocouples, provided with
the pyrometer, are located in the exhaust manifold O
risers for each cylinder and connected to junction
boxes mounted on the exhaust manifold, Fig. 8-7.
© • •
25739 d)
Fig.8-7 - Typical Exhaust Manifold
W/Pyrometer Thermocouples
Thermocouple lead wire is supplied for installation
by the shipbuilder between the pyrometer and the o (1) ©
junction boxes. E
MAINTENANCE 30300
P y r o m e t e r i n d i c a t o r s h o u l d read in the forward
(left-to-right) direction whenever selector switch is
set to any thermocouple position. If not, connec- Fig.8-8 - Tyical Pyrometer And
tions should be checked for reversed polarity. Selector Switch
134A587 8-5
SECTION 9
ENGINE CONTROLS
CONTENTS PAGE CONTENTS PAGE
ENGINE CONTROL CABINET SYSTEM RELAYS 9-7
LEGEND OF ELECTRICAL DEVICES ANNUNCIATOR RELAYS 9-7
SWITCH LEGEND 9-1 ANNUNCIATOR RELAY PANEL 9-7
RELAY LEGEND 9-2 ALARM SYSTEM LEGEND 9-10
EQUIPMENT LEGEND 9-3 TYPICAL ANNUNCIATOR OPERATION
RELAY AND SWITCH SETTINGS 9-3 HOT ENGINE ALARM

CIRCUIT 9-10
ENGINE CONTROL PANEL
ALARM CABINET 9-11
GAUGES 9-4
ENGINE INSTRUMENT PANEL 9-12
SWITCHES 9-4
OPTIONAL PYROMETER AND
WARNING LIGHTS 9-4 SELECTOR SWITCH 9-12
PYROMETER AND SELECTOR ALARM SIREN 9-13

SWITCH 9-6
ALARM SIGNAL LIGHT 9-13
134A587
SECTION
9
ENGINE CONTROLS
ENGINE CONTROL CABINET

The engine control cabinet, Figs. 9-1 and 9-2, is
provided on units furnished with an accessory rack.
The c a b i n e t c o n t a i n s the switches, gauges, and
controls to operate the unit and contains alarm
indicators which signal engine or system malfunc-
tions. This section contains a legend of switches and
relays, switch and relay settings, and a brief
description of engine control cabinet components.
Refer to S y s t e m T r o u b l e s h o o t i n g S e c t i o n for a
functional checkout of the alarm circuits.
A particular unit may not have all the switches,

relays, or electrical e q u i p m e n t listed. Actual
equipment can only be determined from assembly
d r a w i n g s and s c h e m a t i c d i a g r a m s for t h a t
particular installation.
LEGEND OF ELECTRICAL
DEVICES
Switches and relays bear names descriptive of their
f u n c t i o n or r e l a t i o n s h i p to o t h e r c o m p o n e n t s .
Identification letters for components are generally
direct abbreviations of the names.
SWITCH LEGEND
Legend Description
CAS Clutch Air
CPS Crankcase Pressure

24140
ETS Engine Temperature Fig.9-1 - Engine Control Cabinet,
Front Exterior
FVS Filter Vacuum
GCS Gear Cooler LLS Low Oil Level
HOS High Oil Temperature LOS Lube Oil Pressure
IHS Immersion Heater Switch LTS Low Oil Temperature
IHTS Immersion Heater Temperature OPS Oil Pressure
134A587 9-I
Section 9
@©©©© RELAY LEGEND

I
Annunciator Relays
Legend
l oPs~
0 0 -0-i l cAs J
Description
OP (Kl) Lube Oil Pressure

;~-~ . - ;~-i
CP (K2) Crankcase Pressure
HE (K3) Hot Engine
OL (K4) Lube Oil Level

r~'t
F I F2 "F3F4 I
I
I
TP (K5)~ Turbo Oil Pressure
I
F=5
_T•
I
TOSX I WE (K6) Water Level
I
I
1"--3 HO (K7) High Oil Temperature
STRX
I~.ul CA (K8) Low Clutch Air
OT (K9) Overspeed Tripped

ER
FV (K10) Filter Vacuum
V GC (K11) Gear Cooler
AR (K13) Alarm Relay

IHCBe@
II
i
L_J SYSTEM RELAYS
--J k.--.
BOARD --.~.
TERMINAL I I
I Legend Description
I.e. ! ]WPCe
i l[I ERI" Engine Run
L~J
LTR Low Oil Temperature

I I
I
I
¢..J
I
I Mt Turbo Lube Pump
30,301 PT~r Turbo Pump Timer

*OPTIONAL EOUIPHENT
Fig.9-2 - Engine Control Cabinet, SD Shut Down
Front Interior
STR Start
OTLS Overspeed Trip Limit STRXt Start Auxiliary
TOS'f Turbo Oil Pressure TOSXt Turbo Oil Pressure Auxiliary
WLS Water Level t Turbocharged engines only.
9-2 134A587
Section 9
EQUIPMENT LEGEND SM Starting Magnet Valve

Legend Description TLPMt Turbo Lube Pump Motor
ETI Elapsed Time Indicator TOCB (CBTO)t Turbo Oil Circuit Breaker
GS Governor Solenoid WPC Water Pump Contactor
IHC Immersion Heater Contactor RELAY A N D SWITCH
IHCB (CBIH) Immersion Heater Circuit SETTINGS
Breaker Data relative to pickup and dropout of the system
IHT Immersion Heater Transformer switches follow. Disregard any listing not applicable
to a particular installation.
Switch/
Relay Pickup Value Dropout Value
CAS 931 kPa (135 psi) 862 kPa (125 psi)
CPS 20-46 mm (0.8"-1.8") H20
ER~ 10 ___ 1 seconds
ETS 980 C (208 ° F) 92 ° C (198 ° F)
FPS 62 kPa (9 psi) 76 kPa (11 psi)
FVS 279 mm (11") H20*
178 mm (7") H20**
GCS 35 kPa (5 psi)~
103 kPa (15 psi)
HOS 104° C (220 ° F) 99 ° C (210 ° F)
IHTS 38 ° C (100 ° F) 49 ° C (120 ° F)
LOS 69-97 kPa (10-14 psi) Low Speed
179-207 kPa (26-30 psi) High Speed
LTS 35° C (95 ° F) 29 ° C (85 ° F)
OPS 145 kPa (21 psi) 117 kPa (17 psi)
+3
PTt 25 minutes
-0
TOSt 69 kPa (10 psi) 48 kPa (7 psi)
*Pleated paper element filter applications.

**Bag-type fiberglass element filter applications.
~Turbocharged engines only.
~bSetting will correspond to requirement of reduction gear lube oil cooling
system.
NOTE
All settings without t o l e r a n c e are n o m i n a l . For
exact value see device drawing.
134A587 9-3
Section 9
NOTE A L A R M T E S T AND A L A R M O F F Pushbuttons

The switch and relay settings listed are for a
typical p r o p u l s i o n unit. I n d i v i d u a l c o n t r o l A L A R M T E S T p u s h b u t t o n is used to test the
options and customer supplied equipment may operation of the warning lights and alarm device.
require changing applicable switch and relay Pressing the pushbutton will sound the alarm and
settings. All r e m o t e m o n i t o r i n g e q u i p m e n t turn on all the warning lights. Pressing the A L A R M
provided by customer must be connected at the O F F pushbutton will silence the alarm and turn off
a p p r o p r i a t e annunciator contacts identified all the warning lights. During an actual alarm event,
for customer use and not at the switches. the A L A R M O F F pushbutton is used to silence the
alarm, but the respective warning light will remain
ENGINE CONTROL PANEL lit until the malfunction is corrected.
The engine control panel, Fig. 9-3, contains warning FUEL P R I M E Pushbutton (Optional)
lights, pressure gauges, and controls required to
operate the unit. A switch used to automatically prime the engine
p r i o r to start up. P r e s s i n g the F U E L P R I M E
GAUGES pushbutton establishes a circuit to the motor driven
fuel pump. Button should be held in to operate the
The following pressure gauges are provided on the pump. until fuel pressure is indicated on the F U E L
engine control cabinet: OIL pressure gauge.
Raw Water (Optional) Start Air I M M E R S I O N H E A T E R Pushbuttons (Optional)
Lube Oil Clutch Air ON and O F F p u s h b u t t o n s are used to c o n t r o l

power to the immersion heater circuit and the Water
Fuel Oil c i r c u l a t i n g p u m p . P r e s s i n g the ON p u s h b u t t o n
starts the water circulating p u m p and energizes the
SWITCHES immersion heater. Pressing the O F F pushbutton
turns p u m p and heater off. This switch is normally
The following switches are available on the engine left in the ON position.
control cabinet:
C O N T R O L P O W E R Pushbuttons S H U T D O W N S E L E C T O R Switch (Optional)
ON and O F F pushbuttons are used to control the A switch used to select one of two possible responses
input power to the engine control cabinet. Pressing to an alarm event caused by either an excessive
the ON pushbutton turns power on and actuates a crankcase pressure or low oil pressure condition. In
" C o n t r o l P o w e r " i n d i c a t o r light on the c o n t r o l the N O R M A L S H U T D O W N position, activation
power switch and the "ON" indicator light on the of the alarm system due to either condition will
alarm test switch. Pressing the O F F pushbutton cause the engine to shutdown. Placing the selector
turns power and indicator lights off. switch in the E M E R G E N C Y A L A R M p o s i t i o n
turns on a " S H U T D O W N S E L E C T O R " indicator
ENGINE S T A R T / E N G I N E STOP Pushbuttons light and allows only the alarm system to activate in
response to these conditions.
The E N G I N E S T A R T and E N G I N E S T O P
pushbuttons are used to manually start and stop the
engine. Prior to engine start, the start pushbutton is WARNING LIGHTS
pressed momentarily to start the turbo lube pump,
then released. After a 60 second pause, the start The following warning lights are available on the
pushbutton is again pressed and held in to start the engine control cabinet:
engine. E n g i n e r u n n i n g speed after start is
c o n t r o l l e d by the governor. P r e s s i n g the s t o p C'CASE P R E S S U R E
pushbutton will shut down the engine.
Indicates that there is a positive pressure (rather
NOTE than the normal negative pressure) in the crankcase.
Prior to pressing the ENGINE STOP push- A crankcase pressure of 20-46 mm (0.8"-1.8") HaO
button, engine should be brought down to idle will light a warning light, sound the alarm, and
speed for a 17 minute cool down period. cause the engine to shutdown.
9-4 134A587
Section 9
RAW WATER LUEIE OIL FUEL OIL START AIR CLUTCH AIR
(Optional}
Optional Pushbutton
Switches, Indicator
oE~PSEO T i M E
INDICATOR
,~1-~-
Engine-Start/Stop
""- Pushbutton Switches
Lights Or Panel Plugs

