710 Tier 2

SERIES 710 Tier 2
Application Databook
Sixth Edition
Contact EMD Power Products Sales to obtain a copy of this publication. Document # G00039
Sixth Edition, November 2009
©Copyright 2009
Electro-Motive Diesel, Inc. All rights reserved. Neither this document, nor any part thereof, may
be reprinted without the expressed written consent of Electro-Motive. Contact EMD Customer
Publications Office.
Dear Valued Customer,
EMD has delivered over 50,000 engines world wide and over 7,000
of our current 710 series engines. We have delivered over 11,000
engines into the marine, drilling, and power generation markets in
over 40 countries.
The current model 710 series engine was certified at EPA Marine
Tier 2 emission levels in May 2006. This was accomplished with
only minor setting changes and subtle changes to already proven
internal components. The basic engine and its components are
unchanged, and our history of reliability, durability and availability
will continue as our customers have come to expect.
We trust this Application Data Book will answer any questions

pertaining to the application of EMD engines into your project.
Please contact your local EMD distributor if you need additional
information.
Thank-you
Electro-Motive Diesel
Foreward
This manual contains general information designed to assist

Electro-Motive Diesel customers with the installation of 710G
series Electro-Motive Diesel (EMD) engines for marine propulsion
and industrial power applications. The manual also contains
information regarding various EMD accessories and mountings
that are available. These accessories and mountings may be subject
to change due to but not limited to the following conditions: engine
modifications, ambient conditions, fuel quality, and design
iterations. To ensure that the particular accessories or mountings
are applicable and/or to optimize system performance for your
application, please contact EMD.
EMD has a worldwide network of local area distributors and

service centers available to answer any questions. EMD can also be
contacted directly through our website at www.emdiesels.com
Engine Configuration
EMD Series 710 Application Databook Revision History
Date Issued Page (s)

Edition Change
(mm/dd/year) Affected
First 11/28/2006 - -
Second 07/26/2007 - -
Third 08/02/2007 - -
Air Supply System - Intake Air Volume changed
Fourth 10/26/2007 3-3
to 6520 CFM
Fresh Water System - Water Jacket Cooling
3-4 Circuit: Jacket Water Heat Rejection for
20-710GC changed to 103200 BTU/min.
Fresh Water System - External System: Heat
Load To Keel Cooler - Jacket Water and Lube
3-5
Oil Cooling for 16-710GC changed to 112000
BTU/min
Air Supply System - Intake Air Volume
3-6 for 8-710GC changed to 3077
(@ 101.4 kPa- 32.2°C)
Fresh Water System - External System: Heat
Load to Keel Cooler - Jacket Water and Lube Oil
Cooling; values changed as follows:
3-8 8-710GC changed to 14061 kcal/min
12-710GC changed to 20790 kcal/min
Turbocharger Exhaust Outlet Adapters: Eight
8-4
Cylinder Information added.
Table 8: Air Starting System Data - Starting Air
9-3 pressure for 16-710GC changed to 150 or 200
psi (1034 or 4379 kPa)
10-5 Corrected Spelling
Turbocharged Engine/Accessory Rack -
Engine Outline/Dimensions Diagram -
(FIGURE 11) (F7good.jpg) replaced with
Fifth 10/31/2008 2-1 updated info in columns D and E
(turbocharged_engine_rack1.jpg)
Changed Lube Oil Filter from 55” (1.397m) to
63” (1.6002m).
710 Engine Application Databook


Edition Change
Table 1: Engine Data (English): Inserted

additional row - Max Fuel Temp Into Engine ºF
8-710GC - 120 ºF
3-3
12-710GC - 120 ºF
16-710GC - 120 ºF
20-710GC - 120 ºF
Table 1: Engine Model Section - LOS -Lube
Oil Switch @ Rated Speed & pressure @
turbo inlet row: Updated psi numbers.
8-710GC - from 25-29 to 31-33 psi
12-710GC - from 25-29 to 31-33 psi
16-710GC - from 25-29 to 31-33 psi
20-710GC - from 25-29 to 31-33 psi
Table 1: LOS - Lube Oil Switch @ Idle Speed

& pressure @ turbo inlet row:
8-710GC - from 8-12 to 8.5-10.5 psi
12-710GC - from 8-12 to 8.5-10.5 psi
16-710GC - from 8-12 to 8.5-10.5 psi
20-710GC - from 8-12 to 8.5-10.5 psi
Table 1: Fresh Water System - Water Jacket

Cooling Circuit - High Temperature Circuit
Section - Water out engine row:
3-4
(Min & Max Flow)
from
8-710GC - 185-195, 184-194 ºF
12-710GC - 186-196, 183-193 ºF
16-710GC - 187-197, 185-195 ºF
20-710GC - 186-196, 185-195 ºF
to
8-710GC - 175-190, 174-189 ºF
12-710GC - 175-190, 173-188 ºF
16-710GC - 177-192, 175-190 ºF
20-710GC - 176-191, 175-196 ºF
Temperature rise across engine row:

(Min & Max Flow)
8-710GC - from 10-12, 9-10 to 10, 9 ºF
12-710GC - from 10.5-12.5, 8.5-10.5 to 10, 8 ºF
16-710GC - from 12-14, 10-12 to 12, 10 ºF
20-710GC - from 10-12, 10-12 to 11, 10 ºF


