A large amount marine diesel engine damage is due to a lack of cooling system maintenance.

Diesel engines operate under very high piston compression. This high compression puts great strain on the
engine and can build up heat very rapidly if there is a failure in the cooling system. Diesel cooling systems are
vastly more critical than gas engine cooling systems. Gas engines can suffer from numerous moderate overheats
without causing catastrophic damage. THIS IS NOT TRUE OF DIESELS. Diesel engines can and will suffer
serious damage even as the result of relatively minor overheat conditions. This is because the overheating occurs
so rapidly, and because the internal parts are less tolerant of damage than a gas engine.

Most overheats occur because the engines are never inspected and leaks are never found and repaired. Cooling
system hoses are allowed to age, and they eventually burst, leak or blow off.

Another common cause is failure to keep the cooling system clean. Instead of adding a properly mixed solution of
recommended coolant, owners just pour water in, or add straight coolant. Proper ratios of engine coolant are
critical to proper cooling and the prevention of corrosion

System Gasketing Due to vibration and age, system gaskets do not last forever and will inevitably start to leak.
The leaks usually occur in a location that is not easily seen. Thus coolant is lost and the engine overheats.
Consider this: Can you take a guess at how often anyone ever checks the engine coolant before starting the
engines when we do a sea trial? The incredible answer is that not only do boat owners not check the coolant, they
don't check the oil either.

Engine coolant should be checked every time before starting the engine. That does not mean looking at the
coolant recovery tank. You should NEVER use the recovery tank as an indication of coolant level in the engine.
 Coolants and Maintenance Issues 1/3 of energy
goes out
exhaust
1/3 of energy is
removed by the
cooling system

1/3 of energy
is useful work

A third of the heat energy produced by an internal combustion engine ends up as waste heat in the cooling
system.

Nearly all marine diesel engines are cooled by either a keel cooler (or some variant such as a grid cooler or
channel cooler), or by a heat exchanger.

Both systems depend on circulating coolant to remove heat from the engine block and transfer it to the
environment
 Coolants and Maintenance Issues

Engine “Jacket
Water”

Engine Coolant
Pump

Closed systems are called "fresh water" (jacket water) because sea water is not circulated through the engine
block.

However, straight "fresh water" should not be used for engine coolant in a diesel engine.

Coolant mixtures of water, antifreeze and/or a water conditioner (corrosion inhibitor) should be used in all marine
diesel engines.
 Coolants and Maintenance Issues

Coolant must:

Effectively remove heat from the engine

and components
Engine “Jacket
Water” Prevent freezing and resulting block or
cylinder head damage

Prevent deposits of scale and sludge on

interior engine passages

Engine Coolant
Pump

Coolants and Maintenance Issues

Coolant must:

Inhibit corosion and prevent mineral

deposits from forming
Engine “Jacket
Water” Prevent cavitation erosion of liner
engines

Lubricate components such as water

pumps

Be compatible with hoses and seals

Engine Coolant
Pump
 Steel Aluminum

Cast Iron

Bronze

Marine diesel engines consist of components made of cast iron, steel, bronze, brass, and aluminum.

These disparate metals are a breeding ground for galvanic corrosion, especially in the presence of sea water.

Zinc plugs should protect the sea water side of heat exchanger systems but are not normally used in the fresh
water side of diesel engines.
Vibration inside the engine due to combustion events causes tiny pockets of reduced pressure to occur especially
around wet cylinder liners. When this occurs, heated coolant vaporizes forming tiny bubbles that collapse against
the liner walls and implode. This causes "cavitation erosion" that can eat pinholes right through cylinder liner walls
allowing coolant to flow into the cylinders.

Since cavitation cannot be prevented entirely, the use of supplemental coolant additives (SCAs) is necessary to
provide a continuous protective coating on the metal surfaces in the cooling system. This coating will aid in
controlling and limiting the damage done to the engine as a result of cavitation.