/f
~~--]~~--~~ ~--~[~--]~--"~, I ~i~~Control PowerOn/Of
.....
Pushbutton Switches
ANNUNCIATOR
• ~Alarm-Test/Off
Pushbutton Switches
Q
SHUTDOWN SWITCH
-----._~ O p t i o n a l S h u t d o w n
Selector Switch
1. Circulate Oil Pressure" 9. Crankcase Pressure

2. Lube Oil Level 10. Start Failure*
3. Lube Oil Pressure 11 Gear Cooler Pressure"
4 Low Fuel Pressure* 12 Hot Engine
5. Low Turbo Oil Pressure" 13 Low Oil Temperature*
6. Overspeed Tripped 14 Engine Air Filter"
7, Water Level 15. High Oil Temperature
8. Low Clutch Air*
24755
*Optional Or Unused Warning Lights
Fig.9-3- EngineControlPanel
134A587 9-5
Section 9
HOT ENGINE or below 131 kPa (19 psi) at high speed, a warning
light comes on and alarm will sound.
Engine water temperature of 98 ° C (208 ° F) will
light a warning light and sound the alarm. ENG. AIR FILTER (Optional)
LOW TURBO OIL PRESS Provided on engines equipped with disposable bag-
type fiberglass or pleated paper element air filters.
At engine shutdown, the turbo oil pump operates When air inlet depression in the air filter housing on
for 25 minutes to maintain turbo oil pressure. A blower-type engines or at the t u r b o c h a r g e r
pressure below 69 kPa (10 psi) will light a warning compressor inlet on turbo-type engines is greater
light and sound the alarm. than 279 mm (11") H20 for pleated paper element
filters or 178 mm (7") H20 for fiberglass element
OVERSPEED T R I P P E D filters, a warning light comes on and the alarm will
sound.
If engine R P M s h o u l d exceed specified limit, a
w a r n i n g light comes on, alarm will sound, and WATER LEVEL
engine will shut down.
Provided to alert operator of an insufficient water
HI-OIL TEMP. supply. When water supply is reduced to a predeter-
mined level i n t h e expansion tank, a warning light
Engine lube oil temperature of 104° C (220 ° F) will comes on and the alarm sounds.
light a warning light and sound the alarm.
GEAR COOLER PRESSURE (Optional)
LOW OIL TEMP. (Optional)
When skin cooler water pressure in the reduction
Provided with immersion heater (optional). When gear lube oil cooling system drops to below 35 kPa
engine is at standstill, immersion heater heats engine (5 psi), a warning light comes on and the alarm will
c o o l a n t , which heats the lubricating oil being sound.
circulated to enable an immediate engine start. Lube
oil temperature of below 29 ° C (85 ° F) will light a PYROMETER AND SELECTOR
warning light and sound the alarm. SWITCH (Optional)
LOW CLUTCH AIR (Optional) A unit can be e q u i p p e d with a p y r o m e t e r and
selector switch mounted on the side o f the engine
On units with turbocharged engines, when clutch air control cabinet, Fig. 9-4. The pyrometer is to be
pressure drops to below 862 kPa (I 25 psi), a warning
On units with blower-type engines, when clutch air

pressure drops to below 758 kPa (110 psi), a warning
LUB OIL LEVEL
P r o v i d e d to alert o p e r a t o r of an insufficient oil

supply. W h e n lube oil supply is r e d u c e d to a
predetermined level in the crankcase (oil pan) a
warning light comes on and the alarm will sound.
LUB OIL P R E S S U R E
On units with turbocharged engines, when governor

oil pressure drops below 83 kPa(12 psi) at low speed
or below 193 kPa (28 psi) at high speed, a warnirlg
light comes on and alarm will sound. 30302
On units with blower-type engines, when governor Fig.9-4 - Typical Cabinet Mounted
oil pressure drops belc.w 48 kPa (7 psi) at low speed Pyrometer And Selector Switch
9-6 134A587
Section 9
c o n n e c t e d by the s h i p b u i l d e r to j u n c t i o n boxes
m o u n t e d along the engine e x h a u s t manifold.
T h e r m o c o u p l e s are installed in the exhaust
manifold risers for each cylinder to indicate the
e x h a u s t gas t e m p e r a t u r e . The p y r o m e t e r has a
temperature range of 0 to 649 ° C (1200 ° F) and the
selector switch can monitor up to 20 cylinders. Refer
to Air Intake And Exhaust Systems section of this
m a n u a l for j u n c t i o n box and t h e r m o c o u p l e
connections, and pyrometer indicator adjustment.
S Y S T E M RELAYS
The system relays, Fig. 9-5, are located on the back
wall of the engine control cabinet. Each relay,
Fig. 9-6, is used in a respective engine start, run, or
shutdown system function. Refer to Service Data
for relay specifications, operational voltages and
hi-pot test. Refer to Troubleshooting section of this
manual for description of circuits involving these
relays.
Indicates Relay De-Energized.

qe 27198
rol
net Fig.9-6 - System Relay
A N N U N C I A T O R RELAYS
Basically, each main engine system is monitored by
~m a switch which keeps a respective annunciator relay
~s
energized during normal operation, preventing an
alarm. If a malfunction should occur, the switch
opens and de-energizes a relay which operates the
alarm system. A typical alarm system circuit with
switch, corresponding annunciator relay, warning
light and alarm is described on page 9-9.
A N N U N C I A T O R RELAY
PANEL
)35
The annunciator relay panel, Fig. 9-7, is located on
the inside of the engine control cabinet door. The
Fig.9-5 - System Relays p a n e l c o n t a i n s the a n n u n c i a t o r relays a n d
134A587 9-7
Section 9
associated electronics which control the warning Service Data for relay specifications and
lights and alarm bell. Refer to Fig. 9-8 for operational voltages.
annunciator relay schematic diagram. Refer to
Engine Control
-,U=JJJJJJJ! , ljjjiU_ Cabinet Door
-F1F
I
Kl1"
K2
n
m
m m
-- Annunciator -"
~- K3 Panel KIO* --
K9
-" I K5* K6* K7 K8*

n u
-["~ [j j ji i iii=i i i ir~_~

* A v a i l a b l e for optional alarms 24037
4036
F i g . 9 . 7 - A n n u n c i a t o r Relay Panel
9-8 134A587
Section 9
48-
Alarm
24 V DC~120 V DC115 V AC Test/Off
4 10 14 12 13 11 15
. . . .
I I CURRENT I--
i I REGULATOR L~
I r
i K13
~8o 1 ALARM
so= i J INOL RELAY
90 I N '
6 C ~LFNc ,
I i
930
20
950 I
I
t
90;4-~..N°
lo I
K1
~b~ N C I
_~-:-:~--~_~_ _
.ii-i!-i - TYP~AL I --;
RELAY
~
/
9 4
I
I --I_ .... m-I
~
8~o-~ K3
I I ~----)1-1 ~8o
a
__ --
•.~ I
.-~LI
85
72~ _
7"7
74 K4
75 78
76 ---- - - ~ - I
7O
87 K5 IT i
~h ;66
68 71
69
59
63 K6
~-----) I-f ~62
61 T . . . . ~_'l 58
6o
52
56 K7
54 51
53
I-I---T '~-----'--) h ~49

48
48 K8
47 ,.j 44
46
38 P'----) h ~42
41 K9
40 37
39
"- -- 1- -"
31
34 KIO
1 3O
33
32
- -1- - -
24
27
26
K1 1 l
25
22~ _
17
20 K1 2
19 i__ 16
18
24038
Fig.9-8 - Annunciator Relay Schematic Diagram
134A587 9-9
Section 9
A L A R M S Y S T E M LEGEND
System Switch Annunciator Relay Warning Light Alarm Relay
LOS OP (Kl) Lube Oil Press. AR (Kl3)

CPS CP (K2) Crankcase Press. AR (Kl3)
ETS HE (K3) Hot Engine AR (K13)
LLS OL (K4) Lube Oil Level AR (K13)
TOS TP (K5) Low Turbo Oil Press. AR (K13)
WSL WL (K6) Water Level AR (K13)
HOS SO (K7) High Oil Temp. AR (K13)
CAS CA (K8) Low Clutch Air AR (K13)
OWLS OT (K9) Overspeed Tripped AR (K13)
FVS FV (Kl0) Eng. Air Filter AR (K13)
GCS GC (K11) Gear Cooler Press. AR (Kl3)
NOTE
A crankcase pressure malfunction or an overspeed
condition will alsoshut down the engine.
TYPICAL ANNUNCIATOR NOTE

OPERATION Primary alarm device is installed in this circuit
at a terminal barrier strip in the engine control
The annunciator operation is basically the same for cabinet. Additional terminals are provided for
all alarms. The hot engine alarm circuit through the a second remote alarm device. Refer to wiring
annunciator is described to explain typical diagrams for the particular installation to
annunciator operation. identify terminals.
HOT ENGINE ALARM CIRCUIT When ALARM OFF pushbutton is pressed:

During normal operation, the hot engine relay HE
coil is picked up through normally closed contacts Positive 24 volt feed to charging circuit is
of the alarm relay AR and latched in by its own interrupted causing alarm relay AR coil to de-
normally open contacts. The negative side of the HE energize and return contacts to normally closed
relay is connected through the engine temperature position, breaking circuit to alarm device.
switch ETS and the alarm test switch. Dropout of
the ETS switch causes the following (Fig. 9-9):
HOT ENGINE warning light remains lit until
HE normally closed contacts close. engine temperature is reduced allowing ETS
switch to close.
Completes a circuit to HOT ENGINE warning
light located on the hidden legend annunciator
light panel. When ETS switch closes:
Provides a positive 24 volt feed to a charging HE relay coil picks up returning contacts to
circuit which picks up and holds alarm relay normally open position, breaking circuit to
AR coil energized, establishing alarm circuit. HOT ENGINE warning light.
9-10 134A587
Section 9
I I I-- - - - I
1 i ,. I ALARM I t7Z_/7L !1
I TEST/OFF I il
I HE _L [ I ' I
I TN (K3) "/ "NC[
I O . . . . . . ---I
I
' I
__3
ENGINE
1- 7
_1 r I ALARM
I DEVICE
I-_--I
I
24039
Fig.9-9 -Typical Annunciator Circuit

