V250MDC Project Guide GEK-115179b PDF

GE Marine
V250MDC Project Guide

GEK-115179. Rev. B
GEK-115179B V250MDC Project Guide
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ii GE Proprietary and Confidential Information

V250MDC Project Guide GEK-115179B
Revision History
Rev Date By Description

0 APR-2014 SAM Initial release.
Updated related publication list, Engine Data Sheet, Engine Surface
Radiated Noise Data, Mass Elastic Data, Engine Outline Drawings,
Split Cooling System, and Seawater Pump. Added GEK numbers to
A NOV-2015 BRD document references. Added Section 2.12.2 Lube Oil Level Sensor.
Added outline drawings of PSU, ICB, LCS, and Remote Screen to
section 5.3. Added section 5.5 GE Supplied Wiring Harnesses. Revised
section 6.3.5, Antifreeze. and Section 7, Storage Procedures.
Updated related publication list, Engine Data Sheet (Table 1, 2), Mass
Elastic Data (Table 5), Tier-4 Excitation Data (Table 8), added GEK
numbers to document references. Updated sections 2.3 OPERATION
AT LOW AIR TEMPERATURES, 3.2 OUTLINE DRAWINGS, 3.2.1. Engine,
4.2.2.5 Fuel Gravity-Drain-Tank, 4.2.2.6 Fuel Transfer Pumps, 4.2.3.1
Fuel System Flexible Connections (GE Option 9.10.2), 4.3.2.1 Prelube
Pump, 4.3.2.2 Optional Lube Oil Heater (GE Option 6.1.4.5, Or 6.1.4.6),
4.3.3 Lube Oil System Engine / Vessel Piping Interface, 4.5.2.2 Exhaust
Silencer, 4.5.4 Exhaust Gas System External Piping Requirements,
4.6.2.2 Air Receiver (GE Option 6.6.5), 4.6.3.1 Flexible Hose (GE Option
9.10.2), 4.7.1 Optional Oil Mist Detector (GE Option 7.24.7), 5.1
CONTROL SYSTEM OVERVIEW, 5.2 POWER REQUIREMENTS, 5.3.4
B OCT-2017 SKY
Remote Screen (GE option 7.15.1 or 7.15.2), 5.4 WIRING
CONNECTIONS, 5.4.2 Connector Style, 5.4.3 Emergency Stop
Connections, 5.4.5 Hardwired Command Inputs, 5.4.6 LCS Inputs,
5.4.8 Hardwired Analog Indications, 5.4.10 Optional/Class Society
Dependent, 5.4.11 Modbus Communications, 6.1 FUEL OILS, 6.2
LUBRICATING OILS and created new sections 4.4.1.6 Exhaust Gas
Separator, 4.1.3 Combustion Air System Engine / Vessel Piping
Interface, 4.8.3.1 Flexible Hose Installation Guidelines. Updated
Figures 13, 14, 15, 16, 17, 18, 19, 20, 21, 22, 23, 24, 28, 30, 35, 36, 40,
41, 42, 45, 46, 47, 50, 51, 52, 53, 54, 55, 59, 94, 95. Title corrected for
figures 10, 11, 12, 71 and created new figure 58. Updated tables 16,
17, 18, 19, 20, 27.
GE Proprietary and Confidential Information iii

This page intentionally left blank.
iv GE Proprietary and Confidential Information

TABLE OF CONTENTS
Section Page
1.0 GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

1.1 PROJECT SPECIFIC DOCUMENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.2 ABBREVIATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.3 DEFINITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.4 ENGINE NAMING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.5 GENERAL LAYOUT OF V250MDC ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
2.0 ENGINE SPECIFICATIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

2.1 REFERENCE CONDITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
2.2 ENGINE DATA SHEETS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
2.2.1 12V250MDC Engine Data Sheet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
2.2.2 16V250MDC Engine Data Sheet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
2.3 OPERATION AT LOW AIR TEMPERATURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
2.4 FUEL, POWER, AND TORQUE CURVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
2.5 PROPELLER MATCHING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
2.5.1 Choosing The Correct Propeller Design Point . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
2.6 LUBE OIL CONSUMPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
2.7 EMISSION STANDARDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
2.7.1 IMO MARPOL Annex VI Tier III . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
2.7.2 US EPA Tier 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
2.7.3 Visible Emissions – Smoke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
2.8 NOISE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
2.9 LINEAR VIBRATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
2.10 TORSIONAL VIBRATION ANALYSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
2.11 POWER TRANSMISSION AND ALIGNMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
2.11.1 Flywheel And Full Power Take Off (GE Option 10.3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
2.11.2 Torsional Couplings And Misalignment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
2.11.3 Reaction Forces And Engine Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
2.11.4 Crankshaft Web Deflection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
2.11.5 Crankshaft End Play . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
2.12 FOUNDATION DESIGN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
2.12.1 Engine Static And Dynamic Forces. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
2.12.2 Lube Oil Level Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
2.13 ENGINE MOUNTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
3.0 ENGINE ROOM SPACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31

3.1 ENGINE ARRANGEMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
3.2 OUTLINE DRAWINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
3.2.1 Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
3.2.2 Standard Vessel Mounted Accessories Supplied By GE . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
GE Proprietary and Confidential Information v

3.2.3 Optional Vessel Mounted Accessories Offered By GE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31

3.3 SERVICE SPACE REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
3.3.1 Removal Of Engine Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
3.4 WEIGHTS OF MAJOR SPARE PARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
3.5 ENGINE LIFTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
4.0 ENGINE SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65

4.1 SPLIT CIRCUIT COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
4.1.1 HT And LT System Engine Mounted Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
4.1.2 HT And LT System Vessel Mounted Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
4.1.3 HT And LT Engine / Vessel Piping Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
4.1.4 HT And LT System External Piping Requirements. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
4.2 FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
4.2.1 Fuel System Engine Mounted Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
4.2.2 Fuel System Vessel Mounted Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
4.2.3 Fuel System Engine / Vessel Piping Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
4.2.4 Fuel System External Piping Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
4.3 LUBE OIL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
4.3.1 Lube Oil System Engine Mounted Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
4.3.2 LO System Vessel Mounted Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
4.3.3 Lube Oil System Engine / Vessel Piping Interface. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
4.3.4 Lube Oil External Piping Requirements. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
4.4 COMBUSTION AIR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
4.4.1 Combustion Air System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
4.4.2 Engine Room Ventilation System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
4.4.3 Combustion Air System Engine / Vessel Piping Interface . . . . . . . . . . . . . . . . . . . . . . . . . 83
4.5 EXHAUST GAS SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
4.5.1 Engine Mounted Exhaust Gas System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
4.5.2 Vessel Mounted Exhaust Gas System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
4.5.3 Exhaust Gas System Engine / Vessel Piping Interface. . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
4.5.4 Exhaust Gas System External Piping Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
4.6 STARTING AIR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
4.6.1 Engine Mounted Starting Air System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
4.6.2 Starting Air System Vessel Mounted Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
4.6.3 Starting Air System Engine / Vessel Piping Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
4.6.4 Required Starting Air Volume . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
4.6.5 External Piping Requirements. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
4.7 CRANKCASE AND SPEED DETECTION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
4.7.1 Optional Oil Mist Detector (GE Option 7.24.7) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
4.8 GENERAL PIPING REQUIREMENTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
4.8.1 Pipe Routing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
4.8.2 Piping Support And Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
vi GE Proprietary and Confidential Information

4.8.3 Connections Between Engine And Vessel Piping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93

4.8.4 Pipe Venting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
4.8.5 Pipe Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
4.8.6 Valves And Gauges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
4.8.7 Piping Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
4.8.8 Design Fluid Velocities For Piping. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
5.0 CONTROLS INTEGRATION FOR GE V250MDC ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97

5.1 CONTROL SYSTEM OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
5.2 POWER REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
5.3 SPATIAL AND MOUNTING REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
5.3.1 Power Supply (PSU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
5.3.2 Interconnect Box (ICB). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
5.3.3 Local Control Station (LCS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
5.3.4 Remote Screen (GE option 7.15.1 or 7.15.2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
5.4 WIRING CONNECTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
5.4.1 Signals Isolation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
5.4.2 Connector Style . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
5.4.3 Emergency Stop Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
5.4.4 Command Method Inputs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
5.4.5 Hardwired Command Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
5.4.6 LCS Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
5.4.7 Hardwired Digital Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
5.4.8 Hardwired Analog Indications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
5.4.9 Engine Room I/O. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112
5.4.10 Optional/Class Society Dependent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112
5.4.11 Modbus Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
5.4.12 Ethernet Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
5.5 GE SUPPLIED WIRING HARNESSES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
6.0 FLUID SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145

6.1 FUEL OILS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145
6.2 LUBRICATING OILS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145
6.3 FRESH WATER COOLING SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145
6.3.1 Conditioning The Water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146
6.3.2 Choosing A Corrosion Inhibitor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147
6.3.3 Maintaining The Coolant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149
6.3.4 Checking The Coolant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149
6.3.5 Antifreeze. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 152
6.3.6 Anti-Leak Compounds. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 152
7.0 ENGINE STORAGE AND PROTECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153
GE Proprietary and Confidential Information vii

8.0 COMMISSIONING PROCEDURE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155

8.1 INSTALLATION REVIEWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155
8.2 DOCK TRIALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155
8.3 SEA TRIALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155
9.0 TOOLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159
viii GE Proprietary and Confidential Information

LIST OF FIGURES
Figure Page
1 General Layout V250MDC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
2 Acoustic Data for 12V250MDC Engines. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
3 12V250MDC Mass Elastic Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
4 16V250MDC Mass Elastic Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
5 Web Deflection Measurement Process . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
6 Top View Of Mounting System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
7 Static Force Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
8 Dynamic Force Diagram, CCW Rotation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
9 Static + Dynamic Forces Diagram, CCW Rotation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
10 V250MDC Engine Arrangement, Sheet 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
13 12V250MDC Outline Drawing, Sheet 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
25 Fuel Water Separator Outline Drawing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
26 Fuel Oil Hand Priming Pump Outline Drawing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
27 Stage 1 Duplex Fuel Oil Filter Outline Drawing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
28 Standard Exhaust Bellows and Optional Stack Adapter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
29 Air Start Y-Strainer Outline Drawing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
30 Start Air Regulator Outline Drawing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
31 Prelube Pump Outline Drawing, 208-230/460 VAC 60 Hz . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
32 Prelube Pump Outline Drawing, 575 VAC 60 Hz . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
33 Prelube Pump Outline Drawing, 220/400/440 VAC 50 Hz . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
34 HT And LT Expansion Tank Outline Drawing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
35 HT and Oil Preheat and Circulation System Outline Drawing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
36 Service Envelope Outline, Sheet 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
41 Typical Split Cooling System, Sheet 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
42 Typical Split Cooling System, Sheet 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
43 HT And LT Pump Curves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
44 Sea Water Pump Curves. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
45 Typical Fuel System, V250MDC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
46 Typical LO System, V250MDC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
47 Typical Combustion Air / Exhaust System, V250MDC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
48 Typical Starting Air System, V250MDC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
49 Typical Crankcase Speed / Detection System, V250MDC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
GE Proprietary and Confidential Information ix

50 System Functional Block Diagram. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98

51 Power Supply Outline Drawing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
52 Interconnect Box (ICB) Outline Drawing, Sheet 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
53 Interconnect Box (ICB) Outline Drawing, Sheet 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
54 Local Control Station (LCS) Outline Drawing, Sheet 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
55 Local Control Station (LCS) Outline Drawing, Sheet 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
56 Remote Screen Outline Drawing, Sheet 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
57 Remote Screen Outline Drawing, Sheet 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
58 Remote Screen with the Power Supply Attached Outline Drawing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
59 GE Supplied Wiring Harnesses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
60 PWR1 Wiring Harness, Sheet 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
65 ICEN1 Wiring Harness, Sheet 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
66 ICEN1 Wiring Harness, Sheet 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121
67 ICECU1 Wiring Harness, Sheet 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
78 ICSFU1 Wiring Harness, Sheet 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133
82 LCIC1 Wiring Harness, Sheet 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137
86 ENGPWR1 Wiring Harness, Sheet 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141
87 ENGPWR1 Wiring Harness, Sheet 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142
88 LOL Wiring Harness, Sheet 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143
89 LOL Wiring Harness, Sheet 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144
90 Cylinder Head Internal Corrosion Due To Inadequate Water Treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146
91 pH factors For Cooling Water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148
92 Checking Internal Calibration Of Dissolved Solids Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151
93 Checking Concentration Of Water Treatment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151
94 Dock / Sea Trial Data Sheet 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156
95 Dock / Sea Trial Data Sheet 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157
x GE Proprietary and Confidential Information

LIST OF TABLES
Table Page
1 12V250MDC Tier 4 Engine Data Sheet, 84A233947 Rev H . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
2 16V250 Tier 4 Engine Data Sheet, 84A233947AB Rev G . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
3 Lube Oil Consumption . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
4 GE 12V250MDC General Data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
5 12V250MDC Mass Elastic Data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
6 GE 16V250MDC General Data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
7 16V250MDC Mass Elastic Data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
8 Tier 4 Excitation Data - T/AR Sine And Cosine Terms (kPa) for 12V/16V250MDC . . . . . . . . . . . . . . . . . . . . . 20
9 Thermal Growth V250MDC Engine Series . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
10 Crankshaft Web Deflection Reading. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
11 Static Forces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
12 Dynamic Forces Due To Mean Torque, CCW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
13 Static And Dynamic Combined Forces. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
14 Approximate Weights Of Major Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
15 Engine Cooling System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
16 Fuel System Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
17 Lube Oil System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
18 Combustion Air System Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
19 Exhaust Gas System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
20 Starting Air System Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
21 Variables For Start Air System Calculation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
22 Drive Safety Factor For Typical Marine Configurations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
23 Pipe Material. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
24 Valve And Fitting Material . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
25 Recommended Design Fluid Velocities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
26 Engine Controller Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
27 Standard And Optional Command Methods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
28 Acceptable Untreated Water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146
29 GE Approved Coolant Additives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148
GE Proprietary and Confidential Information xi

xii GE Proprietary and Confidential Information

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GEK-114481 V250 Steel Engine Mounts, Installation Instructions
Hotstart Dual Fluid Circulating Heating System Model DLV, Installation
GEK-115359
and Operating Manual
GEK-114674 Crankshaft PTO Coupling, Installation Instructions
GEK-114710 Engine Tilt Instructions
GEK-114906 Diesel Engine Load Limits for Flywheel Mounted Equipment
GEK-76763 V228/V250/L250 Engine Preparation for Storage or Shipment
Tier 4 Fuel Water Separator Inlet/Outlet Sensors, Installation
GEK-115262
Instructions
Revision are indicated by margin bars
GE Proprietary and Confidential Information xiii

xiv GE Proprietary and Confidential Information

1.0 GENERAL INFORMATION

The information contained in this manual is to be used as a guide for installation of a GE V250MDC diesel engine
in a vessel. The information has been divided into sections as shown in the TABLE OF CONTENTS for ease of
reference. Figures and tables are numbered consecutively.
1.1 PROJECT SPECIFIC DOCUMENTATION

This document includes Engine Outline Drawings and P&ID’s for reference purposes only. Contact your GE
representative and obtain the project specific Engine Outline Drawings and P&ID’s before starting final design
work.
1.2 ABBREVIATIONS
The following abbreviations are used in text and drawings throughout this manual:
• AC - Alternating Current
• AMSC - Alarm, Monitoring, and Safety Controller
• CPP - Controllable Pitch Propeller
• CCW - Counterclockwise
• CW - Clockwise
• ECU - Engine Control Unit
• FPP - Fixed Pitch Propeller
• FPTO - Full Power Take Off
• GPH - Gallons Per Hour
• GPM - Gallons Per Minute
• HMI - Human Machine Interface
• HT - High Temperature
• IACS - International Association of Classification Societies
• IFE - Integrated Front End
• LCS - Local Control Station
• LO - Lubricating Oil
• LPH - Liters Per Hour
• LT - Low Temperature
• MCR - Maximum Continuous Rating
• OEI - Off Engine Interface
• OMD - Oil Mist Detector
• P&ID - Piping and Instrumentation Drawing
• PSI - Pounds Per Square Inch
• PSU - Power Supply
• RMS - Root Mean Square
• RPM - Revolutions Per Minute
• SFU – Safety Unit
• TVA - Torsional Vibration Analysis
GE Proprietary and Confidential Information 1

1.3 DEFINITIONS
The following definitions are used in text and drawings throughout this manual:
• Drive End – The flywheel is mounted to this end of the engine (also known as the Generator End).
• Brake Horsepower (bhp) – The actual or useful horsepower of an engine, usually determined from the force
exerted on a friction brake or dynamometer connected to the drive shaft.
• Crankshaft Rotation – During engine operation, the crankshaft may rotate clockwise or counterclockwise
when viewed from the drive end, depending on engine configuration. Standard rotation is defined as
counterclockwise when viewed from the drive end and reverse rotation is defined as clockwise when viewed
from the drive end.
• Cylinder Alignment – The cylinders are numbered from the free end to the drive end.
• Free End – The engine driven pumps and water connections are on this end of the engine. Opposite the drive
end.
• MARPOL – Division of the IMO (International Maritime Organization) that manages marine pollution from
vessels.
• Operational Availability – The operational availability includes only the time required to change any failed
components.
• Right and Left Side – The right side or left side of the engine is determined by viewing the engine while facing
the drive end.
• Shutdown Alarm – A shutdown alarm is a signal sent from the engine controller to the vessel control panel
indicating that one of the engine operating parameters is at a value that is considered dangerous to engine
operation and the engine should be shut down.
• Specific Fuel Consumption (SFC) – The amount of fuel consumed by the engine in mass flow per unit of
power output or units of lb./(bhp*hr) or g/(kW*hr).
• Warning Alarm – This alarm is sent from the engine controller to the vessel local display panel to indicate to
the vessel operator that one of the engine operating parameters is not within its expected range.
1.4 ENGINE NAMING

GE V250 diesel engines are named for their number of cylinders, engine configuration, bore size (mm), type of
application, type of fuel, and major design revision:
2 GE Proprietary and Confidential Information

1.5 GENERAL LAYOUT OF V250MDC ENGINE

Figure 1 shows the general layout of the V250MDC Engine with regards to drive end, free end, cylinder
numbering, and engine rotation.
FREE END
MAIN POWER
TAKEOFF
LUBE OIL TURBOCHARGERS
COOLER
LUBE OIL
LUBE OIL FILTER
CENTRIFUGE 1L 1R
2L 2R
FUEL FILTER
3L 3R
LEFT BANK 4L 4R RIGHT BANK
CYLINDERS CYLINDERS
5L * * 5R
6L * * 6R
COALESCER
7L ** ** 7R
8L ** ** 8R
EGR COOLER
* = 12 AND 16 CYLNIDER
DRIVE END ** = 16 CYLINDER ONLY
E-51482A
Figure 1 – General Layout V250MDC


2.0 ENGINE SPECIFICATIONS

2.1 REFERENCE CONDITIONS
According to ISO 3046-1:2002E, ISO 8665, the reference conditions used to determine the maximum continuous
output ratings are:
• Total Barometric Pressure: 1.0 bar (14.5 psi)

• Air Temperature: 25°C (77°F)
• Relative Humidity: 30%
• Charge Air Coolant Temperature: 25°C (77°F)
2.2 ENGINE DATA SHEETS

Engine data sheets shows engine specifications. They are used to help design different engine support systems
such as heat exchangers, piping, pumps, etc. Both 12 and 16-cylinder variants are included below.
2.2.1 12V250MDC Engine Data Sheet

Refer to Table 1 for the GE 12V250MDC Engine Data Sheet.
Table 1 – 12V250MDC Tier 4 Engine Data Sheet, 84A233947 Rev H
Type: 4-Stroke, Electronic Fuel Injection

Engine: GE 12V250 (EFI)
Tier 4 Marine and Marine Aspiration: Turbocharged and
Intercooled
Genset Fuel Type: No. 2 Diesel, ASTM D-975
Emissions Standard: IMO III, Tier 4
Rated Engine Speed (rpm)
Specification Unit
900 1000
General Engine Data
Maximum Continuous Rating (MCR) kW (hp) 3150 (4224) 3500 (4694)
Bore mm (in.) 250 (9.8) 250 (9.8)
Stroke mm (in.) 320 (12.6) 320 (12.6)
Arrangement and number of cylinders V–12 V–12
Cylinders volume liter (in3) 15.7 (958) 15.7 (958)
BMEP (at maximum rating) bar (psi) 22.3 (323.4) 22.3 (323.4)
Mean piston speed m/s (ft./min.) 9.6 (1890) 10.7 (2106)
Compression ratio 15.0:1 15.0:1
Weight (dry)(1) kg (lbs) 25545 (56317) 25545 (56317)
Weight (wet)(1) kg (lbs) 26463 (58341) 26463 (58341)
Idle speed(2) rpm 440 440

Table 1 – 12V250MDC Tier 4 Engine Data Sheet, 84A233947 Rev H (Continued)
Heat Balance at Rated Load(3)

