201510301136485832

©2014 Caterpillar® All rights reserved.
C175 PETROLEUM OFFSHORE PROJECT GUIDE
Introduction ......................................................................... 1
Generator Set Selection ............................................................................. 1
Emergency Generator Set Ratings ............................................................... 1
Drilling Generator Set Ratings ..................................................................... 1
Basic C175 Diesel Engine Design .......................................... 1
C175 Diesel Generator Set Scope of Supply ......................... 2
Generators ........................................................................... 6
Technical Data ...................................................................... 9

C175-16 Offshore Generator Set - 1200 rpm (1833 ekW 60 Hz) .................... 9
C175-16 Offshore Generator Set - 1500 rpm (2300 ekW 50 Hz) .................. 16
Lubricating Oil System........................................................ 20

General .................................................................................................. 20
Pre-lubrication ......................................................................................... 22
Post-lubrication ....................................................................................... 22
Oil Requirements ..................................................................................... 22
Oil Change Interval .................................................................................. 22
Centrifugal Oil Filters ............................................................................... 23
Oil Mist Detection System ........................................................................ 23
Customer Piping Connections ................................................................... 24
Crankcase Ventilation System............................................. 25

Crankcase Emissions ............................................................................... 25
Crankcase Fumes Disposal ....................................................................... 25
©2014 Caterpillar All Rights Reserved.

Fuel System ....................................................................... 26

General .................................................................................................. 26
External Fuel System Design Considerations ............................................... 27
Miscellaneous Fuel System Considerations ................................................. 28
Fuel Recommendations ............................................................................ 28
Cooling System .................................................................. 29

General .................................................................................................. 29
Capacities .............................................................................................. 29
Internal Cooling System ........................................................................... 29
External Cooling System .......................................................................... 29
External Cooling System Design Considerations .......................................... 30
Cooling Water Requirements ..................................................................... 32
Starting System ................................................................. 33

General .................................................................................................. 33
Internal Starting Air System ...................................................................... 33
External Starting Air System Design Considerations ..................................... 33
Engine Piping Connections ........................................................................ 33
Combustion Air System ...................................................... 34

General .................................................................................................. 34
Combustion Air System Design Considerations ........................................... 34
Engine Room Ventilation ..................................................... 36

General .................................................................................................. 36
Sizing Considerations ............................................................................... 36
Engine Room Temperature ........................................................................ 37
Ventilation Fans ...................................................................................... 39
Exhaust Fans .......................................................................................... 40

Routing Considerations ............................................................................ 41
Exhaust System .................................................................. 46

General .................................................................................................. 46
Exhaust System Design Considerations ...................................................... 46
Generator Set Control and Protection ................................. 48

Instrumentation ....................................................................................... 56
Marine Power Display 3.0 (MPD 3.0) Panel ................................................ 56
Cat Alarm and Protection System .............................................................. 59
Sensor Information .................................................................................. 67
Wiring Schematics ................................................................................... 93
Packaged Genset Foundation and Mounting ........................ 94

Mounting................................................................................................ 94
Foundation Design ................................................................................... 94
General Arrangement Drawings .......................................... 94

C175-16 1200 rpm Electric Drilling Module ................................................ 95
C175-16 1500 rpm STD PROD/AUX ST Module ....................................... 103
Sample C175-16 1200 rpm Drilling Package with I-Beam Base and Free-
Standing Generator ................................................................................ 111
Petroleum C175-16 P and ID Drawings .................................................... 120
Miscellaneous .................................................................. 125

C175 Witness Test Description ............................................................... 125
Maintenance Interval Schedule ................................................................ 127
Reference Material ........................................................... 129
Project Checklist .............................................................. 131

Environmental / Site Conditions ............................................................... 131
Air Intake System .................................................................................. 132

Engine Cooling System .......................................................................... 133

Generator Cooling ................................................................................. 134
Starting System .................................................................................... 135
Exhaust System .................................................................................... 136
Fuel System.......................................................................................... 137
Engine Lubrication System...................................................................... 138
Generator Lubrication............................................................................. 139
Mounting.............................................................................................. 140
Control / Monitoring System ................................................................... 141
Engine Room Ventilation System ............................................................. 142
Crankcase Ventilation ............................................................................ 143
Generator Requirements ......................................................................... 144
Special Testing ..................................................................................... 145
Documentation ..................................................................................... 145
Spare Parts / Special Tools ..................................................................... 146
Lifting .................................................................................................. 146
Training................................................................................................ 147
Signatures ............................................................................................ 147
Information contained in this publication may be considered confidential.

Discretion is recommended when distributing. Materials and specifications are
subject to change without notice.
The information in this document is the property of Caterpillar Inc. and/or its
subsidiaries. Without written permission, any copying, transmission to others, and
any use except that for which it is loaned is prohibited.
CAT, CATERPILLAR, their respective logos, “Caterpillar Yellow,” the “Power
Edge” trade dress as well as corporate and product identity used herein, are
trademarks of Caterpillar and may not be used without permission.

Introduction
Generator Set Selection
The use of Cat® generator sets for petroleum offshore power generation
applications requires specific considerations for selection and installation to ensure
dependable performance and a long, trouble-free life. Consult the local Cat dealer to
ensure the appropriate generator set is selected to meet the specific application
requirements.
Emergency Generator Set Ratings

Caterpillar offers a Maximum Continuous Rating (MCR) certified C175 prime
power generator set for offshore electric drilling and production applications. This a
continuous rating designed as prime power with 10% overload, 60% to 70% load
factor, and in accordance with ISO8528.
Drilling Generator Set Ratings

Caterpillar offers MCR following reference conditions according to International
Association of Classification Societies (IACS) for main and auxiliary engines. An
Overload of 10% is permitted for one hour within 12 hours of operation.
For applications outside of those mentioned above, a site load requirement and
number of operating hours should be reviewed with a Cat dealer to determine the
best product and rating fit.
Basic C175 Diesel Engine Design

The C175 Drilling Generator Set for offshore platform applications is a modern,
highly efficient, non-current EPA Marine Tier 2, IMO II certified generator set. C175
generator sets for offshore petroleum applications feature four-stroke diesel internal
combustion engines, non-reversible, rated at 1200 or 1500 rpm. C175 generator
sets are intended for use in 60 or 50 Hz electric power generation for offshore
platforms.
GENERAL
1
C175 Diesel Generator Set Scope of Supply

The C175 petroleum generator set for can be configured to meet the end-user’s
needs for a specific application. This section is a summary of the base
configuration and optional attachments available through Caterpillar.
 Air Inlet System
o Standard
 Dual turbochargers
 Corrosion-resistant aftercooler core
 Air cleaners – Single or dual element
o Optional
 Air cleaner service indicator
 Exhaust System
o Standard
 Dry exhaust manifolds with thermo-laminated heat shields
 Dual turbochargers with water-cooled bearings and thermo-
laminated heat shields
 Vertical exhaust outlet
 Flange and exhaust expanders
 358 to 406 mm (14 to 16 in) or
 358 to 460 mm (14 to 18 in) or
 358 to 508 mm (14 to 20 in)
 Cooling System
o Standard
 Two stage jacket water (JW)/SCAC charge air cooling system
Jacket water high temperature circuit for engine cooling
 Gear-driven centrifugal pumps, one for each circuit
 SCAC electronic thermostat, outlet-controlled with aftercooler
inlet temperature sensing
 (JW and SCAC) Outlet regulated, inlet controlled
 Engine oil cooler in JW circuit
o Optional
 9 kW, 240V, 60 Hz jacket water heater
 Custom jacket water heater
GENERAL
2
 Fuel System
o Standard
 Cat common rail high-pressure fuel system with electronically-
controlled unit injectors
 Duplex primary fuel filter with water separator
 Simplex secondary and tertiary fuel filters
 Electric fuel priming pump
 Gear-driven fuel transfer pump
 Gear-driven high pressure fuel pump
 Double-walled high pressure fuel lines
 Fuel pressure, temperature, and leak detection sensors
o Optional
 Duplex primary fuel filters with water separators and electronic
sensors
 Lubrication System
o Standard
 Engine-driven gear-type oil pump
 Integral lube oil cooler
 Front-mounted oil drain lines and valve
 Oil sampling valve
 Crankcase oil filler
 Deep sump pan
 Oil gauge - 15° static/22° dynamic tilt, 1000 hour oil change
interval
 Filler and dipstick
 Four canister simplex oil filter
 Prelube pump - Electric, air, or custom
 Fumes disposal with crankcase breathers
 Crankcase explosion relief valves
o Optional
 Four canister duplex oil filter
 Oil gauge - 25º static tilt capability, 500 hr oil change interval
 Centrifugal oil filter-package mounted
 Valve cover oil filler
GENERAL
3
 Engine Control and Protection

o Standard
 Cat ADEM™ A4 engine control unit (ECU)
 Dual engine control module (ECM) and sensors provide
redundancy
 Software monitors engine parameters and performs alarm,
derate, and shutdown functions
 Rigid wiring harness
 Marine Power Display 3.0 (MPD 3.0)
o Optional
 Cat Alarm and Protection System
 Communication module PL1000T/E
 Direct-rack control
 Thermocouples
 Metal particle detector
 Spray shielding
 Oil mist detection system
 Air shut-offs, electrically controlled-hydraulically actuated
 Mounting
o Standard
 Inner-outer base with vibration isolators (60 Hz Only)
o Optional
 Custom I-beam base with vibration isolators
 Generator
o Standard
 Kato brushless permanent magnet 6P6.6-3200 HR (60 Hz Only)
 2 bearing, close-coupled arrangement
 60 Hz, 600V, 0.7 PF
 50 Hz, 690V, 0.8 PF
 UL/CSA listed, IP23
o Optional
 Custom generator (60 Hz and 50 Hz)
 Flywheel and Coupling
o Standard
 Flywheel housing, SAE No. 23
 Flywheel, SAE No. 00
GENERAL
 ABS certified, non-certified, or custom coupling and coupling

mounting
4
 Starting System
o Standard
 Turbine air starter or
 Air and electric starting motors (redundant) or
 Dual electric starting motors (available with oil mist detection
system)
 General
o Standard
 Power distribution box – 24V or custom
 20A battery charger
 Cat yellow paint
o Optional
 TVA report
 Special tests
 Project-specific installation drawings
 P and ID-electrical drawings
 Spare parts kit
 Barring group
 Engine lifting group
GENERAL
5
Generators
The C175 generator set (60Hz, 1200 rpm) for petroleum offshore applications is
available as a standard configuration that can also be customized to meet specific
requirements. The standard configuration offering is packaged with a close-coupled
two-bearing Kato generator. ABS certification for the generator/coupling and MCS
engine certifications are available and optional. Custom configurations are available
that include a wide range of generators, bases, and close-coupled or free-standing
arrangements. Custom generators are matched to the engine output to provide the
customer maximum electrical output and meet marine classification requirements
for the application. Generator specifications and generator testing requirements
need to be reviewed with a Cat dealer during the pre-sale phase of the project and
established prior to order placement. Options to be considered should include sub-
transient reactance required to meet the transient responses and type of current
transformers to be supplied for the project.
The generator data set below is applicable to the standard C175 generator set
package (60Hz, 1200 rpm). This data set is accurate at the time of publication and
is subject to change. Equivalent data sets for other generators are available in TMI.
Kato Drilling Generator

Specifications
Poles 6
Excitation PMG
Pitch 0.778
Connection Wye
Maximum Overspeed (60
125%
seconds)
Number of Bearings 2
Number of Leads 6
Number of Terminals 4
Ratings
Power 1833.3 ekW
kVa 2619
Pf 0.7
Voltage – L.L… 600 V
Voltage – L.N… 346 V
GENERAL
Current – L.L… 2520 A

Frequency 60 Hz
Speed 1200 rpm
6
Exciter Armature Data at Full Load, 0.7 pf

Voltage 192.0 V
Current 102.0 A
Temperature and Insulation Data

Ambient Temperature 50°C (122°F)
Temperature Rise 90°C (194°F)
Insulation Class F
Insulation Resistance
100 Megaohms (at 40°C)
(as shipped)
Resistances
Base Impedance 0.137 ohms
Stator (at 25°C) 0.001 ohms
Field (at 25°C) 1.30 ohms
Zero Sequence R0 0.00 ohms
Positive Sequence R1 0.00 ohms
Short Circuit Ratio 0.68
Fault Currents
Instantaneous 3-Ø
12,001 amps
Symmetrical Fault Current
Instantaneous L-N
13,747 amps
Instantaneous L-L
9,489 amps
Efficiency and Heat Dissipation

(per NEMA and IEC at 95°C)
Load PU Kilowatts Efficiency Heat Rejection
0.25 458.3 90.9% 156,598 Btu/hr
0.5 916.7 94.3% 189,105 Btu/hr
0.75 1375.0 95.1% 241,795 Btu/hr
1.00 1833.3 94.8% 343,214 Btu/hr
GENERAL
7
Time Constants
OC Transient - Direct Axis T’DO 2.955 sec.
SC Transient - Direct Axis T’D 0.557 sec.
OC Subtransient - Direct Axis T”DO 0.030 sec.
SC Subtransient - Direct Axis T”D 0.022 sec.
OC Subtransient - Quadrature Axis T”QO 0.015 sec.
SC Subtransient - Quadrature Axis T”Q 0.004 sec.
Armature SC TA 0.079 sec.
Reactances
Saturated Unsaturated
Per Unit Ohms Per Unit Ohms
Subtransient – Direct Axis X”D 0.210 0.0 0.250 0.0
Subtransient – Quadrature Axis X”Q 0.280 0.0 0.330 0.0
Transient – Direct Axis X’D 0.280 0.0 0.320 0.0
Transient – Quadrature X’Q 0.820 0.1 0.990 0.1
Synchronous – Direct Axis XD 1.470 0.2 1.780 0.2
Synchronous – Quadrature Axis XQ 0.820 0.1 0.990 0.1
Negative Sequence X2 0.250 0.0 0.290 0.0
Zero Sequence X0 0.090 0.0 0.110 0.0
GENERAL
8
Technical Data
C175-16 Offshore Generator Set - 1200 rpm (1833 ekW 60 Hz)
The technical data in this section is accurate at the time of publication and
subject to change. For the most current technical data please consult your local Cat
dealer or reference the Technical Marketing Database (TMI).
Performance Number DM8825, Change Level 02

Sales Model: ..................................... C175-16 Combustion: .............................................. DI
Engine Power:.............. 1,833 ekW (2,588 bhp) Engine Speed: ............................... 1,200 RPM
Compression Ratio: ................................. 16.7 Aspiration: ................................................ TA
Application: ....................................... Oil Field Aftercooler Type: ................ 2-Stage JW/SCAC
Rating Level:...................... Pump/Drill - Electric Aftercooler Temperature: ......... 48°C (118.4°F)
Pump Quantity: ............................................ 2 Jacket Water Temperature: ...... 99°C (210.2°F)
Fuel Type: ............................................ Diesel Turbo Configuration: ............................ Parallel
Manifold Type: ..........................................Dry Turbo Quantity: ........................................... 2
Governor Type: ................................. ADEM™4 Turbocharger Model: .... GTB6772BLN-48T-1.56
Electronics Type:............................... ADEM™4 Certification Year: ...................................2010
Camshaft Type: ................................ Standard Crankcase
Blowby Rate: .........46.0 M3/Hr (1,624.3 Ft3/Hr)
Ignition Type: .............................................CI
Fuel Rate
Injector Type: ........................................... CR
(Rated RPM) No Load: ..... 36.0 L/Hr (9.5 Gal/Hr)
Fuel Injector: ................................... 3492522
Piston Speed @ Rated
Ref Exh Stack Diameter (In): ..... 356 mm (14 in) Engine Speed: ........ 8.8 M/Sec (1,732.3 Ft/Min)
Oil Consumption: ..................... 0.18 g/bkW-hr)
General Performance Data - Metric Units

BRAKE
MEAN BRAKE SPEC FUEL VOL FUEL INLET INLET EXH ENGINE
PERCENT ENGINE EXH MFLD
EFF CONSUMPTION CONSUMPTION MFLD MFLD MFLD OUTLET
LOAD POWER TEMP
PRESS (BSFC) (VFC) PRESS TEMP PRESS TEMP
(BMEP)
% BKW kPa G/BKW-HR L/HR kPa DEG C DEG C kPa DEG C
100 1,930 2,280 205.0 471.6 286.8 54.0 587.4 199.3 417.8
90 1,737 2,052 208.2 431.1 266.8 53.7 571.7 182.9 412.6
80 1,544 1,824 210.9 388.1 239.9 53.4 556.0 164.4 406.8
75 1,448 1,710 211.4 364.8 222.7 53.1 548.3 152.2 404.1
70 1,351 1,596 212.8 342.7 205.6 53.0 542.2 139.9 403.1
60 1,158 1,368 216.7 299.2 170.3 52.7 530.7 115.2 402.4
50 965 1,140 220.2 253.3 131.5 52.3 515.0 91.2 398.6
TECHNICAL DATA
40 772 912 226.2 208.2 95.9 52.1 490.5 71.5 386.4

30 579 684 238.8 164.8 66.9 51.9 452.9 55.7 359.4
25 482 570 249.9 143.7 55.0 51.8 429.3 49.2 340.4
20 386 456 267.4 123.0 44.5 51.6 400.5 43.2 314.1
10 193 228 359.8 82.8 28.3 51.3 331.3 33.6 246.9
9
ENGINE
WET EXH DRY EXH
COM- COM- WET INLET OUTLET WET INLET WET EXH
VOL FLOW VOL FLOW
PERCENT ENGINE PRESSOR PRESSOR AIR VOL WET EXH AIR MASS GAS MASS
RATE (0 RATE (0
LOAD POWER OUTLET OUTLET FLOW GAS VOL FLOW FLOW
DEG C AND DEG C AND
PRES TEMP RATE FLOW RATE RATE
101KPA) 101KPA)
RATE
% BKW KPA DEG C M3/Min M3/Min KG/HR KG/HR M3/Min M3/Min
100 1,930 286 211.4 173.3 410.3 11,949.4 12,345.3 162.2 151.9
90 1,737 266 200.0 165.4 387.9 11,367.8 11,728.2 154.5 145.1
80 1,544 241 185.8 154.5 357.2 10,598.3 10,923.4 143.5 135.0
75 1,448 224 176.7 147.3 338.1 10,074.2 10,379.8 136.4 128.4
70 1,351 207 166.9 140.1 319.1 9,549.1 9,835.5 128.9 121.4
60 1,158 172 147.2 125.0 281.4 8,444.2 8,693.9 113.8 107.3
50 965 133 127.5 107.0 239.8 7,209.1 7,421.6 97.5 92.0
40 772 97 105.8 90.7 198.6 6,083.9 6,258.6 82.2 77.7
30 579 68 84.2 77.6 161.9 5,174.5 5,312.8 69.9 66.4
25 482 56 74.3 72.3 145.3 4,800.7 4,921.3 64.7 61.6
20 386 45 66.4 67.4 129.5 4,473.1 4,576.3 60.2 57.6
10 193 29 53.0 59.8 101.1 3,972.0 4,041.5 53.1 51.3
Heat Rejection Data - Metric Units

FROM
REJECTION REJECTION LOW HIGH
EXHUAST FROM 2ND
PERCENT ENGINE TO TO REJECTION WORK HEAT HEAT
RECOVERY OIL STAGE
LOAD POWER JACKET ATMOS- TO EXH ENERGY VALUE VALUE
TO 177°C COOLER AFTER-
WATER PHERE ENERGY ENERGY
COOLER
% BKW KW KW KW KW KW KW KW KW KW
100 1,930 1,010 156 1,646 871 250 194 1,930 4,702 5,009
90 1,737 918 152 1,523 807 229 178 1,737 4,298 4,578
80 1,544 816 147 1,390 732 206 157 1,544 3,869 4,121
75 1,448 758 145 1,314 687 194 144 1,448 3,637 3,874
70 1,351 704 143 1,243 648 182 132 1,351 3,413 3,635
60 1,158 601 141 1,101 571 159 110 1,158 2,976 3,170
50 965 507 137 993 479 135 90.5 965 2,538 2,703
40 772 417 132 744 381 111 74.8 772 2,092 2,228
30 579 334 125 584 280 87.5 62.3 579 1,643 1,750
25 482 294 121 526 231 76.3 57.3 482 1,433 1,527
20 386 256 117 464 180 65.9 53.6 386 1,238 1,319
10 193 184 108 301 80.0 43.8 47.8 193 822 875
Pump power is included in Heat Rejection Balance, but is not shown.
Altitude Derate Data – Metric Units