(Shown In Alarm Condition)
ENGINE ALARM CABINET

An engine alarm cabinet, Fig. 9-10, is supplied with
units provided with accessories as loose items. This
cabinet will contain the relays and alarm indicators
to signal engine or system malfunctions.
The cabinet is of marine drip-proof construction

with a hinged door for access to equipment mounted
inside. It is designed to facilitate easy mounting and
c o n n e c t i o n by the s h i p b u i l d e r . It also contains
terminal board points and circuit logic to connect
and o p e r a t e r e m o t e a l a r m i n d i c a t o r s as well as
energize a governor shutdown solenoid in the event
of high crankcase pressure or low lube oil pressure.
C o n t a c t o r s r e q u i r e d for v a r i o u s o t h e r alarm
functions are furnished separately for application in
the alarm circuits by the shipbuilder.
This cabinet uses the same annunciator relay panel

as the engine control cabinet, with the capability to
o p e r a t e up to twelve w a r n i n g lights using t h e
annunciator system switches and relays previously
described in this section. In addition, switches are
p r o v i d e d on the a l a r m c a b i n e t for C O N T R O L Fig.9-1 0 - Typical Engine Alarm
P O W E R O N / O F F and A L A R M T E S T / A L A R M - Cabinet, Front Exterior
134A587 9-11
Section 9
O F F f u n c t i o n s . R e f e r to E N G I N E C O N T R O L .
P A N E L p o r t i o n of this Section for f u n c t i o n a l
description of the switches and warning lights used.
ENGINE I N S T R U M E N T
PANEL
An engine instrument panel, Fig. 9-11, is supplied
with units provided with accessories as loose items.
The p a n e l is d e s i g n e d to be m o u n t e d by the
shipbuilder on a stanchion or structure convenient
to the engine controls. This panel will include the
following pressure gauges which are used to monitor
unit operation.
Fresh Water Start Air

I
Raw Water (Optional) Clutch Air
Lube Oil
Fuel Oil
Each gauge is provided with a hand operated valve

that can be adjusted to reduce pressure fluctuations 30304
to the gauges for more accurate indications or to
cutout any gauge on the panel, while the engine is Fig.9-1 1 - Typical Engine Instrument Panel
running, to replace or repair a gauge or connection.
NOTE
.28125" DIA.
The raw water gauge and valve are included O @ / ( 7 . I MM) 4 HOLES
only if optional raw water cooling system is O® • FOR MOUNTING
provided. Clutch air gauge and valve will not r . \\1 I I//. "~
be included on units having hydraulic operated x \oo 600 900/I/
reverse reduction gears. m "~N 1200 m
~. ~ H RENHEIT
OPTIONAL PYROMETER
A N D SELECTOR SWTICH 0
,0
A pyrometer can be supplied w i t h units provided

with acccessories as loose items. This pyrometer
Fig. 9-12, has four mounting holes in the base to DIAL MARKING
permit mounting by the shipbuilder in a convenient AS REQUIRED
location.
The pyrometer is to be connected by the shipbuilder

to junction boxes mounted along the engine exhaust
m a n i f o l d . T h e r m o c o u p l e s are installed in the
exhaust manifold risers for each cylinder to indicate
o¢ I I DO
the exhaust gas temperature. The pyrometer has a
temperature range of 0 to 649° C (1200 ° F) and a 30305
selector switch to monitor up to 20 cylinders. Refer
to Air Intake And Exhaust Systems section of this
m a n u a l for j u n c t i o n box and t h e r m o c o u p l e F i g . 9 - 1 2 - Typical Shipbuilder Installed
connection, and pyrometer indicator adjustment. Pyrometer And Selector Switch
9-12 134A587
Section 9
ALARM SIREN
An electronic siren is supplied with units provided
with accessories as loose items. This siren maybe
energized from any alarm panel to alert the operator
of an abnormal engine condition. The device is of
water proof type construction for either indoor or
outdoor installation by the shipbuilder. The alarm
may be silenced ( d e - e n e r g i z e d ) by the A L A R M
O F F p u s h b u t t o n on the a l a r m cabinet. The
respective warning light, however, will remain lit
unlit the malfunction is corrected.
17/64" (6.75 MM) D I A .
ALARM SIGNAL LIGHT .
3 HOLES FOR
NG
(Optional)
I--I1-1/2"
An alarm signal light, Fig. 9-13, with rotating beam NPT HOLE
can be furnished in place of, or in conjunction with,
the alarm siren to attract attention of the operator in
the event of an abnormal engine condition.
P r e s s i n g the A L A R M O F F p u s h b u t t o n on the
-L6,/4-
( 1 5 8 . 8 MM) DIA. B.C.
alarm cabinet will turn off the signal light, but the 30306
respective warning light will remain lit until the

malfunction is corrected. F i g 9 - 1 3 - Alarm Signal Light
134A587 9-13
SECTION 10
INSTALLATION
CONTENTS PAGE
GENERAL 10-1
SHIPBUILDER
RESPONSIBILITY 10-1
UNIT MOUNTING 10-I
UNIT PIPING 10-1
ELECTRICAL CABINETS 10-2
PRESERVICE INSPECTIONS
AND ADJUSTMENTS
GOVERNOR AND CLUTCH

CONTROLS 10-2
ENGINE AND GEARBOX 10-3
134A587
SECTION
10
INSTALLATION
GENERAL CAUTION
Poured chocking material must not be allowed
Upon receipt, the marine propulsion unit should be to form around engine mounting feet (or base
stored in a dry weather - protected shelter for the rails) as c r a n k c a s e t h e r m a l e x p a n s i o n may
pre-installation period. EMD propulsion equipment crack the chocking and allow engine mounts to
is basically protected for inside dry storage for a break loose.
period of up to six months. Refer to M.I. 1730 for
equipment storage instructions. E M D units f u r n i s h e d with p r o p u l s i o n system
mounted on a c o m m o n base have had a preliminary
Since the engine has been run and tested at the alignment of engine to gear at the factory. Final
factory, no break-in procedure is required. After alignment is accomplished after unit is mounted in
i n s t a l l a t i o n has been c o m p l e t e d and preservice the ship and coupled to the propeller shaft.
checks have been made, the unit may be placed in
operation. Units with p r o p e l l e r shaft b r a k e require that
shipbuilder provide foundation and hardware to
SHIPBUILDER mount brake element holder.
RESPONSIBILITY UNIT PIPING
Unless otherwise specified, shipbuilder is respon- Connecting piping is to be installed in manner as to
sible for all s u p p l y source p i p i n g and electrical not apply loading on the engine connections. All
wiring to and from the propulsion unit, i.e., starting piping used must be kept free of rust, scale, weld
air line, raw water, fuel oil, intake air and exhaust spatter, and foreign material. Connecting piping is
ducting, as well as interconnection of any accessories a s s u m e d to i n c l u d e all valves, gauges, A . S . A .
s u p p l i e d as loose c o m p o n e n t s . In a d d i t i o n , c o m p a n i o n flanges a n d / o r flexible c o n n e c t i o n s
shipbuilder is to furnish propeller shaft and coupling required between the unit and the ship's piping, and
hardware, as well as the engine and reduction gear any transfer or standby pumps used in the support
m o u n t i n g beds with associated c h o c k i n g and systems.
alignment.
Refer to Sections 3, 4, 5, and 6 for typical system
S h i p b u i l d e r is to assure t h a t vessel d e s i g n and piping diagrams.
s t r u c t u r e s y s t e m will be c o m p a t i b l e with the
c o m p l e t e m a i n p r o p u l s i o n drive line application Temporary 80 mesh screens should be installed in
and i n s t a l l a t i o n as it relates to o p e r a t i o n a l the fresh water cooling system and lube oil system
vibrations, inherent and/or consequentially, piping, where s h o w n on typical system p i p i n g
resulting in the system. diagrams, to protect engine from residual debris in
the piping after flushing.
NOTE
Values for major torque harmonics of EMD CAUTION
engines can be furnished on request. 80 mesh screens s h o u l d be r e m o v e d f r o m
system piping before running engine under full
UNIT M O U N T I N G load as screens are too restrictive for normal
operation.
EMD propulsion units are to be mounted with fitted
bolts and dowels at the flywheel (rear) end, and Orifices are to be installed in the engine cooling
clearance bolts at the governor (front) end of the fresh and raw water piping systems, where shown on
engine to allow for t h e r m a l e x p a n s i o n of the typical system piping diagrams, to suit ship's design
crankcase in that direction. pressure rise requirements.
134A587 10-1
Section 10
NOTE PRESERVICE INSPECTIONS