Radiated heat kW (BTU/min.) 110 (6286) 120 (6790)
Low Temperature
Charge Air Coolers kW (BTU/min.) 899 (51125) 853 (48509)
Lubricating Oil kW (BTU/min.) 517 (29401) 664 (37761)
Sum of LT Circuit kW (BTU/min.) 1416 (80527) 1517 (86270)
High Temperature
Water Jacket kW (BTU/min.) 796 (45268) 784 (44585)
EGR Cooler kW (BTU/min.) 874 (49704) 1056 (60054)
Sum of HT Circuit kW (BTU/min.) 1670 (94971) 1840 (104639)
Exhaust kW (BTU/min.) 1160 (66050) 1317 (74984)
High Temperature Cooling Water System
Engine driven HT circuit pump flow rate m3/hr (gpm) 102 (450) 114 (500)
(nom)
Water volume in engine liters (gallons) 354 (94) 354 (94)
Temperature before engine (HT), C (F) 73 (163) 72 (161)
nominal(4)
Temperature after engine (HT), approx. C (F) 90 (194) 90 (194)
HT maximum allowable external bar (psi) 1.03 (15) 1.03 (15)
pressure drop(5)
Low Temperature Cooling Water System
Engine driven LT circuit pump flow rate m3/hr (gpm) 102 (450) 114 (500)
(nom)
Water temperature before engine (LT), C (F) 38 (101) 41 (105)
nominal(4)
Water temperature after engine (LT), C (F) 51 (124) 59 (138)
approx.
LT maximum allowable external bar (psi) 1.03 (15) 1.03 (15)
pressure drop(5)
Lubrication System
Lube oil pump flow rate (nom) m3/hr (gpm) 150 (550) 166 (610)
Pre-lubrication oil pump flow rate m3/hr (gpm) 7.2 (32) 7.2 (32)
Engine and deep sump capacity (6) liters (gallons) 1400 (370) 1400 (370)
Temperature before engine, nominal (4) C (F) 68 (155) 69 (157)
Temperature after engine, approx. C (F) 77 (170) 78 (172)

LP Fuel System
Engine driven Pump flow m3/hr (gpm) 2.9 (12.8) 3.3 (14.4)
Header pressure (low pressure system) kPa (psi) 690 (100) 690 (100)
Maximum suction lift bar (psi) 0.2 (2.9) 0.2 (2.9)
Maximum day tank height m (ft) 10 (32.8) 11 (32.8)
Fuel temperature at inlet, minimum C (F) 4 (40) 4 (40)
Fuel temperature at inlet, maximum C (F) 66 (150) 66 (150)
Maximum return flow m3/hr (gpm) 2.8 (12.4) 2.8 (12.4)
Intake Air System
Combustion air at rated load(7) m3/m (cfm) 231 (8163) 303 (10715)
Intake air temperature, maximum C (F) 50 (122) 50 (122)

Maximum intake vacuum (dirty filter) mbar (in. H2O) 32.3 (13) 32.3 (13)
Exhaust System
Exhaust flow at rated load(9) m3/m (cfm) 461 (16280) 541 (19105)
Exhaust gas temperature at rated load C (F) 296 (565) 360 (680)
Maximum back pressure mbar (in. H2O) 24.9 (10) 24.9 (10)
Starting System
Pressure at starter with engine cranking kPa (psi) 620 (90) 620 (90)
Maximum system pressure bar (psi) 30 (435) 30 (435)
Nominal cranking time (warm engine) seconds 7 7

Maximum Allowable Engine Inclination Deep Pan (11)

Static (permanent) conditions degrees(9) pitch 5 5
5 5
degrees(10) roll
Dynamic conditions degrees pitch ± 7.5 ± 7.5
degrees roll ± 22.5 ± 22.5
1Marine configuration including deep sump oil pan and marine flywheel.
2
Idle speed is configurable based on project requirements and TVA results. Minimum Idle Speed is 335
RPM.
3
Does not include fouling.
4
Temperature is controlled by on-engine valve.
5
Sum of all components external to engine.
6Shallow sump oil pan configuration is available based on dynamic conditions requirements.
Deep and Shallow volumes are the same.
7
Intake air density of 1.101 kg/m3 (0.0687 lb/ft3) is assumed at 96 kPa (13.9 psia).
8Exhaust gas density of 0.597 kg/m3 (0.0373 lb/ft3) is assumed at 96 kPa (13.9 psia).
9
Fore and aft direction (based on engine, not vessel).
10Left and Right direction (based on engine, not vessel).
11
Inclination values are minimum ABS/DNV rules for Building and Classing Steel Vessels.
Consult engineering for other applications.
NOTE: If the static (permanent) installation angles of the engine (fore/aft and left/right) are not equal
to zero (0), then those values must be subtracted from the maximum dynamic angles (pitch and roll),
respectively. Those calculated numbers would then become the new maximum dynamic angles
allowable.
NOTE: Specifications subject to change without notification.

2.2.2 16V250MDC Engine Data Sheet

Refer to Table 2 for the GE 16V250MDC Engine Data Sheet.
Table 2 – 16V250 Tier 4 Engine Data Sheet, 84A233947AB Rev G
Engine: GE 16V250 Type: 4-Stroke, Electronic Fuel Injection

(EFI)
Tier 4 Marine and Marine Aspiration: Turbocharged and
Intercooled
Genset Fuel Type: No. 2 Diesel, ASTM D-975
Emissions Standard: IMO III, Tier 4
Rated Engine Speed (rpm)
Specification Unit 900 1000
General Engine Data
Maximum Continuous Rating (MCR) kW (hp) 4200 (5632) 4700 (6303)
Bore mm (in.) 250 (9.8) 250 (9.8)
Stroke mm (in.) 320 (12.6) 320 (12.6)
Arrangement and number of cylinders V–16 V–16
Cylinders volume liter (in3) 15.7 (958) 15.7 (958)
BMEP (at maximum rating) bar (psi) 22.3 (323.4) 22.3 (323.4)
Mean piston speed m/s (ft./min.) 9.6 (1890) 10.7 (2106)
Compression ratio 15.0:1 15.0:1
Weight (dry)(1) kg (lbs) 34350 (75728) 34350 (75728)
Weight (wet)(1) kg (lbs) 36816 (81165) 36816 (81165)
Idle speed(2) rpm 440 440
Heat Balance at Rated Load(3)

Radiated heat kW (BTU/min.) 136 (7734) 146 (8327)
Low Temperature
Charge Air Coolers kW (BTU/min.) 1168 (66423) 1458 (83003)
Lubricating Oil kW (BTU/min.) 681 (38728) 769 (43747)
Sum of LT Circuit kW (BTU/min.) 1849 (105151) 2227 (126750)
High Temperature
Water Jacket kW (BTU/min.) 1053 (59936) 1055 (59995)
EGR Cooler kW (BTU/min.) 1097 (62441) 1843 (104800)
Sum of HT Circuit kW (BTU/min.) 2150 (122377) 2898 (164795)
Exhaust kW (BTU/min.) 1411 (80315) 1543 (87813)
High Temperature Cooling Water System
Engine driven HT circuit pump flow rate m3/hr (gpm) 102 (450) 113.5 (500)

Table 2 – 16V250 Tier 4 Engine Data Sheet, 84A233947AB Rev G (Continued)

Temperature before engine (HT), C (F) 70 (158) 68 (155)
nominal(4)
Temperature after engine (HT), approx. C (F) 92 (198) 91 (195)
HT maximum allowable external bar (psi) 1.03 (15) 1.03 (15)
pressure drop(5)
Low Temperature Cooling Water System
Engine driven LT circuit pump flow rate m3/hr (gpm) 102 (450) 108 (476)
Water temperature before engine (LT), C (F) 38 (100) 38 (100)
nominal(4)
Water temperature after engine (LT), C (F) 54 (129) 56 (133)
approx.
LT maximum allowable external bar (psi) 1.03 (15) 1.03 (15)
pressure drop(5)
Lubrication System
Lube oil pump flow rate m3/hr (gpm) 150 (550) 166 (610)
Pre-lubrication oil pump flow rate m3/hr (gpm) 7.2 (32) 7.2 (32)
Engine and deep sump capacity(6) liters (gallons) 1870 (495) 1870 (495)
Temperature before engine, nominal(4) C (F) 74 (165) 74 (165)
Temperature after engine, approx. C (F) 82 (180) 82 (180)

LP Fuel System
Engine driven Pump flow m3/hr (gpm) 2.9 (12.8) 3.3 (14.4)
Header pressure (low pressure system) kPa (psi) 690 (100) 690 (100)
Maximum suction lift bar (psi) 0.2 (2.9) 0.2 (2.9)
Maximum day tank height m (ft) 10 (32.8) 11 (36.1)
Fuel temperature at inlet, minimum C (F) 4 (40) 4 (40)
Fuel temperature at inlet, maximum C (F) 66 (150) 66 (150)
Maximum return flow m3/hr (gpm) 2.8 (12.4) 2.8 (12.4)
Intake Air System
Combustion air at rated load(7) m3/m (cfm) 312 (11002) 377 (13303)
Intake air temperature, maximum C (F) 50 (122) 50 (122)
Maximum intake vacuum (dirty filter) mbar (in. H2O) 32.3 (13) 32.3 (13)

Table 2 – 16V250 Tier 4 Engine Data Sheet, 84A233947AB Rev G (Continued)
Exhaust System
Exhaust flow at rated load(9) m3/m (cfm) 586 (20694) 724 (25564)
Exhaust gas temperature at rated load C (F) 297 (560) 340 (644)
Maximum back pressure mbar (in. H2O) 24.9 (10) 24.9 (10)
Starting System
Pressure at starter with engine cranking kPa (psi) 620 (90) 620 (90)
Maximum system pressure bar (psi) 30 (435) 30 (435)
Nominal cranking time (warm engine) seconds 7 7
Maximum Allowable Engine Inclination Deep Pan (11)

Static (permanent) conditions degrees(9) pitch 5 5
± 15 ± 15
degrees(10) roll
Dynamic conditions degrees pitch ± 7.5 ± 7.5
degrees roll ± 22.5 ± 22.5
1
Marine configuration including deep sump oil pan and marine flywheel.
2
Idle speed is configurable based on project requirements and TVA results. Minimum Idle Speed is 335
RPM.
3
Does not include fouling.
4
Temperature is controlled by on-engine valve.
5Sum of all components external to engine.
6
Shallow sump oil pan configuration is available based on dynamic conditions requirements.
Deep and Shallow volumes are the same.
7Intake air density of 1.101 kg/m3 (0.0687 lb/ft3) is assumed at 96 kPa (13.9 psia).
8
Exhaust gas density of 0.597 kg/m3 (0.0373 lb/ft3) is assumed at 96 kPa (13.9 psia).
9Fore and aft direction (based on engine, not vessel).
10
Left and Right direction (based on engine, not vessel).
11Inclination values are minimum ABS/DNV rules for Building and Classing Steel Vessels.
Consult engineering for other applications.
NOTE: If the static (permanent) installation angles of the engine (fore/aft and left/right) are not equal
to zero (0), then those values must be subtracted from the maximum dynamic angles (pitch and roll),
respectively. Those calculated numbers would then become the new maximum dynamic angles
allowable.
NOTE: Specifications subject to change without notification.
2.3 OPERATION AT LOW AIR TEMPERATURES

The minimum air inlet temperature is 5°C (41°F) for starting, idling, and at loads of 40% or less. When running at
higher loads more then 40% the minimum air inlet temperature is -5°C (23°F). For the lower temperatures, air
preheating is recommended.

For the vessels used in the arctic conditions (cold area), it is possible to start and run the engines at lower
temperatures in the emergency situations (Example: The air preheating system failed). Contact your GE
representative for application specific guidances.
2.4 FUEL, POWER, AND TORQUE CURVES

GE has developed power potential curves for GE V250MDC engines meeting EPA Tier 4 and IMO MARPOL Annex
VI Tier III emissions standards running at 900 and 1000 rpm. These curves show maximum continuous power,
torque and fuel consumption for different duty cycles. Curves for specific installations will be provided in the
customer specific documentation after the order is received.
NOTE: Contact your GE representative for specific fuel, power, and torque curves.
2.5 PROPELLER MATCHING

Hard maneuvering, heavy seas, and bollard pull conditions can create transient situations where propeller
demand can spike. US EPA Tier 4 / IMO Tier III rules no longer allow GE to provide ratings including 10% overload
to handle these conditions. To compensate for this, more thought must be applied when choosing the propeller
match point (PMP) to leave adequate margin for transient power spikes and prevent engine overloading.
2.5.1 Choosing The Correct Propeller Design Point

Propellers will have varying horsepower demand at different vessel speeds. At bollard pull conditions, the
propeller demand will be higher than at other conditions where the vessel is in motion. It is important to choose
the proper design point so that engine overload is avoided and also so that engine power is efficiently utilized.
Too much or too little propeller margin is to be avoided.
For example, a ship assist tug that can see very high loads at very slow speeds (similar to bollard conditions)
should use 0 knots as the design condition for the PMP. A line haul tug with a design towing speed of 8 knots
should use 8 knots as the design condition for the PMP. Review the following applications to determine the
recommended match point for various applications. If there is any question about choosing the correct PMP and
design point, please contact your GE representative.
2.5.1.1 Fixed Pitch Propeller Applications

The recommended propeller match point is 90% of MCR. For river boat applications, a more conservative match
point of 85% is recommended.
2.5.1.2 Controllable Pitch Propeller / Electrically Powered Propeller

The propeller can be sized at 100% of MCR since the CPP control will interface with the engine controls to prevent
engine overloading.
2.6 LUBE OIL CONSUMPTION

After the initial 500-hour break-in period, a V250 engine can be expected to consume engine oil according to the
rates in Table 3. Engine oil consumption may be higher for applications operating at reduced or frequent
transient loads. Engines consuming more than the maximum below will warrant investigation.

Table 3 – Lube Oil Consumption
Engine Rated
12V250MDC 16V250MDC
Speed (RPM)
Units LPH (± 1.20) GPH (± 0.32) LPH (± 1.50) GPH (± 0.40)

900 2.10 0.55 2.80 0.74
1000 2.20 0.58 3.00 0.79
2.7 EMISSION STANDARDS

The V250MDC engines comply with both IMO Tier III and US EPA Tier 4 regulations in addition to limiting the
amount of visible emissions.
2.7.1 IMO MARPOL Annex VI Tier III

The control of diesel engine NOx emissions is achieved through the survey and certification requirements leading
to the issue of an Engine International Air Pollution Prevention (EIAPP) Certificate. Certification requirements are
defined by the NOx Technical Code 2008. NOx limits are determined by MARPOL Annex VI, Regulation 13. The
duty cycle for testing is determined by MARPOL Annex VI, Appendix II.
EIAPP Certificates are issued for each individual engine and are not available in advance.
2.7.2 US EPA Tier 4

The control of diesel engine NOx, particulate matter, and hydrocarbon emissions is achieved through the survey
and certification requirements leading to the issue of a certificate of conformity for an engine family.
Certification requirements are defined by 40 CFR 1042. NOx, particulate matter, and hydrocarbon limits are
defined by 40 CFR 1042.101. The duty cycle for testing is determined by 40 CFR 1042.505.
US EPA engine family certificates are available upon request.
2.7.3 Visible Emissions – Smoke

There are no specific federal regulations for steady state or transient smoke on marine engines, but there may be
specific customer or local requirements that need to be reviewed before committing to any compliance.
V250MDC engines shall not produce visible smoke in excess of 20% opacity for more than three minutes in any
hour of operation. Opacity shall be evaluated in accordance with the Ringelmann chart as published by the U.S.
Bureau of Mines.
2.8 NOISE
For 12V250MDC Engine Surface Radiated Noise data at full load for 900 RPM and 1000 RPM engines, Refer to
Figure 2, Acoustic Data for 12V250MDC Engines. For 16V250MDC Engine Surface Radiated Noise data at full load
for 900 RPM and 1000 RPM engines, contact your GE representative.

E-59096
Figure 2 – Acoustic Data for 12V250MDC Engines
2.9 LINEAR VIBRATION

Excessive vibration may be a result of poor mounting structure or may indicate a problem with the diesel engine.
The vibration levels at engine mounting feet are designed to meet ISO 10816-6, grade 18 / Vibration Class 4
limits. This allows vibration velocity 17.8 mm/s (rms) for long-term operation. The limit applies from 2 to 300 Hz
with additional limits in place for displacement (0.283 mm, rms) and acceleration (27.9 m/s2 / 2.8g, arms). These
limits are consistent with IACS / GL Area B and VDI acceptable operation.
The vibration levels on the engine block must be less than 15 mm/s (arms) for rigid mounted engines and 25 mm/
s (rms) for resilient mounted engines in the band from 4 to 200 Hz. The vibration must be measured at the top
and bottom of the engine block (Source DnV, Part 6, Chapter 15).
The allowable vibration levels on the turbocharger at the top of the compressor case is 45 mm/s for velocity limit
and 2 g for acceleration in the frequency range from 4 to 200 Hz (Source DnV, Part 6, Chapter 15). Resilient
mounting reduces the amplitude of vibration transmitted from the engine to the mounting base.
Design consideration must be given for all system connections (fuel, lube oil, water, air and electrical) to allow for
startup and maneuvering motions between the engine and rotating equipment and the stationary units. These
connections include the intake for combustion air, piping for engine exhaust and hoses for fuel and lubrication oil.
2.10 TORSIONAL VIBRATION ANALYSIS

A multi-mass TVA is required to ensure the engine is compatible with all of the components of the driveline,
including any components driven by the FPTO on the front of the engines. The TVA will calculate natural

frequencies, resonances, amplitudes, and stress levels of the rotating equipment. This calculation is normally the
basis for the selection of the torsional coupling, which along with the torsional damper, is responsible for keeping
torsional vibration within acceptable limits. The torsional damper is a standard item supplied by GE with every
engine. The torsional coupling is not normally supplied by GE.
In order to calculate the multi-mass TVA, the mass elastic data for all of the rotating equipment connected to the
engine must be collected and supplied to the party that will be performing the TVA. The standard mass elastic
data for the V250MDC engines can be found in Figure 3 and Figure 4, also Table 4, Table 5, Table 6 Table 7, and
Table 8. Companies that supply driveline components (torsional couplings, reduction gears, composite shafting,
propellers, water jets, dredge pumps, etc.) are required to supply the mass elastic data for their respective
components. The mass elastic properties of steel shafting can typically be calculated from the engineering
drawing of the shafting. The torsional coupling supplier will normally perform the TVA. A TVA must be performed
for every project. Any TVA that is performed by a third party must be submitted to GE for review and approval.
The V250MDC family is offered with an optional FPTO shaft that is a major component in the torsional system. A
mass elastic system with this configuration will be provided upon request.
E-61506
Figure 3 – 12V250MDC Mass Elastic Diagram

E-61507
Figure 4 – 16V250MDC Mass Elastic Diagram
Table 4 – GE 12V250MDC General Data
General Data 12V250MDC

Rated Speed RPM 900 RPM 1000 RPM
MCR1 kW 3150 (4224) 3500 (4694)
(HP)
MCR BMEP Bar 22.5 (326)
(psi)
MCR IMEP Bar 25.0 (363)
(psi)
Bore mm 250 (9.8)
(in)
Stroke mm 320 (12.6)
(in)
Cylinder Volume l (in3) 15.7 (950)
Cylinder Arrangement 45 deg - V12
Crank Throw Arrangement 6 throw - 120 deg
Reciprocating Mass kg (lb) 71.3 (157)
Crank Throw Radius - R mm 160 (6.3)
(in)
Connecting Rod Length - L mm 590 (23.2)
(in)

Table 4 – GE 12V250MDC General Data (Continued)

Compression Ratio 15.0: 1
Stroke/Cycle 4
Minimum Idle Speed RPM 330
Std. Firing Order 6L-2R-2L-4R-4L-1R-1L-5R-5L-3R-3L-6R
Rev. Firing Order 6L-6R-3L-3R-5L-5R-1L-1R-4L-4R-2L-2R
Std Firing Angle deg 0 - 75 - 120 - 195 - 240 - 315 - 360 - 435 - 480 -
555 - 600 - 675 - 720 (0)
1
MCR is maximum rating according to EPA rules. Applications that require overload
capability are to target 90% of MCR for system design purposes.
Table 5 – 12V250MDC Mass Elastic Data
Inertia Damping (Rel) Shaft Diameter

Engine Branch ID (kg-m2) (N-m-s/rad) Stiffness (Nms/rad) (mm)
Crank Damper Outer Member J1 8.84
Crank Damper Spring C1 1000 1.00E+06
Crank Damper Inner Member J2 0.37
Damper Flange Connect on C2 inf.
Crank Damper Flange & Fwd. J3 3.69
Gear
Main Journal #1 C3 4.860E+07 215
Crank Throw #1 J4 13.83
Rear Geartrain J10 2.85
Flange & Hub C10 2.05E+08
Flywheel J11 189.9
PTO Branch

Table 5 – 12V250MDC Mass Elastic Data (Continued)