Altitude Corrected Power Capability (BKW)
ALTITUDE AMBIENT OPERATING TEMPERATURE (°C)
(M) 10 15 20 25 30 35 40 45 50 NORMAL
0 1,930 1,930 1,930 1,930 1,930 1,930 1,930 1,930 1,930 1,930
250 1,930 1,930 1,930 1,930 1,930 1,930 1,930 1,930 1,930 1,930
500 1,930 1,930 1,930 1,930 1,930 1,930 1,930 1,930 1,930 1,930
750 1,930 1,930 1,930 1,930 1,930 1,930 1,930 1,930 1,930 1,930
1,000 1,930 1,930 1,930 1,930 1,930 1,930 1,930 1,930 1,930 1,930
1,250 1,930 1,930 1,930 1,930 1,930 1,930 1,930 1,930 1,930 1,930
1,500 1,930 1,930 1,930 1,930 1,930 1,930 1,930 1,930 1,930 1,930
TECHNICAL DATA
1,750 1,930 1,930 1,930 1,930 1,930 1,930 1,930 1,930 1,927 1,930
2,000 1,930 1,930 1,930 1,930 1,930 1,930 1,930 1,913 1,882 1,930
2,250 1,930 1,930 1,930 1,925 1,917 1,905 1,878 1,861 1,829 1,930
2,500 1,883 1,883 1,883 1,870 1,858 1,845 1,826 1,801 1,769 1,883
2,750 1,824 1,824 1,824 1,812 1,805 1,786 1,767 1,742 1,710 1,824
3,000 1,767 1,767 1,767 1,755 1,748 1,729 1,714 1,697 1,665 1,767
3,250 1,719 1,719 1,712 1,704 1,693 1,674 1,661 1,648 1,619 1,719
3,500 1,678 1,677 1,659 1,658 1,639 1,621 1,608 1,595 1,569 1,678
3,750 1,638 1,633 1,619 1,610 1,597 1,585 1,571 1,552 1,527 1,638
4,000 1,595 1,592 1,578 1,567 1,559 1,547 1,534 1,514 1,493 1,595
10
Altitude Corrected Power Capability (BKW)

ALTITUDE AMBIENT OPERATING TEMPERATURE (°C)
(M) 10 15 20 25 30 35 40 45 50 NORMAL
4,250 1,554 1,553 1,538 1,528 1,522 1,506 1,496 1,477 1,461 1,554
4,500 1,524 1,521 1,509 1,495 1,483 1,468 1,457 1,444 1,419 1,524
Altitude derate data is based on the assumption of a 20 degrees Celsius (36 degrees Fahrenheit) difference between
ambient operating temperature and engine inlet manifold temperature (IMAT). Ambient operating temperature is defined as
the air temperature measured at the turbocharger compressor inlet.
General Performance Data – English Units

BRAKE
LOAD POWER TEMP
(BMEP)
% BHP PSI LB/BHP-HR GAL/HR IN-HG DEG F DEG F IN-HG DEG F
100 2,588 331 0.337 124.6 84.9 129.2 1,089.3 59.0 784.1
90 2,329 298 0.342 113.9 79.0 128.7 1,061.0 54.2 774.6
80 2,071 264 0.347 102.5 71.0 128.0 1,032.8 48.7 764.3
75 1,941 248 0.348 96.4 66.0 127.6 1,018.9 45.1 759.4
70 1,812 231 0.350 90.5 60.9 127.3 1,008.0 41.4 757.6
60 1,553 198 0.356 79.0 50.4 126.8 987.3 34.1 756.2
50 1,294 165 0.362 66.9 38.9 126.2 959.0 27.0 749.4
40 1,035 132 0.372 55.0 28.4 125.7 914.8 21.2 727.5
30 776 99 0.393 43.5 19.8 125.3 847.3 16.5 679.0
25 647 83 0.411 38.0 16.3 125.2 804.8 14.6 644.7
20 518 66 0.440 32.5 13.2 124.9 753.0 12.8 597.4
10 259 33 0.592 21.9 8.4 124.4 628.4 9.9 476.5
ENGINE WET EXH DRY EXH

COM- COM- WET INLET OUTLET WET INLET WET EXH VOL FLOW VOL FLOW
PERCENT ENGINE PRESSOR PRESSOR AIR VOL WET EXH AIR MASS GAS MASS RATE (32 RATE (32
LOAD POWER OUTLET OUTLET FLOW GAS VOL FLOW FLOW DEG F DEG F
PRES TEMP RATE FLOW RATE RATE AND29.98 AND29.98
RATE IN HG) IN HG)
% BHP IN-HG DEG F CFM CFM LB/HR LB/HR FT3/MIN FT3/MIN
100 2,588 85 412.6 6,119.1 14,489.7 26,343.6 27,216.4 5,727.9 5,362.7
90 2,329 79 392.1 5,839.8 13,697.7 25,061.4 25,856.1 5,456.5 5,123.1
80 2,071 71 366.4 5,456.9 12,613.6 23,365.0 24,081.8 5,067.0 4,767.6
75 1,941 66 350.1 5,201.2 11,939.9 22,209.5 22,883.2 4,815.6 4,534.4
70 1,812 61 332.5 4,946.5 11,269.4 21,052.0 21,683.4 4,551.7 4,288.4
60 1,553 51 297.0 4,412.4 9,937.9 18,616.0 19,166.5 4,018.5 3,789.7
50 1,294 39 261.5 3,779.3 8,468.4 15,893.1 16,361.7 3,443.6 3,249.9
40 1,035 29 222.5 3,201.3 7,011.0 13,412.6 13,797.8 2,903.6 2,745.0
30 776 20 183.6 2,739.4 5,716.0 11,407.8 11,712.7 2,468.2 2,342.9
25 647 17 165.8 2,552.0 5,129.4 10,583.6 10,849.6 2,283.6 2,174.0
20 518 13 151.5 2,380.5 4,572.7 9,861.4 10,089.0 2,126.9 2,033.1
10 259 8 127.5 2,111.5 3,570.4 8,756.7 8,909.8 1,875.2 1,811.5
Heat Rejection Data – English Units

FROM
TECHNICAL DATA

EXHUAST FROM 2ND WORK
PERCENT ENGINE TO TO REJECTION HEAT HEAT
RECOVERY OIL STAGE
LOAD POWER JACKET ATMOS- TO EXH VALUE VALUE
TO 350F COOLER AFTER- ENERGY
COOLER
% BHP BTU/MIN BTU/MIN BTU/MIN BTU/MIN BTU/MIN BTU/MIN BTU/MIN BTU/MIN BTU/MIN
100 2,588 57,451 3,461 97,644 49,515 14,243 10,963 109,757 267,403 284,851
90 2,329 51,775 3,459 91,049 45,917 13,018 9,738 98,781 244,405 260,352
80 2,071 45,975 3,457 83,075 41,655 11,719 8,539 87,806 220,023 234,380
75 1,941 42,910 3,456 78,201 39,086 11,016 7,926 82,318 206,829 220,325
70 1,812 40,056 3,454 73,794 36,863 10,350 7,377 76,830 194,322 207,002
60 1,553 34,584 3,449 64,979 32,456 9,034 6,337 65,854 169,614 180,682
11
FROM
EXHUAST FROM 2ND WORK
PERCENT ENGINE TO TO REJECTION HEAT HEAT
RECOVERY OIL STAGE
LOAD POWER JACKET ATMOS- TO EXH VALUE VALUE
TO 350F COOLER AFTER- ENERGY
COOLER
% BHP BTU/MIN BTU/MIN BTU/MIN BTU/MIN BTU/MIN BTU/MIN BTU/MIN BTU/MIN BTU/MIN
50 1,294 29,053 3,448 54,811 27,224 7,650 5,357 54,879 143,632 153,004
40 1,035 23,824 3,446 44,633 21,654 6,287 4,494 43,903 118,032 125,734
30 776 18,999 3,443 35,012 15,928 4,976 3,756 32,927 93,428 99,524
25 647 16,738 3,442 30,410 13,165 4,341 3,435 27,439 81,499 86,817
20 518 14,552 3,441 25,913 10,216 3,715 3,137 21,951 69,751 74,302
10 259 10,455 3,441 17,302 4,549 2,500 2,627 10,976 46,932 49,995
Pump power is included in Heat Rejection Balance, but is not shown.
Altitude Derate Data – English Units

Altitude Corrected Power Capability (BHP)
ALTITUDE AMBIENT OPERATING TEMPERATURE (°F)
(FT) 50 60 70 80 90 100 110 120 130 NORMAL
0 2,588 2,588 2,588 2,588 2,588 2,588 2,588 2,588 2,588 2,588
1,000 2,588 2,588 2,588 2,588 2,588 2,588 2,588 2,588 2,588 2,588
2,000 2,588 2,588 2,588 2,588 2,588 2,588 2,588 2,588 2,588 2,588
3,000 2,588 2,588 2,588 2,588 2,588 2,588 2,588 2,588 2,588 2,588
4,000 2,588 2,588 2,588 2,588 2,588 2,588 2,588 2,588 2,588 2,588
5,000 2,588 2,588 2,588 2,588 2,588 2,588 2,588 2,588 2,588 2,588
6,000 2,588 2,588 2,588 2,588 2,588 2,588 2,588 2,576 2,541 2,588
7,000 2,588 2,588 2,588 2,588 2,588 2,569 2,541 2,499 2,464 2,588
8,000 2,544 2,544 2,544 2,519 2,494 2,470 2,448 2,401 2,367 2,544
9,000 2,449 2,449 2,449 2,423 2,418 2,374 2,352 2,305 2,270 2,449
10,000 2,355 2,355 2,355 2,330 2,328 2,299 2,275 2,232 2,197 2,355
11,000 2,282 2,282 2,265 2,253 2,238 2,214 2,189 2,151 2,121 2,282
12,000 2,216 2,209 2,191 2,176 2,155 2,134 2,113 2,076 2,059 2,216
13,000 2,148 2,140 2,124 2,102 2,089 2,070 2,046 2,016 2,001 2,148
14,000 2,081 2,079 2,059 2,039 2,035 2,017 1,983 1,962 1,934 2,081
15,000 2,033 2,023 2,006 1,988 1,972 1,953 1,930 1,895 1,865 2,033
Altitude derate data is based on the assumption of a 20 degrees Celsius (36 degrees Fahrenheit) difference between
ambient operating temperature and engine inlet manifold temperature (IMAT). Ambient operating temperature is defined as
the air temperature measured at the turbocharger compressor inlet.
TECHNICAL DATA
12
Sound Data
Sound data in the following tables is representative of noise produced by the
“engine only”.
Exhaust
Sound Power 100 Hz to 800 Hz (1/3 Octave Frequencies)
OVER-
PERCENT ENGINE
ALL 100 Hz 125 Hz 160 Hz 200 Hz 250 Hz 315 Hz 400 Hz 500 Hz 630 Hz 800 Hz
LOAD POWER
SOUND
% BHP dB(A) dB(A) dB(A) dB(A) dB(A) dB(A) dB(A) dB(A) dB(A) dB(A) dB(A)
100 2,588 124.8 104.2 105.5 105.0 112.4 109.5 110.7 112.0 114.0 112.8 111.1
90 2,329 124.0 102.7 106.3 106.1 112.9 110.8 109.9 112.0 112.5 112.0 109.5
80 2,071 123.1 102.5 107.3 107.0 113.1 110.1 108.6 111.2 111.0 111.3 108.1
75 1,941 122.4 104.1 107.8 107.4 112.8 108.5 107.9 110.4 110.2 110.8 107.7
70 1,812 121.7 104.2 108.0 107.1 112.2 108.4 107.2 109.6 109.7 110.3 107.3
60 1,553 120.5 104.4 106.7 105.7 111.1 109.5 105.9 108.2 108.9 109.4 106.4
50 1,294 119.6 104.4 101.9 103.6 111.4 109.0 104.7 107.7 107.9 108.9 105.2
40 1,035 118.0 104.0 100.5 102.4 108.6 106.5 102.4 107.2 106.8 107.3 103.5
30 776 116.1 102.1 100.7 101.3 104.6 103.8 100.0 105.6 106.2 105.0 101.2
25 647 115.1 100.0 101.2 100.2 103.6 102.9 99.3 104.5 106.1 104.1 99.7
20 518 114.1 98.5 100.7 99.3 102.5 101.3 98.7 104.4 104.1 102.5 98.9
10 259 112.1 96.1 96.2 97.1 100.5 98.4 98.5 102.7 101.2 98.7 97.7
Sound Power 1000 Hz to 10,000 Hz (1/3 Octave Frequencies)

PERCENT ENGINE 1000 1250 1600 2000 2500 3150 4000 5000 6300 8000 10000
LOAD POWER Hz Hz Hz Hz Hz Hz Hz Hz Hz Hz Hz
100 2,588 112.2 113.3 114.6 115.1 113.9 109.8 107.8 103.9 98.6 98.3 115.8
90 2,329 110.6 112.4 113.4 114.4 113.3 108.9 106.9 102.7 97.2 102.8 114.2
80 2,071 109.0 111.4 112.1 113.3 112.3 107.9 105.9 101.5 96.2 107.8 109.4
75 1,941 108.2 110.9 111.4 112.6 111.6 107.3 105.4 100.8 95.9 110.4 102.6
70 1,812 107.6 110.1 110.7 111.9 110.8 106.7 104.7 100.0 95.6 110.2 96.9
60 1,553 106.4 108.5 109.6 110.6 109.3 105.4 103.2 98.5 95.3 105.6 88.5
50 1,294 105.2 107.0 108.7 109.3 107.7 103.9 101.5 97.1 98.5 96.1 85.0
40 1,035 103.8 105.5 107.7 107.8 106.0 102.2 99.6 97.9 96.5 90.6 84.1
30 776 102.3 103.9 106.4 106.1 103.9 100.5 97.6 97.4 90.9 87.9 83.7
25 647 101.7 103.0 105.5 105.0 102.4 99.5 96.5 95.3 89.6 87.4 83.3
20 518 101.1 102.0 104.6 104.1 101.8 99.0 95.4 93.1 88.9 86.8 82.9
10 259 100.6 100.7 103.3 101.8 98.6 96.8 94.8 89.1 88.3 86.2 82.6
Mechanical
Sound Power 100 Hz to 800 Hz (1/3 Octave Frequencies)
OVER-
PERCENT ENGINE
ALL 100 Hz 125 Hz 160 Hz 200 Hz 250 Hz 315 Hz 400 Hz 500 Hz 630 Hz 800 Hz
LOAD POWER
SOUND
100 2,588 122.9 85.3 90.3 90.4 93.4 95.0 100.0 104.0 109.0 106.2 107.4
90 2,329 122.1 85.0 90.0 90.4 93.2 94.4 99.6 103.6 108.5 105.9 107.0
80 2,071 121.6 84.6 89.7 90.2 93.0 94.1 99.3 102.9 108.2 105.6 106.7
TECHNICAL DATA
75 1,941 120.7 84.3 89.5 90.1 92.9 94.0 99.0 102.6 108.1 105.5 106.9
70 1,812 119.9 83.7 89.4 89.9 92.6 93.8 98.7 102.3 108.0 105.0 106.7
60 1,553 119.1 83.0 89.4 89.3 92.1 93.5 99.1 102.1 106.6 104.6 106.4
50 1,294 118.8 82.1 88.7 88.5 91.7 93.3 99.2 102.5 105.7 104.7 106.4
40 1,035 118.4 80.7 87.7 87.8 90.3 92.7 99.0 102.7 105.1 104.7 106.3
30 776 117.9 79.6 86.8 86.8 89.1 91.8 98.8 102.5 105.3 104.5 106.0
25 647 117.6 79.1 86.8 85.8 88.5 91.1 98.7 102.3 105.1 104.6 105.6
20 518 117.3 79.2 86.5 85.4 88.9 90.6 98.9 102.4 105.0 103.7 105.3
10 259 116.3 79.1 86.1 83.9 88.2 90.4 99.3 101.9 104.7 102.7 104.7
13
Sound Power 1000 Hz to 10,000 Hz (1/3 Octave Frequencies)

PERCENT ENGINE 1000 1250 1600 2000 2500 3150 4000 5000 6300 8000 10000
LOAD POWER Hz Hz Hz Hz Hz Hz Hz Hz Hz Hz Hz
100 2,588 109.5 111.3 112.3 110.0 108.3 107.8 104.1 103.4 100.8 102.6 120.2
90 2,329 109.7 111.1 112.2 110.2 108.2 107.9 104.0 102.4 100.4 105.6 118.3
80 2,071 109.3 111.0 112.1 110.5 108.4 108.2 104.0 101.9 100.1 111.6 115.0
75 1,941 109.3 110.9 112.1 109.7 108.3 108.4 104.0 101.9 100.2 114.2 108.3
70 1,812 109.1 110.8 111.8 109.4 108.6 108.1 103.7 101.8 100.5 112.1 100.3
60 1,553 109.5 110.6 111.7 109.2 107.8 107.8 103.0 101.6 100.0 108.4 94.2
50 1,294 109.5 110.8 111.6 109.0 107.3 107.2 103.0 101.5 102.6 103.3 92.7
40 1,035 109.3 110.2 111.2 108.7 107.0 106.9 102.9 101.3 102.7 96.0 91.9
30 776 109.0 109.7 110.9 108.1 106.2 105.5 102.9 102.0 98.1 95.7 91.8
25 647 109.0 109.2 110.7 107.6 105.8 105.5 102.3 100.9 96.8 95.4 91.7
20 518 108.5 109.2 110.5 107.2 105.4 105.7 101.9 99.4 96.3 95.1 91.1
10 259 107.3 107.6 109.6 106.2 104.3 104.4 100.3 96.5 95.1 93.9 90.3
Emissions Data
Rated Speed NOT TO EXCEED Data: 1200 RPM
ENGINE POWER BHP 2,588 1,941 1,294 647 259
PERCENT LOAD % 100 75 50 25 10
TOTAL NOX (AS NO2) G/HR 15,029 9,197 6,197 3,432 1,177
TOTAL CO G/HR 878 2,086 1,273 821 808
TOTAL HC G/HR 199 173 163 188 292
PART MATTER G/HR 60.6 95.5 90.3 91.7 79.9
TOTAL NOX (AS NO2) (CORR 5% O2) MG/NM3 3,138.6 2,502.9 2,421.5 2,365.9 1,385.4
TOTAL CO (CORR 5% O2) MG/NM3 158.5 489.7 425.2 482.9 808.4
TOTAL HC (CORR 5% O2) MG/NM3 31.2 35.1 47.2 96.1 252.8
PART MATTER (CORR 5% O2) MG/NM3 9.6 19.9 26.9 48.9 74.6
TOTAL NOX (AS NO2) (CORR 5% O2) PPM 1,529 1,219 1,180 1,152 675
TOTAL CO (CORR 5% O2) PPM 127 392 340 386 647
TOTAL HC (CORR 5% O2) PPM 58 66 88 179 472
TOTAL NOX (AS NO2) G/HP-HR 5.83 4.75 4.79 5.30 4.54
TOTAL CO G/HP-HR 0.34 1.08 0.98 1.27 3.12
TOTAL HC G/HP-HR 0.08 0.09 0.13 0.29 1.13
PART MATTER G/HP-HR 0.02 0.05 0.07 0.14 0.31
TOTAL NOX (AS NO2) LB/HR 33.13 20.27 13.66 7.57 2.60
TOTAL CO LB/HR 1.94 4.60 2.81 1.81 1.78
TOTAL HC LB/HR 0.44 0.38 0.36 0.42 0.64
PART MATTER LB/HR 0.13 0.21 0.20 0.20 0.18
Rated Speed NOMINAL Data: 1200 RPM

ENGINE POWER BHP 2,588 1,941 1,294 647 259
PERCENT LOAD % 100 75 50 25 10
TOTAL NOX (AS NO2) G/HR 12,524 7,664 5,164 2,860 981
TOTAL CO G/HR 488 1,159 707 456 449
TOTAL HC G/HR 150 130 122 142 219
TOTAL CO2 KG/HR 1,246 958 666 375 216
PART MATTER G/HR 43.3 68.2 64.5 65.5 57.1
TECHNICAL DATA

PART MATTER (CORR 5% O2) MG/NM3 6.8 14.2 19.2 34.9 53.3
TOTAL NOX (AS NO2) (CORR 5% O2) PPM 1,274 1,016 983 960 562
TOTAL CO G/HP-HR 0.19 0.60 0.55 0.70 1.73
TOTAL HC G/HP-HR 0.06 0.07 0.09 0.22 0.85
PART MATTER G/HP-HR 0.02 0.04 0.05 0.10 0.22
14