Orifices provided by EMD are of a nominal AND ADJUSTMENTS
size and may be too small. Shipbuilder is to
adjust orifice size to obtain correct pressure for
ship's systems. Before initial start up of an engine after installation,
refer to Section 2 Engine Operating D a t a and
Lube oil system piping is to be flushed using a applicable Engine M a i n t e n a n c e Manual E M M
flushing pump with external source of picking acid procedures and specification data to perform the
until solution is clean and free of foreign material, following checks, tests, and adjustments.
then flushed again with heated lubricating oil to
remove all traces of pickling solution. Piping should
be tapped to loosen slag in the lines during the GOVERNOR AND
flushing operation. CLUTCH CONTROLS
NOTE • Check control system air pressure and adjust
Check piping .for possible low sections that regulator to required pressure.
may not drain completely of flushing oil or
pickling solution.
Adjust speed boost pressure regulator to level
Air supply piping is to be blown out to remove any slightly below governor "Idle" speed pressure
debris before connecting to air system strainer. rating.
Solenoid air start valve should be disassembled to
check for corrosion from condensation build-up
during storage. Check shaft brake air supply for correct
pressure at brake assembly.
Components of the governor and clutch control
systems are normally provided with propulsion Verify system air pressure at each control
units, with the exception of any connecting tubing, station.
hoses and fittings, and electrical wiring which is to
be supplied by the shipbuilder.
Check functions of control head stations to be
NOTE certain all stations have matched directional
All connections in the air control system control - "Ahead" and "Astern."
should be opened and lines blown out with
c l e a n , dry air to prevent i n t r o d u c t i o n of
foreign material into system equipment. • Check connection of all signal direction valves
in accordance with system schematic diagrams.
ELECTRICAL CABINETS
Before connecting ships power to electrical cabinets, Check clearance of propeller shaft brake
verify source voltage and requirements of equipment element to drum or disc in accordance with
to be certain of compatibility. Remove all fuses and design m i n i m u m clearance to prevent brake
tag for identification during replacement. drag. Test brake operation to assure proper
engagement/disengagement to prevent clutch-
U p o n completion of all electrical wiring and brake overlap.
i n s t r u m e n t c o n n e c t i o n s , inspect cabinets for
obvious defects and proper connections. Make Test all control system signals including timing
ohmmeter check at annunciator panel terminal #10 intervals, speed boost, and clutch fill/deflation
to ground, Fig. 9-8, to test for short circuit of engine rates in accordance with design specifications.
mounted swit.ches or wiring. With fuses replaced in
holders, test operation of alarm circuits and devices.
Actuation of A L A R M OFF switch should de- Check o p e r a t i o n of clutch slip control, two
activate alarm with respective warning light speed gear change, and multi-engine control
remaining lit until switch is reset. systems of units so equipped.
10-2 134A587
Section 10
ENGINE A N D G E A R B O X - Inspect interior of oil strainer housing for

debris and clean, if necessary.
Clean away dirt and debris from engine and
gearbox, then remove all handhole covers and Replace engine handhole covers and fill engine
open top deck covers of engine to perform the oil pan and strainer housing with oil to proper
following inspections. levels. Check o p e r a t i o n of t u r b o s o a k b a c k
pump on units so equipped and confirm oil flow
Open cylinder test valves and bar engine at rear gear train - but not at camshaft bearings.
over manually to inspect pistons and liners If not proper flow, check for stuck check valves
for corrosion or debris due to storage and in oil filter heads or incorrect pump rotation.
installation procedures.
Purge fuel supply line of any air or water by
d i s c o n n e c t i n g lines and r u n n i n g pump(s) to
Fill engine cooling system to proper level flush line using a temporary house and suitable
and allow engine to set for a full day, then container.
inspect for signs of internal water leaks.
Purge reduction gear box of any accumulated
NOTE water or shipping oil through gearbox sump
Water leak inspection should be performed drain, then refill with gear oil in accordance
before engine is filled with oil. with gear manufacturer's recommendations.
134A587 10-3
SECTION 1 1
OPERATION
CONTENTS PAGE CONTENTS PAGE
GENERAL 11- l STARTING THE ENGINE 11-6
ENGINE PRESTART 11-1 INSPECTION AFTER

ENGINE START 11-7
PRELUBRICATION PROCEDURE FOR
UNIT WITH ACCESSORY RACK 11-2 RUNNING THE ENGINE 11-7
PRELUBRICATION PROCEDURE FOR STOPPING THE ENGINE 1 I-7

UNIT WITHOUT ACCESSORY RACK 11-3
P R E P A R A T I O N FOR
STARTING ENGINE 11-4
134A587
SECTION
11
OPERATION
GENERAL 2. Check that overspeed trip lever, Fig. I l-l, is in

the latched position.
Because of the variety of basic and optional
accessory combinations available with propulsion 3. T u r n m a n u a l speed a d j u s t i n g k n o b to
units, the exact operating procedures for any given "Minimum" position, Fig. 11-2.
installation can only be determined f r o m wiring
diagrams and assembly drawings for that particular
installation. However, most propulsion units have
basic c h a r a c t e r i s t i c s and can, with some inter-
p r e t a t i o n , be applied to most installations. An
understanding of these basic procedures will be of
value in determining the operation of a particular
installation.
This section contains p r e - l u b r i c a t i o n of new or

overhauled engine, pre-service inspections, as well
as s t a r t i n g and stopping procedures of typical
p r o p u l s i o n units. Disregard any p o r t i o n of this
section not applicable to a particular installation.
ENGINE PRESTART
1. Check that injector control lever, Fig. I1-10,
moves freely without binding and that rack stop
is properly adjusted.
Shutdown 18536
Lever
Fig.11-2 - PGA Governor 3/4 Rear View
Tripped ~ l ~ T r i/2ped
Position Latched / / . Switch engine speed and clutch controls to the
e n g i n e r o o m station and place clutch control
handle in " N E U T R A L " position and the
c o n t r o l air t r a n s f e r valve in the " L O C A L "
position.
- J / ~ever ~ NOTE
Engineroom speed and clutch control air valve
and control air transfer valve are furnished as
individual components for installation in the
engineroom by the customer.
5. Check to ensure that neither the forward nor the

reverse clutches are engaged.
29534
6. Check l u b r i c a t i o n of air start motor(s) and
Fig.1 1-1 - Reset And Shutdown Lever Positions fill/adjust airline lubricator(s).
134A587 ll-]
Section 11
NOTE
A new engine, engine that has been overhauled,
or an engine that has been inoperative for more
t h a n 48 hours will require p r e l u b r i c a t i o n .
Refer to Prelubrication Of Engine portion of
this section. If engine requires prelubrication,
recheck oil level, as an appreciable quantity of Main Lube
oil may have been transferred to the external Oil Pump
system (cooler, filter, strainer). Add oil if Shutoff
required. Valve
P R E L U B R I C A T I O N OF Lube Oil
Strainer
ENGINE Piston
Shutoff
Cooling Valve
Prelubrication of a new engine, an engine that has Oil Pump
been o v e r h a u l e d , or an engine which has been Check
inoperative for more than 48 hours is a necessary Valve
Practice. P r e l u b r i c a t i o n protects u n l u b r i c a t e d
engine parts during the interval when the lube oil
pump is filling the passages with oil. Priming
Pump '
PRELUBRICATION PROCEDURE
FOR UNIT WITH ACCESSORY - I ~ . Line Strainer
RACK
1. Remove the pipe plug at the main lube oil pump 22096
discharge elbow, Fig. 11-3, and connect an
external source of clean, w a r m oil at the Fig.1 1-4 - Typical Priming Pump Connection
discharge elbow. Prelubricate engine at a
minimum of 69 kPa(10 psi) for a period of not pump connection. Typical hand priming pump
less t h a n 3 and not m o r e than 5 minutes capacity is 57 lpm (15 gpm) 50 double strokes
(approximately 57 lpm [15 gpm] using a 1.1 to per minute.
1.5 kW [1-I/2 to 2 hp] motor).
2. While oil pressure is being applied, open the
c y l i n d e r test valves, Fig. 11-5, and t u r n the
; AMain' Lube
= Oil~ ~ in kube Oii~Pum~=p'
Piston Cooling Oil ~ ? ~ ' Discharge Elbow i F J
Pumps '~ ~ Z - ~lll~ ~ -
P ton-Coo, ng Oil .....---t
,, II
~ ' ~ ' ~ ~ " Pump Discharge Elbow
20978
Fig.1 1-3 - Main Lube 0il And Piston Cooling

Oil Pump Discharge Elbows
NOTE
Openings are provided on the main lube oil
p u m p and piston cooling p u m p discharge
elbows for a customer connection of a priming 3618
pump. Refer to Fig. 11-4 for a typical priming Fig.1 1-5 - Test Valve Wrench
1]-2 134A587
Section 11
engine m a n u a l l y one c o m p l e t e revolution. PRELUBRICATION PROCEDURE

Check all bearings at the crankshaft, camshafts, FOR UNIT WITHOUT
rocker arms, and at the rear gear train for oil ACCESSORY RACK
flow. Also check for restrictions or excessive oil
flow. Check for fluid discharge at the cylinder NOTE
test valves. If there is any sign of water or oil A unit without an accessory rack and with
being ejected at the test valves, or any customer supplied system piping must have a
indication of o b s t r u c t i o n while r o t a t i n g the p r i m i n g p u m p in the system. Refer to
engine, determine the cause before attempting applicable Engine Lube System drawing for
to start the engine. piping arrangement. Refer to Fig. 11-6 for a
typical arrangement.
3. On new or overhauled engines remove the pipe . Open lube oil system priming valve and operate
plug at the piston cooling oil pump discharge priming pump to fill lube oil system until
elbow, Fig. 11-3, and c o n n e c t an e x t e r n a l strainer housing is filled by oil draining from
source of clean, warm oil at the dicharge elbow. the lube oil cooler. Strainer housing should be
Check for unrestricted flow of oil at each piston filled until oil overflows into oil pan.
cooling tube.
. Close lube system priming valve. Ensure main
lube oil prelube valve is open and piston cooling
4. Disconnect external oil source and replace the
prelube valve is closed, if unit so equipped.
pipe plugs at the pump discharge elbows. Close
Operate priming pump. Prelubricate engine at a
the cylinder test valves.
minimum of 69 kPa (10 psi) for a period of not
less t h a n 3 and not more t h a n 5 m i n u t e s
5. Pour a liberal quantity of oil over the cylinder (approximately 57 lpm [15 gpm] using a 1. I to
mechanism of each bank. 1.5 kW [1-1/2 to 2 hp] motor. Typical hand
priming pump capacity is 57 lpm [ 15 gpm] at 50
double strokes per minute).
6. C h e c k oil-level in s t r a i n e r h o u s i n g and, if
required, add oil to strainer housing until it NOTE
overflows into the oil pan. If unit does not have a permanent connection
to the main lube oil pump discharge elbow,
7. Replace and securely close all handhole covers remove pipe plug from the elbow and connect
and engine top deck covers. an external oil source at that opening.
NOTE . While pressure is being applied, open cylinder