Crankshaft Extension to PTO C11 6.880E+07
PTO Hub and PTO Flange J12 3.90
PTO Shaft C12 1.580E+07 192
Engine Side Coupling Inertia J13 Application Specific
Coupling Provider to Specify
Coupling Spring Element C13
Attachment Hub + Coupling J14
Inertia
Table 6 – GE 16V250MDC General Data

Rated Speed RPM 900 1000
MCR1 kW 4200 (5632) 4700 (6303)
(HP)
MCR BMEP Bar 22.5 (326)
(psi)
MCR IMEP Bar 25.0 (363)
(psi)
Bore mm 250 (9.8)
(in)
Stroke mm 320 (12.6)
(in)
Cylinder Volume l (in3) 15.7 (950)
Cylinder Arrangement 45 deg - V16
Crank Throw 8 throw - 90 deg
Arrangement
Reciprocating Mass kg (lb) 71.3 (157)
Crank Throw Radius - R mm 160 (6.3)
(in)
Connecting Rod Length - L mm 590 (23.2)
(in)
Compression Ratio 15.0: 1
Stroke/Cycle 4
Minimum Idle Speed RPM 330
Std. Firing Order 8L-6R-6L-2R-2L-4R-4L-1R-1L-3R-
3L-7R-7L-5R-5L-8R
Rev. Firing Order 8L-8R-5L-5R-7L-7R-3L-3R-1L-1R-
4L-4R-2L-2R-6L-6R
Std Firing Angle deg 0 - 45 - 90 - 135 - 180 - 225 - 270 -
315 - 360 - 405 - 450 - 495 - 540 -
585 - 630 - 675 - 720 (0)

Table 7 – 16V250MDC Mass Elastic Data

Crank Damper Outer Member J1 13.00
Crank Damper Spring C1 1200 8.50E+05
Crank Damper Inner Member J2 0.50
Damper Flange Connection C2 inf.
Crank Damper Flange and J3 3.37
Fwd. Gear
Main Journal #8 C10 3.300E+07 215
Main Journal #9 C11 5.540E+07 260
Rear Geartrain J12 2.85
Flange and Hub C12 2.05E+08
Flywheel + Flange J13 189.9
PTO Branch
Crankshaft Extension to PTO C13 6.880E+07
(to J3)
PTO Hub and PTO Flange J14 3.90
PTO Shaft C14 1.580E+07 192

Table 7 – 16V250MDC Mass Elastic Data (Continued)

Engine Side Coupling Inertia J15
Coupling Spring Element C15 Application Specific
Coupling Provider to Specify
Attachment Hub + Coupling J16
Inertia
Table 8 – Tier 4 Excitation Data - T/AR Sine And Cosine Terms (kPa) for 12V/16V250MDC
1000 rpm, 391 hp/cyl 900 rpm, 352 hp/cyl 853 rpm, 301.4 hp/cyl
Order Cos Sine Cos Sine Cos Sine
amplitude amplitude amplitude amplitude amplitude amplitude
0.5 -686.82 -762.69 -686.82 -762.69 -624.11 -692.73
1 384.86 1850.64 384.86 1850.64 376.91 1641.18
1.5 -103.02 -1360.42 -103.02 -1360.42 -138.63 -1228.9
2 -67.64 323.3 -67.64 323.3 4.14 294.64
2.5 122.37 -1039.71 122.37 -1039.71 59.94 -950.66
3 -144.87 475.64 -144.87 475.64 -87.61 460.44
3.5 180.46 -709.77 180.46 -709.77 121.79 -680.55
4 -178.61 517.04 -178.61 517.04 -136.83 515.21
4.5 157.29 -432.57 157.29 -432.57 123.74 -437.88
5 -146.1 342.67 -146.1 342.67 -122.6 356.83
5.5 128.86 -253.43 128.86 -253.43 114.91 -275.21
6 -105.95 188.26 -105.95 188.26 -102.24 213.03
6.5 89.6 -137.54 89.6 -137.54 92.05 -167.37
7 -67.78 96.55 -67.78 96.55 -79.98 124.71
7.5 55.41 -70.7 55.41 -70.7 72.04 -95.87
8 -41.07 45.1 -41.07 45.1 -61.98 68.91
8.5 30.63 -29.93 30.63 -29.93 55.02 -47.92
9 -21.53 20.93 -21.53 20.93 -46.62 35.38
9.5 14.06 -10.86 14.06 -10.86 39.28 -22.42
10 -8.97 9.16 -8.97 9.16 -34.31 14.66
10.5 3.98 -3.35 3.98 -3.35 27.54 -7.19
11 -0.86 2.87 -0.86 2.87 -22 3.98
11.5 -1.64 -0.83 -1.64 -0.83 19.71 0.96
12 2.17 1.74 2.17 1.74 -15.62 -1.16

Table 8. Tier 4 Excitation Data - T/AR Sine And Cosine Terms (kPa) for 12V/16V250MDC
819 rpm, 264.8 hp/cyl 720 rpm, 180 hp/cyl 567 rpm, 87.9 hp
Order Cos Sine Cos Sine Cos Sine
amplitude amplitude amplitude amplitude amplitude amplitude
0.5 -553.88 -654.49 -429.89 -476.21 -295.71 -299.71
1 311.36 1571.41 248.11 1155.05 175.56 679.66
1.5 -75.04 -1169.84 -71.13 -841.57 -61.56 -524.7
2 -59.51 293.12 -36.29 176.28 -13.52 98.3
2.5 106.56 -899.34 68.89 -644.02 39.13 -393.62
3 -132.16 418.15 -91.16 284.93 -50.38 168.59
3.5 155.6 -611.65 110.68 -443.07 62.63 -266.68
4 -161.07 448.54 -118.07 327.8 -67.39 200.48
4.5 140.16 -366.82 107.81 -268.71 63.27 -166.89
5 -127.68 293.2 -96.13 217.39 -56.35 134.33
5.5 115.33 -212.63 91.65 -159.31 55.35 -106.04
6 -96.27 153.68 -79.45 117.28 -50.06 78.47
6.5 78 -110.85 67.57 -83.63 45.64 -57.8
7 -62.53 74.95 -59.59 59.03 -40.8 44.05
7.5 46.8 -51.47 48.49 -37.99 35.58 -31.94
8 -35.75 32.17 -39.41 23.5 -32.57 22.04
8.5 24.41 -16.75 31.35 -10.72 25.33 -15.5
9 -15.01 8.03 -23.24 2.72 -23.29 8.99
9.5 8.98 -1.42 17.34 2.46 19.43 -3.7
10 -1.28 -1 -12.19 -6.85 -16.58 0.24
10.5 -1.71 4.45 7.92 9.62 15.2 2.87
11 6.25 -3.82 -4.22 -10.54 -12.15 -5.12
11.5 -8.08 5.24 1.16 11.47 10.24 5.65
12 8.62 -2.77 1.58 -10.3 -8.32 -6.79
2.11 POWER TRANSMISSION AND ALIGNMENT

2.11.1 Flywheel And Full Power Take Off (GE Option 10.3)
Power transmission mainly occurs through the engine flywheel at the drive end of the engine, but there are
options for an FPTO located on the free end of the engine. The FPTO can transfer 100% engine torque.

2.11.2 Torsional Couplings And Misalignment

A torsional coupling must be used to transmit power on the flywheel and FPTO as discussed in section
2.10, TORSIONAL VIBRATION ANALYSIS. In addition to damping torsional vibration, many torsional couplings are
also capable of compensating for angular, axial, and radial misalignment of the driven equipment. Every engine
must use torsional couplings on the flywheel and FPTO that can accommodate misalignment. This is especially
true when the engine is mounted on resilient mounts, but even hard mounted engines will require a torsional
coupling that can compensate for misalignment due to thermal growth of the engine and driven equipment.
2.11.3 Reaction Forces And Engine Alignment

When torsional couplings are subjected to misalignment, they produce reaction forces which are absorbed by
the engine and driven equipment. The flywheel and FPTO couplings will exert these forces on the crankshaft and
main bearings. In order to minimize the reaction forces, it is common practice to align the engine so it is near
perfect alignment in the hot, operating condition when the crankshaft is under maximum load. Because
alignment is carried out in the cold condition, the thermal growth of the engine and driven equipment must be
taken into consideration during the alignment procedure to produce near perfect alignment during operation.
In addition to Table 9 below, thermal Growth of V250MDC, refer to the following publications for details on
flywheel load limits and FPTO coupling installation.
• Diesel Engine Load Limits for Flywheel Mounted Equipment

• Crankshaft PTO Coupling, Installation Instructions
Table 9 – Thermal Growth V250MDC Engine Series
Distance Expansion / Growth
Rear Foot Rear Foot Rear Foot Rear Foot

Rear Foot Foot to Rear Foot Foot to
to Front to to Front to
to PTO Crank C.L. to PTO Crank C.L.
Foot Flywheel Foot Flywheel
12V25 1803.9 mm 1104.9 mm 3527.0 mm 535.9 mm 1.44 mm 0.88 mm 2.82 mm 0.43 mm

0MDC (71.02 in.) (43.5 in.) (138.86 in.) (21.1 in.) (0.057 in.) (0.035 in.) (0.111 in.) (0.017 in.)
16V25 2850.0 mm 1104.9 mm 4479.8 mm 535.9 mm 2.28 mm 0.88 mm 3.58 mm 0.43 mm
0MDC (112.21 in.) (43.5 in.) (176.37 in.) (21.1 in.) (0.090 in.) (0.035 in.) (0.141 in.) (0.017 in.)
These calculations are made with the following assumptions:
• Ambient temperature: 25°C (77°F)

• Engine operating temperature: 93°C (200°F)
• Expansion rate: 1.17E-05 mm/mm-°C (6.50E-06 in/in-°F)
2.11.4 Crankshaft Web Deflection

The maximum crankshaft deflection must be measured with the engine and driven equipment in a cold iron
condition with the engine and driven machinery at ambient temperatures. Web deflection is measured at the
crank throw next to the flywheel. When the FPTO is used, web deflection should also be measured at the crank
throw next to the FPTO.
The GE procedure is as follows:
1. Connect a barring-over device to the engine.

2. Install the web deflection gage at one of the crank positions shown in Figure 5 (A, B, C, D or E).
3. Zero the gage (the location of zero is not critical).
4. Rotate the engine to the remaining positions and record the reading on the gage.
5. Make note of the readings at each position and subtract the smallest (or most negative) reading from the
largest.
6. Compare your results to Table 10and take appropriate action
CRANK POSITION LOOKING FROM ALTERNATOR END OF THE ENGINE
INDICATOR
INDICATOR INDICATOR INDICATOR
INDICATOR
ROTATE
ROTATE ROTATE ROTATE
ROTATE
POSITION A POSITION B POSITION C POSITION D POSITION E

CRANK PIN TOP CENTER
E-45433
Figure 5 – Web Deflection Measurement Process
Table 10 – Crankshaft Web Deflection Reading
Deflection Reading Result

0.050 mm (0.002 in.) OK - no further actions required.
0.075 mm (0.003 in.) OK - recommend investigating and/or realigning
0.106 mm (0.004 in.) Maximum permissible. Realignment is strongly
recommended.
0.125 mm (0.005 in.) Not OK. Realignment is required.
The deflection should be checked at the beginning of the engine alignment and periodically throughout the
process including after sea-trial.

NOTE: It may be possible that due to the driven machinery design, the cold iron condition crankshaft
deflection will be higher than expected. If so, this condition will require GE review and approval for safe
operation.
2.11.5 Crankshaft End Play

To ensure that there is adequate clearance for the crank thrust bearing to operate properly, the end play must be
checked after final engine alignment. The engine should be properly secured to the foundation and the torsional
coupling (or couplings if PTO is used) should be installed when the readings are taken. Acceptable end play
readings are 0.35 mm to 0.59 mm (0.014in. to 0.023 in.).
The first attempt to check end play should be in the cold condition. If the crankshaft moves but the end play is
less than 0.35 mm (0.014 in.), warm the engine and check end play in the hot condition.
WARNING: Do not start the engine if the crankshaft does not move in the cold condition.
2.12 FOUNDATION DESIGN

The engine foundation must be designed to withstand the static and dynamic forces created by the V250MDC
engines. For re-power applications, the existing engine foundation must be reviewed by a qualified naval
architect / marine engineer to determine if it will require any modification. Re-power application foundations that
are not reviewed will likely result in vibration problems.
2.12.1 Engine Static And Dynamic Forces

There are three main components that make up the static and dynamic forces that created by the engine:
1. Static forces of the engine: Static forces are a function of the weight and how it is distributed to the four
engine mounting feet.
2. Dynamic forces due to mean torque: Mean torque is a function of the rated power and speed of the engine
as the flywheel transmits the mean torque to the driven equipment. The engine block will attempt to rotate
in the opposite direction with a torque equal to the mean torque.
3. Dynamic force variation due to harmonic torque: Firing of the engine’s cylinders results in reversing torques
at harmonics of the firing frequency. These harmonic torques cause variations in the forces experienced by
the engine mounting system.
The foundation must be designed to support the static forces of the engine as well as the dynamic condition
where all 3 components of static and dynamic forces are combined.
Figure 6 defines a numbering system for the engine mounting feet. Figure 7 is a static force diagram, Figure 8 is
a dynamic force diagram for a CCW engine, and Figure 9 is a static + dynamic force diagram for a CCW engine.
Table 11 shows the static forces due to the engine’s weight. Table 12 shows the forces due to mean torque for
CCW (for CW, reverse the direction of the forces). Table 13 shows all three force components of the dynamic
condition for CCW and CW in both Newtons and pounds force. The static and dynamic forces due to mean
torque are combined into one value, while the force variation due to harmonic torque is shown as a “±“ value
since it is constantly cycling according to its vibration order.

Figure 6 – Top View Of Mounting System
Table 11 – Static Forces
Static Forces
Engine Foot (Vertical)
N lb
1 47694 10718
2 79401 17844
12V250MDC
3 81305 18272
4 48838 10975
1 74072 16646
2 87508 19666
16V250MDC
3 92030 20682
4 77899 17506

CRANKSHAFT CL
REACTION REACTION
FORCE FORCE
F VERTICAL F VERTICAL
E-57536
Figure 7 – Static Force Diagram
CRANKSHAFT CL
CCW ROTATION
REACTION F VERTICAL
FORCE
ENGINE
F HORIZONTAL FEET 3-4
ENGINE F HORIZONTAL
FEET 1-2
REACTION
FORCE F VERTICAL
E-57535
Figure 8 – Dynamic Force Diagram, CCW Rotation

CRANKSHAFT CL
CCW ROTATION
ENGINE
FEET 1-2
ENGINE
F HORIZONTAL F HORIZONTAL FEET 3-4
REACTION REACTION
FORCE F VERTICAL FORCE F VERTICAL
E-57534
Figure 9 – Static + Dynamic Forces Diagram, CCW Rotation
Table 12 – Dynamic Forces Due To Mean Torque, CCW
Dynamic Forces Due to Mean Torque (CCW*)

Engine Foot
Vertical Horizontal
N lb N lb
1
-7586 -1701
2
12V250MDC 6024 1350
3
7586 1701
4
1
-10107 -2268
2
16V250MDC 8026 1801
3
10107 2268
4
*For CW, reverse the direction of the forces.

Table 13 – Static And Dynamic Combined Forces
Static and Dynamic Forces, CCW

(N) Engine
Engine Foot Order Notes
RPM
Vertical Horizontal
1 40108 ± 4111 ± 3264 900 Choose only one 3rd order force
3rd variation for vert. and horiz.
2 71815 ± 3361 ± 2669 1000
12V250MDC 6024 based on engine RPM
3 88891 ± 3271 ± 2597 6th All 6th and 9th order force
4 56424 ± 681 ± 541 9th All variations apply to all 12V250MDC
1 63965
2 77401 8th order force variations apply to
16V250MDC ± 1681 8026 ± 1335 8th All
3 102137 all 16V250MDC
4 88006
Static and Dynamic Forces, CW (N) Engine

Vertical Horizontal RPM
2 86987 3rd variation for vert. and horiz.
± 3361 ± 2669 1000
1 84179
16V250MDC ± 1681 8026 ± 1335 8th All
3 81923 all 16V250MDC
4 67792
Static and Dynamic Forces, CCW

(LBS.) Engine
RPM
Vertical Horizontal
± 756 ± 600 1000
1 14378
16V250MDC ± 376 1801 ± 298 8th All
3 22950 all 16V250MDC
4 19774

Table 13 – Static And Dynamic Combined Forces (Continued)
Static and Dynamic Forces, CW

(LBS.) Engine
RPM
Vertical Horizontal
± 756 ± 600 1000
1 18914
16V250MDC ± 376 1801 ± 298 8th All
3 18414 all 16V250MDC
4 15238
NOTE: First order imbalance, yaw and pitch moment, and horizontal and vertical forces are all at
insignificant levels.
NOTE: Foundation forces are calculated assuming an infinitely rigid engine and mounting system.
Deflections in the system will decrease the forces experiences by the engine foundation.
2.12.2 Lube Oil Level Sensor

The Lube Oil Level sensor requires a hole in the engine foundation for installation and removal of the sensor and
wiring. For details on the sensor location Refer to Tag ID LSL-400 on the 12V250 Outline Drawing (Figure 13) and
16V250 Outline Drawing (Figure 19).
2.13 ENGINE MOUNTING

The following options are available for mounting GE V250MDC engines to the vessel’s engine foundation:
• Hard mounted on resin chocks (GE option 9.1)

• Hard mounted on steel chocks (GE option 9.2)
• Resiliently mounted on resin chocks (GE option 9.3)
Resiliently mounting the engine requires very detailed calculations to ensure the mounts are compatible with the
engine. For this reason, GE offers an option for resilient mounts that have been specifically engineered for the
V250MDC engines.
Refer to the following publications for detailed instructions on mounting engines to the vessel’s engine
foundation:
• GEK-114448, V250 Diesel Engine Resin Chock Mount, Installation Instructions

• GEK-114481, V250 Diesel Engine Rigid Mounts, Installation Instructions
• GEK-114446, V250 Diesel Engine Resilient Mounts, Installation Instructions


3.0 ENGINE ROOM SPACE

3.1 ENGINE ARRANGEMENTS
Engine arrangement drawings that show engine-centerline-to-engine-centerline space requirements are shown
in Figure 10 through Figure 12. When mounting two or more engines in one compartment to ensure that there is
no overlap between engine service envelopes.
3.2 OUTLINE DRAWINGS

3.2.1 Engine
Example outline drawings for a 12V250MDC are shown in Figure 13 through Figure 18. Example outline drawings
for a 16V250MDC are shown in Figure 19 through Figure 24. While these drawings are typical of a marine
installation, they may be different from project specific drawings developed based on a specific scope of supply.
It is highly recommended that the project specific outline drawings as provided by GE are used for design work.
3.2.2 Standard Vessel Mounted Accessories Supplied By GE

The following accessories are shipped loose to be mounted by the shipyard:
• Fuel / Water Separator

• Fuel Oil Hand Priming Pump
• Stage 1 Duplex Fuel Oil Filter
• Exhaust Bellows
• Start Air Strainer
• Start Air Regulator
• Interconnection Box
• Power Supply Units
• Local Control Station
• Electrical Harnesses
• Prelube Pump, 208-230/460 VAC, 60 Hz
• Prelube Pump, 575 VAC, 60 Hz
• Prelube Pump, 220/400/440 VAC, 50 Hz
See Figure 25 through Figure 33 for drawings of these accessories. Information regarding the interconnection
box, power supply units, local control station, and electrical harness can be found in section 5.0, CONTROLS
INTEGRATION FOR GE V250MDC ENGINE of this project guide.
3.2.3 Optional Vessel Mounted Accessories Offered By GE

The following optional accessories can be shipped loose to be mounted by the shipyard. Reference the project
specific Scope of Supply (SOS) to verify if GE is supplying any of these components.
• High Temperature (HT) and Low Temperature (LT) Cooling Water Expansion Tank (GE option 6.1.1.2)
• HT Cooling Water and Lube Oil (LO) Preheat and Circulation System (GE options 6.1.4.5 or 6.1.4.6)
• HT and LT Counter Flanges
• Stack Adapter
See Figure 34 through Figure 35 for drawings of these accessories.