ENGINE POWER BHP 2,588 1,941 1,294 647 259
PERCENT LOAD % 100 75 50 25 10
TOTAL CO LB/HR 1.08 2.55 1.56 1.00 0.99
TOTAL HC LB/HR 0.33 0.29 0.27 0.31 0.48
TOTAL CO2 LB/HR 2,747 2,112 1,468 828 476
PART MATTER LB/HR 0.10 0.15 0.14 0.14 0.13
OXYGEN IN EXH % 11.1 12.0 12.2 13.5 15.7
DRY SMOKE OPACITY % 0.3 0.8 1.1 1.6 1.1
BOSCH SMOKE NUMBER 0.11 0.29 0.41 0.54 0.41
Regulatory Information
EPA TIER 2 2007 - 2011
Gaseous emissions data measurements are consistent with those described in EPA 40 CFR part
94.103 and ISO 8178 for measuring HC, CO, PM, and NOx. This engine conforms to US EPA
marine commercial compression-ignition emission regulations.
Locality Agency Regulation Tier/Stage Maximum Limits -G/BKW -HR
U.S. (Including Marine
EPA Tier 2 CO: 5.0 NOx + HC: 7.8 PM: 0.27
California) Commercial
EPA TIER 2 2006 - 2010

Gaseous emissions data measurements are consistent with those described in EPA 40 CFR part 89
subpart D and ISO 8178 for measuring HC, CO, PM, and NOx. Gaseous emissions values are
weighted cycle averages and are in compliance with the non-road regulations.
Locality Agency Regulation Tier/Stage Maximum Limits -G/BKW -HR
U.S. (Including
EPA Non-Road Tier 2 CO: 3.5 NOx + HC: 6.4 PM: 0.20
California)
IMO 2000 -
Gaseous emissions data measurements are consistent with those described in regulation 13 of
annex VI of MARPOL 73/78 and ISO 8178 for measuring HC, CO, PM, and NOx. This engine
conforms to international marine organization's (IMO) marine compression-ignition emission
regulations.
TECHNICAL DATA
15
C175-16 Offshore Generator Set - 1500 rpm (2300 ekW 50 Hz)

The technical data in this section is accurate at the time of publication and
subject to change. For the most current technical data please consult your local Cat
dealer or reference the Technical Marketing Database (TMI).
Performance Number DM9508, Change Level 02

Sales Model: ..................................... C175-16 Engine Speed: ............................... 1,500 RPM
Engine Power:.............. 2,418 bkw (3,242 bhp) Aspiration: ................................................ TA
Compression Ratio: ................................. 15.3 Aftercooler Type: ................ 2-Stage JW/SCAC
Application: ....................................... Oil Field Aftercooler Temperature: ......... 46°C (114.8°F)
Rating Level:...................... Pump/Drill - Electric Jacket Water Temperature: ...... 99°C (210.2°F)
Pump Quantity: ............................................ 2 Turbo Configuration: ............................ Parallel
Fuel Type: ............................................ Diesel Turbo Quantity: ........................................... 2
Manifold Type: ..........................................Dry Turbocharger Model: .... GTB7083BLN-52T-2.41
Governor Type: ................................. ADEM™4 Certification Year: ...................................2012
Electronics Type:............................... ADEM™4 Crankcase
Blowby Rate: .........46.0 M3/Hr (1,624.3 Ft3/Hr)
Ignition Type: .............................................CI
Fuel Rate
Injector Type: ........................................... CR
(Rated RPM) No Load: ... 56.0 L/Hr (14.8 Gal/Hr)
Fuel Injector: ................................... 3492522
Piston Speed @ Rated
Ref Exh Stack Diameter (In): ..... 356 mm (14 in) Engine Speed: ........ 8.8 M/Sec (2,165.4 Ft/Min)
Combustion: .............................................. DI
General Performance Data - Metric Units

BRAKE
LOAD POWER TEMP
(BMEP)
% BKW kPa G/BKW-HR L/HR kPa DEG C DEG C kPa DEG C
100 2,418 2,285 201.9 582.0 251.6 50.5 631.9 152.8 475.4
90 2,176 2,056 204.8 531.3 228.1 49.9 621.7 135.2 474.7
80 1,934 1,828 207.3 478.0 200.4 49.3 611.4 116.4 475.3
75 1,814 1,714 208.3 450.3 184.9 49.1 606.2 106.4 475.7
70 1,693 1,599 208.7 421.1 166.4 48.9 599.6 95.3 475.3
60 1,451 1,371 209.2 361.8 128.1 48.5 582.7 73.2 474.2
50 1,209 1,142 210.2 303.0 91.5 48.3 561.0 53.3 472.5
40 967 914 215.6 248.6 63.4 48.6 526.1 40.3 454.3
30 725 685 226.6 196.0 41.2 48.8 476.6 30.2 420.8
25 604 571 236.3 170.3 32.3 48.7 446.3 26.2 398.2
20 484 457 251.3 144.8 25.3 48.5 407.0 22.4 356.1
TECHNICAL DATA
10 242 228 329.6 95.0 16.1 47.7 312.1 16.3 280.6
16
ENGINE ENGINE
ENGINE OUTLET OUTLET
COMPRESS COMPRESS WET INLET OUTLET WET INLET WET EXH WET EXH DRY EXH
PERCENT ENGINE
OR OUTLET OR OUTLET AIR VOL WET EXH AIR MASS GAS MASS VOL FLOW VOL FLOW
LOAD POWER
PRES TEMP FLOW RATE GAS VOL FLOW RATE FLOW RATE RATE (0 RATE (0
FLOW RATE DEG C AND DEG C AND
10 KPA) 101 KPA)
% BKW kPa DEG C M3/MIN M3/MIN KG/HR KG/HR M3/MIN M3/MIN
100 2,418 243 198.9 199.9 518.2 13,899.3 14,387.9 189.1 175.4
90 2,176 220 187.8 186.8 480.0 12,895.2 13,341.3 175.3 162.8
80 1,934 193 172.4 171.4 437.1 11,741.1 12,142.3 159.5 148.3
75 1,814 179 163.0 162.8 413.7 11,104.0 11,481.8 150.9 140.3
70 1,693 161 151.9 152.2 386.3 10,358.5 10,711.9 141.0 131.1
60 1,451 126 128.3 130.3 329.6 8,832.4 9,136.0 120.5 112.0
50 1,209 92 104.8 109.2 274.0 7,384.4 7,638.6 100.4 93.4
40 967 64 86.0 93.1 288.0 6,287.6 6,496.1 85.6 79.9
30 725 42 69.3 80.2 186.8 5,411.8 5,576.1 73.5 69.1
25 604 33 61.7 74.9 167.9 5,056.8 5,199.6 68.3 64.4
20 484 26 54.6 70.4 150.0 4,756.7 4,878.2 64.2 60.8
10 242 17 41.7 63.9 117.3 4,322.6 4,401.6 57.8 55.5
Emissions Data
Rated Speed Potential Site Variation 1500 RPM
ENGINE POWER BHP 2,418 1,814 1,209 604 242
PERCENT LOAD % 100 75 50 25 10
TOTAL CO G/HR 1,883 3,011 1,223 1,145 1,677
TOTAL HC G/HR 155 147 209 215 337
TOTAL NOX (AS NO2) (CORR 5% O2) MG/NM3 3,447.2 2,874.7 3,671.7 3,945 2,760.4
TOTAL CO (CORR 5% O2) MG/NM3 267.6 575.0 348.5 606.8 1,507.8
TOTAL NOX (AS NO2) (CORR 5% O2) PPM 1,679 1,400 1,788 1,922 1,345
TOTAL CO (CORR 5% O2) PPM 214 460 279 485 1,206
TOTAL CO G/HP-HR 0.58 1.24 0.76 1.41 5.18
TOTAL HC G/HP-HR 0.05 0.06 0.13 0.27 1.04
TOTAL CO LB/HR 4.15 6.64 2.70 2.52 3.70
TOTAL HC LB/HR 0.34 0.32 0.46 0.47 0.74
TECHNICAL DATA
17

ENGINE POWER BHP 2,418 1,814 1,209 604 242
PERCENT LOAD % 100 75 50 25 10
TOTAL CO G/HR 1,046 1,673 680 636 931
TOTAL HC G/HR 117 111 157 162 253
TOTAL CO2 KG/HR 1,575 1,195 800 456 240
TOTAL NOX (AS NO2) (CORR 5% O2) PPM 1,399 1,167 1,490 1,601 1,121
TOTAL CO G/HP-HR 0.32 0.69 0.42 0.79 2.88
TOTAL HC G/HP-HR 0.04 1.05 0.10 0.20 0.78
TOTAL CO LB/HR 2.31 3.69 1.50 1.40 2.05
TOTAL HC LB/HR 0.26 0.24 0.35 0.36 0.56
TOTAL CO2 LB/HR 3,472 2,635 1,763 1,005 529
OXYGEN IN EXH % 10.1 10.9 10.8 13.0 15.6
DRY SMOKE OPACITY % -0.0 0.0 1.9 5.0 2.2
BOSCH SMOKE NUMBER -0.01 0.01 0.64 1.29 0.72
Regulatory Information
IMO II 2011 -
Gaseous emissions data measurements are consistent with those described in regulation 13 of
revised annex VI of MARPOL 73/78 and ISO 8178 for measuring HC, CO, PM, and NOx. This
engine conforms to international marine organization's (IMO) marine compression-ignition emission
regulations.
Rating Definitions
Conditions
Unless otherwise specified all ratings are based on SAE J1995 standard ambient
conditions of 100 kPa (29.61 in Hg), 25 deg C (77 deg F) and 30% relative
humidity. Ratings also apply at AS1501, BS5514, DIN6271 and ISO 3046/1
standard conditions. Power for diesel engines is based on 35 deg C API fuel having
a LHV of 42,780 kJ/kg 18,390 BTU) used at 29 deg C (84.2 deg F) with a density
of 838.9 g/L (7.002 lbs/gal).
Engines are equipped with standard accessories; lube oil, fuel pump, jacket water
pumps, etc., as required. The power to drive auxiliaries must be deducted from the
gross output to arrive at the net power available for the external (flywheel) load.
TECHNICAL DATA
Ratings must be reduced to compensate for altitude and/or ambient temperature

conditions according to the applicable data shown on the performance data set.
Observed engine performance is corrected to ASE J1995 reference air and fuel
conditions.
18
Performance Parameter Tolerance Factors

Power +/-3%
Torque +/-3%
Exhaust stack temperature +/-8%
Inlet airflow +/-5%
Intake manifold pressure – gauge +/-10%
Exhaust flow +/-6%
Specific fuel consumption +/-3%
Fuel rate +/-5%
Heat rejection +/-5%
Heat rejection exhaust only +/-10%
Oil consumption tolerance +/-20% at rated rpm
TECHNICAL DATA
19
Lubricating Oil System

General
The lubrication system ensures that there is a consistent supply of cool, clean,
high pressure oil to lubricate components in the engine. The lubrication system in
the C175 offshore genset is designed to comply with all offshore non-emergency
tilt requirements. Consult the Lubrication Systems Application and Installation (A&I)
Guide (LEBW4957) for a detailed explanation of lubrication systems in Cat engines.
Inclination Capability
The C175 petroleum offshore genset meets all MODU tilt requirements as
specified in the below tables. Optional attachments are available for emergency tilt
requirements.
Semi-Submersible / Column Stabilized
Classification Angle of Inclination
Equipment Propulsion
Society Static Dynamic
For Essential
15° in any direction 22.5° in any direction
Service
ABS
For Emergency
25° in any direction No Requirement
Purpose
For Essential Self Propelled 22.5° in any direction
15° in any direction
Service Not Propelled No Requirement
BV
For Emergency Self Propelled
Purpose Not Propelled
For Essential
Service
DNV
For Emergency
Purpose
Self-Elevating Units
For Essential
10° in any direction 15° in any direction
Service
ABS
LUBRICATING OIL SYSTEM
For Emergency
Purpose
For Essential Self Propelled 15° in any direction
10° in any direction
Service Not Propelled No Requirement
BV
For Emergency Self Propelled
Purpose Not Propelled
For Essential
Service
DNV
For Emergency
Purpose
20
Surface Units / Ship-Shaped Units

15° list and 5° trim 22.5° rolling and 7.5°
For Essential
simultaneously in any pitching
Service
direction simultaneously
ABS 22.5° about the
longitudinal axis and/or
For Emergency
when inclined 10° No Requirement
Purpose
about the transverse
axis on a surface unit
7.5° fore and aft,
For Essential Self Propelled 5° fore and aft, 15° 22.5° athwartship
Service athwartship
BV Not Propelled No Requirement
For Emergency Self Propelled 10° fore and aft, 10° fore and aft,
Purpose Not Propelled 22.5° athwartship 22.5° athwartship
From upright and in
level trim to an angle
of inclination of 15°
For Essential
either way and list and No Requirement
Service
simultaneously
trimmed up by to 5°
DNV by the bow or stern
22.5° about the
longitudinal axis and/or
For Emergency
when inclined 10° No Requirement
Purpose
about the transverse
axis on a surface unit
Oil Cooler
An oil cooler is used to cool the lubrication oil using the engine's jacket water.
The oil is cooled to 95°C (203°F).
Oil Filters
The oil pan is equipped with a 24 mesh wire screen. The simplex oil filter
provides filtration for the oil and is equipped with inlet and outlet pressure sensors.
A four canister duplex oil filter is available as an option for servicing the filters
during engine operation. Extended operation in the duplex mode is not

recommended. The normal operating oil pressure is 600 kPa (87 psi). The oil filter
must be replaced when the pressure difference across the filter is 100 kPa (14.5
psi) or greater.
Oil Pump
Lubricating oil is drawn from the oil pan and pumped through the lubrication
circuit using an engine-driven, gear-type oil pump.
21
Pre-lubrication
C175 engines are equipped with a pre-lubrication pump and perform an
intermittent pre-lubrication procedure before start-up. Air or electric pre-lubrication
pumps are available in all C175 gensets. For emergency gensets the set point in
the software for pre-lubing is Continuous, lubricating every 1440 minutes. The Pre-
Lube interval is adjustable from 1 to 10 days.
Air Prelube System

The pneumatic intermittent prelube system uses a package-mounted pump that is
engaged immediately prior to engine start-up.
Electric Prelube System

The electric prelube system uses a package-mounted pump that is engaged
immediately prior to engine start-up.
Post-lubrication
The Petroleum C175 offshore drilling generator set does not have a "post-lube"
feature. During shutdown, the engine oil pump provides sufficient lubrication due to
the inertia from the generator keeping the engine components rotating.
Oil Requirements
Due to significant variations in the quality and performance of commercially
available lubrication oils, Caterpillar recommends the oils listed in the following
table for the C175 engine. Additional information can be found in publication
PEHJ0059.
Cat DEO (Diesel Engine Oil) for C175 Diesel Engine
SAE Viscosity Ambient Temperature

Cat Oil TBN
Grade Minimum Maximum
SAE 15W-40 11.3 -9.50°C (15°F) 50°C (122°F)
DEO
SAE 10W-30 11.3 -18°C (0°F) 40°C (104°F)
Use of Commercial Oil

Caterpillar does not recommend other commercial brands of lube oils, but has
established guidelines for their use. Commercially available lubrication oils may be
used in Cat C175 Engines, but they must have proof of performance in the Cat
Field Performance Evaluation, included in Caterpillar document SEBU6251.
Oil Change Interval

Oil and filters must be changed according to the service intervals provided in the
table below or in the Operation and Maintenance Manual, SEBU8333. Extended oil
change intervals can be achieved by regularly sampling and analyzing the oil using
the Scheduled Oil Sampling program (S•O•S).
22
Oil Change Intervals for C175 Diesel Engines

Engine Model Lube Oil Capacity Oil Change Interval
C175-16 (15° Tilt) 946 L (250 gal) 1000 Hours or 1 Year
C175-16 (25° Tilt) 509 L (134 gal) 500 Hours or 1 Year
Scheduled Oil Sampling

The integrity of the oil and wear of internal engine components can vary
depending on the application and operation of the engine. An S•O•S analysis can
be used to assess the health of the oil and identify abnormal component wear. This
can be useful to determine extended oil change intervals or identify potential
failures before they occur. S•O•S analyses are available though the local Cat dealer
and are recommended every 500 hours. An S•O•S analysis includes the following:
 Wear Analysis
This analysis identifies engine wear elements present in the oil. Premature
wear of engine components can be identified from S•O•S analysis trends.
 Oil Condition Analysis
This analysis identifies the wear status of the oil. Trends in the health of
engine oil are used to optimize oil change intervals depending on the
application.
Change Interval without Oil Analysis Results

If the S•O•S analysis results cannot be obtained in a timely manner, the analysis
during the initial oil change interval should be used to determine future oil change
intervals. Oil samples should be analyzed at every oil change period, even if the
turnaround time for the data is long.
Centrifugal Oil Filters

A centrifugal oil filter (COF) is available as a product option. The COF filters
cooled unfiltered oil at a rate of 5% of engine flow. Filtered oil is returned to the
engine oil pan. The COF is package-mounted on the base at the front of the
generator set.
Oil Mist Detection System

An excessive concentration of oil mist in the engine crankcase can result in an
explosion when the mist comes in contact with a hot surface. Marine Classification
Societies (MCS) require all engines rated at 2250 kW (3017 bhp) and above or
have cylinder bores of more than 300 mm (11.8 inch) be provided with a
protection system against a crankcase explosion. The protection system may take
the form of an:
 Oil mist detection system
 Bearing temperature monitoring system
23
 Alternative system
For low speed diesel engines, the protection system is to initiate an alarm and
automatic slowdown of the engine. For medium to high-speed diesel engines, the
system is to initiate an alarm and automatic shutdown of the engine.
The Cat C175-16 engine utilizes the Graviner® Mk7 oil mist detector from Kidde
Products Ltd. The oil mist detectors are mounted on engine side covers, on the
right side of the engine.
The Installation, Operation and Maintenance Manual is available for download
from:
http://www.kfp.co.uk/OilMistDetection/Pages/OMDMK7.aspx
Customer Piping Connections

Engine Connections
 Oil fill and drain: 38 mm (1-1/2 in. 150# ANSI Flange)
24
Crankcase Ventilation System

Crankcase Emissions
Crankcase emissions result from combustion byproducts and/or exhaust fumes
escaping around the piston rings and into the crankcase, commonly called blow-by.
If not controlled, this blow-by can contaminate the lube oil and pressurize the
crankcase, possibly leading to an oil leak.
Venting the emissions to the atmosphere is a simple solution to release the
pressure and trapped fumes. Managing the emissions, however, adds complexity to
crankcase ventilation systems.
Current C175 diesel engines require crankcase fumes be vented to the
atmosphere. Crankcase breathers are provided on the Petroleum C175 engine to
allow this gas to escape. A closed-loop, on-engine crankcase filtration system for
the Petroleum C175 engine is not available at this time.
For more information on this subject please reference the Crankcase Ventilation
A&I Guide, LEBW4958.
Crankcase Fumes Disposal

A crankcase fumes disposal system must be properly designed and installed to
avoid engine malfunctions. If discharged into the engine room, crankcase emissions
will clog air filters. Therefore, crankcase fumes must be discharged directly to the
atmosphere outside of the engine room through a venting system. Individual
venting system must be installed on each engine.
A plumbing system must be designed and installed to carry the fumes from the
engine breathers to the engine room's exterior. The crankcase breathers are located
on each cylinder bank, on top of the engine block at the front. The pipe must be
sized not to exceed the maximum backpressure in the crankcase. A method for
calculating backpressure based on the selected plumbing system is available in
LEBW4958. Condensation of crankcase fumes in the vent line will occur. Loops or
low points in the pipe must be avoided to prevent liquids from restricting the
discharge of fumes. Where horizontal runs are required, install the pipe with a CRANKCASE VENTILATION SYSTEM
gradual rise of 41.7 mm/m, (½ in/ft) with the appropriate provision to drain the
pipe. The weight of the pipes must not be supported by any point on the engine.
Flexible connections between the engine and the vent pipe are required. This will
allow the engine to move due to torque reactions, thermal expansion, and will
prevent vibration transmissions to the pipe.