When an engine is replaced due to mechanical test valves and t u r n engine m a n u a l l y one
breakdown, it is important that the entire oil complete revolution. Check all bearings at the
system, such as oil coolers, filters, and crankshaft, camshafts, rocker arms, and at the
s t r a i n e r s , be t h o r o u g h l y cleaned before a rear gear train for oil flow. Check for fluid
r e p l a c e m e n t engine or the r e c o n d i t i o n e d discharge at the cylinder test valves. If there is
engine is put in service. any sign of water or oil being ejected at the test
valves, or any indication of obstruction while
rotating the engine, determine the cause before
In some cases engines have been r e m o v e d from attempting to start the engine.
service and stored in the "as is" c o n d i t i o n by
draining the oil and applying anti-rust compound. . On new or overhauled engines, close main lube
When these engines are returned to service, care oil prelube valve and open piston cooling
must be taken to see that any loose deposits are prelube valve, if unit so equipped. Operate
flushed out before adding a new oil charge. The priming pump. Check for unrestricted oil flow
entire engine should be sprayed with fuel to break at each piston cooling oil pipe.
up any sludge deposits and then d r a i n e d , being
careful that the drains are not plugged. Fuel should NOTE
not be sprayed directly on the valve mechanism or If unit does not have a permanent connection
bearings, as l u b r i c a t i o n will be r e m o v e d or dirt to piston cooling pump discharge, remove pipe
forced into these areas. The surfaces should then be plug f r o m piston cooling pump discharge
wiped dry before new oil is added to the engine. elbow and connect an external source of oil.
134A587 I 1-3
Section 11
Piston Cooling
Pump Discharge I ~ M a i n Lube Oil Pump Discharge
~ _ ~ Prelube Valves
Lube Oil
Strainer" Scavenging Lube Oil Filter
;heck
Oil Pan Lube Oil System \t~ypass

Priming Valve Relief Valve
(See Note)
Priming
Pump Line Strainer
NOTE
Open lube oil system prim-
ing valve to prime acces- Bypass
sories and piping and to fill ' Relief Valve =i" ~ Lub~ ?il
strainer. Close to prelubri-
cate engine. ~ . , ] ~ Coo e
22097
Fig.1 1-6 - Typical Lube Oil System Piping Of Unit

Without Accessory Rack
5. Close cylinder test valves. When these engines are returned to service, care
must be taken to see that any loose deposits are
6. Pour a liberal quantity of oil over the cylinder flushed out before adding a new oil charge. T h e
mechanism of each bank. entire engine should be sprayed with fuel to break
up any s l u d g e d e p o s i t s and t h e n d r a i n e d , being
. C h e c k oil level in engine m o u n t e d strainer careful that the drains are not plugged. Fuel should
housing, if provided, add oil to strainer housing not be sprayed directly on the valve mechanism or
until it overflows into the oil pan. b e a r i n g s , as l u b r i c a t i o n will be r e m o v e d or dirt
forced into these areas. The surfaces should then be
8. Replace and securely close all handhole covers wiped dry before new oil is added to the engine.
and engine top deck covers.
NOTE PREPARATION FOR

When an engine is replaced due to mechanical STARTING ENGINE
breakdown, it is important that the entire oil
system, such as oil coolers, filters, and 1. Ensure exhaust stack is open.
s t r a i n e r s , be t h o r o u g h l y c l e a n e d before a
r e p l a c e m e n t engine or the r e c o n d i t i o n e d . Check engine coolant and fill if required. Refer
engine is put in service. A recurrenceof trouble to C o o l i n g S y s t e m Service D a t a for s y s t e m
may be experienced in the clean engine if other capacity.
system components have been neglected.
CAUTION
In s o m e cases e n g i n e s have b e e n r e m o v e d f r o m Do not continue to operate an engine requiring
service and s t o r e d in the "as is" c o n d i t i o n by periodic addition of coolant. Locate and repair
draining the oil and applying anti-rust compound. leak.
ll-4 134A587
Section i I
. Check starting air pressure. For air starting

system pressure requirements, refer to Engine
Operating Data - Section 2. 8
4. Check control air pressure. Should be between
862 and 965 kPa (125 and 140 psi).
~Yi£,"z~.- i
. Check lubricating oil level, Fig. 1 I-7, and add
oil if required. Refer to Lubricating Oil System
Service D a t a for system capacity. Recheck lube % • i
oil a f t e r e n g i n e is at o p e r a t i n g t e m p e r a t u r e . Sight G l a s s ~ : l , ~ ¢
Lube oil level should be on full mark on dipstick
with engine at idle speed and oil hot.
6. Ensure oil in the governor is at correct level in

the sight glass, Fig. 11-8.
NOTE
G o v e r n o r oil level will rise after e n g i n e is
started and the oil temperature increases.
20108
F i g . 1 1 - 8 - PGA Governor, 3 / 4 Front V i e w
NOTE
If unit is equipped with a motor driven fuel
priming pump, operate motor to prime the
engine.
9. C h e c k air box d r a i n s , Fig. 11-9, for p r o p e r

operation.
NOTE
Air box draining should be done periodically,
as i n d i c a t e d in the S c h e d u l e d M a i n t e n a n c e
Program, if air box drains are kept closed.
22847
NOTE
Air box drains are
located at front and
14044
rear of engine on
both sides•
Fig.1 1-7 - Oil Level G a u g e
7. Check engine fuel supply. Ensure strainers and

filters are clean.
. Operate hand fuel priming pump until pressure

20111
is shown on the engine control cabinet FUEL
OIL pressure gauge. Fig.1 1 - 9 - Air Box Drain
134A587 11-5
Section 11
10. Check oil level in reduction gear using dipstick. . On units with turbocharged engines, momentar-
ily press E N G I N E S T A R T p u s h b u t t o n on
ll. On units with turbocharged engines, momen- engine control cabinet to start the turbo lube
tarily press ENGINE S T A R T pushbutton to pump. Allow turbo lube pump to operate for
start the turbo lube pump. Remove the rear oil 60 seconds before starting the engine.
p a n h a n d h o l e cover and c o n f i r m t h a t oil is
flowing from the rear gear train. NOTE
A normal engine start should include the
12. If engine has been shut down for at least 60 second operation of the turbo lube p u m p
12 hours, but has not been prelubricated and prior to starting the engine, however, in an
manually rotated, open the cylinder test valves e m e r g e n c y s i t u a t i o n , engine may be started
and t u r n the e n g i n e m a n u a l l y one c o m p l e t e without the delay.
r e v o l u t i o n . C h e c k for fluid d i s c h a r g e at the
cylinder test valves. If there is any sign of water . Position the injector control lever, Fig. 11-10,
or oil being ejected at the test valves, or any toward the center of the engine at about one-
i n d i c a t i o n of o b s t r u c t i o n while r o t a t i n g t h e third rack (idle position).
engine, determine the cause before attempting
to start theengine. . Press and hold ENGINE S T A R T pushbutton
on the engine control cabinet ~until engine starts.
13. Replace and securely Close all handhole covers T h e e n g i n e s h o u l d start w i t h i n 10 s e c o n d s .
and engine top deck covers. Release ENGINE S T A R T pushbutton when
engine starts.
CAUTION
E n s u r e the s t r a i n e r h o u s i n g is full before . Control speed of the engine with the injector
s t a r t i n g the engine. If s t r a i n e r h o u s i n g is control lever until governor assumes control,
empty, serious engine damage can occur. then release lever. Do not operate the injector
c o n t r o l to increase engine speed until oil
pressure is confirmed.
STARTING THE ENGINE
. Check lubricating oil Pressure. If pressure is not
B e f o r e s t a r t i n g the engine, refer to P r e s t a r t indicated on the gauge within 30 seconds, stop
Procedures Section. theengine and determine cause.
)r
29877
Fig.1 1-1 0 -- I n j e c t o r C o n t r o l Lever
l]-6 134A587
Section 11
. Check fresh and raw water pressures to make . Refer to Engine Operating Data-Section 2 for
sure water is being circulated. Check water level engine brake and propeller horsepower data in
in expansion tank. r e l a t i o n to e n g i n e R P M or see a p p l i c a b l e
E n g i n e M a i n t e n a n c e M a n u a l E M M f o r this
7. Check governor oil for proper level on gauge. d a t a and e n g i n e b r a k e h o r s e p o w e r d a t a in
relation to governor rack position at a specific
INSPECTION AFTER RPM.
ENGINE START IMPORTANT
As soon as engine starts, it is r e c o m m e n d e d that the On units with turbocharged engines, engine
equipment be inspected. Such inspection, carefully o p e r a t i o n at less t h a n 50% load i n c r e a s e s
made, will prevent unnecessary problems and loss of t u r b o c h a r g e r g e a r t r a i n w e a r and a d d s to
operating time. maintenance requirements.
I. As soon as en.gine starts, check immediately to

see that lube oil and fuel oil pressure registers on STOPPING THE ENGINE
the control cabinet gauges.
1. Remove load from engine.
2. E n s u r e e x t e r n a l w a t e r c o o l i n g s y s t e m is in
operation. 2. Let engine run for at least 2 minutes to allow
cooling water to remove excess heat.
3. No alarm indicator lights should be on. . Stop engine by pulling injector control lever at
the front of the engine, away from the engine
4. Observe for fuel, water, air, or lube oil leakage. a n d h o l d i n j e c t o r c o n t r o l lever until e n g i n e
stops. On engine equipped with a remote stop
5. Be aware of any unusual noises or sounds. b u t t o n , e n g i n e m a y be s t o p p e d by pressing
button.
R U N N I N G THE ENGINE
CAUTION
CAUTION On units with turbocharged engines, should
Do not increase engine speed beyond idle until turbo lube pump fail to operate when engine is
fresh water temperature is 49 ° C (120 ° F). shut down, as indicated by the low turbo oil
pressure alarm, restart the engine immediately
. Increase the engine speed slowly to full speed by and allow it to idle for 15 minutes at no load, to
means of the governor manual speed adjusting prevent damage to the turbocharger.
knob or the remote speed control.
NOTE If unable to restart the engine within 2 minutes,