Edition Change
Table 2: Lube Oil System Section -

Differential (Across Engine) row:
8-710GC - from 5-8 to 11 ºC
12-710GC - from 5-8 to 11 ºC
16-710GC - from 15-8 to 11 ºC
20-710GC - from 5-8 to 11 ºC
3-6
Table 2: Engine Data (Metric): Inserted
additional row - Max Fuel Temp Into Engine ºC
8-710GC - 49 ºC
12-710GC - 49 ºC
16-710GC - 49 ºC
20-710GC - 49 ºC
Table 2: Engine Model Section - LOS -Lube
Oil Switch @ Rated Speed & pressure @
turbo inlet row: Updated kPa numbers.
8-710GC - from 172-200 to 213-227 kPa
12-710GC - from 172-200 to 213-227 kPa
16-710GC - from 172-200 to 213-227 kPa
20-710GC - from 172-200 to 213-227 kPa
Table 2: LOS - Lube Oil Switch @ Idle Speed

& pressure @ turbo inlet row:
8-710GC - from 55-83 to 59-72 kPa
3-7
12-710GC - from 55-83 to 59-72 kPa
16-710GC - from 55-83 to 59-72 kPa
20-710GC - from 55-83 to 59-72 kPa
Table 2: Exhaust System Section - Exhaust

Back Pressure - Maximum Allowance:
Updated kPa number from 1.24 to 1.49 kPa.
Table 2: Pressure drop across external

system row:
16-710GC - from Max 96 to Max 172 kPa


Edition Change

(Min & Max Flow)
8-710GC -79-85 to 74-82 ºC
12-710GC - 9-85 to 74-82 ºC
16-710GC - 79-85 to 74-82 ºC
20-710GC - 79-85 to 74-82 ºC

(Min & Max Flow)
from
8-710GC - 85-91, 84-90 ºC
3-7 Cont’d
12-710GC - 86-92, 84-89 ºC
16-710GC - 86-92, 85-91 ºC
20-710GC - 86-91, 85-91ºC
to
8-710GC - 79-88, 79-87 ºC
12-710GC - 79-88, 78-87 ºC
16-710GC - 81-89, 79-88 ºC
20-710GC - 80-88, 79-88 ºC
Temperature rise across engine row:

(Min & Max Flow)
8-710GC - from 6-7, 5-6 to 5-6, 5 ºC
12-710GC - from 6-7 to 5-6 ºC
16-710GC - from 6-7 to 7 ºC
20-710GC - from 6-7, 6-7 to 6, 5-6 ºC
Table 2: Fresh Water System - External
System Section - Lube Oil Cooler heat
3-8 Rejection row: Updated Kcal/min number to
6552. Starting Air Pressure row: Updated kPa
from 1380 to 1035-1380.


Edition Change
Standard Rating Condition Section: Exhaust

Stack Pressure (max): Changed 5 in H2O to 6
in H2O and 1.24 kPa to 1.49 kPa.
3-10
Under Static (Permanent Conditions heading
in chart: Under the combined columns 8-
710GC and 12-710GC: changed 8º to 10º.
Air Intake System and Turbocharger Section:
(FIGURE 18) Air Filter - Dimensions Diagram.
Changed the letter G to the letter F.
4-6
Inserted a table within Diagram (FIGURE 18)
numbered (F81333.jpg)
Typical Fuel Oil System Diagram (FIGURE 20)
5-4 (schematic140695-fuel oil sys.jpg) replaced
with (F81328.jpg) newer version.
Section 5.2.1 to read Duplex/Triplex fuel
suction strainer (added Triplex)
On the first line of the first paragraph: added
between Duplex and fuel (8 cyl) or triplex
(12, 16, & 20 cyl).
5-6 Within the same paragraph: deleted (mesh

pleated metal) and replaced it with the word
(the).
Deleted Duplex Fuel Suction Strainer Filters

and Priming Pump Figure (FIGURE 22)
Soakback System Diagram (FIGURE 25)

(Schematic -oil acc rack sys.jpg) replaced with
(F81329.jpg) newer version. Changed Figure
6-6
caption from Lubricating Oil System Accessory
Rack Units to Lubricating Oil System - Ship
loose.
Section 6.12.3: Change Chart section IHTS
6-17 from Pick up 257ºF (125ºC) to 125ºF (52ºC).
& Dropout from 311ºF (155ºC) to 155ºF (68ºC).