Rubber boot for 60.3 mm (2.375 in.) O.D. tubing. The two connections are found
on the top right and left of the flywheel housing.
25
Fuel System
General
The C175 engine utilizes a high pressure common rail fuel system. The major
components of the fuel system are:
 Primary, secondary and tertiary fuel filters
 High pressure rail
 Fuel transfer pump
 Fuel control valve (FCV)
 High pressure pump
 Electronic fuel injectors
 Fuel priming pump
For more information on fuel systems in Cat engines, please consult the Diesel
Fuels and Diesel Fuel Systems A&I Guide, LEBW4976.
Fuel Transfer Pump

The fuel transfer pump draws fuel from the day tank and through the primary fuel
filter/water separator. The fuel is then pressurized to 650 kPag +/-100 kPa (94 psi
+/-14.5 psi). A fuel pressure regulator allows fuel at 650 kPag to continue to the
fuel control valve (FCV). The fuel pressure regulator also returns to the day tank
any fuel at a pressure greater than 650 kPag. The pressurized fuel is then sent
through the secondary/tertiary fuel filters before being delivered to the FCV.
High Pressure Pump

The FVC controls the flow of fuel into the high pressure fuel pump. The high
pressure fuel pump increases fuel pressure to up to 180,000 kPa (26,000 psi). The
high pressure fuel is delivered through the common rail. A double wall rail is
provided to deliver fuel to the injectors. The inner tube delivers the fuel while the
outer wall captures any fuel leakage in the system. A fuel leakage sensor is used to
inform the operator of a leak in the system.
CAUTION: Fuel in the high pressure pump, common rail, and injectors is
pressurized to up to 180,000 kPa (26,000 psi). Personal injury or death can result
from improperly checking for a fuel leak. Always use a board or cardboard when
checking for a leak. Escaping air or fluid under pressure, even a pin-hole size leak,
can penetrate body tissue causing serious injury, and possible death. If fluid is
injected into your skin, it must be treated immediately by a doctor familiar with this
type of injury.
FUEL SYSTEM
Fuel Control Valve

The fuel control valve (FCV) controls flow to the high pressure pump. The ECM
sends a desired throttle position to the FCV. The FCV has on-board electronics to
control and maintain the necessary valve position.
26
Electric Fuel Injectors

The fuel Injectors are controlled by the ECM for precise timing and delivery of the
fuel.
External Fuel System Design Considerations

Diesel fuel supply systems must ensure a continuous and clean supply of fuel to
the engine’s fuel system.
The external fuel system typically has three major components:
 A fuel storage system
 A fuel transfer system
 A fuel filtration system.
Each of these systems demands careful attention to ensure the success of each
installation.
Fuel Storage System

The minimum and maximum pressures at the inlet of the engine's fuel transfer
pump are the following:
 Minimum -40 kPag (-5.8 psig) with dirty primary fuel filters
 Minimum -20 kPag (-3 psig) with clean primary fuel filters
 Maximum 69 kPag (10 psig)
For fuel tank installations below the engine level, the lifting capability of the fuel
transfer pump is equivalent to a 40 kPa inlet restriction
For overhead fuel tank installations, Caterpillar recommends an open/close
solenoid shutoff valve in the supply line and a 3.45 kPa (0.5psi) check valve in the
return line. Ensure that the return restriction does not exceed 350kPa (51psi) at
rated speed and load.
Fuel Transfer System

Line Restriction - The piping carrying fuel to the fuel transfer pump and the return
line carrying excess fuel to the tank should be no smaller than the engine
connections. The maximum inlet flow restriction is 20 kPa at rated speed. Air in the
system causes hard starting, erratic engine operation and will erode injectors.
Return Line - The return line should enter the top of the tank without shutoff
valves. Bypass (return) fuel leaving the engine pressure regulator should be
returned to the engine day tank. The maximum allowable fuel return line restriction
is 60 kPa.
Fuel Filter System

FUEL SYSTEM
The C175's fuel system consists of a package mounted duplex primary fuel filter
prior to the fuel transfer pump and an on-engine duplex secondary/tertiary fuel
filter. The secondary/tertiary fuel filter is a filter-within-a-filter design.
27
Miscellaneous Fuel System Considerations

Flexible Connections - Connections between the external fuel piping system and
the engine must be made using flexible hoses and must be located directly at the
engine inlet and outlet to accommodate engine motion.
Fuel Temperature - Engines are power set at the factory with 70°C (158°F) fuel
to the engine transfer pump. Higher fuel temperatures will reduce fuel stop power
capability. The "fuel stop" power reduction is 1% for each 5.6°C (10 °F) fuel
supply temperature increase above 30°C (86°F). If the engine is operating below
the "fuel stop" limit, the ECM will add fuel as required to maintain the required
engine speed. The classification societies have a maximum return to tank fuel
temperature. This temperature is related to the fuel flash point. The minimum
allowable viscosity of the fuel entering the engine is 1.4 cSt.
Fuel Coolers - The C175 has minimal fuel heat rejection therefore the need for
fuel coolers is project specific and depends greatly on day tank size and location.
Calculations for determining the need for a fuel cooler are contained in publication
LEBW4976 (Diesel – fuels and fuel systems) and publication REHS4726. Refer to
the following table for fuel heat rejection data. If a heat exchanger is used, it must
not contain copper. When copper comes in contact with the fuel it has been found
to cause issues with the C175 engines. The maximum fuel inlet temperature is
70°C (158°F).
Fuel Cooler Fuel Flow and Heat Rejection
Max. Fuel Flow Fuel Heat
Engine Rated Speed
Return to Tank Rejection
30 L/min 2.2 kW
C175-16 1200 rpm
(7.9 gal/min) (125 BTU/min)
Fuel Recommendations
The fuels recommended for use in Cat C175 series diesel engines are No. 2-D
diesel fuel and No. 2 fuel oil. Refer to publication SEBU6251 for additional
explanation of acceptable fuels.

Engine Fuel Line Connections
 Fuel Supply: 1-7/16 ORFS
 Excess Fuel Return: 1-3/16 ORFS
FUEL SYSTEM
28
Cooling System
General
The cooling system configuration for the Petroleum C175 consists of a jacket
water system (JW) for engine, oil and turbocharger cooling. Charge air cooling is
provided by a 2 stage aftercooler consisting of a JW first stage and a separate
circuit (SCAC) second stage. The engine is shipped from the factory with
preservation fluids. The cooling system must be drained and refilled with coolant
prior to operation.
Capacities
To maintain the cooling system, the total cooling system capacity must be
determined. The total cooling system capacity will vary between individual
installations. The total cooling system capacity can include the following
components: engine, expansion tank, heat exchanger, radiator, keel cooler and
piping.
Refer to the specifications that are provided by Caterpillar or the OEM of the
installation. Record the total cooling system capacity in the appropriate table.
C175-16 Refill Capacities

Engine Only Cooling System Capacity
 Jacket Water 305 L (80.5 US gal)
 Separate Circuit Aftercooled 42 L (11 US gal)
Internal Cooling System

Fresh Water Pumps
The Petroleum C175 engine has two gear-driven centrifugal water pumps
mounted on the front housing. The left-hand pump (viewed from the flywheel end)
supplies coolant to the oil cooler, 1st stage aftercooler, block and heads. The right-
hand pump supplies coolant to the 2nd stage aftercooler circuit.
Coolant Temperature Control

The C175 engine uses one electronic thermostat in each cooling circuit. The
SCAC circuit uses a temperature sensor at the inlet of the aftercooler to control the
electronic thermostat placed on the aftercooler's outlet. The JW circuit uses a
temperature sensor at the engine water inlet and an electronic thermostat at the
outlet.
COOLING SYSTEM
External Cooling System

Cooling Methods
The Petroleum C175 engine can be cooled with off package mounted radiators or
plate-type heat exchangers. The selected cooling method must provide the required
coolant temperature and flow at the SCAC pump inlet to meet the applicable
emissions requirements. Below is a list of considerations for sizing radiators and
29
heat exchangers.
 Maximum ambient temperature
 Maximum cooling water temperature
 External cooling water (fresh or sea-water)
 Internal cooling water composition (i.e. 50% ethylene glycol)
 Engine performance data (available through the local Cat dealer or TMI)
Expansion Tanks
The jacket water circuit and the aftercooler circuit both require an expansion
tank. Its primary function is to contain the expansion volume of the coolant as it
heats up. The expansion tank size should be at least 15% of the total system
volume. This provides for expansion plus reserve. To find out what type of
expansion tank your system needs (full flow or partial flow) please see the
expansion tank section in the Cooling Systems A&I guide, LEBW4978.
External Cooling System Design Considerations

Coolant Flow Control
The external circuit resistance setting establishes the total circuit flow by
balancing total circuit losses with the characteristic pump performance curves.
Correct external resistance is very important. Excessive high restriction results in
reduced coolant flow and system effectiveness. Excessive low restriction may
cause high fluid velocity resulting in cavitation/early component erosion. Below are
the pump performance curves at the time of publication. For current data please
refer to TMI.
SCAC Pump Performance (50 Hz/60 Hz)
COOLING SYSTEM
30
Jacket Water Pump Performance (50 Hz/60 Hz)
Jacket Water Heaters

Jacket water heaters may be required to meet cold starting and load acceptance
criteria. To provide for the optimum usage of the heater, Caterpillar routes the
heater water into the top of the cylinder block and exit at the bottom to maintain
block temperature. Jacket water heaters are available as optional attachments to
the C175 petroleum genset.
System Pressures
Correct cooling system pressure minimizes pump cavitation and increases pump
efficiency. The combination of static and dynamic pressure heads must meet the
pressure criteria listed in the technical data.
Venting
Proper venting is required for all applications. Vent lines should be routed to an
expansion tank at a constant upward slope. The C175 engine requires two vent
lines for the jacket water circuit and one vent line for the SCAC circuit The SCAC
vent line is only used for initial system fill. Refer to the general installation drawings
for vent line location.
System Monitoring
During the design and installation phase it is important that provisions are made
COOLING SYSTEM
to measure pressure and temperature differentials across major system

components. This allows accurate documentation of the cooling system during the
commissioning procedure. Future system problems or component deterioration
(such as fouling) are easier to identify if basic data is available.
31
Serviceability
Suitable access should be provided for cleaning, removal or replacement of all
system components. Isolation valves should be installed as deemed necessary to
facilitate such work.
System Pressures and Velocities

The following pressure and velocity limits apply to C175 series engines:
Water Pump Pressures:
Maximum Allowable Static Head 175 kPa(g)
Minimum SCAC Inlet Pressure (dynamic) -6 kPa(g)
Minimum Jacket Water Heater Sizing. W Inlet Pressure -6 kPa(g)
(dynamic) Maximum Operating Pressures:
Engine Cooling Circuits 300 kPa(g)
Water Velocities:
Pressurized Lines 5.4 m/s
Pressurized Thin Walled Tubes 7 m/s
Suction Lines (Pump Inlet) 1.5 m/s
Low Velocity De-aeration Line 0.6 m/s
Cooling Water Requirements

Water Quality, Rust Inhibitors and Antifreeze
Maintaining water quality is very important in closed cooling systems. Excessive
hardness will cause deposits, fouling and reduced effectiveness of cooling system
components. Caterpillar has available coolant inhibitor to properly condition the
cooling water. When using Cat inhibitor, the cooling water piping must not be
galvanized and aluminum should not be used. If the piping is galvanized, the zinc
will react with the coolant inhibitor and form clogs, which will interfere with the
system operation.
Engine Connections
Engine Cooling Water Inlet/Outlet 6 in. ANSI Flange
AC Cooling Water Inlet 6 in. ANSI Flange
COOLING SYSTEM
AC Cooling Water Outlet 3 in. ANSI Flange
32
Starting System
General
The C175 petroleum offshore generator set can be equipped with air, electric, or
air/electric starters to meet customer needs.
Internal Starting Air System

The standard turbine starter operates on air inlet pressures from 415 to 690 kPa
(60.2 to 100.1 psi). These pressures are required at the starter inlet port. An air
tank pressure below 415 kPa will not start the engine because of pressure drop
associated with the air supply lines. For initial system evaluation, assume a 200
kPa (29 psi) pressure drop between the tank and the air starter inlet.
A pressure regulator is necessary when the supply pressure at the starter exceeds
690 kPa (100.1 psi).
The quantity of air required for each start and the size of the air receiver depend
upon cranking time and air-starter consumption.
The C175 air starter consumption is:
 26.2 m3/min @ 689 kPa (925 scfm @ 100 psi)
 21.6 m3/min @ 552 kPa (762 scfm @ 80 psi).
External Starting Air System Design Considerations

The starting air receiver size is normally determined by the requirements of the
classification society for the number of starts or start attempts.
The size of the air receivers should be increased if the starting air receiver also
supplies air for purposes other than the main engine starting (e.g. engine air
prelube, work air, auxiliary gensets). The Caterpillar supplied air prelube pump
consumption rate is 31 l/sec @ 690 kPa (8.2 g/sec @ 100.1 psi) free air
consumption.
Engine Piping Connections

The C175 turbine type starters must be supplied with clean air. Deposits of oil-
water mixture must be removed by traps installed in the lines. Lines should slope
towards the traps and away from the engine. The air supply pipes should be short
with the number of elbows kept to a minimum and at least equal in size to the
engine inlet connection, which is 1½” NPTF. Please contact the ASC for a DTO to
provide the strainer.
STARTING SYSTEM
33
Combustion Air System

General
The aftercooler system is a High Performance Air Cooling (HPAC) system
designed in a modular layout. The aftercooler is a two stage system consisting of
jacket water cooled first stage and a separate circuit second stage.
The maximum inlet air temperature to the turbocharger is 50°C (122°F) and is in
accordance with the marine society rules for equipment performance and will
provide good engine component life. For temperatures above 50°C (122°F), the
engine may derate to a power output level required for safe engine operation.
The C175 Engine normally draws engine combustion air in one of two ways:
 The engine room is supplied with air for engine combustion as well as for
removal of radiated heat. Engine-mounted air filters provide combustion
air filtration.
 The engine room is to be customer supplied with ventilation air for heat
removal and engine combustion air is supplied separately through a
dedicated, filtered air intake system.
Either system should be designed to provide sufficient clean air for combustion
and heat removal based on the ambient conditions and the maximum ratings for
each piece of installed equipment (i.e. marine auxiliary engines, pumps, and
switchgear). For classed vessels, the specific societies have well-defined rules for
the design parameters.
The amount of combustion air necessary for the C175 Engine is specified in the
technical data section of this manual. The amount of radiated heat emitted by each
engine is also specified.
Combustion Air System Design Considerations

Engine Room Supplied Air
The location and design of the engine room air intakes should consider the
following:
 The supply air outlets should be close to and directed at the engine
turbocharger air intakes.
COMBUSTION AIR SYSTEM
 Additional air should flow along the generator, coupling and engine to
absorb the radiated heat. The air flow should flow in the order stated
above as the radiated heat from the engine will cause unnecessary
temperature rise in the generator.
 The engine room air inlets should be placed such that water or dirt cannot
enter.
 Installations intended for operation in extreme cold may require heated air
for starting purposes. In addition, it may be necessary to control the inlet
boost pressure for cold air installations. Contact your Cat dealer or the
34
regional Caterpillar representative for further information when extreme

ambient conditions are expected.
Separate Combustion Air System

Supplying the engines with direct outside air for combustion, if possible, is
beneficial to the installation for a number of reasons. It reduces the air movement
in the engine room, may reduce the cooling load on the charge air cooler, reduce
the maximum heat load on the cooling water heat exchanger and in turn reduce the
required sea water circulation in the system. Direct air to the turbocharger inlet
may provide a larger margin against engine load reduction brought on by high air
inlet temperatures.
It should be expected that, if the turbocharger inlets are supplied with engine
room air, a temperature rise of 5 to 10°C (9 to 18°F) above ambient would take
place. By supplying the engines with direct outside air the vessel will also reduce
the required fan work.
If the engine combustion air is supplied through a separate, dedicated air system,
the engine room design should consider the following.
The entire intake system, including clean air filters should have an initial
restriction of no greater than 254 mm H2O (10 in. H2O). The maximum inlet
restriction with dirty air filters should not exceed 635 mm H2O (25 in. H2O).
Flexible connections are necessary to isolate engine vibration from the ducting
system. Locate the flex connection as close to the engine as possible, but be
aware of the excessive heat generated by the exhaust system. Avoid supporting
any portion of the air intake pipes on the turbocharger.
COMBUSTION AIR SYSTEM
35
Engine Room Ventilation

General
Although not part of Cat’s Scope of Supply for a typical diesel generator package,
the engine room ventilation system is a vital part of a successful installation. The
two primary aspects of a properly designed engine room ventilation system
addressed in this document are cooling air and combustion air.
 Cooling Air: The flow of air required to carry away the radiated heat of
the engine(s) and other engine room machinery.
 Combustion Air: The flow of air required to burn the fuel in the engine(s).
Both of these have a direct impact on an engine’s or packaged unit’s
performance, and must be considered in the design of an engine room ventilation
system. However, it is important to note that all equipment within the engine room
space, not only the diesel generator packages, must be given consideration in the
overall ventilation system design process. For the current data please see
publication LEBW4971 on Engine Room Ventilation in TMI.
Sizing Considerations
Cooling Air
Engine room ventilation air (cooling air) has two basic purposes:
 To provide an environment that permits the machinery and equipment to
function properly with dependable service life.
 To provide an environment in which personnel can work comfortably.
A small percentage of fuel consumed by an engine is lost to the environment in
the form of heat radiated to the surrounding air. In addition, heat from generator
inefficiencies and exhaust piping can easily equal engine radiated heat. Any
resulting elevated temperatures in the engine room may adversely affect
maintenance, personnel, switchgear, and engine or generator set performance. The
use of insulated exhaust pipes, silencer, and jacket water pipes will reduce the
amount of heat radiated by auxiliary sources.
Radiated heat from the engines and other machinery in the engine room is
ENGINE ROOM VENTILATION
absorbed by engine room surfaces. Some of the heat is transferred to atmosphere,

but the remaining radiated heat must be carried away by the ventilation system.
A system for exhausting ventilation air from the engine room must be included in
the ventilation system design. The engine(s) will not be able to carry all of the
heated ventilation air from the engine room by way of the exhaust piping.
Combustion Air
In many installations, combustion air is drawn from outside of the engine room
via ductwork, in which case, the combustion air is not a factor in the ventilation
system design calculations. However, many installations require that combustion
air be drawn directly from the engine room. In these installations, combustion air
36
requirements become a significant ventilation system design parameter. Engine

specific combustion air requirements can be found in TMI for the specific engine
and rating.
Ventilation Air Flow

Required ventilation air flow depends on the desired engine room air temperature
as well as the cooling air and combustion air requirements outlined above. While it
is understood that total engine room ventilation air flow must take all equipment
and machinery into account, the following sections provide a means for estimating
the air flow required for the successful operation of Cat engines and packages.
In general, changing the air in the engine room every one or two minutes will be
adequate, if flow routing is proper.
Provisions should be made by the installer to provide incoming ventilation air of
0.1 to 0.2 m3/min (4 to 8 cfm) per installed horsepower. This does not include
combustion air for the engines.
Engine Room Temperature

A properly designed engine room ventilation system will maintain engine room air
temperatures within 8.5 to 12.5°C (15 to 22.5°F) above the ambient air
temperature (ambient air temperature refers to the air temperature surrounding the
power plant, vessel, etc.). Maximum engine room temperatures should not exceed
50°C (122°F). If they do, then outside air should be ducted directly to the engine
air cleaners. The primary reason for cooling an engine room is to protect various
components from excessive temperatures. Items that require cool air are:
 Electrical and electronic components
 Air cleaner inlets
 Torsional dampers
 Generators or other driven equipment
 Engine room for the engine operator or service personnel.
37
Radiant Heat
Engine Radiant Heat

Engine generated heat must be taken into consideration and for the Petroleum
C175 161kW (9,128 Btu/min) should be used for the engine radiant heat. This data
is the current data that was available at the time of publication and is subject to
change. For the current radiant heat data please reference TMI.
Generator Radiant Heat

For generator set installations, the heat radiated by the generator can be
estimated by the following formulas:
HRG (kW) = P x [1/EFF - 1]
HRG (Btu/min) = P x [1/EFF - 1] x 56.9
Where:
HRG = Heat Radiated by the Generator (kW), (Btu/min)
P= Generator Output at Maximum Engine Rating (ekW)
Eff = Generator Efficiency %/100%
(Example: Eff = 95%/100% = 0.95)
Example:
A C175-16, 1833 ekW generator set has a generator efficiency of 94.8%. What
is the generator radiant heat for this genset?
Solution:
P = 1833 ekW
Efficiency = (94.8%/100%) = 0.948
HRG = 1833 x [(1/0.948) – 1]
HRG = 101 kW
HRG = 1833 x [(1/0.948) – 1] x 56.9
HRG = 5,720 Btu/min
38
Calculating Required Ventilation Air Flow