If engine has been repaired or overhauled, it is do not restart the engine until turbo lube pump
good practice to run the engine slowly with operation has been restored and the engine has
frequent inspections to ensure that the renewed been allowed to cool.
p a r t s are s a t i s f a c t o r y . C h e c k pressures and
temperatures carefully during this run. . If a turbocharged engine is not going to be
restarted in a reasonable period of time and the
. Check oil flow sight gauge at top-rear of the 15 minute cool down period has elapsed, since
reduction gear to ensure oil is flowing when the the engine was stopped, the turbo lube pump
gear clutch is engaged. m o t o r and the a u x i l i a r y fresh w a t e r p u m p
motor should be turned off.
. At rated load and speed, ensure the temper-
a t u r e s a n d p r e s s u r e s are w i t h i n the limits 5. In an emergency, the engine may be stopped by
specified in the Service Data. tripping the overspeed trip mechanism.
134A587 11-7
SECTION 1 2
TROUBLESHOOTING
CONTENTS PAGE
GENERAL 12-1
OVERSPEED TRIP
ALARM CIRCUIT 12-2
LUBE OIL PRESSURE ALARM AND

SHUTDOWN CIRCUIT 12-3
CRANKCASE PRESSURE ALARM

AND SHUTDOWN CIRCUIT 12-4
HOT ENGINE ALARM CIRCUIT 12-5
LUBE OIL LEVEL A L A R M CIRCUIT 12-6
LOW TURBO OIL PRESSURE

ALARM CIRCUIT 12-7
ENGINE AIR FILTER

ALARM CIRCUIT 12-10
WATER LEVEL ALARM CIRCUIT 12-11
LOW CLUTCH AIR PRESSURE

ALARM CIRCUIT 12-12
HIGH OIL TEMPERATURE

ALARM CIRCUIT (OPTIONAL) 12-13
LOW GEAR COOLER

WATER PRESSURE ALARM
CIRCUIT (OPTIONAL) 12-14
DIFFICULTIES NOT SIGNALED

BY ANNUNCIATOR 12-15
EXHAUST SMOKE ANALYSIS 12-15
EXCESSIVE OIL CONSUMPTION 12-15
134A587
SECTION
12
TROUBLESHOOTING
GENERAL NOTE
Engine fault alarms will not s h u t d o w n the
Since most operating difficulties will be signaled by engine on units e q u i p p e d with a s h u t d o w n
the e n g i n e c o n t r o l c a b i n e t a n n u n c i a t o r alarms, s e l e c t o r s w i t c h set to " E M E R G E N C Y
troubleshooting will usually start by observing the A L A R M " position.
annunciator indications.
2. Faults that cause a warning light and alarm
This section contains a description of each alarm only are:
circuit of a propulsion unit. Each alarm monitors a
respective system. In describing the alarm circuit, a. Hot Engine
m e c h a n i c a l or electrical m a l f u n c t i o n s have been
assumed to describe the relays and switches which b. Low Oil Level
would be involved.
c. Turbo Oil Pressure
The alarm sequence and point by point description
of each a l a r m circuit is p r e s e n t e d as an aid to d. Engine Air Filter (turbo)
troubleshooting.
e. Low Water Level
1. Faults that cause a warning light and alarm,
and cause the engine to shut down are: f. Low Clutch Air
a. Overspeed Trip. g. High Oil Temperature
b. Engine Fault (low oil pressure or crankcase h. G e a r C o o l e r Low Water Pressure

pressure) (Optional)
NOTE
The overspeed trip and engine fault alarms
lock out another starting attempt until fault is
corrected.
134A587 12-I
Section 12
OVERSPEED TRIPPED overspeed trip mechanism, refer to Protective

A L A R M CIRCUIT Devices Section of this manual.
OTLS is closed when overspeed trip mechanism is in

the latched position. The overspeed trip mechanism
The overspeed tripped alarm is initiated by the opens when engine speed increases to the specified
overspeed trip limit switch OTLS. The unit also has limits and engages OTLS. OTLS opens, OVER-
an overspeed trip shutdown mechanism which is S P E E D T R I P P E D light comes on, and alarm
provided as a safety feature to stop injection of fuel sounds. The overspeed trip m e c h a n i s m must be
into the cylinders, causing engine shutdown. The manually reset before the engine can be restarted. A
overspeed trip mechanism is a mechanical device. description of the overspeed tripped alarm circuit
For a detailed description of OTLS and the follows.
Step Procedure Or Condition Result
1 Engine at desired speed. Overspeed trip limit switch OTLS contact B closed,
which keeps overspeed trip relay OT coil energized.
Energized OT coil holds normally closed contacts
open to,prevent an alarm and holds normally open
contacts closed to allow engine start.
ALARM
I.... ii I TEST/OFF,-- -,
, 38
• , , .... .., /- OT (Held Closed)
UJ I
~,
~j
' ~;NO
~
/
>>
,, I
om
" ~ C I (K9)
.... i l
43
I f I AR
I (K13) i
,,,o,, i
OTL'C; '" . ~OI Starting
i--- ~] - ~~.a I Magnet Valve
',B rca. SM
tuo-I I
i "-,¢j > ~ . . . . . . .
O~- 23950
Engine exceeds specified speed limit. Overspeed trip mechanism trips; engine shuts down.
OTLS opens contact B, OT de-energizes.
OT de-energized. OT normally closed contacts close, normally open

contacts 38-43 open.
OT normally closed contacts close. OVERSPEED TRIP warning light comes on.
Provides a feed through closed contacts to "alarm

relay AR coil which sounds alarm.
OT normally open contacts 38-43 Interrupts circuit to starting magnet valve SM,
open. preventing another starting attempt until overspeed
mechanism is reset.
12-2 134A587
Section 12
LOW OIL PRESSURE NOTE
ALARM AND SHUTDOWN Oil pressure switch OPS in the starting circuit
is not in this alarm circuit.
CIRCUIT
OPS contact I B remains closed, completing circuit
The low oil pressure alarm is initiated by a low oil to the starting magent valve SM coil until engine
pressure alarm device of the governor. For a detailed lube oil pressure reaches 145 kPa (21 psi). At
description of this device, refer to 145 kPa (21 psi), OPS opens contact 2B to disable
P r o t e c t i v e Devices S e c t i o n of this m a n u a l . The starting circuit while engine is running to prevent
device controls contacts of the governor low oil damage to starting components in case ENGINE
pressure switch LOS. LOS is normally closed and S T A R T pushbutton is accidentally pressed.
opens at 48 k P a (7 psi) during low speed (under
475 R P M ) and 131 kPa (19 psi) during high speed OPS contact IA remains open, interrupting circuit
(over 475 RPM). A time delay of 50-60 seconds at to elapsed time indicator ETI until engine lube oil
low engine speed is provided before the alarm switch pressure reaches 145 kPa (21 psi). At 145 kPa
trips to allow operating pressure to be reached after (21 psi), OPS closes contact 1A to complete circuit
starting the engine. At high speed, the alarm will be to ETI.
tripped in approximately 2 seconds. A description of
the low oil pressure alarm and shutdown circuit
follows.

1 Governor oil pressure above 48 kPa Governor lube oil pressure switch LOS normally open
(7 psi) at engine low speed or over contacts are closed, which keeps oil pressure relay OP
131 kPa (19 psi) at engine high speed. coil energized. Energized OP coil holds OP normally
closed contacts open to prevent a warning light and
alarm.
7"
__= A,arm
' 121
~'1. . . . I Test/Off
ffl
io P ', Ci.I,
4- - - ,
m l "!.NO NcI(KI) I
a.I "', '; ', ,

I
1C °l ' i AR
SD I(K13)
LlO Los-- LOS ~--NO
I - I
~ --NC , kc-
\ ~ ......
.i\ .... -.. __ __
__ ~ -JQ- .. 2~149
G o v e r n o r oil pressure n o t up to LOS normally open contacts open, OP de-energized.

48 kPa (7 psi) at engine low speed or LOS n o r m a l l y closed contacts close, energizing
up to 131 kPa(19 psi) at engine high shutdown SD coil.
speed.
3 OP de-energized. OP normally closed contacts close.
a. OP normally closed contacts close. LOW OIL PRESS warning light comes on.
Provides a feed to alarm relay AR coil which sounds
alarm.
b. SD energized. SD contacts 1C and ! NO close, governor solenoid GS
energizes.
GS energized. S t o p s engine by c a u s i n g g o v e r n o r to m o v e fuel
injector rack to no-fuel position.
134A587 12-3
Section 12
CRANKCASE PRESSURE When a positive pressure of f r o m 20-46 m m

(0.8"-1.8") H20 is developed in the crankcase, CPS
ALARM AND SHUTDOWN changes position, C'CASE P R E S S U R E light comes
CIRCUIT on, alarm sounds, and the engine shuts down.
The crankcase pressure alarm and shutdown circuit

is initiated by the crankcase pressure switch CPS. The crankcase pressure switch must be manually
F o r a detailed description o f C P S , refer to reset after tripping. A description of the crankcase
Protective Devices Section of this manual. pressure alarm and shutdown circuit follows.
1 Crankcase Pressure at normal nega- C r a n k c a s e pressure switch C P S contacts C-D

tive pressure. closed, which keeps crankcase pressure relay CP coil
energized. Energized CP coil holds CP
normally closed contacts open to prevent a warning
light and alarm.
-!-
A .M
I........ I TEST/OFF I* ~'1'*
I------t,----,I LI'q' ~ !
~ JL " _1_ I c P .....
1 7 ~1 ~'~ ,-ILK2)
I ~ 0 I~, I
l I IP I I '
I
i
I I AR
1C / ' r I i (K13)
i
E' -t -- I
SD CP 3
~!INO -J I
o
,o
I
'cl WZ) *
I
I
8 I E ~D I
°f
r~
t,o
L I
23951
Crankcase pressure builds up over CPS contacts C-D open, closing contacts C-E.
20 mm (0.8") HaO.
CPS contacts C-D open. CP coil de-energized. CP normally closed contacts

close.
CP normally closed contacts close. C'CASE P R E S S U R E warning light comes on.

alarm.
CPS contacts C-E close. Shutdown SD coil energized. SD contacts 1C and

INO close.
SD contacts 1C and 1NO close. Governor solenoid GS energized.
GS energized. Stops engine by causing governor to move to no-fuel

position.
12-4 134A587
Section 12
HOT ENGINE ALARM manual. ETS is normally closed and opens at 98 ° C

CIRCUIT (208 ° F). When engine water temperature reaches
98 ° C (208 ° F), ETS opens, H O T E N G I N E light
comes on, and alarm sounds. The hot engine alarm
The h o t e n g i n e a l a r m is i n i t i a t e d by t h e engine can o n l y be c o r r e c t e d by r e d u c i n g the e n g i n e
temperature switch ETS. For a detailed description temperature to below 92 ° C (198 ° F). A description
of ETS, refer to Protective Devices Section of this of the hot engine alarm circuit follows.
1 Engine water temperature normal (or Engine temperature switch ETS contact 1B is closed
below 98 ° C [208 ° F]). which keeps hot engine relay HE coil energized.
E n e r g i z e d H E coil h o l d s H E n o r m a l l y closed
contacts open to prevent a warning light and alarm
bell.
~''~'
ALARM ~- - -
" TEST/OFF; t'/'w- ]i
t
"~I '---J_ IIH E , ~_,
~'~
N
c I
~---i
~NO NC (K3)
--L
uJ I ; I I I
"r t. . . . . J I j AR
I (K1 3)
! I .5 _.Jt __ I
Ilo/ /hdko,
ETS I
I
1BJ~ = I
[ I
23953
Engine water temperature reaches ETS opens contact 1B, HE de-energized.