Edition Change
Water Cooling System Section: (FIGURE 33)

Heat Exchanger. Add in Lube Oil in the Figure
title: (Lube Oil Heat Exchanger) Changed
heading Fresh Water to Lube Oil and heading
7-3
Raw Water to Fresh Water.
Moved (FIGURE 33) to Chapter 6.11.2.2 and

becomes (FIGURE 29) page 6-12.
DELETED PAGE - System Diagram - Ship
7-7
Loose Accessories (FIGURE 36)
DELETED PAGE - System Diagram- Ship-
7-8
loose Accessories (FIGURE 37)
DELETED PAGE - Low Temperature Circuit
7-11
Diagram (FIGURE 39)
DELETED PAGE - Supporting Systems -
7-22 Industrial Cooling w/ Radiator and Aspirators
(When Applied) Diagram (FIGURE 46)
High Temperature Cooling System- Ship
Loose Accessories Diagram (FIGURE 47)
(40140708-water jacket clg sys.jpg) replaced
7-23
with (F81330.jpg) newer version (HT Coolant)
**FIGURE NUMBER AFTER CHANGES
BECOMES (FIGURE 42)
Low Temperature Cooling System- Ship
Loose Accessories Diagram - (FIGURE 48)
(40140709-aftercooler asm.jpg) replaced with
7-24
(F81331.jpg) newer version (LT Coolant)
BECOMES (FIGURE 43)
Replaced existing Turbo Charger Exhaust
Outlet Adapters diagram (FIGURE 54)
(turbochargeradapters.jpg) replaced with
8-4
(F81326.jpg) newer version.
BECOMES (FIGURE 49)


Edition Change
Changed FIGURE 56 Air Start System - 20

Cylinder Diagram from DA03204.jpg to updated
9-4 diagram F81336.jpg (Standard Pressure)
BECOMES (FIGURE 51)
Airstart System Diagram - 8, 12, 16 Cylinder
diagram (FIGURE 57) (DA03463.jpg) replaced
9-5 with (F81327.jpg) newer version.
BECOMES (FIGURE 52)
12.1CRANKCASE VENTILATION Section:
12-1 added the word "exhaust" to read
"turbocharger exhaust." within the paragraph.
Changed all 710G7C-T2 to 710GC-T2.
Inserted Table B-4 (ISO D2) Constant Speed
12-2
Auxiliary Engine @900 RPM text under Table
B-2.
Deleted entire page (US EPA Marine Tier 2
12-3 Certificate of Conformity Applicable to EMD
Series 710 G7C-T2 Engine Family)
Changed Figure 20: Typical Fuel Oil System
6th 11/04/2009 5-4
with new updated version. (40167853.jpg)
Added 2 labels (Hand Priming Pump, Fuel
Strainer) to existing Figure 21: Typical
5-5
Accessory Rack Assembly: Fuel System, new
number for adjusted photo F81809
Changed Figure 25: Lubricating Oil System -
6-6 Ship Loose with new updated version.
(40167919.jpg)
Removed (Lube Oil Filter) label and added an
7-8 “s” to Coolant Supply Pump(s). on Figure 36:
Accessory Rack - Water Cooling
Changed Figure 42: High Temperature
7-18 Cooling System - Ship Loose Accessories
with new updated version. (40167865.jpg)


Edition Change
Changed Figure 43: Low Temperature

7-19 Cooling System - Ship Loose Accessories
with updated version. (40167982.jpg)
Changed Figure 51: Air Start System Diagram
9-4 - Standatd Pressure with updated version.
(40167929.jpg)
Changed Figure 52: Air Start System Diagram
9-5 - Low Pressure with updated version.
(40167957.jpg)
Moved Figure 17: Disposable Fiberglass Air
4-4 Filters with Insert Cage above 4.1.6 Close
Mounted Air Filters heading.
Moved Figure 18: Air Filter - Dimensions to
page 4-4 in place of where Figure 17:
4-6
Disposable Fiberglass Air Filers originally was
located. Still remains Figure 18.
Imported new image becoming Figure 19: Air
Intake Turning Box - Dimensions. Placed Figure
4-6
19 where Figure 18: Air Filter - Dimensions
originally was located on page 4-6.
Replaced current information on EMDEC PMI
11-10 Application with new updated version of
EMDEC PMI Application.
Replaced current information on
Communication Link Parameters with new
11-11
updated version of Communication Link
Parameters.
Imported OEM Connector information from a
11-12
pdf (new page). Which shifted existing pages.
Replaced Alarms and Lockouts information with
new updated Alarms and Lockouts Low Side
11-13
Drive Connections information. This page
shifted from it’s original page 11-12 to 11-13.
Imported Alarms and Lockouts High Side Drive
11-14
Connections information.


Edition Change
Replaced Switch Inputs Typical Connections

with new updated Switch Inputs Typical
11-15
Connections information on former page 11-13
but has been bumped down to 11-15.
Replaced Speed Control - Gen Set Applications
Current Controlled Option with new updated
11-16
information on former page 11-14 but has been
bumped down to 11-16.
Replaced Speed Control - Variable Speed
Applications Current Controlled Option with new
11-17
updated information on former page 11-15 but
had been bumped to 11-17.
FIGURE 2 - Engine Cut Away - Replaced
6th 11/23/2009 1-2
exsisting image with new updated image.
Within Table 1 - Engine Data (english) - below
3-3 heading Lube Oil System heading. Added 710
Engine Lube Oil Pan Capacities chart.
Updated Table 1 - Engine Data - Heading -
3-4
Fresh Water System information
Table 1 - Engine Data (english) - Heading -
Fresh Water System - Water Jacket Cooling
Circuit - High Temperature Circuit: Insterted a
3-4 new row below Pressure Drop across external
system (Acc Rack in external system). new line
labelled Pressure Drop across external system
(Acc Rack not in external system).
Table 1 - Engine Data (english) - Heading -
Fresh Water System - Aftercooler cooling
circuit- Low Temperature Circuit: Insterted a
3-5 new row below Pressure Drop across external
system (Acc Rack in external system). new line
labelled Pressure Drop across external system
Within Table 2 - Engine Data (metric) - below
3-7 heading Lube Oil System heading. Added 710
Engine Lube Oil Pan Capacities chart.