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Figure 13 – 12V250MDC Outline Drawing, Sheet 1












Figure 25 – Fuel Water Separator Outline Drawing

Figure 26 – Fuel Oil Hand Priming Pump Outline Drawing

Figure 27 – Stage 1 Duplex Fuel Oil Filter Outline Drawing

Figure 28 – Standard Exhaust Bellows and Optional Stack Adapter

Figure 29 – Air Start Y-Strainer Outline Drawing


Figure 30 – Start Air Regulator Outline Drawing

Figure 31 – Prelube Pump Outline Drawing, 208-230/460 VAC 60 Hz

Figure 32 – Prelube Pump Outline Drawing, 575 VAC 60 Hz

Figure 33 – Prelube Pump Outline Drawing, 220/400/440 VAC 50 Hz

Figure 34 – HT And LT Expansion Tank Outline Drawing


Figure 35 – HT and Oil Preheat and Circulation System Outline Drawing

3.3 SERVICE SPACE REQUIREMENTS

Service space requirements ensure you can disassemble the engine and its components as needed. When
mounting two or more engines in one compartment ensure that there is no overlap between engine service
envelopes.
3.3.1 Removal Of Engine Components

Maintenance envelopes are defined for the V250MDC engines to ensure there is adequate space to service and
maintain the engine. Refer to Figure 36 through Figure 40 for the service envelope required to remove power
assemblies.
Refer to Figure 36 for the maintenance envelope for the following components:
• Intercooler
• Aftercooler
• Air Filter
• Camshaft Component
• Manual Engine Barring
• EGR Cooler Core Removal
• Exhaust Stack
• Lube Oil Centrifuge
• Lube Oil Filter Element
• Power Assembly
• Idler Gear
• Lube Oil / LP Fuel Oil Pump
• Water Pump
• Turbocharger
• Lube Oil Cooler
3.4 WEIGHTS OF MAJOR SPARE PARTS

A list of approximate weights for major spare parts is provided in Table 14. This list is intended for basic engine
room planning with regards to moving heavy engine components.
3.5 ENGINE LIFTING

Lifting the GE V250MDC diesel engine requires care and planning. For proper tooling, safety information, and
complete instructions on lifting the engine, refer to the V250MDC/V250SDC Diesel Engine Lifting Instructions
publication. Project specific outline drawings list the weight of the V250MDC engine for your project.
WARNING: Verify that the lifting device and rigging (crane, cables, hooks, etc.) are of sufficient capacity for
the weight of the engine being lifted. Failure to do so may cause serious personal injury or death.

Figure 36 – Service Envelope Outline, Sheet 1





Table 14 – Approximate Weights Of Major Components
Engine Component Approximate Weight - kg (lbs)

Lube Oil/Fuel Oil Pump 145 (320)
Prelube Pump/Motor Assembly 89 (196)
Water Pump 111 (275)
Lube Oil Plate Heat Exchanger 272 (600)
Backflushing Lube Oil Filter 240 (529)
Centrifugal Oil Filter 44 (96)
Stage 1 Fuel Filter 230 (507)
Fuel/Water Separator 60 (133)
Turbocharger Assembly 415 (913)
Intercooler w/Cover 250 (551)
aftercooler w/Cover 359 (791)
Piston/Rod Assembly 99 (218)
Cylinder Liner 83 (183)
Power Assembly 402 (886)
Water and Lube Oil Heater 181 (400)
Exhaust Bellows 24 (53)
Exhaust Stack Adapter 118 (260)
Cooling System Expansion Tank 272 (600)

4.0 ENGINE SYSTEMS

4.1 SPLIT CIRCUIT COOLING SYSTEM
GE diesel engines use a split cooling system for maximum fuel efficiency and low emissions. The two circuits are
separate and utilize fresh water treated with rust inhibitors. The HT circuit provides cooling for the engine water
jacket and exhaust gas recirculation (EGR) cooler. The LT circuit provides cooling for the intercooler, aftercooler,
and lube oil cooler. See Figure 41 and Figure 42 for an example of the HT and LT P&ID. See Table 15 for a list of the
HT and LT system components.
Refer to the following publications for more information on the Split Circuit Cooling System:
• P&ID, Sheets 3 and 4

• Engine Outline Drawing
• Scope of Supply
• GEK-114458 V228/V250/L250 Coolant Water Expansion Tank, Installation Instructions
• GEK-76833 Coolant and Oil (COL) Heating System, Installation and Operation
• GEK-115359 Hotstart Dual Fluid Circulating Heating System Model DLV, Installation and Operating Manual
Table 15 – Engine Cooling System Components
Engine Mounted Vessel Mounted

Dual impeller pump Heat exchangers
Intercoolers Expansion tanks (GE option 6.1.1.2)
Aftercooler Optional HT circuit preheat and circulation system (GE option 6.1.4.5 or 6.1.4.6)
EGR Cooler Flow control orifices / globe valves
Lube oil cooler
Thermostatic valves
Optional sea water
pump (GE option
6.1.1.3)
4.1.1 HT And LT System Engine Mounted Components

The following components that make up the High temperature and Low Temperature split circuit cooling system
are mounted on the engine.
4.1.1.1 Dual Impeller Pump

A single dual impeller pump provides the flow for the HT and LT circuits. The pump is mounted on the free end of
the engine. See Figure 43 for the HT and LT pump curves.

E-63424
Figure 41 – Typical Split Cooling System, Sheet 1

DESCRIPTION TAG SUPPLIER
EGR heat exchanger E-100 B
HT seawater heat exchanger E-130 NS
Intercooler, Left E-200 B
Intercooler, Right E-201 B
Aftercooler E-202 B
LT seawater heat exchanger E-230 NS
Lube oil heat exchanger E-430 B
HT heater H-120 Z
HT flexible joint J100-J108 Z
LT flexible joint J200-J205 Z
Level Gauge LG-100 Z
Level Gauge LG-200 Z
HT low water level sensor LSL-100 Z
LT low water level sensor LSL-200 Z
HT system water pump P-100 B
LT system water pump P-200 B
Pressure relief valve PSV-100 Z
Pressure relief valve PSV-200 Z

HT pressure transmitter PT-100 B
HT pressure transmitter - redundant PT-101 B
EGR heat exchanger water inlet pressure PT-102 B
Lube oil cooler water inlet pressure PT-202 B
TERMINATION POINT TAG CONNECTION Aftercooler / Intercooler water pressure PT-203 B
HT engine inlet from HT heat exchanger TP-100 DN 100 PN 16 HT thermostatic valve R-100 B
HT engine outlet to HT heat exchanger TP-101 DN 100 PN 16 HT flow regulation orifice R-101 NS
HT engine air venting, turbo TP-102 1-1/16"-12 37° JIC Male HT drain plug R-104-NC B
HT engine inlet from HT heater TP-103 1-5/16"-12 37° JIC Male LT thermostatic valve R-200 B
HT engine outlet to HT heater TP-104 1-1/4" LT flow regulation orifice R-201 NS
HT engine inlet from expansion tank TP-105 1-1/2" NPTF Female LT drain plug R-204-NC B
HT engine air venting, HT pipe TP-107 1/4" NPTF Female HT outlet temperature TT-100 B
HT engine air venting, EGR cooler TP-108 M18 x 1.5 Female HT outlet temperature - redundant TT-101 B
HT expansion tank to HT engine inlet TP-110 2" NPTF Female HT inlet temperature TT-102 B
HT expansion tank - venting pipe from engine TP-111 1/2" NPTF Female EGR heat exchanger water inlet temperature TT-103 B
HT heater inlet from engine TP-120 1-1/4" NPTF Female Lube oil cooler water inlet temperature TT-202 B
Figure 42 – Typical Split Cooling System, Sheet 2

HT heater outlet to engine TP-121 1" NPTF Female Aftercooler / Intercooler water temperature TT-203 B
LT engine inlet from LT heat exchanger TP-200 DN 100 PN 16 HT expansion tank section V-110 Z
LT engine outlet to LT heat exchaner TP-201 DN 100 PN 16 LT expansion tank section V-210 Z
LT engine air venting TP-202 1/4" NPTF Female
LT engine inlet from expansion tank TP-205 1-1/2" NPTF Female NOTES
LT expansion tank to LT engine inlet TP-210 2" NPTF Female
1) The orifice should be adjusted/sized during commissioning to achieve the design flow.
LT expansion tank - venting pipe from engine TP-211 1/2" NPTF Female 2) The HT and LT tanks share one vessel, which is divided into two sections (V-210 is LT section and V-110
is HT section).
3) Route the pipe to avoid any air pockets.
4) The balance line is not required in the case of double chamber expansion tanks supplied by GE.
5) The 1/2" expansion tank drains are not supplied with the GE expansion tanks. When GE expansion tanks
are used, this drain line should be incorporated into the 2" pipe.
B= Included in basic engine scope of supply 6) Reducer should be located within 1 meter of the engine flange connection.
NS= Not supplied by GE
Z= GE option 7) If there is any shipyard supplied piping located above the HT header pipe, the expansion tank must be
located >0.46m (1.5ft) to <10m (32.8ft) above the highest point of the shipyard supplied piping.
E-63424
67
GEK-115179B
E-61508
Figure 43 – HT And LT Pump Curves
4.1.1.2 Intercoolers
The engine is equipped with two intercoolers, which are mounted on the left and right hand sides of the IFE (on
the free end of the engine.) After the combustion air is compressed by the low pressure turbochargers, the air is
cooled by the two intercoolers using water from the LT circuit before entering the HP turbocharger.
4.1.1.3 Aftercooler
The engine is equipped with one aftercooler, which is mounted in the center or the IFE (on the free end of the
engine.) After the combustion air is compressed by the high pressure turbocharger, the air is cooled by the
aftercooler using water from the LT circuit before entering the intake manifold.
4.1.1.4 EGR Cooler

The EGR cooler removes excess heat from exhaust gas before it is recirculated into the combustion air. The
cooling water for the EGR cooler is provided by the High Temperature (HT) cooling circuit. Sulfuric acid
condensate is produced in the EGR cooler. Additionally, the HT vent connection for air removal is also connected
to the EGR cooler. Vent piping must be run from the HT side of the EGR cooler to the HT expansion tank.
4.1.1.5 Lube Oil Cooler

The lube oil cooler is a plate type heat exchanger that is cooled by the Low Temperature cooling circuit. The Lube
oil cooler is mounted on the left hand side at the free end of the engine.
4.1.1.6 Thermostatic Valves

The HT and LT circuit thermostatic valves maintain the desired engine temperature in order to achieve optimal
performance. These valves are automatically controlled by an internal thermostat that has been factory set to

the correct control temperature for the application. When the water temperature within a circuit approaches the
temperature set point, the internal valve opens to mix or divert the flow of water to maintain a constant water
temperature. The LT thermostat is a mixing valve, while the HT thermostat is a diverting valve. These valves are
integrated into the right hand side of the IFE at the free end of the engine.
HT thermostatic valve opens at 91°C (195°F)
LT thermostatic valve opens at 38°C (100°F)
4.1.1.7 Optional Sea Water Pump (GE Option 6.1.1.3)

An optional sea water pump is available to supply cooling water to the High Temperature and Low temperature
heat exchangers. This pump is located on the free end of the engine. See Figure 44 for the sea water pump
curves.
Performance of Gilkes 4"-164 SPC Seawater pump

Fitted with a 202mm diameter impeller
GE 6 & 8 L250 engine duty
Pump to Crank shaft speed ratio is 2.59:1
90
80
105
70 0 re
v/m 2721 rev/min
100 in
eng Pump will operate here:
0 re ine 630 Usgpm @ 44 psi 2592 rev/min
v/m spe
60 in eng ed 2333 rev/min
ine
spe 2073 rev/min
900 ed
Pressure (psi)
rev 1814 rev/min

50 /min
e ngin
es 1426 rev/min
pee
800 d 1166 rev/min
40 rev
/min 855 rev/min
e ngin
es
pee
Duty Point
700 d
30 rev/m System Curve
in e
ngin
e sp
eed
20 550
r ev/m
450 rev/ in eng
min engi in e sp
ne speed ee d
10
330 rev/min engine spee
d
0
0 100 200 300 400 500 600 700 800
Flowrate (USgpm)
E-59098
Figure 44 – Sea Water Pump Curves
4.1.2 HT And LT System Vessel Mounted Components

The following components that make up the High temperature and Low Temperature split circuit cooling system
are mounted on the vessel.
4.1.2.1 Heat Exchangers

The HT and LT heat exchangers are not supplied by GE.
These heat exchangers must be properly designed and sized for each specific application. To assist with sizing,
GE includes heat rejection data for the HT and LT circuits on the engine data sheet found in section 2.2, ENGINE
DATA SHEETS of this project guide.

4.1.2.2 Expansion Tanks (GE Option 6.1.1.2)

The expansion tanks are offered as an option by GE. Check the project specific scope of supply to determine if GE
is supplying the tanks or not.
GE offers an expansion tank with dual pressurized compartments for the reserve water for both the HT and LT
circuits. This expansion tank contains the required level gauges, level sensors, and pressure relief valves.
Installation instructions are provided in the V228/V250 Coolant Water Expansion Tank, Installation Instructions
publication and an outline drawing of the expansion tank can be seen Figure 34.
If the GE combined expansion tank is not part of the scope of supply, separate HT and LT expansion tanks must
be supplied by the GE distributor or shipyard. When separate expansion tanks are used for the HT and LT circuits,
the two tanks must be mounted at the same height and interconnected externally with a 51-mm (2-in.) pipe. The
pipe connecting the two tanks must also contain an isolation valve. Expansion tanks should be 25% of the total
capacity of each cooling loop (± 5%). Capacities for the HT and LT system can be found on the engine data sheets
in section 2.2, ENGINE DATA SHEETS of this project guide. Additionally, the expansion tanks should be pressurized
(not vented) and equipped with pressure relief valves set to open between 10-12 psi.
Refer to sheets 3 and 4 of the project specific P&ID for additional information.
4.1.2.3 Optional HT Circuit Preheat And Circulation System (GE Option 6.1.4.5
Or 6.1.4.6)
An optional High Temperature circuit heater can be used for applications in cold climates where the engines are
required to be started and loaded in a short period of time. Contact your GE representative for guidance as to
when it is necessary to use the HT circuit heater.
If the HT circuit heater is supplied by GE, installation and operating instructions can be found in GEK-115359
Hotstart Dual Fluid Circulating Heating System Model DLV, Installation and Operating Manual. An outline drawing
can be seen in Figure 35.
NOTE: The GE supplied HT circuit heater is part of a combination water and oil heating unit. The oil heating
component of the heating unit will be connected to the lube oil system.
The HT heater can also be supplied by the GE distributor or shipyard.
4.1.2.4 Flow Control Orifices / Globe Valves

GE V250MDC engines do not inherently contain orifice plates to adjust coolant pressure within the HT and LT
circuits. If the HT or LT water circuit pressures are determined to be outside of the recommended limits, then
orifice plate must be machined, installed and tested.
System pressure will be observed during commissioning and, if required the service engineer will calibrate the
flow by changing the orifice diameter appropriately. This orifice can be replaced by a globe valve, which must be
locked into position after the system pressure has been properly adjusted.
4.1.3 HT And LT Engine / Vessel Piping Interface

A complete list of the engine / vessel piping interfaces, including the connection sizes and types, can be found on
sheets 3 and 4 of the Piping and Installation diagram for the specific project. The project specific outline drawing
shows the locations of these connections on the engine.
The following options are available for the HT and LT system engine / vessel piping interface:

1. Counter Flanges, Mounting Hardware, and Gaskets (GE option 9.9.2)
2. Flexible Connections (GE option 9.10.2)
4.1.3.1 Optional Counter Flanges, Hardware, And Gaskets (GE Option 9.9.2)
GE offers weld neck counter flanges that are compatible with inch and metric size pipe. Each counter flange
includes the necessary hardware and gaskets.
4.1.3.2 Optional HT And LT Flexible Connections (GE Option 9.10.2)

GE offers flexible connections including hardware and mating flanges for the following HT and LT water
connections. Reference sheets 3 and 4 of the project specific P&ID and outline drawings for additional
information:
• J-100, HT engine inlet from HT heat exchanger

• J-101, HT engine outlet to HT heat exchanger
• J-102, HT engine air venting
• J-103, HT engine inlet from HT heater (only supplied with HT heater)
• J-105, HT engine inlet from expansion tank
• J-200, LT engine inlet from LT heat exchanger
• J-201, LT engine outlet to LT heat exchanger
• J-202, LT engine air venting
• J-205, LT engine inlet from expansion tank
NOTE: The engine connection for the HT engine outlet to HT heater (TP-104) is made in the vessel piping that
runs from the HT expansion tank to the engine inlet. This connection should be made near the engine inlet
(TP-105). Reference sheets 3 and 4 of the project specific P&ID for more information.
4.1.4 HT And LT System External Piping Requirements

External piping and components must be designed so the system curves will be within the working range of the
pump curves. Pump curves are shown in Figure 43 of this project guide. The maximum external pressure drop
allowed can be found on the engine data sheet in section 2.2, ENGINE DATA SHEETS of this project guide.
For HT heater piping, reference the requirements of the HT heater supplier. For GE supplied HT heater, reference
GEK-115359 Hotstart Dual Fluid Circulating Heating System Model DLV, Installation and Operating Manual.
For more information on external piping requirements, reference section 4.8, GENERAL PIPING REQUIREMENTS of
this project guide.
4.2 FUEL SYSTEM

The V250MDC engines use a common rail fuel system for maximum efficiency and low emissions. A typical
example of the Fuel System P&ID can be found in Figure 45. See Table 16 for a list of the Fuel System
components.

72
P-302
R-308
TP304
GEK-115179B
R-313
R-300
TP305 J-304
R-307
J-305
P-301 TP303
J-303
V-320
TP310 TP311 TP302
J-302
F-310 F-311
TP301 E-300
J-301
R-310
TP315
P-310
TP314 TP300 V-300
R-306 J-300
TP316 TP317 P-300 TP306
F-340
R-305-NC J-306
V-310 DESCRIPTION TAG SUPPLIER DESCRIPTION TAG SUPPLIER

P-320 Fuel Cooler E-300 B Fuel Oil Priming Pump Check Valve R-310 NS
Stage 1 Fuel Filter F-310 B Pressure Limiting Valve R-313 B 1) The vent shall be located in a safe area in the highest point of the fuel
Stage 2 Fuel Filter F-311 B Fuel Oil Temperature Sensor TT-310 B system.
Water Separator Filter F-340 B Fuel Leakage Detection Tank V-300 B 2) The gravity tank vent shall be run to the top of the day tank with a
Flexible Joint J-300 to J-308 Z Injector Leak Off Collection Tank V-310 NS continuous upward slope. The vent line size shall be large enough to
Figure 45 – Typical Fuel System, V250MDC

Fuel Oil Leak Detection Sensor LSH-300 B Day Tank V-320 NS maintain atmospheric pressure in the gravity tank.
Injector Leak Off Detection Sensor LSH-310 NS Water In Fuel Switch WS-300 B 3) TP-306 and 304 must be combined at a location below TP-304.
Engine Driven Fuel Transfer Pump P-300 B
4) 3-way valves are linked and move together
P-330 Correct Fuel tank installation High Pressure Fuel Pump, Left
5) The fuel supply pressure at the LP fuel pump suction connection will be
P-301 B TERMINATION POINT TAG CONNECTION determined by the height of the fuel in the day tank and the restriction
High Pressure Fuel Pump, Right P-302 B Fuel Transfer Pump Inlet TP-300 1-5/16"-12 37° JIC Male in the piping between the day tank and LP fuel pump. The fuel supply
Fuel Priming Pump P-310 B Fuel Transfer Pump Outlet TP-301 1-7/16"-12 ORFS Female pressure must be within the acceptable range as specified in the engine
Injector Leak Off Transfer Pump P-320 NS Fuel Inlet From Stage 1 Filter TP-302 1-7/16"-12 ORFS Male data sheet.
Back Up Leak Off Transfer Pump P-330 NS Fuel Leak-off, left side TP-303 7/8"-14 37° JIC Male 6) The fuel return lines to leak-off tank must be run with a continual
Stage 1 Fuel Filter Diff. Press. Switch PDS-310 B Fuel Leak-off, right side TP-304 7/8"-14 37° JIC Male downward slope. Maximum back pressure in these lines is 3 psig (0.2 bar).
Stage 2 Fuel Filter Diff. Press. Switch PDS-311 B Fuel Return TP-305 1-1/16"-1237° JIC Male
7) This level switch shall provide the Start/Stop interlock of pump P-320
Fuel Oil Pressure Sensor, HP Left PT-301 B and the High Level Alarm.
TP305 Fuel Leak-off from V-300 TP-306 1/4" NPTF Male 8) Maximum continuous flow into V-310 is 2 liters/min during normal
Fuel Oil Pressure Sensor, HP Right PT-302 B Stage 1 Fuel Filter Inlet TP-310 DN 65 PN 16 Flange
Fuel Oil Pressure, Pre-Separator
operating conditions. Maximum flow under casualty condition is 29.6
PT-303 B Stage 1 Fuel Filter Outlet TP-311 DN 65 PN 16 Flange liters/min when R-313 is open and engine is running in limp home mode.
Fuel Oil Pressure Sensor PT-310 B Fuel Priming Pump Inlet TP-314 3/4" NPTF Female Maximum flow during maintenance operations is 1 liter/min when the HP
Fuel Oil Pressure Sensor - redundant PT-312 B Fuel Priming Pump Outlet TP-315 3/4" NPTF Female fuel system is drained. These values are for one engine.
Fuel Regulating and Relief Valve R-300 B Water Filter Separator Inlet TP-316 1" NPTF Female 9) Multiple engines may share V-310 so long as the requirements of notes 6,
Drain Valve for V-300 R-305-NC B Water Filter Separator Outlet TP-317 1" NPTF Female 7, and 8 are met. Tank sizing requirements in note 8 must be taken into
TP300 Check Valve R-306 NS account for the number of engines that will share this tank.
Fuel Metering Valve, Left R-307 B B= Included in basic engine scope of supply 10)The engine does not include any drip trays. It is the responsibility of
Fuel Metering Valve, Right R-308 B NS= Not supplied by GE the shipyard to install any required drip trays in the structure of the
Z= GE option ship systems.
E-62745

For more information on the fuel system, refer to the following publications:
• P&ID, sheet 5
• Scope of Supply
• GEK-114464, V228/V250 Fuel Oil Water Separator Installation Instructions
• GEK-114461, V228/V250/L250 Hand Priming Fuel Oil Pump, Installation Instructions
• GEK-115813, V250MDC Stage One Fuel Filter Installation Instructions
• GEK-115262, Tier 4 Fuel Water Separator Inlet/Outlet Sensors, Installation Instructions
Table 16 – Fuel System Components

Fuel Transfer Pump Fuel Day Tank
Duplex Fuel Filter, Stage 2 Fuel/Water Separator (GE supplied)
Low Pressure Regulating and Relief Hand Priming Pump (GE supplied)
Valve
Fuel Metering Valves Duplex Fuel Filter, Stage 1 (GE supplied)
High Pressure Fuel Pumps Fuel Gravity-Drain-Tank
Pressure Limiting Valve Fuel Transfer Pumps
High Pressure Fuel Lines and Leak Optional Fuel Cooler or Fuel Heater
Detection System
Fuel Injectors
Fuel Cooler
4.2.1 Fuel System Engine Mounted Components

The following components that make up the Fuel system are mounted on the engine.
4.2.1.1 Fuel Transfer Pump

GE V250MDC diesel engines use an on-engine, engine-driven fuel transfer pump to supply fuel from the engine
day tank to the high pressure fuel pumps. Reference the engine data sheet in section 2.2, ENGINE DATA SHEETS
for technical data of the pump. This pump is mounted on the left hand side of the free end of the engine.
4.2.1.2 Duplex Fuel Filter, Stage 2

The stage 2 duplex fuel filter works in conjunction with the vessel mounted stage 1 duplex fuel filter to protect
the common rail high pressure fuel pumps from damage due to foreign particles. The filter is located on the left
hand side of the engine.
4.2.1.3 Low Pressure Regulating and Relief Valve

This valve controls pressure in the low pressure side of the system and diverts unneeded fuel back to the vessel
mounted day tank as needed. It is located on the left hand side of the engine.
4.2.1.4 Fuel Metering Valves

The fuel metering valves control the flow of fuel in the high pressure side of the fuel system. There are two valves,
on each high pressure fuel pump.