98 ° C (208 ° F).
HE de-energized. HE normally closed contacts close.
HE normally closed contacts close. HOT E N G I N E warning light comes on.
P r o v i d e s a feed to a l a r m relay A R coil, w h i c h

sounds the alarm.
134A587 12-5
Section 12
LUBE OIL LEVEL level indicator, refer to Protective Devices Section

A L A R M CIRCUIT of this m a n u a l . LLS is closed when oil level is
a c c e p t a b l e and opens when oil level reaches a
predetermined level. When oil is at this level, LLS
The lube oil level alarm is inititated by the lube oil opens, LUB OIL LEVEL warning light comes on,
level switch LLS located in the low oil level and alarm sounds. A description of the low oil level
indicator. For a detailed description of the low oil alarm follows.
1 Oil at acceptable level. Lube oil level switch LLS is closed, which keeps oil
level relay OL coil energized. Energized OL coil
holds OL normally closed contacts open to prevent
a warning light and alarm.
ALARM ~ - "
i T E S T / O F FI - ~ i
--.--4 ,
.--I
I
r-
OL
i~lO NC (K4)
,L
'F I
i
I I AR
,K,3,
I - I
LLS
. . . . I
NOI
LLILM I
m >
/ _ _ _ . _1
I
~t.u
_J..J / 23954
2 Oil below acceptable level. LLS open, OL coil de-energized.
3 OL de-energized. OL normally closed contacts close.
OL normally closed contacts close. LUBE OIL LEVEL warning light comes on.

alarm.
12-6 134A587
Section 12
LOW TURBO OIL PRESSURE while turbo lube oil pressure builds up. The turbo
A L A R M CIRCUIT lube pump operates until main lube oil pressure
reaches 145 kPa (21 psi). At engine shutdown, the
The low turbo oil pressure alarm is initiated by the t u r b o lube p u m p starts w h e n the m a i n lube oil
t u r b o oil p r e s s u r e switch T O S . For a detailed pressure falls below 145 kPa (21 psi) and operates
d e s c r i p t i o n of T O S , refer to P r o t e c t i v e Devices for 25 minutes.
Section of this manual. TOS is normally open and
closes at 69 kPa (10 psi). If turbo oil pressure drops to below 69 kPa (10 psi),
TOS opens, LOW TURBO OIL PRESS warning
A turbo lube pump operates at engine start and at light comes on, and alarm bell rings. A description
engine s h u t d o w n . At engine start there is a of the turbo lube pump circuit and low turbo oil
10 second delay in the alarm circuit to prevent an alarm pressure alarm follows.
-- -- -- 7 -
i
OPS TOS I
i ( R ~R t~
L - | ~TP
I
I
I l 7 -- I(K5)
I
,_( F-
I
I ( I
¢-
ILl
~'NO -NCl
I
--i--" Alan
I 1 est/q
T
2C . /
F 5_LPT
1no_I_ 6 PT
2NO- TOSX "~_ - ~ AR
C-- 2. 03
(K13)
13_ I
,J OL
x ) o - I
g
) £
t-
L O
J
24148
134A587 12-7
Section 12
TURBO LUBE PUMP CIRCUIT

1 ENGINE START pushbutton pres- ENGINE START pushbutton energizes engine start
sed momentarily. relay STR and engine start auxiliary relay STRX.
a. STR contacts close. Energizes turbo lube pump contactor M coil. M

contactor closes, turbo lube pump operates.
b. STRX contacts close. Energizes engine run relay ER coil. ER closes

contacts N-P. Energizes turbo pump timer relay PT
coil. PT contacts 5-3 close and start 25 m i n u t e
timing period. ER contacts Q-R open, PT stops
timing.
2 ENGINE START pushbutton ENGINE START pushbutton contacts open, STR

released. and STRX relays de-energize.
a. STRX contacts open. ER de-energized. ER contacts N-P open. PT de-

energized. ER contacts Q-R close. PT contacts 5-3
close and start 25 minute timing period. Turbo lube
pump operates.
b. STR contacts open. Interrupts a circuit to M contactor coil, but circuit

t h r o u g h E R contacts Q-R and PT contacts 5-3
keeps M contactor energized and turbo lube pump
continues to operate.
ENGINE START pushbutton pres- Refer to Steps 1 and 2.

sed, engine starts, and E N G I N E
START pushbutton is released.
Engine oil pressure reaches 145 kPa Oil pressure switch OPS contact 1A closes. ER relay
(21 psi). coil energized. ER contacts Q-R open, interrupting
circuit to PT contacts 3-5. PT contacts 3"5 stop
timing. M contactor coil de-energized, turbo lube
pump stops.
At engine shutdown, oil pressure OPS contact 1A opens. ER coil de-energized. ER

drops to below 145 kPa (21 psi). contacts N-P open. PT de-energized. ER contacts
Q-R close. PT contacts 5-3 close and start 25 minute
timing period. Turbo lube pump operates.
]2-8 134A587
Section 12
A L A R M CIRCUIT
1 ENGINE START pushbutton Engine run relay ER energized. ER closes contact B

pressed. which times for 10 seconds.
ER contact B Closed for 10 seconds. T u r b o oil pressure relay TP coil energized.

Energized T P coil holds TP n o r m a l l y closed
contacts open to prevent a warning light and alarm.
The 10 second delay prevents an alarm while turbo

oil pressure builds up to 69 kPa (10 psi).
Turbine oil pressure above 69 kPa Turbo oil pressure switch TOS contact A closes
(10 psi). ER contact B opened after which keeps turbo oil pressure auxiliary TOSX coil
10 seconds. energized. Energized TOSX coil closes contacts
I C - 1 N O to energize TP coil. E n e r g i z e d TP coil
holds TP normally closed contacts open to prevent
alarm.
Turbine oil pressure drops below TOS contact A opens. TOSX coil de-energized.
69 kPa (10 psi). Contacts 1C-INO open to de-energize TP coil. TP
normally closed contacts close.
TP normally closed contacts close. LOW TURBO OIL PRESS warning light comes on.
Provides a circuit through closed contacts to alarm

At operation of turbo lube pump PT contacts 3-5 are closed for the 25 minute timing
prior to engine start and at engine period turbo lube pump operates. PT contacts 2-6 are
shutdown. held open during this period.
Turbine oil pressure above 69 kPa Turbine oil pressure switch TOS contact A closes.
(10 psi). Refer to Step 3.
Turbine oil pressure drops below TOS contact A opens. Refer to Step 4.
69 kPa (10 psi).
134A587 12-9
Section 12
AIR FILTER A L A R M C I R C U I T the air intake filters become clogged. FVSsenses a

pressure drop through the filters and opens at
The air filter alarm is initiated by the filter vacuum 279 mm (11") H20 when. using pleated paper filters
switch FVS. For a detailed description of the FVS or 178 mm (7") H20 when using fiberglass filters.
switch, refer to Protective Devices Section of this AIR FILTER warning light comes on and the alarm
manual. FVS is normally closed, and opens w h e n sounds. A description of the air filter alarm follows.
1 Engine running.
Air intake filters clogged. Filter vacuum switch FVS contact B opens at
279 mm (11") H20 when using pleated paper filters
or 178 mm (7") HaO when using fiberglass filters.
FV de-energized. F.V normally closed contacts
close.
FV normally closed contacts close. AIR FILTER warning light comes on.
Energizes alarm relay AR coil which sounds the alarm.
12-10 134A587
Section 12
WATER LEVEL ALARM WLS is normally closed and opens when water level
CIRCUIT recedes to a predetermined level. When water is at
this level, WLS opens, WATER LEVEL warning
The water level alarm circuit is initiated by the water light comes on, and alarm sounds. A description of
level switch WLS. For a detailed description of the water level alarm circuit follows.
WLS, refer to Protective Devices Section of this
manual.
1 Water at acceptable level. Water level switch WLS is closed, which keeps
water level relay WL coil energized. Energized WL
coil holds WL normally closed contacts open to
prevent a n alarm.
,I,___
ALARM I -},-,
I T E S T / O F F I ~,,,
M L"'%lll
I i_ _'~-j
WL
(K6)
-JI I i
I I
I
L _ AR
!5
WL~; I 1 (K13)
I
I
I I
I I
I_ LM
23956
_ _
Water below acceptable level. WLS opens contact, WL de-energized.
WL de-energized. WL normally closed contacts close.
WL normally closed contacts close. LOW WATER LEVEL warning light comes on.

alarm.
134A587 12-11
Section 12
LOW CLUTCH AIR PRESSURE Protective Devices Section of'this manual. CAS is
A L A R M CIRCUIT closed when clutch air pressure is above 931-kPa
(135 psi) and opens when clutch air pressure drops
below 862 k P a (125 psi), CAS opens, L O W
The low clutch air pressure alarm circuit :is initiated CLUTCH AIR warning light comes on, and alarm
by the clutch air pressure switch CAS. For a detailed sounds. A description of the low clutch air pressure
description of the clutch air pressure switch, refer to alarm follows.
l Clutch air pressure normal (or above Clutch air pressure switch CAS contact 1A is closed
931 kPa [135 psi]). which keeps clutch air relay CA coil energized.
Energized CA coil holds CA n o r m a l l y closed
Alarm i ' ~"-