Edition Change
Table 2 - Engine Data (metric) - Heading -Fresh

Water System - Water Jacket Cooling Circuit -
High Temperature Circuit: Insterted a new row
3-8 below Pressure Drop across external system
(Acc Rack in external system). new line labelled
Pressure Drop across external system
Table 2 - Engine Data (metric) - Heading -Fresh
Water System - Aftercooler cooling circuit- Low
Temperature Circuit: Insterted a new row below
3-9 Pressure Drop across external system (Acc
Rack in external system). new line labelled
Table 3 - High Temperature Circuit - Water
Jacket Cooling Circuit - Updated information
and Insterted a new row below Pressure Drop
7-3 across external system (Acc Rack in external
system). new line labelled Pressure Drop
across external system
Table 4 - Low Temperature Aftercooler Cooling
- Water Circuit Engine Data - Updated
information and Insterted a new row below
7-6 Pressure Drop across external system (Acc
Rack in external system). new line labelled

Table Of Contents
List Of Tables ...................................................................................................................................... LOT-i

1. GENERAL OVERVIEW ......................................................................................................................... 1-1
1.1 ENGINE INFORMATION ................................................................................................................................ 1-1
1.2 ENGINE WITH ATTACHED ACCESSORIES ................................................................................................. 1-5
1.2.1 CRANKCASE ...................................................................................................................................................... 1-5
1.2.2 OIL PAN .............................................................................................................................................................. 1-6
1.2.3 CRANKCASE AND OIL PAN HANDHOLE COVERS ......................................................................................... 1-7
1.2.4 CRANKSHAFT .................................................................................................................................................... 1-8
1.2.4.1 GEAR TYPE TORSIONAL DAMPER ..........................................................................................................................................1-9
1.2.4.2 PENDULUM TYPE TORSIONAL DAMPER ................................................................................................................................1-9
1.2.5 ACCESSORY DRIVE GEAR TRAIN ................................................................................................................... 1-9
1.2.6 MAIN BEARINGS .............................................................................................................................................. 1-10
1.2.7 CONNECTING RODS ....................................................................................................................................... 1-10
1.2.8 CONNECTING ROD BEARINGS ...................................................................................................................... 1-11
1.2.9 PISTONS AND PISTON CARRIERS ................................................................................................................ 1-11
1.2.10 PISTON PINS AND INSERT BEARINGS ....................................................................................................... 1-11
1.2.11 CYLINDER LINERS ........................................................................................................................................ 1-12
1.2.12 CYLINDER HEADS ......................................................................................................................................... 1-13
1.2.13 CYLINDER TEST VALVES ............................................................................................................................. 1-13
1.2.14 CAMSHAFTS .................................................................................................................................................. 1-13
1.2.15 CAMSHAFT GEAR TRAIN .............................................................................................................................. 1-14
1.2.16 RING GEAR AND COUPLING DISC (FLYWHEEL) ........................................................................................ 1-14
1.2.17 AIR SCAVENGING SYSTEM .......................................................................................................................... 1-14
1.2.18 FUEL SYSTEM ............................................................................................................................................... 1-15
1.2.19 LUBRICATING OIL SYSTEM .......................................................................................................................... 1-15
1.2.20 FRESH WATER SYSTEM .............................................................................................................................. 1-16
1.2.21 EXHAUST SYSTEM ....................................................................................................................................... 1-16
1.2.22 AIR STARTING MOTORS .............................................................................................................................. 1-16
1.2.23 ELECTRONIC CONTROLS SYSTEM ............................................................................................................. 1-17
1.2.24 ACCESSORY RACK ....................................................................................................................................... 1-17
1.3 MODEL DESIGNATIONS ............................................................................................................................. 1-19
1.4 ISO SYMBOLS ............................................................................................................................................. 1-19
1.5 TYPICAL SYSTEMS FOR MODEL 710 ENGINES ....................................................................................... 1-21
2. ENGINE LAYOUT ................................................................................................................................. 2-1
3. ENGINE SPECIFICATIONS ................................................................................................................... 3-1
3.1 GENERAL DATA ............................................................................................................................................ 3-1
3.1.1 ENGINE RATINGS ........................................................................................................................................... 3-10
3.1.2 MARINE RATING - BHP (AT ISO3046/1 CONDITIONS).................................................................................. 3-10
3.1.3 ENGINE RATINGS - BHP (AT ISO3046/1 CONDITIONS)................................................................................ 3-10
3.1.4 STANDARD RATING CONDITIONS ................................................................................................................. 3-11
3.1.5 MAXIMUM ALLOWABLE ENGINE INCLINATIONS .......................................................................................... 3-11
3.2 OPERATING CHARTS - TORQUE CURVES ............................................................................................... 3-12
710 Engine Application Databook i