Engine room ventilation air required for Cat engines and packages can be
estimated by the following formula, assuming 38°C (100°F) ambient air
temperature.
H
V= + Combustion Air
D x Cp x ΔT
Where:
V= Ventilating Air (m3/min), (cfm)
H= Heat Radiation i.e. engine, generator, aux (kW), (Btu/min)
D= Density of Air at 38°C (100°F) (1.14 kg/m3), (0.071 lb/ft3)
Cp = Specific Heat of Air (0.017 kW x min/kg x °C), (0.24 Btu/°F)
ΔT = Permissible temperature rise in engine room (°C), (°F)
Temperature Rise
The temperature rise in the engine room resulting from these heat sources can
adversely affect maintenance personnel, switchgear, and generator set
performance. A 7 to 10°C (15 to 20°F) temperature rise is a reasonable target for
engine rooms. In cold climates, discomfort may be caused by the flow of cold air.
Restrict flow only if engine combustion air is available.
Example:
A C175, 1833 ekW genset has the following data:
Heat rejection: 101 kW (5,720 Btu/min)
Temperature rise: 10°C (20°F)
Solution:
The estimated engine room ventilation required for this arrangement:
101
V= = 541 m3/min
1.099 x 0.017 x 10
5720
V= = 16,784 cfm
0.071 x 0.24 x 20
Ventilation Fans
In modern installations, except for special applications, natural draft ventilation is
too bulky for practical consideration. Adequate quantities of fresh air are best
supplied by powered (fan-assisted) ventilation systems.
Fan Location
Fans are most effective when they withdraw ventilation air from the engine room
and exhaust the hot air to the atmosphere. However, ideal engine room ventilation
systems will utilize both supply and exhaust fans. This will allow the system
designer the maximum amount of control over ventilation air distribution.
39
Fan Type
Ventilation fans are typically of the vane-axial, tube-axial or propeller type, or the
centrifugal type (squirrel cage blowers). The selection of fan type is usually
determined by ventilation air volume and pressure requirements, and also by space
limitations within the engine room. When mounting exhaust fans in ventilation air
discharge ducts, which are the most effective location, the fan motors should be
mounted outside the direct flow of hot ventilating air for longest motor life. The
design of centrifugal fans (squirrel cage blowers) is ideal in this regard, but their
size, relative to the vane-axial or tube-axial fans, sometimes puts them at a
disadvantage.
Fan Sizing
Fan sizing involves much more than just selecting a fan that will deliver the air
flow volume needed to meet the cooling air and combustion air requirements
determined earlier in this section. It requires a basic understanding of fan
performance characteristics and ventilation system design parameters.
Similar to a centrifugal pump, a fan operates along a specific fan curve that
relates a fan’s volume flow rate (m3/min or cfm) to pressure rise (mm H2O or
in. H2O) at a constant fan speed. Therefore, fan selection not only requires that the
volume flow rate be known, but also that the ventilation distribution system be
known in order to estimate the system pressure rise. This information allows the
optimum fan to be selected from a set of manufacturers’ fan curves or tables.
Exhaust Fans
Ventilation air exhaust systems should be designed to maintain a slight positive or
negative pressure in the engine room, depending on the specific application.
Generally, maintaining a slight positive pressure in the engine room is
recommended, but should normally not exceed 50 kPa (200 in. H2O). This positive
pressure accomplishes several things:
 It prevents the ingress of dust and dirt, which is especially beneficial for
those applications involving engines that draw their combustion air from
the engine room.
 It creates an out draft to expel heat and odor from the engine room.
Some applications require that a slight negative pressure be maintained in the

engine room, but normally not in excess of 12.7 mm H2O (0.5 in. H2O). The excess
exhaust ventilation air accomplishes several things:
 It compensates for the thermal expansion of incoming air.
 It creates an in draft to confine heat and odor to the engine room.
Two Speed Fan Motors

Operation in extreme cold weather may require reducing ventilation airflow to
avoid uncomfortably cold working conditions in the engine room. This can be easily
done by providing ventilation fans with two speed (100% and 50% or 67%
speeds) motors.
40
Routing Considerations
Correct Ventilation Air Routing is vital for creating and maintaining the optimum
engine room environment required to properly support the operation of Cat engines
and packaged units. Maintaining recommended air temperatures in the engine room
is impossible without proper routing of the ventilation air.
Fresh air inlets should be located as far from the sources of heat as practical and
as high as possible; and since heat causes air to rise, it should be exhausted from
the engine room at the highest point possible, preferably directly over the engine.
Where possible, individual exhaust suction points should be located directly above
the primary heat sources in order to remove the heat before it has a chance to mix
with engine room air and raise the average temperature. However, it must be noted
that this practice will also require that ventilation supply air be properly distributed
around the primary heat sources. Avoid ventilation air supply ducts that blow cool
air directly toward hot engine components. This mixes the hottest air in the engine
room with incoming cool air, raising the temperature of all the air in the engine
room, and leaves areas of the engine room with no appreciable ventilation.
For offshore applications, where the potential exists for sea water to be drawn
into the ventilation air supply, combustion air should be delivered in a manner that
will preclude any sea water from being ingested by the turbochargers through the
air intake filters.
These general routing principles, while driven by the same basic principles of heat
transfer, will vary with the specific application. This section discusses the general
considerations relating to 1 and 2 engine applications, multiple engine (3+)
applications, and several special applications.
1 and 2 Engine Applications

These applications will generally require smaller engine rooms, which may
sometimes preclude the use of good routing practices.
Recommended ventilation systems for these applications, presented in order of
preference, are described below.
Ventilation Types 1 and 2 (Preferred Design)

Outside air is brought into the engine room through a system of ducts. These
ducts should be routed between engines, at floor level, and discharge air up at the
engines and generators. The most economical method is to use a service platform,
built up around the engines, to function as the top of this duct. See Figure 2.
This requires the service platform to be constructed of solid, nonskid plate rather
than perforated or expanded grating. The duct outlet will be the clearance between
the decking and oilfield base.
Ventilation air exhaust fans should be mounted or ducted at the highest point in
the engine room. They should be directly over heat sources.
41
This system provides the best ventilation with the least amount of air required. In
addition, the upward flow of air around the engine serves as a shield which
minimizes the amount of heat released into the engine room. Air temperature in the
exhaust air duct will be higher than engine room air temperature.
Ventilation Type 1
Figure 1
Ventilation Type 2
Figure 2
Ventilation Type 3 (Alternate Design)

If Ventilation Type 1 is not feasible, the following method is recommended;
however, it will require approximately 50% more air flow.
Outside air is brought into the engine room as far away as practical from heat
sources, utilizing fans or large intake ducts. The air is discharged into the engine
room as low as possible as illustrated in Figure 3. Allow air to flow across the
engine room from the cool air entry point(s) toward sources of engine heat such as
the engine, exposed exhaust components, generators, or other large sources of
heat.
42
Ventilation air exhaust fans should be mounted or ducted at the highest point in
the engine room. Preferably, they should be directly over heat sources.
Engine heat will be dissipated with this system, but a certain amount of heat will
still radiate and heat up all adjacent engine room surfaces.
If the air is not properly routed, it will rise to the ceiling before it gets to the
engines.
Ventilation Type 3
Figure 3
This system will work only where the air inlets circulate the air between the
engines, for 2 engine applications. Air inlets located at the end of the engine room
will provide adequate ventilation to only the engine closest to the inlet.
Ventilation Type 4 (Alternate Design)

If Ventilation Types 1 and 2 are not feasible, the following method can be used;
however, it provides the least efficient ventilation and requires approximately 2.5
times the air flow of Ventilation Types 1 and 2.
Outside air is brought into the engine room using supply fans, and discharged
toward the turbocharger air inlets on the engines as illustrated in Figure 4.
Ventilation exhaust fans should be mounted or ducted from the corners of the
engine room.
This system mixes the hottest air in the engine room with the incoming cool air,
raising the temperature of all air in the engine room. It also interferes with the
natural convection flow of hot air rising to exhaust fans. Engine rooms can be
ventilated this way, but it requires extra large capacity ventilating fans.
43
Ventilation Type 4
Figure 4
Multiple Engine (3+) Applications

Multiple engine applications, involving three or more engines or packaged units,
will generally require larger engine rooms than those needed for 1 and 2 engine
applications.
In general, the recommended ventilation systems outlined for 1 and 2 engine
applications also apply to multiple engine applications. However, there are several
additional considerations that are specific to multiple engines.
As previously mentioned, the application of normal temperature rise guidelines for
determining large multiple engine site ventilation requirements will generally result
in extremely large volumes of air. Therefore, the guidelines used for these sites are
significantly more generous; however, even with the increased temperature rise
allowed, the ventilation requirements will be significant. Large multiple engine sites
will generally utilize multiple ventilation fans, often using one or two fans for each
engine. This practice allows for a very simple arrangement requiring minimal
ductwork.
The use of multiple ventilation fans, either supply or exhaust, will require that air
flow between the engines be arranged, either by fan placement or by distribution
ductwork. Figure 5 and Figure 6 show examples of correct and incorrect air flow
patterns for multiple engine sites.
44
Correct Air Flow
Figure 5
Incorrect Air Flow
Figure 6
45
Exhaust System
General
The C175 engine uses a cross flow exhaust system. Exhaust gases from one
manifold powers the opposite turbocharger and vice-versa.
Exhaust System Design Considerations

Exhaust backpressure limit
The total C175 exhaust backpressure limit is 6.7 kPa (27 in. H2O). This level was
established with an emphasis on low specific fuel consumption and exhaust valve
temperatures. Therefore, to achieve proper performance of the engine, the exhaust
backpressures must be kept below this limit.
System backpressure should be measured in a straight length of the exhaust pipe
at least 3 to 5 pipe diameters away from the last size transition from the
turbocharger outlet. System backpressure measurement is part of the engine
commissioning.
Turbochargers
The turbochargers are located at the flywheel end of the engine. The
turbocharger exhaust outlet is a 430 mm (14”) flange connection. Optional
attachments for these turbochargers include ø 355 mm (14”) flexible bellows,
expansion transitions from ø 355 mm (14”) to ø 406 mm (16”) and exhaust
flanges with bolting and mounting hardware. Also available is a 355 mm (14”)-457
mm (18”) expander and exhaust flanges with bolting and mounting hardware for
longer exhaust runs.
The exhaust bellows are intended to compensate for thermal growth and
movement of the engine. The exhaust system structure immediately after the
engine exhaust bellows must be a fixed/rigid point. The supplied exhaust bellows
will only handle the engine movement and thermal growth. No additional external
loading is allowed on the turbochargers.
Exhaust Slobber (Extended Periods of Low Load)

Prolonged low load operation should be followed by periodic operation at higher
load to burn out exhaust deposits. Low load operation is below 456 kPa bmep
(approximately 20% load, depending on rating). The engine should be operated
above 1709 kPa bmep (about 75% load, depending on rating) periodically to burn
out the exhaust deposits.
EXHAUST SYSTEM
Exhaust Piping
A common exhaust system for multiple gensets is not acceptable. An exhaust
system combined with other engines allows operating engines to force exhaust
gases into engines not operating. The water vapor condenses in the cold engines
and may cause engine damage. Additionally, soot clogs turbochargers, aftercoolers,
and cleaner elements. Valves separating engine's exhaust systems are also
discouraged. High temperatures warp valve seats and soot deposit causes leakage.
46
The exhaust pipe diameter is based on engine output, gas flow, and length of
pipe and number of bends. Sharp bends should be avoided, and where necessary,
should have the largest possible radius. The minimum radius should be 1½ pipe
diameters.
The piping should be as short as possible and insulated. The insulation should be
protected by mechanical lagging to keep it intact. All flexible exhaust fittings
should be insulated using removable quilted blankets. It is recommended to provide
the system with a valve drain arrangement to prevent rainwater from entering the
engine during prolonged shutdown periods. For testing purposes, the exhaust
system must have a test port installed after the turbocharger outlet. This test port
should be a 10 to 13 mm (0.394 to 0.512 in.) plugged pipe welded to the exhaust
piping and of sufficient length to bring it to the outer surface of the insulated
piping.
Exhaust piping must be able to expand and contract. It is required that one fixed
point be installed directly after the flexible exhaust fitting at the turbocharger
outlet. This will prevent the transmission of forces resulting from weight, thermal
expansion or lateral displacement of the external exhaust piping from acting on the
turbocharger.
EXHAUST SYSTEM
47
Generator Set Control and Protection

The C175 generator set for offshore applications features a highly integrated set
of sensors, actuators, networks, and control modules to provide redundant control
and protection.
Engine control is performed by the ADEM™ A4 (Advanced Engine Control
Management) software. For the C175 genset for offshore applications, redundancy
in the control system requires the use of two ECMs (Engine Control Modules).
Input signals from sensors located around the engine are processed by the engine
ECM, which in turn controls fuel delivery to cylinders to obtain a desired engine
speed, power output, and optimum fuel consumption. Redundancy is achieved by
implementing a secondary ECM with its own set of sensors capable of controlling
the engine in case a failure occurs in the primary control components.
The following block diagrams show the inputs and outputs for the primary and
secondary ECMs. The standard MPD 3.0 panel is shown in Figure 7 and Figure 8;
the Cat alarm and protection system panel is available as an optional attachment.
GENERATOR SET CONTROL AND PROTECTION
48
Standard MPD 3.0 Panel with Primary ECM
Figure 7
49
Standard MPD 3.0 Panel with Secondary ECM

Figure 8
The sensor and actuator locations are identified in the Figure 9 through Figure 12.
50
Figure 9
1. Intake manifold pressure sensor

2. Intake manifold temperature sensor
3. Position sensor for the right air shutoff
4. Air shutoff solenoid
5. Fuel transfer pressure sensor (unfiltered)
6. Fuel temperature sensor for the low-pressure fuel
7. Fuel transfer pressure sensor (filtered)
8. Fuel transfer pressure sensor for the secondary ECM (filtered)
9. Right rail connector
10. Crankcase pressure sensor
11. Temperature Control Module (TCM) for the separate circuit aftercooler system
12. Pressure sensor at the water pump outlet for the separate circuit aftercooler system
13. Temperature sensor at the water pump outlet for the separate circuit aftercooler system
14. Controller for the Fuel Control Valve (FCV) (primary ECM)
15. Leak detection sensor for the high-pressure fuel rail
16. Temperature sensor for the high-pressure fuel system
17. Controller for the FCV (secondary ECM)
18. Electric fuel priming pump
51
Figure 10
19. Secondary speed/timing sensor (RH)
20. Tertiary speed/timing sensor (LH)
21. Sensor for the right turbocharger turbine inlet temperature
22. Sensor for the left turbocharger turbine inlet temperature
23. Right turbocharger compressor inlet pressure sensor (No. 2)
24. Left turbocharger compressor inlet pressure sensor (No. 1)
25. Secondary fuel rail pressure sensor
26. Inlet air temperature
27. Fuel rail pressure sensor
28. Temperature Control Module (TCM) for the jacket water cooling system
29. Filtered oil temperature sensor
30. n/a
31. Filtered oil pressure sensor
32. Secondary filtered oil pressure sensor
33. Unfiltered oil pressure sensor
52
Figure 11
34. Control box connector for the front harness

35. Left rail connector

36. Primary power connector
37. Secondary power connector
38. Position sensor for the left air shutoff
39. Service tool connector
40. Engine interface connector
41. Intake manifold pressure sensor (LH)
42. Intake manifold temperature sensor (LH)
43. Coolant pump outlet temperature sensor
44. Low current power distribution panel
45. High current power distribution panel
46. Primary speed/timing sensor
53
Figure 12
47. Secondary atmospheric pressure sensor

48. Control assembly (diode box)
49. Atmospheric pressure sensor

50. ECM (Primary)
51. Secondary ECM
52. Temperature Control Module (TCM)
53. Coolant pressure sensor for the engine block inlet
54. Secondary coolant pressure sensor for the engine block inlet
55. Solenoid for the prelube pump
56. Coolant pressure sensor for the engine block outlet
57. Secondary coolant temperature sensor for the engine block outlet
58. Coolant temperature sensor for the engine block outlet
54
Sensors, actuators, and control modules communicate with one another over the
networks shown in Figure 13.
Figure 13
1. Secondary engine ECM
2. Control assembly
3. Primary engine ECM
4. Global 1 CAN data link (primary ECM)

5. Global 2 CAN data link (secondary ECM)
6. Cat Data Link
7. Local CAN data link
8. Primary TCM
9. Primary controller for the FCV
10. Secondary TCM
11. Secondary controller for the FCV
12. CMPD and PL1000T communications module
13. Exhaust temperature module
14. Service tool connectors for Cat ET
More information on engine control and protection can be found in the
troubleshooting guide for the C175 petroleum engine, KENR5454.
55
Instrumentation
The C175 genset for petroleum applications features the Marine Power Display
3.0 (MPD 3.0) in the standard package. Additional functionality can be obtained
from the Cat alarm and protection system, which is offered as an optional
attachment. The Cat alarm and protection system replaces the MPD 3.0 hardware.
The following are features and capabilities of the MPD 3.0 and Cat alarm and
protection system. The Cat alarm and protection system functionality includes all
functions of MPD 3.0 plus extra functions as noted below.
Marine Power Display 3.0 (MPD 3.0) Panel

The MPD 3.0 panel is included in the standard C175 generator set for petroleum
applications. This panel features an LCD high-resolution (640 by 480 pixels) color
display with user-friendly navigation menus. The screen features adjustable
illumination levels that can display up to four NTSC camera inputs. Red LED edge
lighting for gauges and function buttons provides enhanced visibility in low-light
environments. Customized screens can be designed on-screen or via the screen
builder software for up to three different users to display different engine
parameters on different sizes and types of gauges. The custom screen files can be
flashed to the MPD using the Cat electronic service tool (ET). A SAE J1939 data
link provides information from the engine ECU to the display module.
Figure 14
For details on features and operation of the MPD 3.0 panel, consult LEGM8130,
LEXM8526, and LEBM0189.
MPD 3.0 Features

• 178 mm (7 in.) color monitor to display all engine parameters and alarm
annunciation. The alarms are annunciated with a time and date stamp.
• Annunciation of all engine shutdowns, alarms and status points
56
• Start/prelube control switch and emergency stop button

• Selection of local/remote control of engine
• Customer connections at terminal blocks inside panel
MPD 3.0 Switches

All switches are located in the MPD 3.0 panel.
 Local throttle
 Cranking motor select
 Manual crank override
 Low idle
 Engine protection override
 Rapid start stop
 Manual prelube
MPD 3.0 Alarms

 Lubrication system
o Low engine oil pressure
o High engine oil temperature
o High engine oil filter restriction pressure (differential)
 Cooling system
o High engine coolant temperature
o Low engine coolant temperature
o Low coolant level

o High aftercooler coolant temperature
o Low engine coolant pressure
o Low aftercooler coolant pressure
 Exhaust system
o High exhaust port temperature
o High exhaust temperature bank to bank (R to L)
o Exhaust port temperature high deviation
o Exhaust port temperature low deviation
o High turbocharger turbine inlet temperature
 Fuel system
o High fuel filter restriction pressure (differential)
o Leak detection monitor
o High fuel rail temperature
o High fuel temperature (low pressure fuel system)
o Low fuel transfer pressure (low pressure fuel system)
57
o High fuel pressure (low pressure fuel system)

o High fuel rail pressure deviation from desired (high pressure fuel
system)
o Low fuel rail pressure deviation from desired (high pressure fuel
system)
o Primary fuel filter restriction monitor
o Primary fuel filter inlet high pressure monitor
o Primary fuel filter inlet low pressure monitor
 Air intake system
o High engine inlet air temperature (past air filter)
o High intake manifold air temperature
o High air inlet differential pressure
o High inlet manifold air pressure
 Miscellaneous
o High crankcase pressure
o Independent engine overspeed
MPD 3.0 Derates

 Cooling system
o Low coolant level

 Exhaust system
 Fuel system
o Low fuel rail pressure deviation from desired
58

MPD 3.0 Shutdowns; Non-emergency generator sets (Note: Emergency generator

sets are only allowed shutdowns for low engine oil pressure and engine generator
sets.)
 Cooling system
 Exhaust system
 Fuel system

 Air
 Miscellaneous
o Engine overspeed
Cat Alarm and Protection System

The Cat alarm and protection system is offered as an optional attachment to the
C175 genset for offshore applications. The control panel included in this option is
capable of providing control, monitoring, and protection to the engine and
generator. In addition, the Cat alarm and protection system has the ability to
interface with up to four remote input/output units. Figure 15 shows a typical
configuration of the Cat alarm and protection system.
Note: The Cat alarm and protection system is package-mounted for shipment.
During final installation, the Cat alarm and protection system must be remote-
59
mounted by the customer to maintain approval by the MCS (Marine Classification

Society). Films for the package-mounted system lifting eyes with instructions on
removing and lifting the system will be provided. Reference: See Systems
Operation, REHS2430, “Cat Alarm and Protection System and Control Panel” in
order to configure the parameters.
Figure 15
Cat Alarm and Protection System Features

 MCS approved
 145 mm (5.7 in) color monitor displays all engine
parameters and alarm annunciation.
 Equipped for remote communication MODBUS
RS485 and MODBUS TCP (Replaces PL1000E)
 Full J1939 broadcast
 Password level access
 Local/remote start-shutdown
 2 configurable relay outputs
 213 mm (8.4 in) optional touch-screen remote
monitor display
 Optional generator interface
60
The following hardware components are included in the Cat alarm and protection
system:
 DCU 410 – MCS controller
 SDU 410 – Shutdown unit
 RIO 410 – Remote input/output expansion unit
 RIO 425 – Power analyzer module
 RP 410 (Optional) - Remote equipment interface available through custom
order
MCS Controller (Monitoring and Control Unit)

The DCU 410 is the engine monitoring and control unit. One panel is required for
each engine. The DCU 410 has a color screen and buttons for simplified user
interaction.
Engine Monitoring and Control Unit – User Interface
Figure 16
61
Engine Monitoring and Control Unit – Display
Figure 17
SDU (Shutdown Unit)
The SDU is the safety unit, which is required in class installation. This unit is
completely self contained and is separate from the MCS controller. However, the
MCS controller communicates with the SDU via RS-485.
RIO Input/Output
The RIO is an expansion I/O unit, which allows a maximum of four RIO units to be
connected to one MCS controller. The MCS controller communicates with the RIO
over an RS-485 link.
Power Analyzer Module (PAM) (Generator interface unit)

The PAM generator interface unit is linked to the MCS controller, which detects
the generator interface unit automatically. A new page is made available on the
MCS controller, and on the remote panel, that displays the following generator
parameters: phase voltages, phase currents, frequency, power, and total harmonic
distortion (THD).
Remote Equipment Interface (REI)

A REI can monitor and control a maximum of eight MCS controllers that are in the
network. Several REI can monitor the same engine, or an REI can monitor separate
engines. The REI communicates with the MCS controller via ethernet. Each REI can
also monitor up to four cameras.
62
Figure 18
Cat Alarm and Protection Switches

All switches are located in the Cat Alarm and Protection panel
 Local throttle
 Cranking motor select
 Manual crank override
 Low idle

 Engine protection override
 Rapid start stop
 Manual prelube
Additional Cat Alarm and Protection System Switches

 Oil mist detector override
Cat Alarm and Protection Alarms

o High engine oil filter restriction pressure (differential)
 Cooling system
o Low engine coolant temperature
o Low coolant level
63

 Exhaust system
o High exhaust temperature bank to bank (R to L)
 Fuel system
o High fuel filter restriction pressure (differential)
o Leak detection monitor
o High fuel rail pressure deviation from desired (high pressure fuel
system)
o Low fuel rail pressure deviation from desired (high pressure fuel
system)
o Primary fuel filter restriction monitor
o Primary fuel filter inlet high pressure monitor
o Primary fuel filter inlet low pressure monitor

 Miscellaneous
o High crankcase pressure
o Independent engine overspeed
Cat Alarm and Protection Derates

 Cooling system
64
o Low coolant level

 Exhaust system
 Fuel system
o Low fuel rail pressure deviation from desired
Cat Alarm and Protection System Shutdowns; Non-emergency generator sets

(Note: Emergency generator sets are only allowed shutdowns for low engine oil
pressure and engine overspeed.)