4.2.1.5 High Pressure Fuel Pump

The high pressure fuel pumps generate the pressure required for proper fuel injection. There are two high
pressure fuel pumps, located on the left and right hand sides of the engine near the drive end.
4.2.1.6 Pressure Limiting Valve

This valve is a safety feature in the HP side of the system to protect against over pressurization. This valve will
open and divert excess fuel to the fuel leak off tank whenever the pressure in the lines exceeds the design
tolerances. It is located on the drive end of the engine on the right hand side.
4.2.1.7 High Pressure Fuel Lines and Leak Detection System

High pressure fuel lines are doubled walled lines that carry fuel from the high pressure pumps to the injectors.
The inner tube is the primary fluid carrier from the high pressure pump to the injector. The outer tube is to seal
leaking fuel from an inner tube failure or poor seal at either end of the fuel line. Flexible fuel hoses collect and
carry any fuel leaking into the area between the inner and outer tubes of the high pressure fuel lines to the
leakage collection tank. This tank contains a float switch which when tripped, sends a signal to sound an alarm in
the vessel monitoring system.
4.2.1.8 Fuel Injectors

The fuel injectors deliver atomized fuel into the cylinder. An integrated solenoid valve controls the timing and
duration of fuel injection. There is one injector in each cylinder head.
4.2.1.9 Fuel Cooler

An engine mounted fuel cooler is supplied to remove heat added by recirculated leakage from the HP fuel
pumps. The fuel system designer must check to make sure additional vessel mounted fuel coolers are not
required.
4.2.2 Fuel System Vessel Mounted Components

The following components that make up the Fuel system are mounted on the vessel.
4.2.2.1 Fuel Day Tank

The fuel day tank is not supplied by GE. This tank is used to store a large volume of fuel that is ready to be
transferred to the engine. It also receives the return fuel flow from the engine and dissipates heat that is added to
the return fuel by the engine.
The day tank size and location must be taken into consideration to make sure fuel is delivered to the engine at
the proper temperature and also to make sure the suction pressure at the fuel transfer pump is within acceptable
limits. Refer to the engine data sheets in section 2.2, ENGINE DATA SHEETS for the allowable temperature range
and acceptable suction pressure limits. The day tank sizing is especially important when a fuel cooler is not used
because the day tank will have to dissipate heat from fuel that is returned from the engine.
Refer to sheet 5 of the P&ID for the specific project for more information.
4.2.2.2 Fuel Water Separator

The Fuel Water Separator is used to remove excesses water from the fuel before it is supplied to the engine and
is supplied by GE.

This component is very important as fuel system components can be damaged by water in the fuel. GE supplies
the proper fuel water separator to make sure it is compatible with the suction side of the fuel system and meets
the requirements for water removal.
Refer to GEK-114464 V228/V250 Fuel Oil Water Separator Installation Instructions and GEK-115262 Tier 4 Fuel
Water Separator Inlet/Outlet Sensors, Installation Instructions publications for installation instructions. Refer to
Figure 25 for an outline drawing of the Fuel Oil Water Separator.
4.2.2.3 Hand Priming Pump

The hand priming pump is normally used to prime the fuel circuit in order to remove any air pockets that may
occur during long term storage or during fuel system maintenance. This pump is supplied by GE. Refer to GEK-
114461 V228/V250 Hand Priming Fuel Oil Pump Installation Instruction publication and sheet 5 of the project
specific P&ID for more information. An outline drawing of this pump can be found in this product guide as
Figure 26.
4.2.2.4 Duplex Filter, Stage 1

The stage 1 duplex fuel filter works in conjunction with the engine mounted stage 2 duplex fuel filter to protect
the common rail high pressure fuel pumps from damage due to foreign particles. It is supplied by GE. Please
reference GEK-115813 Stage 1 Fuel Filter Installation Instructions for more information. An outline drawing of this
filter can be found in this project guide as Figure 27.
4.2.2.5 Fuel Gravity-Drain-Tank

The fuel injectors use a small amount of high pressure fuel to actuate the injection cycle. This high pressure fuel
must be gravity drained to a tank where it collects the fuel, until the fuel can be pumped back to the day tank.
The fuel gravity-drain-tank is also used to collect discharge fuel from the pressure limiting valve and
maintenance relief valve.
The fuel gravity-drain-tank is not supplied by GE. See sheet 5 of the P&ID for detailed information regarding leak
by flow.
4.2.2.6 Fuel Transfer Pumps

An automatic pump, controlled by a level switch in the fuel gravity-drain-tank, is required to pump fuel from the
gravity drain-tank to the day tank. Additionally, a secondary method for pumping should be available in case the
automatic pump stops functioning. A hand pump in parallel with the automatic pump or a spare automatic
pump are two ways to achieve redundancy.
The fuel transfer pumps are not supplied by GE.
4.2.2.7 Optional Fuel Cooler Or Fuel Heater

Under extreme ambient conditions, it may be required to use a fuel cooler or fuel heater to maintain proper fuel
temperature, as described the engine data sheets in section 2.2, ENGINE DATA SHEETS. If this is the case, please
contact your GE representative for guidance.
The optional fuel cooler or fuel heater is not supplied by GE.

4.2.3 Fuel System Engine / Vessel Piping Interface

A complete list of the engine / vessel piping interfaces, including the connection sizes and types, can be found on
sheet 5 of the project specific P&ID. The project specific outline drawing shows the locations of these connections
on the engine.
The following options are available for the fuel system engine / vessel piping interface:
2. Stand By Connections
4.2.3.1 Fuel System Flexible Connections (GE Option 9.10.2)

GE offers flexible connections for the following fuel connections. Reference sheet 5 of the project specific P&ID
and outline drawings for additional information:
• J-300, fuel transfer pump inlet

• J-301, fuel transfer pump outlet
• J-302, fuel inlet from stage 1 filter
• J-305, fuel return
• J-306, fuel drain from gravity drain-tank
• J-303, fuel drain from gravity drain-tank, left side
• J-304, fuel drain from gravity drain-tank, right side
4.2.3.2 Fuel System Stand By Connections

A stand by pump can be added to the fuel system without any modification to the standard engine. The stand by
pump can be mounted in parallel to the engine mounted pump with all necessary piping modifications taking
place in the external piping mounted in the vessel.
The fuel stand by pump is not supplied by GE.
4.2.4 Fuel System External Piping Requirements

External piping and components must be designed so the pressure at the suction of the fuel pump is within
acceptable limits, including the pressure drop due to fuel passing through from the fuel/water separator. The
acceptable fuel pressure limits at the pump suction can be found in the engine data sheets in section 2.2, ENGINE
DATA SHEETS. Pressure drop through the fuel/water separator can be found in the GEK-114464 V228/V250 Fuel
Oil Water Separator Installation Instructions publication.
ATTENTION: All ferrous fuel piping must be pickled to ensure proper cleanliness. Zinc and zinc based products
(galvanized pipe and fittings, zinc based primers, etc.) should not be used anywhere in the vessel’s fuel
system, including the storage tanks.
For more information on external piping requirements, reference section 4.8, GENERAL PIPING REQUIREMENTS of
this project guide.
4.3 LUBE OIL SYSTEM

The engine lubricating oil system provides pressurized lubrication to the engine components and carries away
heat produced by friction and combustion. See Figure 46 for a representative sample of a Lube Oil System P&ID.
Reference Table 17 for a list of Lube Oil System components.

Engine
F400
F410

TP406
F420
R401 E430
P400
TP405
R400
TP403
TP412 TP407 TP402 TP404

DESCRIPTION TAG SUPPLIER J-407 J-404
Lube oil heat exchanger E-430 B
Coalescer filter F-400 B
TERMINATION POINT TAG CONNECTION
Oil filter - backflushing F-410 B
LO drain TP-402 DN 50 PN 10 FF Flange
Centrifugal filter F-420 B H-400
LO drain TP-403 DN 50 PN 10 FF Flange
Lube oil heater H-400 Z
Engine outlet to LO heater / prelube pump TP-404 2-1/2"-12 37° JIC Male
Flexible joint J-404 / J-407 Z R-406 Oil dipstick TP-405 N/A
Lube oil sump low level sensor LSL-400 B
Oil filler neck TP-406 Cap (3" ID Tube)
Lube oil pump P-400 B
Engine inlet from LO heater / prelube pumpTP-407 2-1/2"-12 37° JIC Male
Figure 46 – Typical LO System, V250MDC

Lube oil prelube pump P-401 Z
LO filter drain TP-412 G-3/4 Female
Lube oil filter differential pressure switch PDS-410 B
Prelube pump inlet from engine TP-417 SAE J1926-24 Female
Pressure transmitter - LO Pressure PT-400 B
Prelube pump outlet to engine TP-418 SAE J1926-24 Female
Pressure transmitter - Pump Pressure PT-401 B
LO pressure transmitter - redundent PT-410 B
Pressure regulation valve R-400 B P-401
Thermostatic valve R-401 B R-410 1) Refer to instrument list/panel layout for the instrument details and
Check valve R-406 NMS location.
Check valve R-410 NMS 2) Trip point varies against engine speed.
Temperature transmitter inlet TT-400 B TP418 TP417 3) CALCULATED POINT: Measured as a differential temperature between
Temperature transmitter outlet TT-401 B lube oil inlet (TT400) and cooling system water inlet (TT102).
Lube oil cooler lube oil outlet temp. TT-402 B
4) CALCULATED POINT: Measured as a differential temperature between
lube oil cooler oil outlet (TT402) and water inlet (TT202).
5) If H-400 LO heater is installed, it will be used to prelube the engine
and P-401 prelube pump is not required. The prelube pump is only
required if a LO heater is NOT installed.
6) An additional check valve may be required at the low point in off
SUPPLIER KEY CODE engine suction piping to keep the lube oil heater / prelube pump
primed.
B= Included in basic engine scope of supply 7) The engine does not include any drip trays. It is the responsibility
NS= Not supplied by GE of the shipyard to install any required drip trays in the structure of
Z= GE option the ship systems.
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GEK-115179B
Refer to the following publications for additional information on the lube oil system:
• P&ID, sheet 6
• Scope of Supply
• GEK-114465 V228/V250/L250 Pre-Lubrication Pump Installation Instructions
• GEK-76833 Coolant and Oil (COL) Heating System, Installation and Operation
• GEK-115359 Hotstart Dual Fluid Circulating Heating System Model DLV, Installation and Operating Manual
Table 17 – Lube Oil System Components

LO Pump Prelube Pump
LO Cooler Optional LO Heater (GE
option 6.1.4.5, or 6.1.4.6)
LO Thermostatic Valve
Self-Cleaning LO Filter
LO Centrifuge
Crankcase Ventilation System
4.3.1 Lube Oil System Engine Mounted Components

The following components that make up the LO system are mounted on the engine.
4.3.1.1 LO Pump
The V250MDC engine uses an on-engine, engine-driven lube oil pump to circulate lubricating oil throughout the
LO system. This pump includes an integrated relief valve and is mounted on the free end of the engine.
4.3.1.2 LO Cooler
The lubricating oil is cooled by an engine mounted plate type heat exchanger. The Low Temperature cooling
circuit supplies the cooling water for the LO Cooler. The LO cooler is mounted on the left hand side of the free end
of the engine.
4.3.1.3 LO Thermostatic Valve

The lubricating oil temperature is regulated by a thermostatic valve integrated into the front end structure. The
thermostatic valve is used to maintain the desired engine LO temperature in order to achieve optimal
performance. This valve is automatically controlled by an internal thermostat that has been factory set to the
correct control temperature for the application. When the LO temperature within the circuit approaches the
temperature set point, the internal valve opens to mix the flow of LO to maintain a constant temperature.
This thermostatic valve maintains LO temperature at 74°C (165°F) where it enters the main gallery for distribution
throughout the engine.
4.3.1.4 Self-Cleaning LO Filter

The lubricating oil is continuously cleaned by a self-cleaning filter. The filter uses a small portion of the oil to
continuously back flush the filter elements. The self-cleaning LO filter is located on the right hand side of the
engine near the free end.

4.3.1.5 LO Centrifuge
Very small contaminants are removed from the lubricating oil by the LO centrifuge. Partial flow is diverted to the
centrifuge, which spins at high speeds to trap the contaminants. The oil is then returned to the sump.
4.3.1.6 Crankcase Ventilation System

The components of this sub system create a vacuum and remove crankcase fumes from the crankcase. Oil mist
is separated from the crankcase fumes by a coalescer and drained back to the LO sump. The crankcase fumes
are then routed to the exhaust stack assembly.
4.3.2 LO System Vessel Mounted Components

The following components that make up the LO system are mounted on the vessel.
4.3.2.1 Prelube Pump

The prelube pump supplies lube oil to the engine before start up to make sure there is no damage to internal
engine components during engine starting. Refer to GEK-114465 V228/V250/L250 Pre-lubrication Pump
Installation Instructions and Figure 31 through Figure 33 for the outline drawings for more information.
This prelube pump is supplied by GE.
4.3.2.2 Optional Lube Oil Heater (GE Option 6.1.4.5, Or 6.1.4.6)

An optional lube oil heater can be used for applications in cold climate or for applications that require the
engines to be started and loaded in a short period of time. The LO heater is offered as an option by GE. It can also
be supplied by the GE distributor or shipyard.
GE option 6.1.4.5 or 6.1.4.6, is for a LO heater packaged as a single unit with an HT circuit heater. Refer to GEK-
115359 Hotstart Dual Fluid Circulating Heating System Model DLV, Installation and Operating Manual and the
outline drawing in Figure 35 for more information.
ATTENTION: If a lube oil heater is used, but not supplied by GE, the controls of the LO heater must be checked
to confirm they are compatible with the V250MDC control system.
4.3.3 Lube Oil System Engine / Vessel Piping Interface

A complete list of the engine / vessel piping interfaces for the Lube Oil System, including the connection sizes and
types, can be found on Sheet 6 of the P&ID for the project.
The following options are available for the lube oil system engine / vessel piping interface:
4.3.3.1 Flexible Connections (GE Option 9.10.2)

GE offers flexible connections including hardware and mating flanges for the following LO connections. Refer to
sheet 6 of the P&ID and outline drawings for the project for additional information:
• J-404, Engine outlet to lube oil heater / prelube pump

• J-407, Engine inlet from lube oil heater / prelube pump

4.3.4 Lube Oil External Piping Requirements

External prelube pump piping must be designed for a flow of 8.2 m3h (30 GPM) with maximum back pressure of
10.3 bar (150 psi) and up to 381 mm-Hg (15 in-Hg) inlet suction vacuum.
For lube oil heater piping, reference the requirements of the lube oil heater supplier. For GE supplied HT and LO
heater, reference GEK-115359 Hotstart Dual Fluid Circulating Heating System Model DLV, Installation and
Operating Manual. For GE supplied lube oil Heater, reference GEK-76833 Coolant & Oil (COL) Heating system,
Install & Operation publication.
ATTENTION: All ferrous lube oil piping must be pickled to ensure proper cleanliness.
External lube oil piping will be exposed to normal operating pressures of the lube oil system when the engine is
running. Minimum pressure is -0.4 bar (-5.8 psig) and maximum pressure is 15.5 bar (225 psi).For more information
on general piping requirements, reference section 4.8, GENERAL PIPING REQUIREMENTS of this project guide.
4.4 COMBUSTION AIR SYSTEM

The combustion air system provides filtered air for combustion. See Figure 47 for a representative sample of the
Combustion Air System P&ID. Reference Table 18 for a list of system components.
Refer to the following documents for more information:
• P&ID, Sheet 7
• Outline Drawing
• Scope of Supply
Table 18 – Combustion Air System Components

Air Filter N/A
Turbochargers
Intercoolers
Aftercooler
Exhaust Gas Separator
Combustion Air Pressure Sensor
4.4.1 Combustion Air System Components

The following components that make up the combustion air system are mounted on the engine.