4. AIR INTAKE SYSTEM AND TURBOCHARGER .................................................................................... 4-1
4.1 ON-ENGINE SYSTEM ....................................................................................................................................4-1
4.1.1 AIR SCAVENGING SYSTEM ............................................................................................................................. 4-1
4.1.2 TURBOCHARGER ............................................................................................................................................. 4-2
4.1.3 SYSTEM PERFORMANCE ................................................................................................................................ 4-3
4.1.4 AIR BOX PRESSURE SENSOR ........................................................................................................................ 4-3
4.1.5 AIR TEMPERATURE SENSOR .......................................................................................................................... 4-3
4.1.6 CLOSE MOUNTED AIR FILTERS ...................................................................................................................... 4-4
4.1.7 AIR SUPPLY SYSTEM DATA ............................................................................................................................ 4-4
4.2 EXTERNAL SYSTEM......................................................................................................................................4-4
4.2.1 AIR INTAKE FILTER .......................................................................................................................................... 4-4
4.2.2 PRIMARY AIR FILTRATION ............................................................................................................................... 4-5
4.3 REMOTE AIR FILTERS OR NON-EMD AIR FILTERS....................................................................................4-6
5. FUEL SYSTEM ...................................................................................................................................... 5-1
5.1 ON-ENGINE SYSTEM ....................................................................................................................................5-1
5.1.1 FUEL PUMP ....................................................................................................................................................... 5-1
5.1.2 FUEL FILTER AND MANIFOLD ......................................................................................................................... 5-2
5.1.3 EUI FUEL INJECTORS ...................................................................................................................................... 5-2
5.1.4 SYSTEM PERFORMANCE ................................................................................................................................ 5-2
5.1.4.1 FUEL PRESSURE SENSOR ......................................................................................................................................................5-3
5.1.4.2 FUEL TEMPERATURE SENSOR ...............................................................................................................................................5-3
5.2 EXTERNAL SYSTEM......................................................................................................................................5-5
5.2.1 DUPLEX/TRIPLEX FUEL SUCTION STRAINER ............................................................................................... 5-6
5.2.2 FUEL PRIMING PUMP ....................................................................................................................................... 5-6
6. LUBE OIL SYSTEM ............................................................................................................................... 6-1
6.1 ON-ENGINE SYSTEM ....................................................................................................................................6-1
6.2 SYSTEM PROTECTION .................................................................................................................................6-1
6.2.1 OIL PRESSURE SENSOR ................................................................................................................................. 6-1
6.2.2 OIL TEMPERATURE SENSOR .......................................................................................................................... 6-1
6.3 SCAVENGING OIL SYSTEM ..........................................................................................................................6-2
6.4 MAIN LUBRICATING OIL SYSTEM ................................................................................................................6-2
6.5 PISTON COOLING SYSTEM ..........................................................................................................................6-2
6.6 LUBE OIL STRAINER .....................................................................................................................................6-3
6.7 TURBOCHARGER LUBRICATION .................................................................................................................6-4
6.8 TURBOCHARGER LUBRICATION SOAKBACK SYSTEM .............................................................................6-4
6.9 SYSTEM DIAGRAM- SHIP-LOOSE ACCESSORIES......................................................................................6-6
6.10 TURBO SOAKBACK SYSTEM......................................................................................................................6-7
6.11 EXTERNAL SYSTEM....................................................................................................................................6-8
6.11.1 LUBE OIL FILTER ............................................................................................................................................ 6-9
6.11.2 LUBE OIL COOLER ....................................................................................................................................... 6-11
6.11.2.1 ACCESSORY RACK LUBE OIL COOLER .............................................................................................................................6-11
6.11.2.2 SHIP-LOOSE ACCESSORY LUBE OIL COOLER .................................................................................................................6-12
6.11.3 PRESSURE RELIEF VALVES - OPTIONAL .................................................................................................. 6-13
ii 710 Engine Application Databook