 Cooling system
 Exhaust system
 Fuel system
65

Additional Cat Alarm and Protection System Monitoring and Display Functions
 Starting air pressure
 High generator rear bearing temperature
 High generator front bearing temperature
 High generator stator A temperature
 High generator stator B temperature
 High generator stator C temperature
 Generator space heater output
 Emergency oil pump start output
 Emergency cooling pump start output
 Summary shutdown output
 Driven equipment electric lube pump output
 Generator air lubrication pump enable output
 Generator frequency, voltage, and current monitoring
 Additional inputs and outputs for factory or customer provided options:
 Engine coolant tank level input
 Engine oil contamination input (customer provided sensor)
 Engine aftercooler tank level input
 Seawater pressure input
 Fuel tank level sensor

 Driven equipment oil level input
 Emergency sea water pump start output
 Generator drive end bearing flow switch
 Generator non-drive end bearing flow switch
 AC voltage available switch
 Generator lube oil temp high switch
 Multiple configurable spare inputs for switches and analog sensors
 Air
 Miscellaneous
o Engine overspeed
66
Sensor Information
The following tables contain C175 engine sensor data, RS-485 MODBUS
addresses, and J1939 information for the C175 offshore genset Cat alarm and
protection system. For detailed information on Cat alarm and protection system and
configuration of the MCS alarm and protection, controller, and REI, consult
REHS4817.
Sensor Information
Sensor Sensor
Sensor
Sensor Sensor Sensor Sensor Startup Trip
Sensor Range On-Run
Description Preset Type Action Delay Delay
Only
(sec.) (sec.)
Intake
-40°C to 210°C 82° C
Manifold High Alarm N/A 180 8
(-40°F to 410°F) (180° F)
Temperature
Left Manifold
800° C
Exhaust N/A High Alarm Yes N/A 5
(1472° F)
Temperature
Coolant
-40°C to 210°C 110° C
Temperature High Alarm N/A 180 10
(-40°F to 410°F) (230° F)
Sensor
Battery
0-40V 18V Low Alarm No N/A 0
Voltage
Fuel -40°C to 210°C 90° C
High Alarm Yes 180 30
Temperature (-40°F to 410°F) (194° F)

Fuel Pressure N/A N/A Low Alarm Yes N/A 2
Generator
0-64255V N/A N/A N/A N/A N/A N/A
Phase CA Line
Generator
0-64255V N/A N/A N/A N/A N/A N/A
Phase BC Line
Generator
0-64255V N/A N/A Display N/A N/A N/A
Phase AB Line
Generator
Phase B AC 0-64255V N/A N/A N/A N/A N/A N/A
RMS Current
Generator
-2147 to 2147
Total Reactive N/A N/A Display N/A N/A N/A
kW
Power
Generator
Overall Power -1 to 2.92 N/A N/A Display N/A N/A N/A
Factor
67
Sensor Information
Sensor Sensor
Sensor
Sensor Range On-Run
Only
(sec.) (sec.)
Generator
-2147 to
Total Apparent N/A N/A Display N/A N/A N/A
2147kW
Power
Generator
-2147 to
Total Real N/A N/A Display N/A N/A N/A
2147kW
Power
Generator
Phase BAC
0 to 64255 A N/A N/A N/A N/A N/A N/A
AVG AC RMS
Current
Generator
Average AC 0-502 Hz N/A N/A N/A N/A N/A N/A
Frequency
Generator
Total Real N/A N/A N/A Display N/A N/A N/A
Power
Generator
Overall Power N/A N/A N/A Display N/A N/A N/A
Factor
Gen Phase AB
Line-Line AC N/A N/A N/A Display Yes N/A N/A
RMS Voltage
Generator
Phase BC Line-
N/A N/A N/A Display Yes N/A N/A
Line AC RMS
Voltage
Generator
Phase CA
Line-Line AC
RMS Voltage
Generator
Phase A Line-
Neutral AC
RMS Voltage
Generator
Phase B Line-
Neutral AC
RMS Voltage
68
Sensor Information
Sensor Sensor
Sensor
Sensor Range On-Run
Only
(sec.) (sec.)
Generator
Phase C Line-
Neutral AC
RMS Voltage
Generator
Phase A AC N/A N/A N/A Display Yes N/A N/A
RMS Current
Generator
Phase B AC N/A N/A N/A Display Yes N/A N/A
RMS Current
Generator
Phase C AC N/A N/A N/A Display Yes N/A N/A
RMS Current
Generator
Average AC N/A N/A N/A Display Yes N/A N/A
Frequency
Generator
150° C
Winding A N/A High Alarm No N/A N/A
(302° F)
Temperature
Generator
150° C
Winding A N/A High Alarm No N/A N/A
(302° F)

Temp
Generator
150° C
Winding B N/A High Alarm No N/A N/A
(302° F)
Temperature
Generator
150° C
Winding B N/A High Alarm No N/A N/A
(302° F)
Temp
Generator
150° C
Winding C N/A High Alarm No N/A N/A
(302° F)
Temperature
Generator
150° C
Winding C N/A High Alarm No N/A N/A
(302° F)
Temp
Generator Rear
150° C
Bearing N/A High Alarm No N/A N/A
(302° F)
Temperature
Generator
150° C
Front Bearing N/A High Alarm No N/A N/A
(302° F)
Temperature
69
Sensor Information
Sensor Sensor
Sensor
Sensor Range On-Run
Only
(sec.) (sec.)
Engine Oil 154 kPa
N/A Low Alarm N/A 10 8
Pressure (22 psi)
Engine Oil 104 kPa Shutdo
N/A Low N/A 10 8
Pressure (15 psi) wn
RS-485 Information
RS-485 RS-485 RS-485 RS-485 RS-485
Sensor Description Configurable Configurable Configurable MSW MSW
Address Bit/Word Read/Write Address Bit/Word
Turbocharger Boost
101904 Bit Read 451604 Word
Pressure
Intake Manifold
Temperature
Left Manifold Exhaust
Gas Temperature
Coolant Temperature 101919 Bit Read 451619 Word
Coolant Level -Heat
Exchanger Tank
Aftercooler Coolant
Level
Percent Load 101911 Bit Read 451611 Word
Primary Throttle Position 101900 Bit Read 451600 Word

Secondary Throttle
Position
Maximum Crank
Attempts Per Start 102055 Bit Read 473670 Word
Attempt
Time Remaining in
Engine Operating State
Engine Operating State 102057 Bit Read 473544 Word
Synchronization Status 102059 Bit Read 472615 Word
Slow Vessel Mode 102061 Bit Read 472617 Word
Trolling Mode Status 102060 Bit Read 472616 Word
Crank Attempt Count on
Present Start Attempt
Engine Hours (lifetime) 101951 Bit Read 451651 Word
Heading 102096 Bit Read 470165 Word
70
RS-485 Information
RS-485 RS-485 RS-485 RS-485 RS-485
Vessel Speed 102097 Bit Read 470517 Word
Battery Voltage 101953 Bit Read 451653 Word
Maximum Engine Speed 102039 Bit Read 470532 Word
Programmed Low Idle 102029 Bit Read 470188 Word
Slow Vessel Mode Set
Speed
Engine Overspeed Verify 102015 Bit Read 472812 Word
Idle Hours (lifetime) 101957 Bit Read 451657 Word
Desired Engine Speed 101995 Bit Read 470515 Word
Average Fuel
Consumption (lifetime)
Fuel Burned (lifetime) 101965 Bit Read 451665 Word
Fuel Burned (trip) 101964 Bit Read 451664 Word
Idle Fuel (lifetime) 101956 Bit Read 451656 Word
Fuel Rate 101918 Bit Read 451618 Word
Trip Vehicle Idle Fuel
Used
Fuel Press 101916 Bit Read 451616 Word
Fuel Filter Differential
101917 Bit Read 451617
Pressure

Fuel Level 102063 Bit Read 470096 Word
Generator Exciter Field
Voltage
Current
Voltage Regulator Load
Compensation Mode
Voltage Regulator
VAr/Power Factor 102103 Bit Read 473376 Word
Operating Mode
Voltage Regulator
Underfrequency 102104 Bit Read 473377 Word
Compensation Enabled
Voltage Regulator Soft
Start State
Voltage Regulator
Enabled
71
RS-485 Information
RS-485 RS-485 RS-485 RS-485 RS-485
Generator Phase CA
Line-Line AC RMS 102113 Bit Read 472443 Word
Voltage
Generator Phase BC
Voltage
Generator Phase AB
Voltage
Generator Phase B AC
RMS Current
Generator Total Reactive
Power
Generator Overall Power
Factor
Factor Lagging
Generator Total
Apparent Power
Generator Total Real
Power
Generator Average AC
Frequency
Generator Average Line-
Line AC RMS Voltage
Generator Winding A
101254 Bit Read N/A Word
Temperature
Generator Winding A
Temp
Generator Winding B
Temperature
Generator Winding B
Temp
Generator Winding C
Temperature
Generator Winding C
Temp
Generator Rear Bearing
Temperature
72
RS-485 Information
RS-485 RS-485 RS-485 RS-485 RS-485
Generator Front Bearing
Temperature
Requested Generator
Total AC Reactive 102099 Bit Read 473383 Word
Power
Requested Generator
Overall Power Factor
Requested Generator
Overall Power Factor 102101 Bit Read 473385 Word
lagging
Oil Pressure 101913 Bit Read 451613 Word
Oil Pressure 101913 Bit Read 451613 Word
USB Memory Stick
Detected
Prelube Complete 101800 Bit Read N/A Word
Prelube Active 101801 Bit Read N/A Word
Start Disabled 101802 Bit Read N/A Word
Automatic Mode 101803 Bit Read N/A Word
Local Mode 101804 Bit Read N/A Word
Shutdown Override 101805 Bit Read N/A Word

Cranking 101806 Bit Read N/A Word
Running 101807 Bit Read N/A Word
ETR 101808 Bit Read N/A Word
ETS 101809 Bit Read N/A Word
ETSD 101810 Bit Read N/A Word
Common Alarm 101811 Bit Read N/A Word
Common Shutdown 101812 Bit Read N/A N/A
Supply Select 101813 Bit Read N/A N/A
Primary Supply Failure 101814 Bit Read N/A N/A
Secondary Supply
101815 Bit Read N/A N/A
Failure
RIO 410 #1 Comm.
Error
RIO 410 #2 Comm.
Error
RIO 410 #3 Comm.
Error
73
RS-485 Information
RS-485 RS-485 RS-485 RS-485 RS-485
RIO 410 #4 Comm.
Error
SDU 410 Comm. Error 101820 Bit Read N/A N/A
Bus Error 101821 Bit Read N/A N/A
RIO 425 Comm. Error 101822 Bit Read N/A N/A
Acknowledge Button 101500 Bit Read N/A N/A
Buzzer Active 101501 Bit Read N/A N/A
Common Warning 101502 Bit Read N/A N/A
Red Diagnostic Message 101503 Bit Read N/A N/A
Amber Diagnostic
Message
White Diagnostic
Message
Common Diagnostic
Message
Ready State 101507 Bit Read N/A N/A
Initial Delay State 101508 Bit Read N/A N/A
Prelube State 101509 Bit Read N/A N/A
Cranking State 101510 Bit Read N/A N/A
Awaiting Run State 101511 Bit Read N/A N/A
Running State 101512 Bit Read N/A N/A

Crank Delay State 101513 Bit Read N/A N/A
Delayed Stop State 101514 Bit Read N/A N/A
Cooling State 101515 Bit Read N/A N/A
Stopping State 101516 Bit Read N/A N/A
Stopped State 101517 Bit Read N/A N/A
Blocked State 101518 Bit Read N/A N/A
Stopped For Unknown
Reason
First Start Attempt
Failed
Final Start Attempt
Failed
Tach 1 Failure 101522 Bit Read N/A N/A
Service Interval 101523 Bit Read N/A N/A
74
RS-485 Information
RS-485 RS-485 RS-485 RS-485 RS-485
Engine Protection
Override
System On 101525 Bit Read N/A N/A
Supply Voltage Low 101526 Bit Read N/A N/A
SpeedSwitch1 101527 Bit Read N/A N/A
SpeedSwitch2 101528 Bit Read N/A N/A
Speed Switch 3 101529 Bit Read N/A N/A
Speed Switch 4 101530 Bit Read N/A N/A
Alarm List/Acknowledge
Button, or Remote 101531 Bit Read N/A N/A
Acknowledge
Stop Failure 101532 Bit Read N/A N/A
Start Button 101533 Bit Read N/A N/A
Stop Button 101534 Bit Read N/A N/A
Alarm List Button 101535 Bit Read N/A N/A
Arrow Up Button 101536 Bit Read N/A N/A
Arrow Down Button 101537 Bit Read N/A N/A
Menu Button 101538 Bit Read N/A N/A
Soft Button 1 101539 Bit Read N/A N/A

Ready to Take Load 101543 Bit Read N/A N/A
Function On/Off 1 101544 Bit Read N/A N/A
Ready for PMS Start 101550 Bit Read N/A N/A
On Secondary Supply 101551 Bit Read N/A N/A
New Alarm Pulse 101552 Bit Read N/A N/A
All Faults 101553 Bit Read N/A N/A
Primary Power Failure 101554 Bit Read N/A N/A
75
RS-485 Information
RS-485 RS-485 RS-485 RS-485 RS-485
Secondary Power Failure 101555 Bit Read N/A N/A
Overspeed (MCS
controller or SDU)
In Remote Mode 101557 Bit Read N/A N/A
Energize to Run Active 101558 Bit Read N/A N/A
Energize to Stop Active 101559 Bit Read N/A N/A
Shutdown Active 101560 Bit Read N/A N/A
Running Active 101561 Bit Read N/A N/A
Crank Active 101562 Bit Read N/A N/A
Prelube Activation
Active
Engine State 451310 Bit Write N/A N/A
Service 1, hours until 451320 Bit Write N/A N/A
Service 1, services done 451324 Bit Write N/A N/A

Shutdown Override N/A Bit Read N/A N/A
Shutdown Coil Broken
N/A Bit Read N/A N/A
Wire
Shutdown Coil 24V
Shortedto0V
No Coil Supply Voltage N/A Bit Read N/A N/A
Shutdown Override
Broken
Shutdown Override
Shorted
SDU in Overspeed
Shutdown
SDU Pickup 1 Failure N/A Bit Read N/A N/A
SDU Pickup 2 Failure N/A Bit Read N/A N/A

Transmission Pressure
76
RS-485 Information
RS-485 RS-485 RS-485 RS-485 RS-485
Transmission
Temperature
Latitude 102094 Bit Read 470584 Word
Longitude 102095 Bit Read 470585 Word
Trip Engine Running
Time
Trip Idle Time 102052 Bit Read 471037 Word
Trip Average Fuel Rate 102053 Bit Read 471029 Word
Trip Drive Average Load
Factor
RS-485
RS-485 RS-485 RS-485 RS-485
RS-485 FMI
Sensor Description MSW MSW LSW LSW
Read/Write
Address Read/Write Address Bit/Word
Turbo Boost Pressure Read 451409 Read 451405 Word
Intake Manifold
Read 451408 Read 451409 Word
Temperature
Coolant Temperature Read 451414 Read 451415 Word

Coolant Level -Heat
Exchanger Tank
Aftercooler Coolant Level Read 480178 Read 480179 Word
Percent Load Read 451422 Read 451423 Word
Primary Throttle Position Read 451400 Read 451401 Word
Secondary Throttle Position Read 480010 Read 480011 Word
Maximum Crank Attempts
per Start Attempt
Time Remaining in Engine
Operating State
Engine Operating State Read 480176 Read 480177 Word
Synchronization Status Read 480180 Read 480181 Word
Slow Vessel Mode Read 480184 Read 480185 Word
Trolling Mode Status Read 480182 Read 480183 Word
Engine Hours (lifetime) Read 451502 Read 451503 Word
77
RS-485
RS-485 RS-485 RS-485 RS-485
RS-485 FMI
Read/Write
Heading Read 480254 Read 480255 Word
Vessel Speed Read 480256 Read 480247 Word
Battery Voltage Read 451506 Read 451507 Word
Maximum Engine Speed Read 480140 Read 480141 Word
Programmed Low Idle Read 480120 Read 480121 Word
Speed
Engine Alarm Acknowledge Read 480086 Read 480087 Word
Engine Overspeed Verify Read 480092 Read 480093 Word
Idle Hours (lifetime) Read 451514 Read 451515 Word
Desired Engine Speed Read 480052 Read 480053 Word
Average Fuel Consumption
(lifetime)
Fuel Burned (lifetime) Read 451530 Read 451531 Word
Idle Fuel (lifetime) Read 451512 Read 451513 Word
Fuel Rate Read 451436 Read 451437 Word
Trip Vehicle Idle Fuel Used Read 480170 Read 480171 Word
Fuel Pressure Read 451432 Read 451433 Word
Fuel Filter Differential
Pressure

Voltage
Current
Compensation Mode
Voltage Regulator
VAr/Power Factor Operating Read 480268 Read 480269 Word
Mode
Voltage Regulator
Underfrequency Read 480270 Read 480271 Word
Voltage Regulator Soft Start
State
Voltage Regulator Enabled Read 480274 Read 480275 Word
Generator Phase CA Line-
Line AC RMS Voltage
78
RS-485
RS-485 RS-485 RS-485 RS-485
RS-485 FMI
Read/Write
Generator Phase BC Line-
Line AC RMS Voltage
Generator Phase AB Line-
Line AC RMS Voltage
Generator Phase B AC RMS
Current
Power
Factor
Factor Lagging
Generator Total Apparent
Power
Generator Total Real Power Read 480296 Read 480297 Word
Frequency
Generator Total Real Power Read 452016 Read 452017 Word
Factor
Line AC RMS Voltage

Line AC RMS Voltage
Line AC RMS Voltage
Generator Phase A Line-
Neutral AC RMS Voltage
Generator Phase B Line-
Generator Phase C Line-
Generator Phase A AC RMS
Current
Current
Generator Phase C AC RMS
Current
Frequency
79
RS-485
RS-485 RS-485 RS-485 RS-485
RS-485 FMI
Read/Write
Generator Winding A
Temperature
Generator Winding A Temp Read 451090 Read 451091 Word
Generator Winding B
Temperature
Generator Winding B Temp Read 451094 Read 451095 Word
Generator Winding C
Temperature
Generator Winding C Temp Read 451098 Read 451099 Word
Temperature
Temperature
Requested Generator Total
AC Reactive Power
Requested Generator Overall
Power Factor
Power Factor lagging
Oil Pressure Read 451426 Read 451427 Word
System RPM (mRPM) Read 451300 Read 451301 Word
Primary Supply Voltage