The single most important procedure in controlling damage caused by cavitation is keeping the cooling system
clean with periodic flushing. The use of clean water combined with flushing agents will scrub the system of
impurities, scale or other buildup allowing for a "fresh start" with the introduction of the new anti-freeze/water
mixture.
 Possible coolant
leak points that
should be
checked

When servicing the cooling system, always check for leaks or faulty pressure caps. These conditions can cause
air leakage into the cooling system, reduce system operating pressure and allow the formation of bubbles.
 Keel Cooled Cooling System

Expansion
Vent
Tank
Line

Thermostat

Engine
Water
Pump

Keel Cooler

Keel cooled engines must be operated so that the engine meets the operating temperature range as specified on
the applicable engine data sheet for that engine. The maximum jacket water temperature must not exceed 96 LC
(205 LF) under any operating conditions.

The engine cooling system must be treated with an ethylene glycol/water or propylene glycol/water solution and/or
DCA-4 per Cummins Marine Operation and Maintenance Manual.

The keel cooling system must be able to meet Cummins Marine Engine requirements for initial fill rate and
capacity, de-aeration time, draw down capacity, and continuous de-aeration.

Marine engine keel cooled systems will require more time to de-aerate because of the large volume of coolant
that the system holds.
The expansion tank, if mounted off the engine,
must not have the vent lines teed together
because this may cause air to be trapped in the
engine and cause overheating.

Expansion Tank

Vent line
manifold

Vent lines properly vented to a large manifold with a

single (larger) vent line to the tank.
 Vent Line Droop

Vent lines that droop will entrain air and cause overheating of the turbo and any other area that cannot purge itself
of trapped air.

A typical keel cooler will be mounted to the external section of the hull and engine coolant will circulate from the
engine through the cooler and return to the water pump inlet of the engine.
 Hot Coolant
from Engine

Cold Coolant
to Engine

Keel coolers can be built in different configurations to obtain maximum coolant volume in a limited hull space.

Cold Coolant Hot Coolant

Various types of cooler installations are used to protect the cooler from damage when operating in shallow water.
These installations will affect the cooling properties of the keel cooler due to the flow of water being different per
the application.

Fairing Block fore and aft of the cooler minimizes drag

and protects the cooler from foreign object damage or
grounding.
The engine may be affected differently due to various problems that can occur to keel coolers.

1. Keel cooler damage - internal

2. Keel cooler damage - external

3. Keel cooler installation - incorrect

4. Keel cooler fouling - external

5. Sea water temperature too high

1. Keel cooler damage - internal

Engine Overheating

1.Cooler may have obstruction in tubing section caused by debris left over from initial build of the vessel or after a
repair or dry-docking of the vessel. This will cause differential pressure between the engine coolant outlet
(thermostat housing) and water pump inlet to be high (above 5psi). Check for rags, foreign debris, or the orange
shipping cap plug still in the piping.

2. If the engine has had an oil cooler failure there may be oil inside the cooler which will coat the internal surfaces
of the cooler and reduce its heat transfer rate which will cause the engine to overheat.

3. If the engine coolant has not been properly maintained there may be mineral deposits or corrosion inside the
cooler which will reduce the cooler’s heat transfer rate.

2. Keel cooler damage - external

Engine Overheating

1. The keel cooler may have been damaged during vessel operation. The vessel may have run aground or struck
a submerged object. This will crush or pinch the cooler and slow the flow of engine coolant through the cooler.
This will cause differential pressure between the engine coolant outlet (thermostat housing) and water pump inlet
to be high (above 5psi).

2. The tubes may be blown or bulged which will impede external water flow around the cooler. Maximum
gridcooler pressure should not be exceeded during testing because this may cause the cooler to deform.

3. There may be marine growth on the vessel hull and cooler which will reduce the effectiveness of the cooler
causing engine overheating.
 3. Keel cooler installation - incorrect

Engine Overheating

1. If this is a new vessel the piping to the cooler may be too small, have an air trap, or the cooler may be too
small. The piping should be self-venting and a minimum number of elbows should be used between the engine
and cooler.

2. Check the hose connections and ensure they are wire reinforced. Collapsing hose connections can impede
coolant flow.

3. If the cooler is installed too high on the rake of the vessel it may entrain air. It will be necessary to vent the high
spot to relieve entrapped air from the cooler.