Engine
EGR Piping
F-500A
S-600
R-606
E-200
E-202 E-100
R-600 J-600
R-601
TP600 R-607 R-605
J-600
E-201

J-601
F-500
J-502 TP502 V-601
TP501
DESCRIPTION TAG SUPPLIER DESCRIPTION TAG SUPPLIER S
EGR Cooler E-100 B EGR back flow valve R-606 B
Intercooler (Right) E-200 B HP turbine bypass valve R-607 B 1) Provided by GE to check backpressure only during commissioning when GE is
Intercooler (Left) E-201 B Exhaust silencer S-600 Z commissioning the engine, otherwise customer supplied.
Aftercooler E-202 B LP turbocharger speed sensor (Left) SS-601 B 2) Wired to engine controller (EC).
On engine air filter (Right) F-500 B LP turbocharger speed sensor (Right) SS-602 B 3) The connection for PI-600 is located in the vessel mounted exhaust piping 1 meter
On engine air filter (Left) F-500A B HP turbocharger speed sensor SS-603 B
Inlet air humidity sensor HT-500 B Manifold air temperature TT-500 B
not cover with heat shield.
Turbo inlet air temperature sensor
4) This sensor is for monitoring purposes only.
Flexible hose J-502 Z TT-501 B
5) Under many engine operating and ambient conditions, no aftercooler condensate is
Expansion bellows J-600 B Intercooler air outlet temperature TT-505 B generated. The amount condensate generated depends on ambient air temperature
Aftercooler air inlet temperature
Figure 47 – Typical Combustion Air / Exhaust System, V250MDC

Flexible hose J-601 B TT-506 B and humidity. When using ASTM D975 ULSD fuel (<15 ppm sulfur content),
Pressure indicator used at commissioning PI-600 T Exhaust gas temp cylinder (Left) TT601-608 B aftercooler condensate consists of water with a pH of 5 to 6 and can be handled
Manifold air pressure Exhaust gas temp cylinder (Right) TERMINATION POINT TAG CONNECTION
PT-500 B TT611-618 B as non-oily machinery wastewater as defined by section 2.2.17 of the US EPA VGP
Intercooler air outlet pressure PT-505 B HP turbine inlet temperature TT-622 B Aftercooler outlet drain TP-501 1-7/16"-12 ORFS Male (2013). Do not install any valves in the aftercooler condensate drain line. Contact
HP compressor outlet pressure Exhaust Gas Separator Vent TP-502 1-7/16"-12 ORFS Male GE application engineer for further details.
PT-507 B LP turbine inlet temperature (Left) TT-623 B
Air filter diff. pressure (Right) PT-510 B LP turbine inlet temperature (Right) TT-624 B Exhaust stack outlet TP-600 Round ANSI Flange24" 6) The exhaust gas separator is required to contain any EGR gas that leaves the
Air filter diff. pressure (Left) PT-510A B LP turbine outlet temperature (Left) TT-625 B
engine through the aftercooler condensate drain connection. EGR gas that enters
LP turbine outlet temperature (Right)
the tank is vented back to the engine exhaust.
EGR Manifold Pressure PT-600 B TT-626 B
7) Liquid condensate is drained through a p-trap. The p-trap is required at the
Exhaust Manifold Pressure PT-601 B EGR cooler exhaust outlet temperature TT-627 B SUPPLIER KEY CODE outlet of the tank to constantly maintain a liquid seal. The p-trap is to be made
LP turbine inlet pressure PT-608 B EGR cooler exhaust inlet temperature TT-628 B from 1.315" OD 0.109" wall tube (or metric equivalent). Dimensions of p-trap are
Exhaust stack transition R-600 Z Exhaust gas separator V-601 B B= Included in basic engine scope of supply shown above. If draining to a tank, use a funnel. Do not connect pipe directly to
Exhaust 90° elbow R-601 NS NS= Not Supplied by GE p-trap outlet.
EGR control valve R-605 B T=Temporarily provided during commissioning by the 8) The Exhaust Gas Separator Vent is connected to the main exhaust piping in the
commissioning technician. same location that is used to measure exhaust back pressure (PI-600).
Z= GE option
E-62747
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GEK-115179B
4.4.1.1 Air Filter

The quality of the combustion air has a large impact on engine performance, filter life, and engine wear. The
engine mounted air filters are only to be used in engine compartments supplied with clean ventilation air. There
two air filters, and they are attached to the low pressure turbochargers. The air filters will remove particles from
the combustion air that might damage the engine. For purposes of shipping, the air filters are installed at the
factory, but pressure and temperature sensors mounted to the air filters are not installed.
4.4.1.2 Turbochargers
The engine mounted turbochargers compress combustion air going into the cylinders using energy from the
exhaust gases to perform the work. The turbochargers are mounted on the free end of the engine. For maximum
efficiency and minimum emissions, the V250MDC engines use a sequential turbocharger arrangement. There are
two low pressure turbochargers that feed into one high pressure turbocharger.
4.4.1.3 Intercooler
There are two intercoolers used to cool the combustion air after it is compressed by the low pressure
turbochargers. The intercoolers are cooled by the LT cooling circuit and are mounted on the left and right hand
sides on the free end of the engine.
4.4.1.4 Aftercooler
There is one aftercooler used to cool the combustion air after it is compressed by the high pressure turbocharger.
The aftercooler is cooled by the LT cooling circuit and is mounted in between the intercoolers on the free end of
the engine.
4.4.1.5 Combustion Air Pressure Sensor

A combustion air pressure differential switch is supplied on each air filter to alert the vessel engineers when the
air filter is dirty and requires a new filter element. This sensor is mounted on the air filter.
4.4.1.6 Exhaust Gas Separator

It is a small tank which is located on the left side of the engine, near the rear side of the lube oil cooler. It
separates the after-cooler condensate from the intake air or exhaust gas combination that may escape with the
condensate. The after-cooler condensate is drained out the bottom of the exhaust gas separator through a
shipyard supplied P-trap. The intake air or exhaust gas combination is vented to the exhaust stack through the
top of the exhaust gas separator.
4.4.2 Engine Room Ventilation System

The ventilation air supplied to the engine compartment must be of sufficient quantity to provide both
combustion air to and (if necessary) remove excess heat from the engine compartment. The ventilation air
system and engine compartment sealing must be designed so that water, foam, oil mist, sand, dust, exhaust
fumes, etc. cannot enter.

Calculations and provisions for supplying the required ventilation air are not the responsibility of GE. These
calculations should be performed by the naval architect or shipyard. Perform calculations and provisions with
the following requirements:
• Reference the engine data sheet in section 2.2, ENGINE DATA SHEETS for the quantity of air required for each
engine.
• The quantity of ventilation air required is dependent on the desired engine compartment temperature and
the temperature of the ventilation air and engine load. Heat rejection to air from the GE V250MDC engine
can be found in the engine data sheet in section 2.2, ENGINE DATA SHEETS.
• A negative engine room pressure measured external to the engine compartment must be less than 12.7 mm
(0.5 in.) of water. A slight positive pressure in the engine compartment is desirable with a positive pressure of
no more than 12.7 mm (0.5 in.) of water.
NOTE: If the ambient air has an extreme amount of harsh particulate matter as seen in areas with blowing
dirt and sand or in areas where loading, unloading, or transporting of dust creating materials occurs (as
with concrete, coal, grain, or any ore), the engine mounted air filtration package should not be used. For
these types of applications, please contact your GE representative for more info.
4.4.3 Combustion Air System Engine / Vessel Piping Interface

A complete list of the engine / vessel piping interfaces for the combustion air system, including the connection
sizes and types, can be found on Sheet 7 of the P&ID for the project.
The following options are available for the lube oil system engine / vessel piping interface:
1. Flexible Connections (GE option 9.10.1 or 9.10.2)
4.4.3.1 Flexible Connections (GE Option 9.10.1 Or 9.10.2)

GE offers flexible connections for the following combustion air-system connections. Refer to sheet 7 of the P&ID
and outline drawings for the project for additional information:
• J-502, exhaust gas separator vent
4.5 EXHAUST GAS SYSTEM

The exhaust gas system expels smoke and drives the turbocharger. See Figure 47 for an example of the Exhaust
Gas System P&ID. Reference Table 19 for a list of system components.
Refer to the following for more information:
• Sheet 7, P&ID
• Outline Drawing
• Scope of Supply
• GEK-114445 V228/V250/L250 Exhaust Components Installation Instructions
Table 19 – Exhaust Gas System Components

Turbochargers Exhaust Bellows (GE Supplied)
EGR Control and Back Flow Valves Exhaust Stack Transition (GE Option 6.5.12.5)
HP Turbine Bypass Valve Exhaust Silencer

4.5.1 Engine Mounted Exhaust Gas System Components

The following components that make up the exhaust gas system are mounted on the engine.
4.5.1.1 Turbochargers
Turbochargers compress combustion air going into the cylinders using energy from the exhaust gases to
perform the work. For maximum efficiency, response time, and minimum emissions, the V250MDC engines use a
sequential turbocharger arrangement. There are two low pressure turbochargers that feed into one high
pressure turbocharger. The turbochargers are mounted on the free end of the engine.
4.5.1.2 EGR Control And Back Flow Valves

The EGR control and EGR back flow valves divert exhaust gas into the EGR cooler and help control back pressure
in the exhaust system. Both valves are located in the exhaust manifold.
4.5.1.3 HP Turbine Bypass Valve

This valve allows some exhaust to bypass the turbine on the high pressure turbocharger and go directly to the
low pressure turbines under part load conditions for maximum response time. This valve is located on the free
end of the engine in between the low pressure turbochargers.
4.5.2 Vessel Mounted Exhaust Gas System Components

4.5.2.1 Exhaust Bellows
The exhaust bellows are supplied by GE. Please reference GEK-114445 V228/V250/L250 Exhaust Components
Installation Instructions publication as well as Figure 28 for the outline drawing.
The purpose of the exhaust bellows is to compensate for thermal expansion and to isolate vibrations and
external forces between the exhaust box on the turbocharger and the exhaust piping. This is accomplished by
the accordion-type construction of the bellows. The exhaust bellows are mounted directly to the turbocharger
outlet, and connect to the two inlets of the exhaust stack transition.
4.5.2.2 Exhaust Silencer

An exhaust silencer is generally required for marine application to reduce the noise level of the engine exhaust.
Depending on the requirements of the specific application, a silencer with spark arresting capability may also be
required.
The silencer is not supplied by GE.
4.5.3 Exhaust Gas System Engine / Vessel Piping Interface

Sheet 7 of the project specific P&ID contain a complete list of the engine / vessel piping interfaces including the
connection sizes and types. The project specific outline drawing shows the locations of these connections on the
engine.
The following options are available for the exhaust gas system engine / vessel piping interface:
1. Exhaust Stack Adapter (GE Option 6.5.12.5)

4.5.3.1 Optional Exhaust Stack Adapter (GE Option 6.5.12.5)

GE offers an optional exhaust stack adapter that connects directly to the standard exhaust bellows. This adapter
has two inlets, one for each LP turbo outlet, and one outlet to the vessel exhaust piping. This adapter must be
supported by the vessel exhaust piping. Reference Figure 28 for the outline drawing.
4.5.4 Exhaust Gas System External Piping Requirements

Each engine should have its own exhaust pipe from the turbocharger outlet transition. The GE supplied flexible
bellows must be mounted directly between the turbocharger outlet and the optional GE exhaust stack adapter to
compensate for thermal expansion (or engine movement in the case of resilient mounts) and to prevent damage
to the turbocharger due to vibrations. The pipe and GE supplied transition piece on the ship side of these bellows
must be properly secured. Bends should be made with the largest possible bending radius; the minimum bending
radius used should be 1.5 x pipe diameter. The exhaust pipe should be insulated all the way from the
turbocharger and the insulation should be protected by a covering plate or similar device to keep the insulation
intact.
The exhaust gas pipes and/or silencers should be provided with water separating pockets and drainage.
Absolute maximum exhaust gas backpressure is 24.9 mbar (10 in.) of water at full load, which should be
calculated by the shipyard and verified during sea trials. Recommended maximum flow velocity in the exhaust
pipe is 40 m/s (131.34 f/s) at full load. If the pipe is long, or an exhaust gas boiler is installed, the velocity needs to
be lower.
Refer to the engine data sheet in section 2.2, ENGINE DATA SHEETS for exhaust gas quantities and temperatures.
For more information on general piping requirements, reference section 4.8, GENERAL PIPING REQUIREMENTS of
this project guide.
4.6 STARTING AIR SYSTEM

The starting air system uses compressed air to start the engine. See Figure 48 for an example of the starting air
system P&ID. Reference Table 20 for a list of system components.
Table 20 – Starting Air System Components

Starter Air Motor Air Compressor
Flywheel Ring Gear and Flywheel Air Receiver (GE option 6.6.5)
Water Separator
Main Shut Off Valve
Strainer (GE supplied)
Pressure Regulator (GE supplied)
• P&ID, Sheet 8
• Outline Drawing
• Scope of Supply

E-57581
Figure 48 – Typical Starting Air System, V250MDC

4.6.1 Engine Mounted Starting Air System Components

The following components that make up the starting air system are mounted on the engine.
4.6.1.1 Starter Air Motor

The air powered starter motor is a turbine type motor that turns the engine with a pinion gear that moves axially
to engage the flywheel ring gear when air pressure is applied to the starter motor. After the starting air pressure
is shut off, the pinion disengages so the engine and flywheel can turn freely. The air starter motor requires 6.2 bar
(90 psig) while cranking the engine. Air consumption with 6.2 bar (90 psig) inlet pressure is 2730 Nm3/hr (0°C and
101.3 kPa) or 1606 SCFM (60°F and 14.7 psia).
The starter air motor is located on the drive end of the engine, on the left hand side when standing behind the
drive end and looking forward at the free end.
4.6.1.2 Flywheel Ring Gear And Flywheel

The flywheel ring gear, which is bolted to the flywheel, is used by the starter motor to turn the engine over during
the starting procedure.
4.6.2 Starting Air System Vessel Mounted Components

The following components that make up the starting air system are mounted on the vessel.
4.6.2.1 Air Compressor

The air compressor generates the compressed air that is used to start the engine and provide air for other on
engine accessories such as the bypass and waste gate valves (if so equipped). The air compressor is not supplied
by GE.
4.6.2.2 Air Receiver (GE Option 6.6.5)

GE offers the air receiver as an option. The air receiver is a pressure vessel that stores the compressed air that is
used to start the engine. It must be sized properly so that the minimum number of starts as specified by marine
regulatory agencies is met. Refer to section 4.6.4 for air receiver sizing.
The air receiver can also be supplied by the GE distributor or the shipyard.
4.6.2.3 Water Separator

The water separator is required to remove any condensate from the compressed air system before it reaches the
pressure regulating valve and the starter motor. The water separator is not supplied by GE.
4.6.2.4 Main Shut Off Valve

A lockable main shut off valve is required so the air start system can be isolated and locked when maintenance is
being performed on the engine. This is a safety requirement to prevent the engine from turning over and causing
injuries to personnel who are working on the engine. The main shut off valve is included in the GE Air receiver
(option 6.6.5 or 6.6.6) or can be supplied by the GE distributor or shipyard.

4.6.2.5 Strainer
The strainer is required to prevent any debris from the air start system from clogging up the pressure regulator
valve or the starter motor. The strainer should be located as close as possible to the pressure regulator. The
maximum inlet pressure for the strainer is 30 bar (435 psi). The strainer is supplied by GE. Please refer to the
outline drawing in Figure 29 for addition information.
4.6.2.6 Pressure Regulator

The pressure regulating valve takes the high pressure air from the air receivers and reduces it to 6.2 bar (90 psi).
The pressure regulator must be installed from 1 m to 3 me (3 ft. to 10 ft.) from the inlet of the starter motor. The
maximum inlet pressure for the pressure regulator is 30 bar (435 psi). The regulator is supplied by GE.
Please refer to the outline drawing in Figure 30 for more information.
4.6.3 Starting Air System Engine / Vessel Piping Interface

Sheet 8 of the project specific P&ID contains a complete list of the engine / vessel piping interfaces including the
connection sizes and types.
The following are options are available for the starting air system engine / Vessel Piping Interface:
1. Flexible Hose (GE Option 9.10.2)
4.6.3.1 Flexible Hose (GE Option 9.10.2)

GE can supply a flexible hose, J-700 on the P&ID, to connect the vessel starting air system piping to the engine
mounted starter motor. This is a 2” flexible hose that includes a 2” to 1-1/2” NPT male adapter for the starter air
motor connection.
4.6.4 Required Starting Air Volume

Air receivers must contain enough volume to meet typical marine regulatory agency requirements for
consecutive warm engine starting attempts. Use the following calculation to determine starting air receiver
capacity:
Refer to Table 21 for definitions of the variables.

Table 21 – Variables For Start Air System Calculation
Where:
Rc = capacity of air receiver (Liters)
n= number of required starts (per classification society)
t= time required for 1 start (seconds)
Vc = air consumption per sec @ Sm (m3/second)
Patmp = normal atmospheric pressure (bar)
Rp = max pressure of air receiver (bar)
Sm = minimum start pressure required at starter inlet to crank the engine (bar)
Sfd = drive safety factor*
losses = 0.05 **
*Refer to Table 22 for additional information concerning the drive safety factor value to use in the calculation.
**This value is based on the assumption of 5% flow loss in piping and flow components considering:
1. 7 seconds as typical cranking time.
2. 5% losses in flow lines.
3. Minimum start pressure required at starter inlet to crank the engine: Sm = 5 bar.
4. Air consumption per second @ Sm, Vc = 0.65 m
3
5. /second at normal conditions.

Table 22 – Drive Safety Factor For Typical Marine Configurations.
Drive Safety
Item Typical Engine Configurations - Marine
Factor
1 Engine coupled with propeller and firefighting pump 1.1
Propeller
FI-FI Gear
Engine
Pump Box
2 Engine coupled with propeller, firefighting pump, and alternator

Case 1 - if clutch is provided for alternator 1.1
FI-FI
Propeller
Pump Gear Gear
Engine
Box Box
~
Case 2 - if clutch is not provided for alternator 1.2
FI-FI Gear
Engine Gear ~
Pump Box Box
4.6.5 External Piping Requirements

When connecting the air system, ensure that all piping, hoses, and valves are clean prior to installation. Also
make sure that the starter inlet is free of dirt and foreign material during installation so as not to impair the
efficiency of the air starter. Follow these guidelines for supply line installation:
• Keep the number of tees and elbows and the length of the supply line to a minimum.
• Use DN80 mm nominal pipe (3 in.) minimum for supply lines from the air receiver to the GE supplied Y-
strainer. Use DN50 mm nominal pipe (2 in.) from the Y-strainer to the flexible hose (Y-strainer and air
regulator are supplied with 2 in. NPT female threaded connections.) Use a 50 mm (2 in) flexible hose to isolate
the starter air motor from shipboard piping.
• A 1-1/2 in. NPT male adapter is required between the 50 mm (2 in.) flexible hose and the 1-1/2 in. NPT female
connection on the starter air motor.
• Mount the pressure regulator within 1 m to 3 m (3 ft. to 10 ft.) of the air starter motor in order to minimize the
6.2 bar (90 psig) piping. Most of the pressure drop in the supply lines will occur between the regulator and the
starter air motor, so it is important to minimize pressure drop in this section of piping.
• Always run the supply line from the side or top of the air receiver, never at or near the bottom where moisture
in the air could collect.
• Use a recommended sealant on all connection to prevent leaks that may drain the air supply system.

For more information on general piping requirements, refer to section 4.8, GENERAL PIPING REQUIREMENTS of
this project guide.
4.7 CRANKCASE AND SPEED DETECTION SYSTEM

The Crankcase supports all main components of the engine, such as the crankshaft which transmits power from
the engine to driven equipment (propeller, generator, etc.). Speed sensors are used to sense the crankshaft
engine speed for control and monitoring. See Figure 49 for an example of the Crankcase / Speed Detection
System.
• P&ID, Sheet 9
• Outline Drawing
• Scope of Supply
The crankcase is ventilated to keep cylinder blow-by gasses from building up (refer to section 4.5, EXHAUST GAS
SYSTEM. The crankcase pressure sensor is located on the engine block, above the gear case cover on the right
side of the engine. If crankcase pressure is too high, a shutdown alarm is sent to the local control display panel.
The crankcase doors are equipped with explosion-relief valves. In the event of a crankcase explosion, these
valves will open to relieve the pressure inside the crankcase and prevent the crankcase doors from separating
from the engine. Per IACS requirements, the crankcase doors are flame-arrested and close quickly after any such
explosion.
The engine features over speed protection. Over speed is defined as engine speed greater than 15% in excess of
rated speed. Per IACS requirements, the engine will shut down if an over speed incident occurs. The engine has
four engine speed sensors: two are located next to the gearbox cover on the right flywheel guard rear corner of
the engine. These two sensors are for the AMSC. Two engine speed sensors are located on the rear side of the
mainframe, mounted on a cast block that is part of the mainframe. These two sensors are for the ECU.
4.7.1 Optional Oil Mist Detector (GE Option 7.24.7)

An oil mist detector is required for engines rated at 2250 kW (3000 hp) or more with marine certification. Oil mist
can be generated by internal engine components (main bearings, pistons, camshaft, gears, etc.) when two
surfaces in contact begin to overheat. Formation of oil mist is an indication of failure, and because oil mist is
explosive, it is also dangerous to the crew in the form of a crankcase explosion. GE offers an oil mist detector as
on option to satisfy marine certification requirements and provide an extra level of engine protection. When
supplied, it is mounted on the right hand side of the engine.

E-57578
Figure 49 – Typical Crankcase Speed / Detection System, V250MDC

4.8 GENERAL PIPING REQUIREMENTS

This section describes engine piping system and connection parameters to be followed for installation of the GE
diesel engine in the vessel.
4.8.1 Pipe Routing

• Piping should be routed as direct as possible with minimum bends, but with sufficient joints for ready
accessibility and removal. Piping design must not disrupt the integrity of watertight and oil-tight areas in the
vessel’s structure.
• Piping must not interfere with walkways, doors, or hatches and permit unrestricted access in walkway areas
and designated workspaces
• Piping must clear areas required for machinery operation and control.
• Piping must be routed around machinery or tank access openings and access openings used for shipping or
receiving machinery and equipment.
• Keep piping close to bulkheads or walls, behind framing, and along the underside of decks or floors.
• Leave sufficient space between pipes and spool all pipes from decks or floors, and bulkheads or walls to
permit easy maintenance and painting.
• Minimize piping in control rooms or over electrical equipment. When this is not possible, install the pipe in
one length with all flanges or screwed connections kept away from electrical switchgear or cabinets.
• Avoid high and low points in the pipe routing if possible. Use plugs or valves for draining in unavoidable low
points. Fit piping high points with vent valves.
NOTE: Use removable piping sections when routing obstructs equipment that requires dismantling for
periodic overhaul. Provide isolating valves to minimize system disruption.
4.8.2 Piping Support And Protection

The piping must be supported to prevent vibration damage. Design the number of supports provided, the type
selected, and the location to eliminate excessive vibration of piping under all normal operating conditions.
• When piping is subject to movement from expansion or other causes, specially designed hangers or
supports must be provided.
• Spring-type hangers should be provided when required for engine exhaust gas pipes.
• Heavy items such as valves and fittings must be supported to prevent overloading the attached piping.
• Provide pipe support on the hull or plant side of the system piping to minimize pipe movement and flex
connection loading.
• Expansion joints must be used at bulkheads and decks to prevent piping damage from structure movement
due to vessel flexing.
• Use flange-type welded connections on either side of bulkheads to permit pipe dismantling for service.
If piping is subject to mechanical damage, it should be adequately protected by removable metal guards. The
guards must be designed and positioned to allow for inspection and painting.
Refer to latest revision of Victaulic's DESIGN DATA AND MATERIAL SPECIFICATIONS PUBLICATION 26.01 for further
guidance on integrating any grooved couplings provided by GE with the hull or plant system design.
4.8.3 Connections Between Engine And Vessel Piping

Flexible connections must be used between engine mounted piping and vessel mounted piping for all marine
engine installations to accommodate thermal growth, vibration, and movement in the case of resiliently
mounted engines. The length and weight of piping mounted on the engine must be kept to a minimum, and the
flexible connection should be placed right at the engine connection flange whenever possible. Vessel mounted

piping must be supported as close to the flexible connection as possible to limit movement and vibration in the
piping arrangement.
NOTE: All shipyard supplied piping interfaces are to be supported and aligned in accordance with
International Association of Classification Societies (IACS) rules (UR P, part 2) and regulations at a minimum.
IACS rules and regulations are only to be superseded when a specific class society or the country of vessel
flag rules and regulations are more stringent.
NOTE: Flexible connections installed in piping systems for fuel oil, flammable liquids, and high pressure
containment may require approval by the classification society and/or other applicable regulatory bodies.
4.8.3.1 Flexible Hose Installation Guidelines

Improperly installed hoses can result in decreased flow, premature failure, and loosening of fitting connections.
Make sure to follow the installation guidelines given below:
1. Do not twist the flexible hose during installation, or install the flexible hose where it will twist during normal
operation.
2. When flexible hose is compensating for relative movement, use ample bend radius to avoid collapsing the
hose. Exceeding the minimum bend radius will greatly reduce the useful life of the hose.
3. Avoid installing the flexible hose in a straight line when compensating for relative movement. Instead, use
90° or 180° bends to avoid compressing or expanding the hose.
4. When necessary, use the end fittings or other adapters to make sharp bends and avoid exceeding the
minimum bend radius.
4.8.4 Pipe Venting

Vent any tanks containing flammable fluids to the atmosphere using a gooseneck ventilator and flame screens
and closures. Position air vent discharges from tanks or valves so that discharge air does not:
• Enter any other ventilation air inlets

• Enter openings to accommodations or work spaces
• Discharge onto machinery or electrical equipment
• Discharge onto personnel
Vent connections to the weather deck should have a flanged joint just above the deck to facilitate service of the
vent terminal.
4.8.5 Pipe Cleaning

Thoroughly clean all piping and equipment after fabrication and prior to vessel installation. Visually inspect
combustion air and exhaust gas piping systems to ensure weld slag and debris is removed prior to installation.
After installation, each piping system must be cleaned and flushed with the applicable system’s medium.
NOTE: The cleaning/flushing process should be reviewed by the owner, regulatory agency’s inspector, and
GE.