(mV)
Shutdown Override Read 101832 Read N/A Word
Shutdown Coil Broken Wire Read 101833 Read N/A Word
Shutdown Coil 24V Shorted
Read 101834 Read N/A Word
to 0V
No Coil Supply Voltage Read 101835 Read N/A Word
Shutdown Override Broken Read 101836 Read N/A Word
Shutdown Override Shorted Read 101837 Read N/A Word
SDU in Overspeed
Read 101838 Read N/A Word
Shutdown
SDU Pickup 1 Failure Read 101839 Read N/A Word
SDU Pickup 2 Failure Read 101840 Read N/A Word
Transmission Pressure Read 451452 Read 451453 Word
Transmission Temperature Read 451627 Read 451455 Word
Latitude Read 480250 Read 480251 Word
80
RS-485
RS-485 RS-485 RS-485 RS-485
RS-485 FMI
Read/Write
Longitude Read 480252 Read 480253 Word
Trip Engine Running Time Read 480164 Read 480165 Word
Trip Idle Time Read 480166 Read 480167 Word
Trip Average Fuel Rate Read 480168 Read 480169 Word
Factor
RS-485
RS-485 RS-485 RS-485
RS-485 LSW RS-485
Sensor Description Units Units Units
Read/Write Units
Address Bit/Word Read/Write
Turbo Boost Press Read Pa 401401 Word Read
Intake Manifold
Read mC 403001 Word Read
Temperature
Left Manifold Exhaust Gas
Read mC 403501 Word Read
Temperature
Coolant Temperature Read mC 402901 Word Read
Coolant Level -Heat
Read m% 401501 Word Read
Exchanger Tank

Aftercooler Coolant Level Read m% N/A Word Read
Percent Load Read m% 402101 Word Read
Primary Throttle Position Read m% 401001 Word Read
Secondary Throttle Position Read m% N/A Word Read
Read enum N/A Word Read
per Start Attempt
Operating State
Engine Operating State Read ms N/A Word Read
Synchronization Status Read enum N/A Word Read
Slow Vessel Mode Read enum N/A Word Read
Trolling Mode Status Read enum N/A Word Read
Engine Hours (lifetime) Read 1/100 h 406101 Word Read
10E-7
Heading Read N/A Word Read
degrees
81
RS-485
RS-485 RS-485 RS-485
RS-485 LSW RS-485
Read/Write Units
Vessel Speed Read m/h N/A Word Read
Battery Voltage Read mV 406301 Word Read
Maximum Engine Speed Read mRPM N/A Word Read
Programmed Low Idle Read mRPM N/A Word Read
Read mRPM N/A Word Read
Speed
Engine Alarm Acknowledge Read enum N/A Word Read
Engine Overspeed Verify Read enum N/A Word Read
Idle Hours (lifetime) Read 1/100 h 406701 Word Read
Desired Engine Speed Read mRPM N/A Word Read
Average Fuel Consumption
Read ml/h N/A Word Read
(lifetime)
Fuel Burned (lifetime) Read ml 407501 Word Read
Fuel Burned (trip) Read ml 407401 Word Read
Idle Fuel (lifetime) Read ml 406601 Word Read
Fuel Rate Read ml/h 402801 Word Read
Trip Vehicle Idle Fuel Used Read ml N/A Word Read
Fuel Press Read Pa 402601 Word Read
Fuel Level Read m% N/A Word Read

Read mV N/A Word Read
Voltage
Read mA N/A Word Read
Current
Compensation Mode
Voltage Regulator
VAr/Power Factor Operating Read enum N/A Word Read
Mode
Voltage Regulator
Underfrequency Read enum N/A Word Read
Voltage Regulator Soft Start
State
Voltage Regulator Enabled Read enum N/A Word Read
Line AC RMS Voltage
82
RS-485
RS-485 RS-485 RS-485
RS-485 LSW RS-485
Read/Write Units
Line AC RMS Voltage
Line AC RMS Voltage
Read mA N/A Word Read
Current
Read mW N/A Word Read
Power
Generator Overall Power 10E-6
Read N/A Word Read
Factor enum
Factor Lagging
Read mW N/A Word Read
Power
Generator Total Real Power Read mW N/A N/A N/A
Read mHz N/A Word Read
Frequency
Generator Average Line-Line
AC RMS Voltage
Generator Total Real Power Read N/A N/A N/A N/A
Read N/A N/A N/A N/A
Factor

Line AC RMS Voltage
Line AC RMS Voltage
Line AC RMS Voltage
Generator Phase A Line-
Generator Phase B Line-
Generator Phase C Line-
Generator Phase A AC RMS
Current
Current
Generator Phase C AC RMS
Current
83
RS-485
RS-485 RS-485 RS-485
RS-485 LSW RS-485
Read/Write Units
Frequency
Generator Winding A
Temperature
Generator Winding A Temp Read N/A N/A N/A N/A
Generator Winding B
Temperature
Generator Winding B Temp Read N/A N/A N/A N/A
Generator Winding C
Temperature
Generator Winding C Temp Read N/A N/A N/A N/A
Temperature
Temperature
AC Reactive Power
Power Factor
Power Factor lagging
Oil Pressure Read Pa 402301 Word Read
Transmission Pressure Read Pa 403601 Word Read

Transmission Temperature Read mC 403701 Word Read
10E-7
Latitude Read N/A Word Read
degrees
10E-7
Longitude Read N/A Word Read
degrees
Trip Engine Running Time Read 1/100 h N/A Word Read
Trip Idle Time Read 1/100 h N/A Word Read
Trip Average Fuel Rate Read ml/h N/A Word Read
Factor
System RPM (mRPM) Read N/A N/A N/A N/A
Primary Supply Voltage
(mV)
84
RS-485 (Continued)
RS-485
RS-485 RS-485 RS-485 RS-485
Shorted
Sensor Description Broken Wire Broken Wire Broken Wire Shorted
(pos/neg)
Address Bit/Word Read/Write RBit/Word
Address
Generator Winding A
101290 Bit Read 101326 Bit
Temperature
Generator Winding A
101291 Bit Read 101327 Bit
Temp
Generator Winding B
101292 Bit Read 101328 Bit
Temperature
Generator Winding B
101293 Bit Read 101329 Bit
Temp
Generator Winding C
101294 Bit Read 101330 Bit
Temperature
Generator Winding C
101295 Bit Read 101331 Bit
Temp
Generator Rear
101296 Bit Read 101332 Bit
Bearing Temperature
Generator Front
101297 Bit Read 101333 Bit
Bearing Temperature
RS-485
RS-485 RS-485 RS-485 RS-485
Sensor Description Shorted Sensor Fault Sensor Fault Sensor Fault

Read/Write Address Bit/Word Read/Write
Generator Winding A
Read 101362 Bit Read
Temperature
Generator Winding A Temp Read 101363 Bit Read
Generator Winding B
Temperature
Generator Winding B Temp Read 101365 Bit Read
Generator Winding C
Temperature
Generator Winding C Temp Read 101367 Bit Read
Temperature
Temperature
85
J1939
J1939
J1939 J1939
Sensor Description J1939 ID Default J1939 SPN
Identifier PGN Dec
Priority
Turbocharger Boost
IC1 18FEF600 6 65270 102
Pressure
Intake Manifold
IC1 18FEF600 6 65270 105
Temperature
Left Manifold Exhaust Gas
N/A N/A 6 65031 2434
Temperature
Coolant Temperature ET1 18FEEE00 6 65262 110
Coolant Level -Heat
EFL_P1 18FEEF00 6 65263 111
Exchanger Tank
Aftercooler Coolant Level N/A N/A 6 64938 3668
Percent Load EEC2 CF00300 6 61443 92
Primary Throttle Position N/A N/A 6 61443 91
Secondary Throttle
N/A N/A 6 61443 29
Position
N/A N/A 6 64895 280
per Start Attempt
N/A N/A 3 64914 3544
Operating State
Engine Operating State N/A N/A 3 64914 3543
Synchronization Status N/A N/A 6 64988 2615
Slow Vessel Mode N/A N/A 6 64988 2617
Trolling Mode Status N/A N/A 6 64988 2616

N/A N/A 6 65214 3671
Engine Hours (lifetime) HOURS 18FEE500 6 65253 247
Heading N/A N/A 6 65256 165
Vessel Speed N/A N/A 6 65256 517
Battery Voltage VEP1 18FEF700 6 65271 168
Maximum Engine Speed N/A N/A 6 65251 532
Programmed Low Idle N/A N/A 6 65251 188
N/A N/A 6 65251 535
Speed
Engine Alarm
N/A N/A 6 65252 2815
Acknowledge
Engine Overspeed Verify N/A N/A 6 65252 2812
Idle Hours (lifetime) N/A N/A 6 65244 235
Desired Engine Speed N/A N/A 6 65247 515
86
J1939
J1939
J1939 J1939
Identifier PGN Dec
Priority
Average Fuel
N/A N/A 7 65101 1834
Consumption (lifetime)
Fuel Burned (lifetime) N/A N/A 6 65257 250
Fuel Burned (trip) N/A N/A 6 65257 182
Idle Fuel (lifetime) N/A N/A 6 65244 236
Fuel Rate N/A N/A 6 65266 183
Trip Vehicle Idle Fuel Used N/A N/A 6 65209 1004
Fuel Temperature ET1 18FEEE00 6 65262 174
Fuel Pressure EFL_P1 18FEEF00 6 65263 94
Fuel Level N/A N/A 6 65276 96
VREP FDA6 N/A 64934 N/A
Voltage
Current
Generator Output Voltage
Bias Percentage
VROM FDA7 N/A 64935 3375
Compensation Mode
Voltage Regulator
VAr/Power Factor VROM FDA7 N/A 64935 3376
Operating Mode

Voltage Regulator
Underfrequency VROM FDA7 N/A 64935 3377
Voltage Regulator Soft
VROM FDA7 N/A 64935 3378
Start State
Voltage Regulator Enabled N/A N/A N/A 64935 3379
GPCAC FDFD N/A 65021 N/A
Line AC RMS Voltage
GPBAC FE00 3 65024 3
Line AC RMS Voltage
GPAAC FE03 N/A 65027 N/A
Line AC RMS Voltage
Generator Phase B AC
GPBAC FE00 N/A 65024 N/A
RMS Current
GTACR FE04 N/A 65028 N/A
Power
Factor
87
J1939
J1939
J1939 J1939
Identifier PGN Dec
Priority
Factor Lagging
GTACP FE05 N/A 65029 N/A
Power
Generator Total Real
GTACP FE05 N/A 65029 N/A
Power
GAAC FE06 N/A 65030 N/A
Frequency
Generator Average Line-
GAAC FE06 N/A 65030
Line AC RMS Voltage
AC Reactive Power
Requested Generator
Overall Power Factor
Requested Generator
Overall Power Factor GAAC FE06 N/A 65030 N/A
Lagging
Oil Pressure EFL_P1 18FEEF00 6 65263 100
Transmission Pressure N/A N/A 6 65272 127
Transmission Temperature N/A N/A 6 65272 177
Latitude N/A N/A 6 65267 584
Longitude N/A N/A 6 65267 585

Trip Engine Running Time N/A N/A 6 65200 1036
Trip Idle Time N/A N/A 6 65200 1037
Trip Average Fuel Rate N/A N/A 6 65203 1029
N/A N/A 6 65207 1016
Factor
Trip Reset N/A N/A 7 7 988
J1939 (Continued)
Sensor J1939 J1939 Resolution J1939 J1939
J1939 Data Range
Description Length (unit/bit) Offset Byte
Turbocharger
0 to 500 kPa
Boost 1 2 kPa/bit 0 kPa 2
(0 to 72 psi)
Pressure
88
J1939 (Continued)
J1939 Data Range
Intake
-40°C (- -40 to 210°C
Manifold 1 1 deg C/bit 3
40°F) (-40 to 410°F)
Temperature
Left Manifold
-273 to 1735°C
Exhaust Gas 2 0.03125 deg C/bit -273 deg C 3,4
(-459 to 3155°F)
Temperature
Coolant -40 to 210°C
1 1 deg C/bit -40 deg C 1
Temperature (-40 to 410°F)
Coolant Level
-Heat
1 0.4%/bit 0% 0 to 100% 8
Exchanger
Tank
Aftercooler
1 0.4%/bit 0% 0 to 100% 6
Coolant Level
1 1% 0% 0 to 125% 3
Percent Load
Primary
Throttle 1 0.4%/bit 0% 0 to 100% 2
Position
Secondary
Throttle 1 0.4%/bit 0% 0 to 100% 5
Position
Maximum

Crank
1 1 count/bit 0 0 to 250 1
Attempts per
Start Attempt
Time
Remaining in
Engine 2 1sec/bit 0 0 to 65535 sec 2,3
Operating
State
Engine Bits:4,3,
0000 - Engine
Operating 1 Status 0 2,1 of
Stopped
State Byte 1
Synchronizati 0000 - Not Bits:4-
1 Status N/A
on Status Synchronized 1ofByte1
Slow Vessel 00 - Slow vessel Bits: 8,7
1 Status N/A
Mode mode OFF of Byte 1
Trolling Mode 00 - Trolling mode Bits: 6,5
1 Status N/A
Status is OFF of Byte 1
89
J1939 (Continued)
J1939 Data Range
Crank
Attempt
Count on 1 1 count/bit 0 0 to 250 6
Present Start
Attempt
0 to
Engine Hours
4 0.05 h/bit 0h +210,554,060.75 1-4
(lifetime)
h
Heading 2 1/128 deg/bit 0 deg 0 to +502 deg 1,2
1/256 km/h/bit
0 to 251 km/h
Vessel Speed 2 upper byte: 1 0km/h 3,4
(0 to 135 knots)
km/h/bit
Battery
2 0.05 V/bit 0V 0 to +3212.75 V 5,6
Voltage
Maximum 0 to 8,031.875
2 0.125 rpm/bit 0 rpm 16,17
Engine Speed rpm
Programmed 0 to 8,031.875
2 0.125 rpm/bit 0 rpm 1,2
Low Idle rpm
Slow Vessel
Mode Set 1 10 rpm/bit 0 0 to 2,500 rpm 25
Speed
Engine Alarm 00 - Alarm Ack Not Bits: 1,2
1 Status N/A
Acknowledge active of Byte 7
00 - Engine
Engine
Overspeed Verify Bits: 7,8
Overspeed 1 Status N/A
Operation Not of Byte 7
Verify
Active
0 to
Idle Hours
4 0.05h/bit 0h +210,554,060.75 5-8
(lifetime)
h
Desired
2 0.125 rpm/bit 0 rpm 0 to 8031.875 rpm 2,3
Engine Speed
Average Fuel
Consumption 2 0.05 L/h/bit 0 L/h 0 to 3,212.75 1,2
(lifetime)
Fuel Burned 0 to
4 0.5 L/bit 0L 1-4
(trip) +2105540607.5 L
Idle Fuel 0 to
4 0.5 L/bit 0L 1-4
(lifetime) +2,105,540,608 L
0 to 1000 kPa
Oil Pressure 1 4kPa/bit 0kPa 4
(0 to 145 psi)
90
J1939 (Continued)
J1939 Data Range
Generator
Phase BC
3 N/A N/A N/A N/A
Line-Line AC
RMS Voltage
Transmission 0 to 4000 kPa
1 16 kPa/bit 0 kPa 4
Pressure (0 to 580 psi)
Transmission -273 to +1735.0
2 0.03125 deg C/bit -273 deg C 5,6
Temperature deg C
-210 deg (south) to
Latitude 4 10-7 deg/bit -210 deg +211.108122 deg 1-4
(north)
-210 deg (west) to
Longitude 4 10-7 deg/bit -210 deg +211.108121 deg 5-8
(east)
0 to
Trip Engine
4 0.05 h/bit 0h +210,554,060.75 9-12
Running Time
h
0 to
Trip Idle Time 4 0.05h/bit 0h +210,554,060.75 13-16
h
Trip Drive
Average Load 2 0.05 L/h/bit 0 L/h 0 to +3212.75 L/h 5,6
Factor

Trip Reset 1 Status N/A 00 -Take No Action Bits: 2,1
J1939 (Continued)
J1939 Transmission
Sensor Description
Rate (milliseconds)
Turbocharger Boost Pressure 50
Intake Manifold Temperature 50
Left Manifold Exhaust Gas Temperature 500
Coolant Temperature 50
Coolant Level -Heat Exchanger Tank 500
Aftercooler Coolant Level 500
Percent Load 50
Primary Throttle Position 50
Secondary Throttle Position 50
Maximum Crank Attempts per Start Attempt 1000
Time Remaining in Engine Operating State 250
91
J1939 (Continued)
J1939 Transmission
Sensor Description
Rate (milliseconds)
Engine Operating State 250
Synchronization Status 1000
Slow Vessel Mode 1000
Trolling Mode Status 1000
Crank Attempt Count on Present Start Attempt 1000
Engine Hours (lifetime) 50
Heading On Request
Vessel Speed On Request
Battery Voltage 1000
On change of more than
Maximum Engine Speed
10% or every 5 s.
On change of more than
Programmed Low Idle
10% or every 5 s.
Slow Vessel Mode Set Speed On Change or 5 sec
Engine Alarm Acknowledge 1000
Engine Overspeed Verify 1000
Idle Hours (lifetime) On Request
Desired Engine Speed 250
Average Fuel Consumption (lifetime) On Request
Fuel Burned (lifetime) 1000 (Not Request)
Fuel Burned (trip) 1000
Idle Fuel (lifetime) On Request
Fuel Rate 100
Trip Vehicle Idle Fuel Used On Request

Fuel Temperature 50
Fuel Pressure 50
Fuel Level 1000
Oil Pressure 50
Transmission Oil Pressure 50
Transmission Oil Temperature 50
Latitude 5000
Longitude 5000
Trip Engine Running Time 1000
Trip Idle Time On Request
Trip Average Fuel Rate 1000
Trip Drive Average Load Factor On Request
Trip Reset When Needed
92
Wiring Schematics
Refer to EDD and SIS for C175 wiring schematics.
KENR6659 – Engine wiring schematic
3616921 – Generator wiring schematic
3305171 – MPD 3.0 wiring schematic
3617990 – Cat Alarm and Protection System
3116017 – Engine protection set points
93
Packaged Genset Foundation and Mounting

Mounting
The standard configuration of the C175 package for petroleum offshore
applications is mounted on an inner/outer base system. A rigid inner base is used to
attach the engine to the generator in a close-coupled configuration. This ensures
alignment is maintained at all times. The inner base is in turn mounted on an outer
base by means of three spring isolators. The customer is responsible for attaching
the package’s outer base to the foundation.
An alternate mounting system for the C175 package for petroleum offshore
applications is the I-beam base. This mounting scheme features a larger base that
attached to the foundation by means of spring isolators. Free-standing and close-
coupled generator mounting configurations are available. Consult the general
installation drawings section for an example of this configuration.
Foundation Design
The generator set foundation must resist vertical, horizontal and fore-and-aft
deflection. It should also have sufficient rigidity to transmit static and dynamic
forces from the package into the foundation. Exact analytical methods cannot
always be used to design foundations. The design is also influenced by several
factors, including previous successful installations, the designer's experience, and
the basic dimensions of the specific package being installed.
General Arrangement Drawings

C175-16 1200 rpm Electric Drilling Module ................. Page 95
GENERAL ARRANGEMENT DRAWINGS
C175-16 1500 rpm STD PROD/AUX ST Module......... Page 103

Sample C175-16 1200 rpm Drilling Package with
I-Beam Base and Free-Standing Generator .................. Page 111
Petroleum C175-16 P and ID Drawings ..................... Page 120
94
C175-16 1200 rpm Electric Drilling Module

449-9681, Sheet 1 of 8
95
449-9681, Sheet 2 of 8
96
449-9681, Sheet 3 of 8
97
449-9681, Sheet 4 of 8
98
449-9681, Sheet 5 of 8
99
449-9681, Sheet 6 of 8
100
449-9681, Sheet 7 of 8
101
449-9681, Sheet 8 of 8
102
C175-16 1500 rpm STD PROD/AUX ST Module

453-3588, Sheet 1 of 8
103
453-3588, Sheet 2 of 8
104
453-3588, Sheet 3 of 8
105
453-3588, Sheet 4 of 8
106
453-3588, Sheet 5 of 8
107
453-3588, Sheet 6 of 8
108
453-3588, Sheet 7 of 8
109
453-3588, Sheet 8 of 8
110
Sample C175-16 1200 rpm Drilling Package with I-Beam Base and
Free-Standing Generator
Sheet 1 of 9
111
Sheet 2 of 9
112
Sheet 3 of 9
113
Sheet 4 of 9
114
Sheet 5 of 9
115
Sheet 6 of 9
116
Sheet 7 of 9
117
Sheet 8 of 9
118
Sheet 9 of 9
119
Petroleum C175-16 P and ID Drawings