4. If the vessel has recently been on drydock the cooler may have been painted which will cause the engine to
run hot.

4. Keel cooler fouling - external

1. Has the vessel been docked for a lengthy period of time? This will allow algae, barnacles, and sea grasses to
grow on the surfaces of the cooler and reduce its heat transfer rate. Check the temperature differential between
the engine outlet and the water pump inlet to ensure there is sufficient heat reduction to prevent the engine from
overheating.

2. If performing a Bollard pull test in shallow water the cooler may become fouled with mud and cause engine
overheating. Be sure there is water flow around the hull and that there is enough water depth to prevent fouling.

5. Sea Water Temperature Too High

1. The ambient water temperature may be high due to the vessel’s operating area. Gulf waters, tropical waters,
etc. have high temperatures in the summer and the vessel may have coolers sized for cooler climates such as the
Great Lakes. This will cause engine overheating.

2. If performing a Bollard test in a slip or other confined water way the surrounding water may become too hot to
continue the test and the vessel will have to moved to an area where there is moving water to dissipate the heat
from the coolers.

3. Check the temperature differential from the engine coolant outlet to the water pump inlet and ensure there is
sufficient heat reduction to run the engine.
 Heat Exchanger - Cooling System

Heat
Exchanger

The maximum sea water pressure at the outlet of the sea water pump must not exceed 103kPa (15psi). Refer to
the installation diagram for your engine for the measurement location.
The sea water inlet restriction must not exceed 125mm (5”) Hg.

A sea water strainer with a maximum hole diameter of 1.4mm (1/16”) must be used.
The engine may be affected differently due to various problems that can occur to heat exchangers.

1. Heat exchanger damage - internal

2. Heat exchanger damage - external

3. Heat excahnger installation - incorrect

4. Heat exchanger fouling - external

5. Sea water temperature too high

1. Heat exchanger damage - internal

Engine Overheating

1.Heat exchanger may have obstruction in the tubing section caused by debris left over from an engine overhaul
or heat exchanger replacement. This will cause differential pressure between the engine sea water pump outlet
and the exhaust water discharge riser to be high. Check for rags, and/or foreign debris in the piping connections
to and from the exchanger or other components in the sea water cooling system.

2. If the engine has had an oil cooler failure there may be oil inside the heat exchanger which will coat the internal
surfaces of the tube bundle and reduce its heat transfer rate which will cause the engine to overheat.

3. If the engine coolant has not been properly maintained there may be mineral deposits or corrosion inside the
heat exchanger which will reduce the tube bundle's heat transfer rate.
 2. Heat exchanger damage - external

Engine Overheating

1. The tubes may be blown or bulged which will impede external water flow around and/or through the cooler.
Maximum cooler pressure should not be exceeded during testing because this may cause the cooler to deform.

3. Vessel piping to the engine - incorrect

Engine Overheating

1. If this is a new vessel the piping to the engine may be too small, have an air trap, or the sea chest may be too
small. The piping should be self-venting and a minimum number of elbows should be used between the engine
and sea chest.

2. Check the hose connections and ensure they are wire reinforced. Collapsing hose connections can impede
coolant flow.

3. If the sea chest is installed too high on the rake of the vessel it may entrain air. It will be necessary to vent the
high spot to relieve entrapped air from the sea chest.

4. If the vessel has recently been on drydock the sea chest may have been damaged which will cause the engine
to run hot.

4. Heat exchanger fouling - external

1. Has the vessel been docked for a lengthy period of time? Check the temperature differential between the
engine outlet and the water pump inlet to ensure there is sufficient heat reduction to prevent the engine from
overheating.

2. If performing a Bollard pull test in shallow water the sea chest may become fouled with mud and cause engine
overheating. Be sure there is water flow around the hull and that there is enough water depth to prevent fouling.

5. Sea Water Temperature Too High

1. The ambient water temperature may be high due to the vessel’s operating area. Gulf waters, tropical waters,
etc. have high temperatures in the summer . This will cause engine overheating.

2. If performing a Bollard test in a slip or other confined water way the surrounding water may become too hot to
continue the test and the vessel will have to moved to an area where there is moving water to dissipate the heat
from the engine exhaust discharges.

3. Check the temperature differential from the engine coolant outlet to the water pump inlet and ensure there is
sufficient heat reduction to run the engine.