A
"o
i
Test/Off if~,,,
I I I ='r~.J
, .N I
~I I CA
==,
(J
~NO
,
o. . . . . . .
"[NC:(K8).
I F I
i i
I
I AR
I _p_ __ I(K13)
CAS I
,-~'~ , ~ , NC NOI
I A I--TII _E~~ I I
I
24150
2 Clutch air pressure below 862 kPa • CAS opens, CA coil de-energized.
(125 psi).
CA coil de-energized. CA normally closed contacts Close.
CA normally ciosed contacts close. LOW CLUTCH AIR warning light comes on.
Provides a feed through closed contacts to alarm

12-12 134A587
Section 12
H I G H OIL T E M P E R A T U R E to Protective Devices Section of this manual. HOS

is normally closed and opens at 104° C (220 ° F).
ALARM CIRCUIT When oil temperature reaches 104° C (220 ° F). HOS
opens, HI-OIL TEMP warning light comes on, and
alarm sounds. The high oil temperature alarm can
The high oil temperature alarm circuit is initiated by only be corrected by reducing the oil temperature to
the high oil temperature switch HOS. For a detailed below 99 ° C (210 ° F). A description of the high oil
description of the high oil temperature switch, refer temperature alarm circuit follows.
1 Oil t e m p e r a t u r e below I04 ° C High oil temperature switch HOS contact 1B is

(220 ° F). closed, which keeps high oil temperature HO coil
energized. Energized HO coil holds normally closed
!
I
i TEST/OFF
',HO
N
t,-
~ I C i( K 7 )
c, I
ol (, ~; I ] i_ _ _ ,
i
I
-'r L _ _ . . . . . I
_J I AR
II (K13}
! i[ L --
HO~
B I ~.l
I. . . . I
--13_
o~
I
I
I
23957
2 Oil temperature reaches 104° C HOS opens, HO coil de-energized.

(220 ° F).
3 HO coil de-energized. HO normally closed contacts close.
HO normally closed contacts close. HI-OIL TEMP warning light comes on.

134A587 12-13
Section 12
GEAR COOLER closed when gear cooler water pressure is above a

LOW WATER PRESSURE preset value during normal operation and opens
w h e n gear c o o l e r water p r e s s u r e d r o p s b e l o w a
ALARM CIRCUIT (OPTIONAL) minimum value - 35 kPa (5 psi) or 103 kPa (15 psi),
d e p e n d i n g on gear m o d e l f u r n i s h e d . W h e n gear
The gear cooler low water pressure alarm circuit is cooler water pressure is below minimum value, GCS
initiated by a low water pressure switch GCS. For a o p e n s , G E A R C O O L E R P R E S S w a r n i n g light
d e t a i l e d d e s c r i p t i o n of the G C S switch, refer to comes on, and alarm sounds. A description of the
Protective Devices Section of this manual. GCS is low gear cooler water pressure alarm follows.
1 Gear cooler water pressure normal. Gear cooler water pressure switch GCS contact 1A
is closed which keeps gear cooler relay GC coil
energized. Energized GC coil holds GC normally
closed contacts open to prevent a warning light and
alarm,
ALARH i_~__~_~
~TEST/0FFI Ill}'~i'
(~ GC
. . . . J
,i,
w I (KII]
r i
I AR
I (KI3)
I -~ --
,
GCS k- ~NC- ~0
I
I
I
I I
L . . . . . J
OH
30307
2 Gear cooler water pressure below GCS opens, GC coil de-energized.

35 kPa (5 psi) or 103 kPa (15 psi),
depending on gear model furnished.
GC coil de-energized. GC normally closed contacts close.
GC normally closed contacts close. GEAR C O O L E R P R E S S warning light comes on.

12-14 134A587
Section 12
DIFFICULTIES NOT a. Insufficient combustion air.

S I G N A L E D BY W A R N I N G
b. Excess fuel or irregular distribution. Check
LIGHTS i n j e c t o r rack setting and timing, or for
faulty injectors.
Some operating difficulties may be e n c o u n t e r e d
which do not result in fault indications. Some can be c. Improper grade of fuel. A fuel that is too
d e t e c t e d before they become serious enough to heavy does not completely vaporize.
warrant warning light operation.
. Blue exhaust smoke generally indicates lube oil
Defective Warning Light System entering the cylinder and being blown through
cylinder during scavenging period. Check for
A defect in the warning system can create unusual internal fuel or lube oil leaks. (See next article
operating problems. Trouble can best be prevented on excessive lube oil consumption.)
by periodic checks of the various alarm circuits.
. White e x h a u s t s m o k e indicates misfiring
Lack Of Power
cylinders. Check for the following.
Should the engine start, respond to control, and
a p p a r e n t l y f u n c t i o n properly, yet does not have a. Faulty injectors.
proper power, a thorough check of the following
items should be made. b. Low compression.
1. I n s u f f i c i e n t fuel. Check fuel oil system for c. Injectorfiming. See Engine Maintenance
proper operation. Manual for timing chart.
a. Check engine fuel filters. d. E x h a u s t valve clearance. See Engine

Maintenance Manual.
b. Pour point of fuel should be at least 10° F
lower t h a n the lowest e x p e c t e d ambient e. Improper grade of fuel.
temperature.
2. Insufficient air.
EXCESSIVE OIL
CONSUMPTION
a. Engine air filters clogged.
Some periods of high lube oil c o n s u m p t i o n are
b. Faulty turbocharger operation. Excessive n o r m a l , such as b r e a k - i n period of new p o w e r
exhaust back pressure. assemblies. In these cases added lube oil con-
sumption will result until the oil control rings on the
3. Improper governor settings and adjustments. new assemblies have properly seated.
EXHAUST SMOKE ANALYSIS 1. Lube oil leaks.
When engine is properly adjusted and is operating at a. Oil lines and connections.
the r e c o m m e n d e d w o r k i n g t e m p e r a t u r e , there
should be no appreciable exhaust smoke. However,
b. Gasket or seal leakage.
when first starting the engine or after a prolonged
period of "no load," blue or gray smoke may be
noticed. This will clear up after a s h o r t time if 2. Oil control at cylinder.
o p e r a t i o n is normal. C o n t i n u o u s exhaust smoke
should be investigated as follows: a. Oil control rings worn, broken or improperly
installed.
I. Black or gray e x h a u s t s m o k e indicates
incompletely burned fuel. b. Scored liners or pistons.
134A587 12-15

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134A587 © 1988 Electro-Motive Division, General Motors Corporation

ENGINE OPERATING DATA 2

ENGINE STARTING SYSTEM 3

LUBRICATING OIL SYSTEM 5

AIR INTAKE AND EXHAUST SYSTEMS 8

MODEL DESIGNATIONS 1-1

DIESEL ENGINES 1-5

ACCESSORY RACK 1-5

I,T, ,7, --"

• ONLY ONE ON 8-CYLINDER ENGINE 30284

Fig.1-3 - Typical Model GMB8E6, GMB12E6, And GMB16E6 General Arrangement

I. CLLrrcI-I CONTROL PANEL 13. RAW WATER PL/MP

DIESEL ENGINES Front End

Lube Oil &

A 16-cylinder engine is illustrated in Fig. 1-5 to

identify the cylinder arrangement, ends, and banks ® @

A C C E S S O R Y RACK Rear End

ENGINE OPERATING DATA

GENERAL DATA 2-1

OPERATING DATA 2-5

O p e r a t i n g Principle ................................... Blower Scavenged Or

Full ................................................. 900 R P M

Idle ................................................. 350 R P M

Compression Ratio ............................................ 16:1

M o d e l 645E6 Engines - 900 R P M M o d e l 6 4 5 E 7 C / F 7 B Engines - 800 R P M 900 R P M

8-cylinder .......... 1050 8-cylinder ............. -- 1525

M o d e l 710G7 Engines 900 R P M

8-cylinder ................................................ 1800

300 400 500 600 700 800 900

ENGINE SPEED -- RPM 27187

Fig.2-1 - 6 4 5 E 6 Engine H P / R P M Curves

AIR INTAKE TEMPERATURE 32.2"C (90"F)

300 400 500 600 700 800 900

Fig.2-2 - Model 6 4 5 E 7 C / F 7 B Engine HP/Engine RPM Curves

Fig.2-3 - Model 710G7 Engine HP/Engine RPM Curves

MODEL 645E6 - NORMALLY ASPIRATED/ROOTS-BLOWER ENGINE

Engine Models 8-645E6 12-645E6 1 6-645E6

Air Supply System 8-645E6 12-645 E6 1 6-645 E6

Lube Oil System

8-645E6 12-645E6 16-645E6

Oil Pump Capacities gal/min (I/min) gal/min (I/min) gal/min (I/min)

134A587 2-5 (continued

Fresh Water System 8-645E6 12-645E6 16-645E6

Raw Water, System

8-645E6 12-645E6 16-645E6

Air Starting System

Exhaust Temperature 770 ° F (410 ° C) 740 ° F (393 ° C) 725 ° F (385 ° C)

MODEL 645E70 And 645F7B - TURBOCHARGED ENGINES

Engine Models 8-645E7C 12-645F7B 16-645F7B 20-645F7B

Volumes gal. liters gal. liters gal. liters gal. liters

Air Supply System 8-645E7C 12-645F7B 16-645F7B 20-645F7B

Pressure At Filter Inlet (from pump) 3 5 - 5 0 psi (276-345 kPa)

8-645E7C 1 2-645F7B 16-645F7B 20-645F7B

@ 800 rpm 4 gal/min 4 gal/min 4 gal/min

Lube Oil System

M O D E L 645E7C And 6 4 5 F 7 B - T U R B O C H A R G E D ENGINES

Lube Oil System - (cont'd) 8 - 6 4 5 E7C 1 2 - 6 4 5 F7B 1 6 - 6 4 5 F7B 20-645F7B

Fresh Water System 8-645E7C 12-645F7B 16-645F7B 20-645F7B

Pressure Rise Across

Maximum Allowable Temperature - 85 ° F (29.4 ° C)

8-645 E7C 1 2 - 6 4 5 FTB 1 6 - 6 4 5 F7B 20-645F7B

Raw Water Temperature Rise