Cooling System
120
Lubricating Oil System
121
Fuel System
122
Intake / Exhaust System
123
Air System
124
Miscellaneous
C175 Witness Test Description
Customers can request an optional witness test for Cat C175 gensets. This test
is conducted at the Caterpillar facility in Lafayette, Indiana, USA. The standard
witness test includes a load test, transient response test, and vibration test. Below
is a detailed description of the test procedures.
Standard testing includes a load test, transient response test, and vibration test,
described as follows.
1. The load test uses 0.8 PF unless otherwise noted, and is recorded at 30
minute intervals:
 30 minutes @ 50% rated load
 60 minutes @ 110% rated load, 1.0 PF
The cylinder and exhaust temperatures are manually recorded. All other
data is recorded electronically and printed by computer.
2. The transient response test is performed at 0.8 PF with load stepping
from 0% to 100% ekW, with pre-determined intervals depending on
engine frequency, then back to 0%.
3. The vibration test is taken at 0% and 100% load, and printed by
computer. This is a 14-point, 1-dimensional test around the operating
genset package to ensure no unusual vibration is occurring on the as-built
configuration.
The standard testing also includes the following data as obtained through the
data acquisition system:
Performance Data
 rpm  Frequency
 Real Power (ekW)  Fuel Rate (g/min)
 Reactive Power (kVAR)  Specific Fuel Consumption
 Power Factor (g/min)
MISCELLANEOUS
Electrical Data
 Voltage A-B  Current Phase A
 Voltage B-C  Current Phase B
 Voltage C-A  Current Phase C
 Average Voltage  Average Current
125
Pressures (kPa)
 JW Pump Inlet  Oil
 JW Pump Outlet  Boost
 AC Outlet  AC/OC Pump In
 Engine Fuel  AC/OC Pump Out
 Supply Fuel
Generator RTD
 Stator Phase A  Front Bearing
 Stator Phase B  Rear Bearing
 Stator Phase C
Temperatures (Deg C)
 JW Inlet  AC/OC In
 JW Outlet  AC/OC Out
 Oil  Inlet Fuel
 Inlet Manifold  Inlet Air
 AC Outlet  Turbocharger Outlet
General Information
 Customer Name  ESO Number
 Test Date
Engine Data
 Engine Serial Number  Engine
 Engine Arrangement  Engine Setting (bkW, rpm)
 E Model  OT or 2T
Generator Data
 Generator Serial Number  ekW
 Generator Arrangement  ekVA
 Volts/Phase/Hertz  Power Factor
Test Operation Data

 Test Cell (East or West)  Test Cell Operator
Test Conditions
MISCELLANEOUS
 Barometer (kPa)  Fuel Density (degree API)

 Dew Point (deg C)
Lastly, the following temperatures are recorded during load testing at 50%, 75%,
100% (3 separate recordings at this load), and 110% (2 separate recordings at this
load) power:
 Exhaust Manifold (Left)
126
 Exhaust Manifold (Right)

 Cylinders 1 through 16 individually, or as a function of total cylinder
count (6, 8, or 12).
Maintenance Interval Schedule

Ensure that all safety information, warnings, and instructions are read and
understood before any operation or any maintenance procedures are performed.
The user is responsible for the performance of maintenance, including all
adjustments, the use of proper lubricants, fluids, filters, and the replacement of
components due to normal wear and aging. Failure to adhere to proper
maintenance intervals and procedures may result in diminished performance of the
product and/or accelerated wear of components.
Use fuel consumption, service hours, or calendar days to determine the
maintenance intervals. Products that operate in severe operating conditions may
require more frequent maintenance.
Daily
o Air Prelube Pump Lubricator Oil Level - Check
o Air Tank Moisture and Sediment - Drain
o Battery Charger - Check
o Control Panel - Inspect/Test
o Coolant Level - Check
o Engine Oil Filter Differential Pressure - Check
o Engine Oil Level - Check
o Fuel Filter Differential Pressure - Check
o Fuel Tank Water and Sediment - Drain
o Jacket Water Heater - Check
o Walk-Around Inspection
Every Week
o Space Heater - Test
250 Service Hours (not reoccurring)

o Engine Valve Lash - Check
Every 500 Service Hours

o Battery Electrolyte Level - Check
o Belts - Inspect/Adjust/Replace
o Coolant Sample (Level 1) - Obtain
MISCELLANEOUS
o Cooling System Supplemental Coolant Additive (SCA) - Test/Add

o Engine Oil Sample - Obtain
o Hoses and Clamps - Inspect/Replace
Every 1000 Service

o Air Shutoff - Test
o Coolant Sample (Level 2) - Obtain
o Engine Air Cleaner Element (Single Element) - Inspect/Clean/Replace
127
o Engine Crankcase Breather - Clean

o Engine Oil and Filter - Change
o Engine Protective Devices - Check
o Fuel System Primary Filter - Clean/Inspect/Replace
o Fuel System Secondary Filter - Replace

o Crankshaft Vibration Damper - Inspect
o Driven Equipment - Check
o Engine Mounts - Inspect
o Speed Sensor - Clean/Inspect
o Turbocharger – Inspect
Every 3000 Service Hours or 3 Years

o Coolant (DEAC) - Change

o Coolant Temperature Regulator - Replace
o Engine Valve Lash - Check
Every 6000 Service Hours or 3 Years

o Coolant Extender (ELC) - Add

o Alternator - Inspect
o Prelube Pump - Inspect
o Starting Motor - Inspect
o Water Pump - Inspect
Every 10,000 Service Hours

o Fuel Injection Pump - Replace
o Fuel Injector - Replace
Every 12,000 Service Hours or 6 Years

o Coolant (ELC) - Change
Overhaul
o Overhaul (Major) - Reference SEBU8333 for 1200 RPM (P6L)
- Reference SEBU8333 for 1500 RPM (P5P)
MISCELLANEOUS
128
Reference Material
The following references contain additional information related to the topics
covered in this guide. For more detailed information on the Cat alarm and
protection system, please reference SEBU2430 and REHS7334.
Media
Publication Name Description
Number
C175 petroleum offshore genset basic specs,
LEHW6097 Spec Sheet features, configuration, performance data, and
dimensions
LESW0037 Sales Toolkit C175 petroleum offshore genset sales presentation
LEDW0002 Brochure C175 petroleum offshore genset brochure
New Lubrication and Fuel filter Systems Available for

LEXW0196 Product News
Cat C175-16 Offshore Drilling Module
C175 petroleum offshore announcement, features,

LEXW0114 Product News
ratings, configuration, and attachments
Instructions for disassembly and assembly of C175

KENR6415 Disassembly and Assembly
petroleum offshore engine
KENR6659 Electrical schematic C175 petroleum engine electrical schematic
Operation and Maintenance Operation and maintenance procedures of C175

SEBU8333
Manual petroleum offshore genset
SEBP4709 Parts Identification Complete list of genset parts identified by system
Full performance data set, fuel consumption, altitude

DM8825 Performance Number
capability, heat rejection, noise level, rating definition
Full performance data set, fuel consumption, altitude

DM9508 Performance Number
capability, heat rejection, noise level, rating definition
Service tools, electronics system overview,

KENR5454 Troubleshooting configuration parameters, diagnostic trouble codes,
event codes, symptom troubleshooting, circuit tests
REFERENCE MATERIAL
C175 systems operation, test and adjustment

KENR5453 Testing and Adjusting
procedures for each engine system
A&I Guide - Air Intake Technical application and installation guidelines of air
LEBW4951
Systems intake systems in Cat engines
A&I Guide - Cooling Technical application and installation guidelines of

LEBW4978
Systems cooling systems in Cat engines
A&I Guide - Crankcase Technical application and installation guidelines of

LEBW4958
Ventilation crankcase ventilation systems in Cat engines
129
Media
Publication Name Description
Number
A&I Guide - Diesel Fuels Technical application and installation guidelines of
LEBW4976
and Diesel Fuel Systems diesel fuels and diesel fuel systems in Cat engines
A&I Guide - Engine Room Technical application and installation guidelines for
LEBW4971
Ventilation proper engine room ventilation
A&I Guide - Exhaust Technical application and installation guidelines of

LEBW4970
Systems exhaust systems in Cat engines
A&I Guide - Lubrication Technical application and installation guidelines of

LEBW4957
Systems lubrication systems in Cat engines
Technical application and installation guidelines of

LEBW4974 A&I Guide - Mounting
mounting systems in Cat engines
A&I Guide - Starting Technical application and installation guidelines of

LEBW4980
Systems starting systems in Cat engines
A&I Guide - Petroleum Technical application and installation guidelines for

LEBW4995
Applications Cat engines in petroleum applications
MPD 3.0 panel, features and benefits, dimensions,

LEXM8526 MPD 3.0 Product News
software features, parameters, screen configuration
MPD 3.0 panel manual, operation, screen

LEGM8130 MPD 3.0 User's Manual
configuration
Diesel Engine Fluids Recommendations for engine oil, transmission oil,

SEBU6251
Recommendations additives, SOS, fuel, coolant
Calculations for required inlet pressure and back

REHS4726 Fuel Tank Instructions pressure of the fuel on C175 engines that are utilizing
a day tank or standby application
MPD 3.0 panel hardware, software, configuration,

LEBM0189 MPD 3.0 Operator's Guide
operation, installation
Cat Alarm and Protection Overview and configuration of MCS alarm and
REHS4817
System Special Instructions protection, controller and remote equipment interface
SEBU2430
REFERENCE MATERIAL
Systems Operation Cat Alarm and Protection System Control Panel

UENR2430
REHS7334 Special Instruction Cat Alarm and Protection (A and P) Control Panel
130
Project Checklist
General Information
Customer
Rig Name
Rig (New or Rebuild)
Shipyard
Dealer
Dealer Contact
Caterpillar A&I
Contact
Application Summary
Prime Power:
Application Continuous: @ % load
Emergency Genset:
Engine Model
Number of Packages
Needed
Expected Annual
Operating Hours
Environmental / Site Conditions

Ambient Maximum :
Temperature Minimum :
Atmospheric
Typical Relative Humidity: %
Conditions
Salty
Air Quality Dusty
Clean
Additional Information
PROJECT CHECKLIST
©2014 Caterpillar All Rights Reserved. 131

Air Intake System

Item Response / Comment
Based on air quality single
element filter, double element
or other?
If other describe request.
Engine room temperature good
for combustion air or will air
need to be piped from outside
into air cleaner?
If piped to cleaner, is the pipe
run isolated from engine
vibration?
Piping sized and routed
correctly?
Air intake system Piping and
Instrumentation Diagram (P and
ID) reviewed?
PROJECT CHECKLIST
132 ©2014 Caterpillar All Rights Reserved.

Engine Cooling System

Radiator or Heat Exchanger
(HEX) cooled?
If radiator, mounting location?
If radiator, Caterpillar provided?
If not who is and reason why
not Caterpillar supplied.
Engine SCAC heat rejection and
SCAC pump flow. (Found in
TMI)
Engine JW heat rejection and
JW pump flow. (Found in TMI)
Engine cooling system vents
reviewed? (Location, size and
routing to radiator)
If HEX, Caterpillar provided?
If not who is and reason why
not Caterpillar supplied.
If HEX, mounting location
requested.
If HEX, what is the cold side
media, flow and temperature?
IF HEX, expansion tank
supplied by Cat?
If not who is and is it sized
correctly?
Cooling water treatment to be
used?
Jacket water vents and cooling
circuit located on Generator
Arrangement drawings and
connection sized noted?
SCAC water vents and cooling
circuit located on General
PROJECT CHECKLIST

Cooling system P and ID
reviewed?

Generator Cooling
If the generator is to be water
cooled, will it have its own
HEX?
cooled, will it share a HEX with
engine cooling?
cooled, who will provide the
piping?
Is there a preferred side (LH or
RH) of the generator cooling
connections?
What are the cold side media,
flow and temperature?
PROJECT CHECKLIST

Starting System
Starting motors to be Air or
Electric.
Starting system to have dual
starting methods?
If so what is requested?
What is the number of starts
required for this application?
If air start is to be used,
silencer to be used and routing
been considered?
What is the start time required
for this application?
Name all the air systems that
will need to be considered for
the Air tank.
What is the starting motor’s air
consumption?
If air pre-lube is used, what is
the motor’s air consumption?
If air pre-lube is used for the
generator, what is the motor’s
air consumption?
If electric starting motor, are
batteries required and are they
Caterpillar provided?
If not who is and are they sized
correctly?
If batteries are used, is a box
and/or battery rack needed?
If so Caterpillar provided?
If not who?
Air inlet to the starter located
on General Arrangement
drawings and connection sized
PROJECT CHECKLIST
noted?
Air starting system P and ID
reviewed?

Exhaust System
The engine can only have 27
inches of water of
backpressure. Has each
engines exhaust run been
calculated to verify
backpressure?
Single 14 inch vertical exhaust
outlet at engine. Is an expander
and bellows needed? If so what
size?
Who is providing the
muffler/silencer?
If not Caterpillar provided, who
will be providing and why not
Cat?
Type of muffler/silencer to be
used. (Spark arresting, end in/
end out, side in/ end out and
what noise reduction is
needed?
Has consideration for after
treatment in the exhaust run?
Is there a drain available so rain
water and condensation do not
enter engine?
Are the bellows offset within
Caterpillar specification at rated
load and speed?
Exhaust system P and ID
reviewed?
PROJECT CHECKLIST

Fuel System
Has LEBW4979 (Diesel – Fuels
and Fuel Systems) been
reviewed for fuel to be used?
With the C175 fuel system
there is minimum heat rise to
the return fuel. Is a fuel cooler
still required?
If so what type? (radiator HEX)
If HEX fuel cooling, what is the
cooling media, temperature and
flow?
Fuel system on General
Fuel system P and ID reviewed?
PROJECT CHECKLIST

Engine Lubrication System

Type of oil to be used?
Pre-lube to be air or electric?
If air pre-lube consideration
take for air tank sizing?
If generator needs pre-lubed
will there be an air pre-lube or
electric pre-lube be used?
If air pre-lube on the generator
has there been consideration
taken for air tank sizing?
If electric, consideration for
battery size?
Lube system on General
Lube system P and ID
reviewed?
PROJECT CHECKLIST

Generator Lubrication
Does the generator type of
bearing require Pre-lubrication?
If the generator does require
pre-lube, what type is required?
(Air or Electric)
Are the generator bearings self-
lubricating?
If a lubrication module is
needed for the generator,
describe what is needed and
location of the module.
PROJECT CHECKLIST

Mounting
Standard package is inner tube
base 3 point mounted with
spring isolator to outer tube
base. Is a different mounting
system required?
If so explain what is needed
and why.
If I-beam base is used, 3 point
mounting or other?
Mounting system on Generator
Arrangement drawings
reviewed?
PROJECT CHECKLIST

Control / Monitoring System

Description of MPD 3.0
controls reviewed in Pricelist
and are they acceptable for this
project?
Description of GMS 3.0
controls reviewed in Pricelist
and are they acceptable for this
project?
If the MPD 3.0 or GMS 3.0
controls do not satisfy control
and monitoring requirements
explain what is needed.
If other than standard mounted,

define the location of the
control/monitoring panel.
(Package mounted location or
remote mounted)
PROJECT CHECKLIST

Engine Room Ventilation System

Engine room ambient air
temperature.
Engine and generator radiant
heat.
Ventilation type to be used.
Quantity of air calculation for
proper engine room ventilation.
Ventilation fan information.
(Location, flow and number of
fans used)
PROJECT CHECKLIST

Crankcase Ventilation
Consideration to route
crankcase ventilation to
atmosphere and not engine
room?
Are the vent pipes sized to
accommodate a worn engine?
(Blow-by rate of 0.04 m3/hr
bkW (1 ft3/hr bhp).
Are the vent pipes sized with
the maximum of 13 mm H2O
(0.5 in. H2O) pressure drop at
full load.
Is there consideration taken for
gradual rise in horizontal
piping?
Crankcase breathers located on
Generator Arrangement
drawings and connection sized
noted? 60.3 mm (2.37 in.)
PROJECT CHECKLIST

Generator Requirements
1. EkW -
2. Power Factor -
3. kVA -
Requested Generator rating. 4. Voltage -
5. Frequency (Hz) -
6. Duty
7. Engine RPM
Air inlet filter with differential
pressure switch needed?
Excitation System –
Bearing type –
Bearing Temperature detectors (copper or
platinum) –
Winding connection –
Standard Generator Winding Pitch –
Information. Winding type –
Temp RTD’s Platinum or copper –
Number of leads –
Cable Entry facing exciter end –
Temperature rise by Resistance –
Generator enclosure class –
Marine Society certified? If so,
what class?
Generator options and/or

special testing.
PROJECT CHECKLIST

Special Testing
Testing requested. (Witness,

marine society TVA, FEA
and/or other.
Documentation
Project installation drawings

required? (Mechanical,
electrical and/or P and ID)
CERTS: IMO Emissions, Marine

Society, etc….
PROJECT CHECKLIST

Spare Parts / Special Tools

Spare parts to be stocked on
rig.
Spare parts to be stocked at
servicing dealer.
Special tools needed for this
application.
Can dealer service the package
purchased?
Is the dealer prepared to
support this package?
Lifting
Lifting capabilities needed for
shipping.
Lifting requirements needed to
get the package in the engine
room.
Special spreader bars needed
for installation? Caterpillar
provided? If not who will be
providing?
PROJECT CHECKLIST

Training
Have dealer personnel (TC,
mechanics, electricians,
commissioning) been trained on
package?
Have rig personnel
(mechanics, electricians,
commissioning) been trained on
package to be used?
Signatures
The following parties have discussed and agreed to the results and required
action during the design review process.
Customer Signature:
Date:
Dealer Signature:
Date:
A&I Engineer*:
PROJECT CHECKLIST
Date:
* If the order is a Price List, an A&I engineer signature is not needed.

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C175 PETROLEUM OFFSHORE PROJECT GUIDE

Basic C175 Diesel Engine Design .......................................... 1

C175 Diesel Generator Set Scope of Supply ......................... 2

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

Lubricating Oil System........................................................ 20

Crankcase Ventilation System............................................. 25

©2014 Caterpillar All Rights Reserved.

Fuel System ....................................................................... 26

Cooling System .................................................................. 29

Starting System ................................................................. 33

Combustion Air System ...................................................... 34

Engine Room Ventilation ..................................................... 36

©2014 Caterpillar All Rights Reserved.

Routing Considerations ............................................................................ 41

Exhaust System .................................................................. 46

Generator Set Control and Protection ................................. 48

Packaged Genset Foundation and Mounting ........................ 94

General Arrangement Drawings .......................................... 94

Miscellaneous .................................................................. 125

Reference Material ........................................................... 129

Project Checklist .............................................................. 131

©2014 Caterpillar All Rights Reserved.

Engine Cooling System .......................................................................... 133

Information contained in this publication may be considered confidential.

©2014 Caterpillar All Rights Reserved.

Emergency Generator Set Ratings

Drilling Generator Set Ratings

Basic C175 Diesel Engine Design

C175 Diesel Generator Set Scope of Supply

 Engine Control and Protection

 ABS certified, non-certified, or custom coupling and coupling

Kato Drilling Generator

Current – L.L… 2520 A

Exciter Armature Data at Full Load, 0.7 pf

Temperature and Insulation Data

Efficiency and Heat Dissipation

Performance Number DM8825, Change Level 02

General Performance Data - Metric Units

40 772 912 226.2 208.2 95.9 52.1 490.5 71.5 386.4

Heat Rejection Data - Metric Units

Altitude Derate Data – Metric Units

Altitude Corrected Power Capability (BKW)

General Performance Data – English Units

ENGINE WET EXH DRY EXH

Heat Rejection Data – English Units

REJECTION REJECTION LOW HIGH

Altitude Derate Data – English Units

Sound Power 1000 Hz to 10,000 Hz (1/3 Octave Frequencies)

Sound Power 1000 Hz to 10,000 Hz (1/3 Octave Frequencies)

Rated Speed NOMINAL Data: 1200 RPM

TOTAL CO (CORR 5% O2) MG/NM3 88.1 272.0 236.2 268.3 449.1

Rated Speed NOMINAL Data: 1200 RPM

EPA TIER 2 2006 - 2010

C175-16 Offshore Generator Set - 1500 rpm (2300 ekW 50 Hz)

Performance Number DM9508, Change Level 02

General Performance Data - Metric Units

10 242 228 329.6 95.0 16.1 47.7 312.1 16.3 280.6

Rated Speed NOMINAL Data: 1500 RPM

Ratings must be reduced to compensate for altitude and/or ambient temperature