Conduct each flushing at the system’s maximum operating pressure and temperature, and above normal line
velocity. Remove, bypass, or blank-off heat exchangers, control valves, and other in-line components that could
trap debris during the flushing process.
4.8.5.1 Inhibited Sulfuric Acid Pickling

All ferrous pipes used in the fuel oil and lube oil systems must be pickled to remove mill scale and weld slag. Pipe
sub-assemblies should be pickled after welding is completed. After the pipe sub-assemblies are pickled, they
should be properly preserved against corrosion and protected against dirt or debris entering the ends of the pipe
assemblies.
NOTE: Failure to properly pickle fuel oil and lube oil piping can lead to catastrophic engine failure. A failure of
this kind is not covered under warranty.
4.8.6 Valves And Gauges

The valves are in no way to restrict system flow. Valve handles are to be capable of being positively retained in
their normally open position to prevent accidental closure. Hand wheels or operating levers of valves should be
easily operated from a walkway or deck. Unless obvious, provide valves with nameplates clearly stating their
purpose.
Safety or relief valve inlet piping should be as short as possible. Discharge oil system relief valves to the low
pressure side of the system.
Valves should normally be gate or globe type, except for throttling purposes where globe type valves should be
used. The substitution of butterfly or ball valves can be made where permitted by regulating agencies. Do not use
gate, butterfly or ball valves where close, controllable throttling is mandatory.
System gauges, thermometers, etc. should be visible from operating areas. Thermometers should have separate
wells. Pressure gauges should have test tees. Locate isolating valves close to the main piping run.
NOTE: Valves attached to the vessel’s hull or oil tanks should be selected and arranged based on
classification society requirements.
4.8.7 Piping Materials

ATTENTION: Zinc and zinc based products (galvanized pipe and fittings, zinc based primers, etc.) should not
be used anywhere in the vessel’s fuel and lube oil systems, including the storage tanks.
Refer to Table 23 and Table 24 for guidance in choosing the materials for external piping systems.
Table 23 – Pipe Material
External Piping System Recommended Material Alternative Material

HT and LT Cooling Carbon Steel -
Fuel Oil Carbon Steel Stainless Steel
Lube Oil Carbon Steel Stainless Steel
Exhaust Carbon Steel -
Starting Air Carbon Steel -
Seawater Cooling 90-10 Copper-Nickel -

Table 24 – Valve And Fitting Material
Pipe Material Recommended Valve and Fitting Material

Carbon Steel Carbon Steel, Ductile Iron
Stainless Steel Stainless Steel
Copper-Nickel Bronze, Monel, Copper-Nickel, Ductile Iron
Special attention should be given to the selection of valve seat, stem, and trim materials, as these materials can
be different from the valve body material in situations where increased resistance to corrosion and erosion are
desired. Improper material application may result in the accelerated corrosion and failure of saltwater service
valves and deterioration of seat materials in ball and butterfly valves used in fuel oil and lubricating oil transfer
systems.
4.8.8 Design Fluid Velocities For Piping

Refer to Table 25 for guidance in regarding design fluid velocities for external piping.
Table 25 – Recommended Design Fluid Velocities
Fluid Velocity, ft/sec

External Piping System
Nominal1 Maximum
HT/LT Cooling, Suction & Discharge 3√d 8

Fuel Oil, Suction 2√d 7
Fuel Oil, Discharge 5√d 12
Lube Oil, Suction √d 4
Lube Oil, Discharge 2√d 6
Exhaust Reference Section 4.5.4
Starting Air Reference Section 4.6.5
Seawater Cooling, Suction 3√d 12
Seawater Cooling, Discharge 5√d 5√d 12
1d is the internal pipe diameter in inches

5.0 CONTROLS INTEGRATION FOR GE V250MDC ENGINE

The following section is intended to be a basic description of integration needs between the GE ECS-4 engine
controller and the rest of the vessel. It will document power requirements, spatial needs, and wiring details. GE
intends that this document would be the basis of discussion between the various parties involved, to describe
what signals are available from GE to the vessel, and what form those signals take. In return, GE expects a variety
of signals from the vessel; this document describes those and explains what type of signal GE expects. As this
document covers all possible signals, final configuration will depend on the vessel.
5.1 CONTROL SYSTEM OVERVIEW

The ECS-4 engine controller is made up of both engine mounted and vessel mounted components. See Table 26
for a list of the system components. See Figure 50 for the system functional block diagram of the engine
controller.
Table 26 – Engine Controller Components

Engine Control Power Supply (PSU)
Unit (ECU)
Safety Unit (SFU) Interconnect Box (ICB)
Sensors Local Control Station (LCS)
Remote Screen (GE option 7.15.1 or 7.15.2)
Off Engine Sensors
5.2 POWER REQUIREMENTS

The power supply for the engine control system is supplied by GE in all cases. There are a total of four (4) power
inputs into the power supply.
Two inputs are for power to the on-engine ECU. These inputs need to come from separate power sources, as the
power supply will automatically transfer from the Primary to the Secondary in case of a loss of power to the
Primary.
Two inputs are for power to the on-engine SFU. These inputs need to come from separate power sources, as the
power supply will automatically transfer from the Primary to the Secondary in case of a loss of power to the
Primary.
The GE supplied power supply routes power to the required components, such as ECU, SFU, and Local Control
Station. All engine sensors that require power shall be powered by the power supply. In no instance should
anything not engine or control related be powered by the GE Power Supply. The power supply requires a total of
960 watts (Max.) of power, 18-32VDC, 24VDC nominal. There are 4 power inputs, ECU primary and secondary, and
SFU primary and secondary.

Figure 50 – System Functional Block Diagram

5.3 SPATIAL AND MOUNTING REQUIREMENTS

5.3.1 Power Supply (PSU)
The PSU supplies power for all on-engine control items, as well as many off-engine control items. The cabinet is
designed to be mounted to a bulkhead or wall. Maintain a clearance of one foot to the top and bottom of the
power supplies for ventilation. Additionally, all wiring shall come to the bottom of the power supplies. Design
should allow space left for harnessing. Refer to Figure 51 for an outline drawing of the power supply.
NOTE: The Power Supplies must be within 10 meters (wire length) of ECU/SFU.
5.3.2 Interconnect Box (ICB)

The ICB is the hub of the wiring system. All wiring interfaces between the engine and the customer are run
through the ICB. Additionally, the ICB contains 2 Ethernet switches and allows for expansion (if required.)
The ICB is designed to be mounted to a bulkhead or wall. All harnessing comes from bottom. Design should allow
space left for this harnessing. Refer to Figure 52 and Figure 53 for an outline drawing of the ICB.
NOTE: The Interconnect Box must be within 10 meters (wire length) of ECU/SFU.
5.3.3 Local Control Station (LCS)

The LCS provides the HMI for engine control and monitoring in the engine room. In addition to a screen, it
contains digital switches as well as warning lights. It can also be located in the engine control room. The LCS is
designed to be mounted to a bulkhead or wall. All harnessing comes from the bottom; space should be left for
this harnessing. Refer to Figure 54 and Figure 55 for an outline drawing of the LCS.
The GE V250MDC engine controller comes supplied with 15 m (50 ft.) of wire for the LCS digital switches and
warning lights, but this does not include Modbus communications. The Modbus communications wiring is
supplied by the GE distributor or the shipyard.
5.3.4 Remote Screen (GE option 7.15.1 or 7.15.2)

An optional remote screen is offered by GE for purposes of remote HMI, usually on the bridge. The optional
remote screen comes with a power supply mounted on the back of the screen. The remote screen and
associated power supply are shipped loose and designed to be mounted in a panel on the bridge or other remote
location. The panel is not supplied by GE.
Refer to Figure 56 and Figure 57 for an outline drawing of the remote screen.
Refer to Figure 58 for an outline drawing of the remote screen with the power supply attached.
CAUTION: Be careful during installation of the PSU, ICB, LCS, and the Remote Screen to prevent the
introduction of Electro Magnetic Interference (EMI) into the control system. Medium to high voltage AC power
cabling is the common source which will generate EMI. These control system components should be placed
at least 1.8 m (6 ft.) from any source of AC power that may generate EMI.


Figure 51 – Power Supply Outline Drawing


Figure 52 – Interconnect Box (ICB) Outline Drawing, Sheet 1


Figure 53 – Interconnect Box (ICB) Outline Drawing, Sheet 2

Figure 54 – Local Control Station (LCS) Outline Drawing, Sheet 1

Figure 55 – Local Control Station (LCS) Outline Drawing, Sheet 2

Figure 56 – Remote Screen Outline Drawing, Sheet 1

Figure 57 – Remote Screen Outline Drawing, Sheet 2

Figure 58 – Remote Screen with the Power Supply Attached Outline Drawing

5.4 WIRING CONNECTIONS

The following connections are available for the GE ECS-4 control system. Some connections are mandatory for
the system to operate properly. Some connections are optional, and their use is dependent upon the application
that the engine is utilized in.
NOTE: All wiring between the engine, PSU, LCS, and ICB is provided except for Modbus communications
between the ICB and LCS. All other wiring is not provided by GE.
5.4.1 Signals Isolation

GE expects that all signals between the GE equipment and third-party supplied equipment shall be isolated. All of
the digital outputs from GE are isolated by relays. The relays are Double Throw, so either the NO or NC contact
can be used. Likewise, GE expects that any input to the GE ICB shall be isolated by contacts.
NOTE: Failure to properly isolate systems and power sources could result in system failures or damage.
5.4.2 Connector Style

Harnesses that connect from the engine into the Interconnect Box have connectors on the engine side, which
connects to either the ECU or SFU. The other end of the harnesses are loose wires, and are intended to be passed
into the ICB through a water-tight, strain relief type of cable gland. Glands are provided by the customer, not GE.
The ICB will have the necessary terminal blocks and relays that are required to connect the harnesses.
Modbus communications connectors are RJ45. GE recommends to use the metal RJ45 connectors which are
properly grounded.
5.4.3 Emergency Stop Connections

Multiple emergency stop connections are available. Actual E-stop functionality is carried out in the on-engine
ECU. All the E-stops are normally open contacts that activate upon the switch closing. Resistors for wire loss and
short circuit detection are provided in the ICB for these circuits. GE recommends to move the resistors to the
location of the emergency stop switch for the best levels of protection. The resistors within the ICB are easily
replaceable with terminal boards for this purpose.
• LCS E-Stop – This E-stop is integrated with the local control station. Wiring for the LCS is included with GE
supplied harness.
• Engine E-Stop – This E-stop is intended to be placed near to the engine mounting. Like the other E-stops, it is
normally open, with resistors provided for wire loss and short circuit. The actual E-stop is included in the
accessories that are shipped with the engine. Wiring for this E-stop is customer supplied and wired into the
ICB.
• Spare E-Stops – The ECS-4 control system can accommodate up to four other E-stop inputs into the system.
All of the spare E-stops are customer supplied and wired to the ICB. The customer is responsible for providing
the proper switch. Resistors for wire loss and short circuit detection are provided by GE and installed in the
ICB for these possible switches.
• SFU E-Stop – This E-stop is integrated with the on-engine SFU, and this SFU shuts down the engine in the
event of a safety related shutdown. It will be connected to the ECU via harness through the ICB. The harness
is GE supplied, but will need to be wired in the field by the installer.

5.4.4 Command Method Inputs

Engine and accessory equipment is generally controlled through the controls on the LCS. In some configurations,
control from alternate locations is allowed. Some commands are available via remote screen and Modbus, and
from third party control systems. Some commands are also available through hardwired signals.
Command methods are exclusive. If commands are via LCS screen command, then they will not be available via
hardwired inputs. The opposite is also true.
Table 27 provides a breakdown of standard and optional command methods.
Table 27 – Standard And Optional Command Methods
Remote
Remote OEI
Signal LCS Hardwired LCS Screen OEI
Communications
Hardwired
Blowdown S O O
Idle/Rated S S O
Local/Remote S O
Speed Increase S O
Speed Decrease S O
Engine Start S S O
Engine Stop S S O
Prelube Start/Stop/Bypass S S O
Heater On/Off S S O
Droop/Isochronous S S O
S = Standard; O= Optional

5.4.5 Hardwired Command Inputs

The following are available hardwired command inputs. GE does not supply dry contacts or switches for digital
inputs.
• Heater Command – This is a digital input for manual command of the Jacket Water/Lube Oil Preheater, if
equipped.
• Droop/Isochronous Command – This is a digital input for manual transition from Droop Mode to Isochronous
Mode and back. This is only necessary for generator sets, or other applications where synchronization is
needed. A “High Signal” back to the controller indicates that the system should go to Droop Mode.
• Idle/Rated Command – This is a digital input for manual transition from Idle Speed to Rated Speed and back.
This is only needed for constant speed engines. A “High Signal” back to the controller indicates that the
engine is to go to IDLE Speed.
• Blowdown Command – This is a digital input that is used to issue a manual blowdown of the engine. This
functionality is normally accomplished via softkey on the CFD. If the hardwired option is used, then the
command will not be available on the screen.
• Prelube Auto/Manual – This is a digital input that places the prelube pump in either Automatic or Manual
mode.
• Prelube Start/Stop – This is a digital input that starts or stops the prelube pump. This command will only
operate in Manual mode.
• Prelube Bypass - This is a digital input that allows the prelube system to be bypassed if necessary for quick
engine starting.
• Remote Control Acknowledge Command – This is a digital input that is used to confirm changing of control
mode of the engine from local to remote.
• Speed Reference – This analog input is for regulation of engine speed. The system requires 4 – 20 mA input
for speed control. This is isolated internally.
• Bias Control – This analog input is for regulation of engine speed using bias. The system uses ± 3VDC for bias.
This is isolated internally.
• Start Interlock Command – This is a digital input that is used as a start interlock for the system. Use of a start
interlock will prevent engine start until the interlock condition is removed.
• Summarized Warning Silence Command – This is a digital input that is used to silence the summarized
warning from a remote location. This does not acknowledge or reset any alarms, it is for silence only.
5.4.6 LCS Inputs

Inputs from the Local Control Station will be pre-wired within the LCS. All wiring is included with GE supplied
equipment. Signals from the LCS pass through the ICB to the ECU. Signals are:
• Reset
• Speed Increase/Decrease
• Local/Remote
• Engine Start/Stop
• System On/Off
• Emergency Stop

5.4.7 Hardwired Digital Indications

The following digital outputs are available. Dry contacts are provided by GE for all of these signals:
• COP Indication – This is an indication that the engine has experienced a crankcase over pressure event.
This is also indicated on the LCS.
• Engine Run Indication – This is an indication that the engine is running. This is also indicated on the LCS.
• Load Limit Reached – This is an indication that the load limit for the engine has been reached. This is also
indicated on the LCS.
• Overspeed Indication – This is an indication that the engine has experienced an overspeed condition. This is
also indicated on the LCS.
• Low Lube Oil Pressure Indication – This is an indication that the engine has experienced a low lube oil
pressure condition. This is also indicated on the LCS.
• Ready To Start Indication – This is a set of contacts to indicate that the engine is Ready to Start.
• Summarized Warning Indication – This is a set of contacts to indicate that there is an alarm condition. The
intent of this indication is to be wired to a vessel provided audible/visual alarm system.
• Local/Remote Indication – This is a set of contacts to indicate the location of engine control.
• Load Digital Output Indication – This is a set of contacts that closes when the load is at a configurable
setpoint.
• Engine Speed Digital Output Indication – This is a set of contacts that closes when the engine speed is at a
configurable setpoint.
• System slowdown – This is a single set of contacts from the ICB to indicate that either the ECU or the SFU has
requested a slowdown.
• ECU Slowdown Indicator – This is an indication that the Engine ECU has requested a slowdown.
• SFU Slowdown Indication – This is an indication that the on-engine SFU has requested a slowdown.
• System OK – This is a single set of contacts from the ICB to indicate that both the ECU and the SFU Systems
are OK.
• ECU OK Indication – This is an indication of the status of the on-engine ECU. This output is also indicated on
the LCS.
• SFU OK Indication – This is an indication of the status of the on-engine SFU.
• OMD/MBT Indication – This is an indication that the SFU has experienced trouble with the OMD or MBT
systems. Indication is also provided at the LCS.
5.4.8 Hardwired Analog Indications

The following analog signals are available:
• Engine Speed Indication – This is a 4-20mA indication of engine speed, for use in a tachometer or similar
feedback indication. Standard scale is 0-1200 RPM.
• Engine Load Indication – This is a 4-20mA indication of engine load.
• EWIP Indication – This is a 4-20mA indication of engine water pressure. Standard scale is 0-85 psig.
• EWOT Indication – This is a 4-20mA indication of engine water temperature. Standard scale is -17.8 to 150°C
(0 to 302°F).
• ELIP Indication – This is a 4-20mA indication of engine lube oil pressure. Standard scale is 0-235 psig.
• ELOT Indication – This is a 4-20mA indication of engine lube oil temperature. Standard scale is -17.8 to 150°C
(0 to 302°F).
• EFP Indication - This is a 4-20mA indication of engine fuel pressure. Standard scale is 0-235 psig.

5.4.9 Engine Room I/O

Not all Engine Room Inputs/Outputs will be used for an application. Some of the I/O is specialized for application,
and will only be needed for certain circumstances.
• Sea Water Pressure Sensor and Redundant Sensor – There are two analog inputs for sea water pressure
sensors, the primary and the redundant. These would be used if the GE system is monitoring the sea water
pressure or is providing the pump.
• Pre-Separator Fuel Pressure – This analog input provides the fuel pressure prior to the engine. This is a
standard sensor provided by GE.
• Expansion Tank Level – There are two inputs for coolant level, one for the HT circuit and one for the LT circuit.
• Water In Fuel Sensor – This is analog input indicates if there is excessive water in the fuel supply to the
engine. This is a standard sensor provided by GE.
• Heater Output – This is a set of dry contacts to control the actual power output to the Water/Oil Heater. The
contacts are intended for low voltage; if high voltage heater is used, then these contacts should be used to
operate an auxiliary contact (power for this is supplied by vessel). Dry contacts provided by GE
• Prelube Output – This is a set of dry contacts to control the actual power output to the pre lube pump. The
contacts are intended for low voltage; if high voltage pump motor is used, then these contacts should be
used to operate an auxiliary contact (power for this is supplied by vessel). Dry contacts provided by GE.
5.4.10 Optional/Class Society Dependent

These are additional hardwired command inputs, indications and outputs that allows for even more flexibility in
integrating the ECS-4 engine controller into the vessels controls systems.
• Remote Start – This is an optional hardwired method to start the engine from a remote location.
• Remote Stop – This is an optional hardwired method to stop the engine from a remote location.
• Remote Speed Increase – This is an optional hardwired method for increasing engine speed via a remote
system.
• Remote Speed Decrease – This is an optional hardwired method for decreasing engine speed via a remote
system.
• Oil Mist Detection Shutdown Override – This digital input can be used to override an OMD shutdown, if the
engine is equipped with one, and the configuration of the software allows it. Class Society rules must also be
followed for any shutdown override. The dry contact or switch is not supplied by GE.
• OMD Shutdown Pending Indication – This is an indication that the OMD has requested a shutdown. If OMD
shutdown override is active, this indication will give the operator time to override the shutdown. Dry contacts
are provided be GE.
• General Shutdown Override – This input can be used to override general engine shutdowns, within Class
Society rules. The dry contact or switch is not supplied by GE.
• General Shutdown Pending Indication – This is a set of contacts to indicate that the engine is preparing to
shut down to a safety event. Used in conjunction with shutdown override, this indication will provide the
operator with the knowledge that a shutdown is pending, allowing the shutdown to be overridden. Dry
contacts are provided by GE.
• Automatic Slowdown Override Command – This input is used to override an automatic slowdown by the
ECU. The dry contact or switch is not supplied by GE. Class Society rules must be followed for any type of
override.
• Backup Pump Outputs – This is a set of five outputs to control backup pumps, if required by Marine
Classification Societies. Dry contacts are supplied by GE
• Fuel Shut Off Valve – This is an output to control the Fuel Shut Off Valve, if required by Marine Classification
Societies. Dry contacts are supplied by GE.