6.12 SUPPORTING SYSTEMS .......................................................................................................................... 6-13
6.12.1 STAND-BY IMMERSION HEATER ................................................................................................................. 6-13
6.12.2 BASIC IDLE START UNITS ............................................................................................................................ 6-16
6.12.3 CRITICAL START UNITS ............................................................................................................................... 6-17
7. WATER COOLING SYSTEM ................................................................................................................. 7-1
7.1 OVERVIEW .................................................................................................................................................... 7-1
7.2 FRESH WATER PUMPS ................................................................................................................................ 7-2
7.3 SYSTEM PROTECTION................................................................................................................................. 7-2
7.3.1 COOLANT PRESSURE SENSOR ...................................................................................................................... 7-2
7.3.2 COOLANT TEMPERATURE SENSOR ............................................................................................................... 7-2
7.4 WATER JACKET COOLING SYSTEM ........................................................................................................... 7-2
7.5 TURBOCHARGER AFTERCOOLER SYSTEM .............................................................................................. 7-6
7.6 EXTERNAL SYSTEMS ................................................................................................................................... 7-8
7.6.1 FRESH WATER EXPANSION TANK ..................................................................................................................7-9
7.6.2 AUTOMATIC FRESH WATER TEMPERATURE REGULATOR
(AMOT VALVE) ............................................................................................................................................................ 7-9
7.6.3 ORIFICE PLATES ............................................................................................................................................. 7-11
7.7 PROVISION FOR STAND-BY IMMERSION HEATER SYSTEM .................................................................. 7-14
7.7.1 BASIC IDLE START UNITS .............................................................................................................................. 7-14
7.7.2 CRITICAL START UNITS ................................................................................................................................. 7-14
7.8 TYPICAL COOLING SYSTEM WITH RADIATOR, WATER EXPANSION TANK, AND ASPIRATOR ........... 7-17
8. EXHAUST SYSTEM .............................................................................................................................. 8-1
8.1 ON-ENGINE SYSTEM .................................................................................................................................... 8-1
8.1.1 EXHAUST MANIFOLDS ..................................................................................................................................... 8-1
8.1.2 PROVISION FOR THERMOCOUPLES .............................................................................................................. 8-2
8.1.3 LUBE OIL SEPARATOR ..................................................................................................................................... 8-3
8.1.4 EXHAUST OUTLET ADAPTERS ........................................................................................................................ 8-3
9. AIR STARTING SYSTEM ...................................................................................................................... 9-1
9.1 AIR START SYSTEM EQUIPMENT ............................................................................................................... 9-1
9.1.1 AIR STARTING MOTORS (STANDARD PRESSURE SYSTEM) ....................................................................... 9-2
9.1.2 AIR STARTER MOTORS (LOW PRESSURE SYSTEM) .................................................................................... 9-2
9.1.3 REDUNDANT STARTERS .................................................................................................................................. 9-2
9.1.4 STARTING TORQUE REQUIREMENTS ............................................................................................................ 9-2
10. POWER TAKE OFF APPLICATIONS ................................................................................................ 10-1
10.1 FRONT END POWER TAKE-OFF .............................................................................................................. 10-1
10.2 REAR END POWER TAKE-OFF ................................................................................................................ 10-4
11. ELECTRIC CONTROL SYSTEM ....................................................................................................... 11-1
11.1 EMDEC COMPONENTS ............................................................................................................................ 11-1
11.1.1 ENGINE CONTROL MODULE (ECM) ............................................................................................................ 11-1
11.1.2 ELECTRONIC UNIT INJECTOR (EUI) ............................................................................................................ 11-1
11.1.3 SENSORS ....................................................................................................................................................... 11-1
11.1.4 WIRING HARNESSES (EXTERNAL) .............................................................................................................. 11-3
11.1.5 POWER SUPPLY ........................................................................................................................................... 11-4
11.1.6 SPEED CONTROL - POWER GENERATION ................................................................................................ 11-4
11.1.7 SPEED CONTROL - MARINE APPLICATION ................................................................................................ 11-4
11.1.8 SENSOR LOCATIONS ................................................................................................................................... 11-5
710 Engine Application Databook iii

12. ENGINE CHARACTERISTICS ........................................................................................................... 12-1
12.1 CRANKCASE VENTILATION......................................................................................................................12-1
12.2 ENGINE RADIATION ..................................................................................................................................12-1
12.3 MASS FORCES AND MOMENTS...............................................................................................................12-1
12.3.1 VIBRATION .................................................................................................................................................... 12-2
12.4 ENGINE EMISSIONS..................................................................................................................................12-2
12.4.1 MARINE ENGINES ......................................................................................................................................... 12-2
12.4.2 STATIONARY ENGINES ................................................................................................................................ 12-2
13. ENGINE INSTALLATION ................................................................................................................... 13-1
13.1 MARINE ENGINE MOUNTING ...................................................................................................................13-1
13.1.1 MARINE ENGINE INSTALLATION ................................................................................................................. 13-2
13.1.1.1 SHIPBUILDER RESPONSIBILITIES ......................................................................................................................................13-2
13.2 POWER UNIT MOUNTING .........................................................................................................................13-2
13.3 ENGINE ALIGNMENT.................................................................................................................................13-3
13.3.1 ALIGNMENT IN GENERAL ............................................................................................................................ 13-3
13.3.2 DIMENSIONS ................................................................................................................................................. 13-3
13.4 TORSIONAL ANALYSIS .............................................................................................................................13-6
Index .................................................................................................................................................. Index-i
iv 710 Engine Application Databook

List of Figures
Engine Configuration .............................................................................................................................................................-vii
List Of Tables ...................................................................................................................................... LOT-i
1. GENERAL OVERVIEW ......................................................................................................................... 1-1

Figure 1: 710 Engine - 16 Cylinder ....................................................................................................................................... 1-1
Figure 2: Engine Cut Away ................................................................................................................................................... 1-2
Figure 3: Engine Cross Section ............................................................................................................................................ 1-3
Figure 4: 710G-T2 Engine Interface ..................................................................................................................................... 1-4
Figure 5: Crankcase ............................................................................................................................................................. 1-6
Figure 6: Crankcase and Oil Pan ......................................................................................................................................... 1-7
Figure 7: Crankshaft ............................................................................................................................................................. 1-8
Figure 8: Accessory Drive Gear and Drive ......................................................................................................................... 1-10
Figure 9: Engine Configurations ......................................................................................................................................... 1-18
Figure 10: ISO Symbol Descriptions .................................................................................................................................. 1-20
2. ENGINE LAYOUT ................................................................................................................................. 2-1