5.4.11 Modbus Communications

Modbus communications is required for the LCS screen, the optional GE remote screen, and for interfacing with
third party AMSC. GE does not supply any of the communications wiring.
There is a large amount of data available to third party AMSC. Each project will have a comprehensive Modbus
Address List and a very specific Instrument Interface List. The Modbus Address List contains all the data available
from the ECS-4 engine controller, even if it is not being utilized for that specific project. The Instrument Interface
List contains the data, command inputs, indications, analog inputs, and analog outputs that are being used for
that specific project.
5.4.12 Ethernet Switches

The ICB contains two ethernet switches for Modbus communications. These are arranged in a primary/
secondary system, so that communications are not lost in the event of a failure of one ethernet switch. Each
ethernet switch is an 8-port switch
Of the 8-ports, three are used by GE provided equipment; the ECU, SFU, and LCS all require one ethernet port for
proper system operation. The other five ports are available for use by the customer; these can be used for GE
provided remote screens or for any third-party interface.
5.5 GE SUPPLIED WIRING HARNESSES

GE supplies the wiring harnesses to be used between the engine, Power Supply (PSU), Interconnect Boxes (ICB),
and Local Control Station (LCS) except for the Ethernet cable between the LCS and ICB. Refer to Figure 59 to
identify the specific GE supplied wire harnesses. Reference Figure 60 through Figure 89 for the wire harness
outline drawings.

Figure 59 – GE Supplied Wiring Harnesses


Figure 60 – PWR1 Wiring Harness, Sheet 1










Figure 65 – ICEN1 Wiring Harness, Sheet 1


Figure 66 – ICEN1 Wiring Harness, Sheet 2


Figure 67 – ICECU1 Wiring Harness, Sheet 1






















Figure 78 – ICSFU1 Wiring Harness, Sheet 1








Figure 82 – LCIC1 Wiring Harness, Sheet 1








Figure 86 – ENGPWR1 Wiring Harness, Sheet 1


Figure 87 – ENGPWR1 Wiring Harness, Sheet 2


Figure 88 – LOL Wiring Harness, Sheet 1


Figure 89 – LOL Wiring Harness, Sheet 2

6.0 FLUID SPECIFICATIONS

This section provides specifications and information on the recommended fluids for GE L250MDB diesel engines.
6.1 FUEL OILS

The V250MDC engines have unique cleanliness requirements for fuel in order to ensure proper operation of the
high pressure common rail fuel injection system. Fuel cleanliness at the water separator inlet must always be
equal to or better than 17/15/10 per ISO 4406.
If you have any questions regarding fuel cleanliness, please contact your GE representative.
Refer to GEK-114262, RECOMMENDED FUEL AND OIL, V228 AND L/V250 ENGINES for more fuel oil information.
Other international or organizational fuel specifications (e.g., GOST, EN, Australian fuel specifications) may be
applicable to the extent that those specifications describe fuel that is the equivalent of ASTM D-975. Samples of
such fuel must be evaluated and approved by General Electric prior to use in the GE L250MDB diesel engine.
6.2 LUBRICATING OILS

GE diesel engines require a heavy-duty, highly dispersant SAE 40 or SAE 20W-40 lubricating oil. The minimum
new oil kinematic viscosity for SAE 40 oils is 13.9 cSt at 100°C (75 SSU at 212°F) with a viscosity index range of 65
to 105. The minimum absolute viscosity for SAE 20W-40 oils is 10.8 centipoise at 100°C (212°F) and the viscosity
index range of 108 to 125. Refer to GEK-114262, RECOMMENDED FUEL AND OIL, V228 AND L/V250 ENGINES for
more lube oil information.
Lubricating oils used in GE diesel engines must meet GE’s approval criteria, which is based on demonstrated
performance. Approval letters issued by GE are given to the companies who market engine oils to the users of GE
diesel engines.
6.3 FRESH WATER COOLING SYSTEM

The cooling system will remain in excellent condition for the life of the engine if proper control is exercised over
water conditioning and water treatment. If inadequate attention is given to the preparation and control of
cooling water, the consequences are just as severe as those for insufficient maintenance of any other engine
system.
CAUTION: If the system is shut down when the temperature is below freezing, the water must be drained from
both cooling circuits.
Untreated water contains impurities in varying amounts. Impurities include dissolved minerals, dissolved gases,
and suspended solids. Even water that is entirely suitable for human consumption must be considered
contaminated and requires conditioning before being used in a diesel engine cooling system.
Minerals in untreated water will form hard scale deposits on heat transfer surfaces, and some minerals will form
sludge at high water temperatures. Sludge and sediments often settle in water passages where the water flow
velocity is low. The deposits act as an insulator and will reduce heat transfer. Additionally, corrosion occurs much
more rapidly beneath such deposits. Figure 90 shows the consequences of inadequate cooling system
maintenance.

6.3.1 Conditioning The Water

Before using untreated water it should be analyzed for impurities. Table 28 lists the maximum concentration of
impurities that would permit using water without pre-conditioning. If analysis indicates that the untreated water
meets these limits, add water treatment inhibitors directly to the untreated water to protect against corrosion.
If the untreated water contains impurities in excess of the concentrations listed in Table 28, the water must first
be processed by distillation, demineralization, or deionization before adding the inhibitor.
CAUTION: Distilled, demineralized, or deionized water is corrosive since the water is mildly acidic, and must
not be used in a cooling system without further treatment.
Figure 90 – Cylinder Head Internal Corrosion Due To Inadequate Water Treatment
Table 28 – Acceptable Untreated Water
Contaminant Maximum Parts Per Million (ppm)

Chlorides 40
Sulfates 100
Total Dissolved Solids 340
Total Hardness 170
Suspended Solids 17

6.3.2 Choosing A Corrosion Inhibitor

GE requires the usage of GE approved coolant additives to ensure that the proper pre-validation testing that has
been done on the variety of coolant additives commercially available based on laboratory testing.
Many commercial water treatment compounds are available for inhibiting corrosion. While it is important that
these additives be effective against corrosion, they also must not be harmful to the various synthetic materials
found in the cooling system. An inhibitor that is successful in another application is not necessarily suited for a
particular diesel engine cooling system. Differences in coolant velocity, temperature, and types of materials
affect such comparisons.
The primary concern in protecting against corrosion is maintaining the proper level of alkalinity in the coolant.
Alkalinity and acidity are expressed as numbers on the pH scale, which runs from 0 to 14:
• Numbers above 7 indicate an alkaline solution — the higher the number, the stronger the alkaline solution.
• Numbers below 7 indicate an acid solution — the lower the number, the stronger the acid solution.
• A pH value of 7 is neutral — neither acid nor alkaline.
Generally, coolant on the acidic side will corrode ferrous materials such as cylinder jackets, liners, heads, and
water tanks. Coolant that is highly alkaline will corrode non-ferrous materials such as those found in heat
exchangers, intercoolers, the lubricating oil cooler, and the fuel oil heater.
Note in Figure 91, that borate-nitrite inhibitors are typically formulated to maintain a pH range between 9 and
11. Since this pH range is relatively high (i.e., alkaline), chemicals are added to the packages for the protection of
non-ferrous materials.
The second concern in corrosion protection is the choice of inhibitor type, the principal types being borate-nitrite
and chromate.
WARNING: Chromate inhibitors are no longer recommended due to health and environmental concerns.
Chromate is a potentially serious skin irritant and various governmental regulations restrict its disposal
without special treatment.
CAUTION: Do not mix a borate-nitrate inhibitor with a chromate inhibitor. Do not mix different brands of the
same type of inhibitor. The formulations may vary and inhibitor characteristics may be adversely affected if
mixed. Follow the inhibitor manufacturer’s recommendations.
Refer to Table 29 for a list of GE approved coolant additives.

NEUTRAL
SOLUTION
ACID ALKALI
(BLUE LITMUS TURNS RED) (RED LITMUS TURNS BLUE)
RATE OF CORROSION RATE OF CORROSION
SAFE
OPERATING
RANGE
DISTILLED ATTACKS ALUMINUM

BORATE-NITRATE OR NON-FERROUS METALS
WATER TREATED WATER
ATTACKS IRON OR
DEMINERALIZED
FERROUS METALS
WATER
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14
E-49919
Figure 91 – pH factors For Cooling Water
Table 29 – GE Approved Coolant Additives
Supplier Color/ Typical Replacement Approval

Supplier of Coolant Additive Concentration
Catalog ID Form Cycle Date
Dober Cooling Systems
Monitor coolant* and
11230, Katherine’s Crossing - 2 fl. Oz / 19
Dober Red replace as necessary or
Suite 100, Woodridge, IL gallon April
TR81160 Liquid replace coolant every
60517, USA water 2012
3000 hours.
Tel. (800) 323-4983
Fleetguard Australia, 31 Monitor coolant* and
1 fl. Oz /
Fleetguard Garden Street, Kilsyth VIC Red replace as necessary or Nov 1
gallon
TR81160 3137, Australia Liquid replace coolant every 2013
water
Phone 3000 hours.
Division 11230, Katherine’s 1 fl. Oz /
Dober Red replace as necessary or Nov 1
Crossing - Suite 100, gallon
T81160S Liquid replace coolant every 2013
Woodridge, IL 60517 USA water
3000 hours.
Tel. (800) 323-4983

Table 29 – GE Approved Coolant Additives (Continued)
Supplier Color/ Typical Replacement Approval

Supplier of Coolant Additive Concentration
Catalog ID Form Cycle Date
11230, Katherine’s Crossing - 0.62 Dry Oz / 19
Dober Red replace as necessary or
Suite 100, Woodridge, IL gallon April
TR81167 Powder replace coolant every
60517 water 2012
3000 hours.
Tel. (800) 323-4983
Industrial Specialty
3000 Hours, Refer to
Chemicals, Inc. 16880 S. 3.84 fl. Oz / March
ISC 7537UP Red section 6.2 for
Lathrop Ave. Harvey, Illinois gallon 13th
Liquid Liquid additional
60426 water 2013
requirements.
Tel. 708-339-1313
Industrial Specialty
3000 Hours, Refer to
ISC 7537UP Chemicals, Inc. 16880 S. 1.28 dry Oz / March
Red section 6.2 for
Pellets/ Lathrop Ave. Harvey, Illinois gallon 13th
Powder additional
WSB 60426 water 2013
requirements.
Tel. 708-339-1313
6.3.3 Maintaining The Coolant

The recommended normal concentrations of borate and nitrite vary depending on manufacturer and
formulation. With a new cooling system, it may be necessary to double or triple this recommended concentration
until the system stabilizes. Make-up dosages should err on the rich side to compensate for normal depletion.
Note, however, that extremely high concentration of borate-nitrite inhibitor (five to ten times the recommended
concentration) can cause loss of bond between the heat exchanger silicone rubber tube sheet and the brass
ferrules around each tube in that type of cooling system. If in doubt about the correct concentration, it is best to
adhere to the recommended inhibitor concentrations from coolant additive suppliers.
WARNING: All water treatment compounds are toxic to some degree. Persons handling treatment
compounds should avoid inhaling the fumes or dust and avoid skin contact and eye contact with either
solids or solution.
CAUTION: Any dry form of treatment compound must be completely dissolved before it is added to the
cooling system. Solutions should be prepared in open containers, with adequate ventilation. Parts and decks
should be washed clean of dried on or spilled compound.
6.3.4 Checking The Coolant

Coolant should be checked weekly in a new engine until the coolant’s condition reaches a steady state.
Thereafter, the coolant should be checked monthly. Generally, maintenance of pH is not a problem if the inhibitor
concentration is maintained at the proper level.
The most accurate way to measure inhibitor concentration is by standard laboratory techniques. However,
laboratory analysis is time consuming and is not suited for routine checking. Several other methods are available,
but each has its disadvantages.

6.3.4.1 Color
Color comparison against known color standards is rapid and simple, but contaminants such as lubricating oil or
carbon reduce the accuracy of this method. Chemical tests suitable for routine use rely on pre-mixed materials.
Some of these have relatively short shelf life and results obtained with aged solutions are not conclusive.
6.3.4.2 Conductivity
Another method, using a lightweight (less than 0.5 kg [1 lb.]) battery powered dissolved solids meter, gives very
rapid and reasonably accurate results. This method uses the principle that the electrical conductivity of a liquid
solution increases as the concentration of dissolved salts increases. Specific concentration can therefore be
easily measured.
The dissolved solids meter, with a range of 0 to 10000 ppm, is available from GE as Tool 147X2261.
Use the dissolved solids meter as follows:
1. Allow the sample being tested to cool to below 72°C (160°F).
2. Push the red button (Figure 92) to check the internal standard calibration. The calibration value is marked on
the bottom of the meter. The calibration adjustment is under the snap in disk on the bottom. Adjust
calibration until meter reading agrees with calibration setting marked on the bottom of the meter.
NOTE: Replace the battery if the meter reading is less than full scale at the maximum setting of the
calibration control.
3. Rinse cell cup three times with the sample to be tested, and then fill with the sample.
4. Push the black button (Figure 93) to read parts per million.
Periodically, the meter should be calibrated using the standard 3000 ppm solution (GE Tool 147X2262) provided
with the meter. Note that the meter reads total dissolved solids, not just the concentration of inhibitor. Other salts
and minerals (if present) will affect the reading. This means that the water used in the cooling system must have
been pre-conditioned as described previously before the inhibitor was added.
Different brands of commercial inhibitors vary in the proportions of borate and nitrite. Therefore, a reference
must first be established by laboratory analysis or by consulting with the inhibitor manufacturer to determine the
meter reading at which one of the inhibitor constituents has reached a low value. This reading can then be used
as a “go-no go” limit on subsequent checks.

Figure 92 – Checking Internal Calibration Of Dissolved Solids Meter
Figure 93 – Checking Concentration Of Water Treatment
Always consult the inhibitor supplier for detailed recommendations and testing methods.
6.3.4.3 Nitrite Levels

GE recommends the use of industry standard nitrite level test kit.
6.3.4.4 pH Level
Numerous pH meters are commercially available for use. A coolant sample shall be collected, allowed to cool
below 71°C (160°F), and then the pH should be tested using the meter.

6.3.5 Antifreeze
While antifreeze can provide engine protection in cold climates, there are disadvantages that must be taken into
consideration before deciding on its use. For example:
• If a water leak develops, and ethylene glycol contaminates the lube oil, laquer and varnish deposits on rings
and liners can result.
• Heavy concentrations of ethylene glycol required for freeze protection have an adverse affect on heat
transfer.
• If chromate inhibitor is accidentally added to an ethylene glycol solution, an insoluble sludge will form.
If the benefits of using antifreeze outweigh the potential problems, the following guidelines should be observed:
• Ethylene or propoylene glycol may be used, along with pre-conditioned water. The concentration of
antifreeze should not exceed 50% by volume.
• Add borate-nitrite treatment as described above. Do not mix with automotive type antifreeze. The inhibitors
in it may be incompatible. Under no circumstances should a chromate type inhibitor be used.
CAUTION: Under no circumstances should a chromate-type inhibitor, automotive-type antifreeze, or

antifreeze containing anti-leak compounds be used.
NOTE: The water in the system should still be pre-conditions with a borate-nitrate treatment.
6.3.6 Anti-Leak Compounds

Do not use any so-called anti-leak compounds. Such compounds may cause plugging in the system, especially in
small passageways, leading to system failure.

7.0 ENGINE STORAGE AND PROTECTION

Refer to GEK-76763, V228/V250/L250 Engine Preparation For Storage or Shipment for information on preparing
the V250MDC engine for storage.


8.0 COMMISSIONING PROCEDURE

This section provides guidelines on commissioning procedures for the GE V250MDC diesel engine after
construction, engine installation, and engine installation reviews are complete.
8.1 INSTALLATION REVIEWS

An installation review should be conducted at least twice. The first should occur at the time of engine installation.
The second should occur just prior to dock trials and sea trials. Additional reviews may be required depending on
the requirements of the project.
8.2 DOCK TRIALS

After completion of the engine installation, a dock trial should be performed to confirm that the engine and
propulsion system are operating as expected and are ready for sea trials. The dock trials also serve to validate
the system design.
A sample dock trials/sea trials data form is shown in Figure 94 and Figure 95.
8.3 SEA TRIALS

The sea trial is the final trial for the newly installed machinery. While the overall sea trial will vary depending on
vessel type, class of service, and propulsion plant configuration, the specific objectives of the propulsion sea trials
are as follows:
• To demonstrate satisfactory operation of the propulsion plant for a specified period of time at a specified
horsepower level and/or rpm.
• To demonstrate satisfactory operation of the propulsion plant controls from all stations.
• To obtain propulsion plant data for future use in evaluating performance and service needs.
A sample dock trials/sea trials data form is shown in Figure 94 andFigure 95.

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Figure 94 – Dock / Sea Trial Data Sheet 1

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=/5%+35#:/;;=:/ /;;=:/.37+:558<2/:9:/;;=:/;6/+;=:/.37#&
'/69;6/+;=:/.37
Figure 95 – Dock / Sea Trial Data Sheet 2

This page is intentionally left blank.

9.0 TOOLING
GE has developed kits for specific tools or fixtures required to work on the GE V250MDC diesel engine. These tools
or fixtures required for maintenance purposes vary depending on application and class society requirements.
These tools or fixtures are in addition to the normal hand tools (sockets, ratchets, torque wrenches, etc.) that
should normally be kept on hand. Contact your GE representative for a list of recommended tools or fixtures for
your application with the corresponding GE Part Numbers.


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GE Marine

V250MDC Project Guide

ii GE Proprietary and Confidential Information

Rev Date By Description

GE Proprietary and Confidential Information iii

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iv GE Proprietary and Confidential Information

1.0 GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

2.0 ENGINE SPECIFICATIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

3.0 ENGINE ROOM SPACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31

GE Proprietary and Confidential Information v

3.2.3 Optional Vessel Mounted Accessories Offered By GE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31

4.0 ENGINE SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65

vi GE Proprietary and Confidential Information

4.8.3 Connections Between Engine And Vessel Piping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93

5.0 CONTROLS INTEGRATION FOR GE V250MDC ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97

6.0 FLUID SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145

7.0 ENGINE STORAGE AND PROTECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153

GE Proprietary and Confidential Information vii

8.0 COMMISSIONING PROCEDURE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155

9.0 TOOLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159

viii GE Proprietary and Confidential Information

GE Proprietary and Confidential Information ix

50 System Functional Block Diagram. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98

x GE Proprietary and Confidential Information

GE Proprietary and Confidential Information xi

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xii GE Proprietary and Confidential Information

Revision are indicated by margin bars

GE Proprietary and Confidential Information xiii

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xiv GE Proprietary and Confidential Information

1.0 GENERAL INFORMATION

1.1 PROJECT SPECIFIC DOCUMENTATION

GE Proprietary and Confidential Information 1

1.4 ENGINE NAMING

2 GE Proprietary and Confidential Information

1.5 GENERAL LAYOUT OF V250MDC ENGINE

Figure 1 – General Layout V250MDC

GE Proprietary and Confidential Information 3

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4 GE Proprietary and Confidential Information

2.0 ENGINE SPECIFICATIONS

• Total Barometric Pressure: 1.0 bar (14.5 psi)

2.2 ENGINE DATA SHEETS

2.2.1 12V250MDC Engine Data Sheet

Table 1 – 12V250MDC Tier 4 Engine Data Sheet, 84A233947 Rev H

Type: 4-Stroke, Electronic Fuel Injection

Weight (wet)(1) kg (lbs) 26463 (58341) 26463 (58341)

Idle speed(2) rpm 440 440

GE Proprietary and Confidential Information 5

Table 1 – 12V250MDC Tier 4 Engine Data Sheet, 84A233947 Rev H (Continued)

Heat Balance at Rated Load(3)

Temperature before engine, nominal (4) C (F) 68 (155) 69 (157)

Temperature after engine, approx. C (F) 77 (170) 78 (172)