Figure 11: Engine Outline/Dimensions ................................................................................................................................. 2-1
3. ENGINE SPECIFICATIONS ................................................................................................................... 3-1

Figure 12: Estimated Torque vs. Engine Speed Curves (Imperial) .................................................................................... 3-12
Figure 13: Estimated Torque vs. Engine Speed Curves (Metric) ....................................................................................... 3-13
4. AIR INTAKE SYSTEM AND TURBOCHARGER .................................................................................... 4-1

Figure 14: Air Intake and Turbocharger ............................................................................................................................... 4-1
Figure 15: Turbocharger Cross-Section ............................................................................................................................... 4-2
Figure 16: Turbocharger Drive ............................................................................................................................................. 4-3
Figure 17: Disposable Fiberglass Air Filters with Insert Cage .............................................................................................. 4-4
Figure 18: Air Filter - Dimensions ......................................................................................................................................... 4-5
Figure 19: Air Intake Turning Box - Dimensions ................................................................................................................... 4-7
5. FUEL SYSTEM ...................................................................................................................................... 5-1

Figure 20: On-Engine Fuel System ...................................................................................................................................... 5-1
Figure 21: Typical Fuel Oil System ...................................................................................................................................... 5-4
Figure 22: Typical Accessory Rack Assembly: Fuel System ............................................................................................... 5-5
Figure 23: Fuel Hand Priming Pump .................................................................................................................................... 5-7
6. LUBE OIL SYSTEM .............................................................................................................................. 6-1

Figure 24: Piston Cooling System ........................................................................................................................................ 6-3
Figure 25: Turbo Lube Pump Dimensions ............................................................................................................................ 6-5
Figure 26: Lubricating Oil System - Ship loose .................................................................................................................... 6-6
Figure 27: Soakback System Diagram ................................................................................................................................. 6-7

Figure 28: Lube Oil External Systems ................................................................................................................................. 6-8
Figure 29: Lube Oil Filter ................................................................................................................................................... 6-10
Figure 30: Lube Oil Heat Exchanger .................................................................................................................................. 6-12
Figure 31: Immersion Heater- Idle Start W/ Rack .............................................................................................................. 6-14
Figure 32: Immersion Heater- 10 Sec. Start W/Rack ......................................................................................................... 6-15
7. WATER COOLING SYSTEM ................................................................................................................. 7-1

Figure 33: Water Cooling System ........................................................................................................................................ 7-1
Figure 34: Pump Curve ........................................................................................................................................................ 7-4
Figure 35: Pump Curve - 20 Cylinder .................................................................................................................................. 7-5
Figure 36: Aftercooler Water Pump Curve ........................................................................................................................... 7-7
Figure 37: Accessory Rack - Water Cooling ........................................................................................................................ 7-8
Figure 38: AMOT VALVE - Jacket Water Cooling Circuit .................................................................................................. 7-10
Figure 39: Orifice Plates .................................................................................................................................................... 7-11
Figure 40: Marine Cooling Water Accessory Rack ............................................................................................................ 7-13
Figure 41: Immersion Heater - Idle Start ............................................................................................................................ 7-15
Figure 42: Immersion Heater- 10 sec. Start w/ Rack ......................................................................................................... 7-16
Figure 43: High Temperature Cooling System - Ship Loose Accessories ......................................................................... 7-18
Figure 44: Low Temperature Cooling System - Ship Loose Accessories .......................................................................... 7-19
Figure 45: Keel Cooling System- Accessory Rack ............................................................................................................ 7-20
8. EXHAUST SYSTEM .............................................................................................................................. 8-1

Figure 46: Engine Exhaust System ...................................................................................................................................... 8-1
Figure 47: Exhaust Manifold ................................................................................................................................................ 8-2
Figure 48: Thermocouple Provision ..................................................................................................................................... 8-2
Figure 49: Lube Oil Separator .............................................................................................................................................. 8-3
Figure 50: Turbocharger Exhaust Outlet Adapters .............................................................................................................. 8-4
9. AIR STARTING SYSTEM ...................................................................................................................... 9-1

Figure 51: Air Start System .................................................................................................................................................. 9-1
Figure 52: Air Start System Diagram - Standard Pressure .................................................................................................. 9-4
Figure 53: Air Start System Diagram - Low Pressure .......................................................................................................... 9-5
10. POWER TAKE OFF APPLICATIONS ................................................................................................ 10-1

Figure 54: 5 & 10 Hole Rubber Bushing Coupling ............................................................................................................. 10-2
Figure 55: Front End Drive Coupling ................................................................................................................................. 10-3
Figure 56: Front End Power Take-Off ................................................................................................................................ 10-3
Figure 57: Rear End Power Take-Off ................................................................................................................................ 10-4
Figure 58: Applying Generator - Type 1 ............................................................................................................................. 10-6
Figure 59: Applying Generator - Type II ............................................................................................................................. 10-7
Figure 60: Applying Generator - Type III ............................................................................................................................ 10-8
Figure 61: Applying Generator - Type IV ........................................................................................................................... 10-9

11. ELECTRIC CONTROL SYSTEM ....................................................................................................... 11-1
Figure 62: Sensor Locations .............................................................................................................................................. 11-5
Figure 63: Sensor Locations - Crankcase Pressure ........................................................................................................... 11-6
Figure 64: Sensor Locations - Fuel Pressure ..................................................................................................................... 11-7
Figure 65: Sensor Locations - Oil Pressure ....................................................................................................................... 11-8
Figure 66: Sensor Locations - SRS/TRS ............................................................................................................................ 11-9
12. ENGINE CHARACTERISTICS ........................................................................................................... 12-1
13. ENGINE INSTALLATION .................................................................................................................. 13-1

Figure 67: Dimensions Used In 'Alignment Procedures' .................................................................................................... 13-4
Figure 68: Radial Misalignment .......................................................................................................................................... 13-4
Figure 69: Axial Misalignment ............................................................................................................................................ 13-5
Figure 70: Angular Misalignment ........................................................................................................................................ 13-5
Figure 71: Torsional Analysis ............................................................................................................................................. 13-6
Index .................................................................................................................................................. Index-i
710 Engine Application Databook iii

iv 710 Engine Application Databook
List Of Tables
List Of Tables
EMD Series 710 Application Databook Revision History ......................................................................rev-1
List Of Tables ....................................................................................................................................... LOT-i
1. GENERAL OVERVIEW .......................................................................................................................... 1-1
2. ENGINE LAYOUT .................................................................................................................................. 2-1
3. ENGINE SPECIFICATIONS .................................................................................................................... 3-1

ENGINE DATA (English) ....................................................................................................................... 3-3
ENGINE DATA (Metric) ......................................................................................................................... 3-7
4. AIR INTAKE SYSTEM AND TURBOCHARGER ..................................................................................... 4-1
5. FUEL SYSTEM ....................................................................................................................................... 5-1
6. LUBE OIL SYSTEM ............................................................................................................................... 6-1
7. WATER COOLING SYSTEM .................................................................................................................. 7-1

High Temperature Circuit - Water Jacket Cooling Circuit ....................................................................... 7-3
Low Temperature Aftercooler Cooling - Water Circuit Engine Data ........................................................ 7-6
Fresh Water System - External System - For 170°AMOT* ....................................................................7-12
8. EXHAUST SYSTEM ............................................................................................................................... 8-1
9. AIR STARTING SYSTEM ....................................................................................................................... 9-1

Starting Torque Requirements for Non-EMD Starter Motors (English) ................................................... 9-3
Starting Torque Requirements for Non-EMD Starter Motors (Metric) ..................................................... 9-3
Air Starting System Data ....................................................................................................................... 9-3
10. POWER TAKE OFF APPLICATIONS ..................................................................................................10-1

Power Take Off Driveline Limitations ....................................................................................................10-1
Crankshaft-Front End and Rear End Power Take-Off Driveline Limitations ...........................................10-5
11. ELECTRIC CONTROL SYSTEM .........................................................................................................11-1
12. ENGINE CHARACTERISTICS .............................................................................................................12-1

Engine Heat Radiation ..........................................................................................................................12-1
Torque Variations .................................................................................................................................12-1
13. ENGINE INSTALLATION ....................................................................................................................13-1
Index ................................................................................................................................................... Index-i

List Of Tables

GENERAL OVERVIEW
1. GENERAL OVERVIEW
1.1 ENGINE INFORMATION
Figure 1: 710 Engine - 16 Cylinder
710 Engine Application Databook 1-1

GENERAL OVERVIEW
Figure 2: Engine Cut Away
1-2 710 Engine Application Databook

GENERAL OVERVIEW
Figure 3: Engine Cross Section

GENERAL OVERVIEW
Figure 4: 710G-T2 Engine Interface

GENERAL OVERVIEW
1.2 ENGINE WITH ATTACHED ACCESSORIES
Turbocharged marine and industrial engines are manufactured with 8, 12, 16, and 20
cylinders.
All 710 series Diesel engines have a 9-1/16" (230.2 mm) bore with an 11" (279.4 mm) stroke
and offer a high degree of interchangeability of basic components between engine models.
All engines are of the “V” type with 45° angle between cylinder banks and operate on the
two-cycle, single-acting principle with uniflow scavenging.
The cylinders are recharged with fresh, clean air by means of a turbocharger mounted at the
rear of the engine crankcase. Air is taken from the atmosphere through an air filter and is
forced under pressure into the crankcase air box. It is this air, under pressure, that scavenges
the burned gases from the cylinders.
Before the end of the power stroke, the exhaust valves in the cylinder head open, and allow
the exhaust gases in the cylinder to escape through exhaust ports cast into the cylinder head.
The gases pass through the attached water-jacketed exhaust elbow, into the exhaust
manifold, and out through the exhaust piping.
As the trunk-type piston continues to move downward, it uncovers the air intake ports in the
cylinder liner, permitting air in the air box surrounding the cylinders to flow through the
ports and scavenge the cylinder. Upon the upward movement of the piston, the exhaust
valves close. The piston covers the cylinder liner air intake ports and begins compressing the
air in preparation for fuel injection and the power stroke.
1.2.1 CRANKCASE
The crankcase is a steel fabrication of forgings, rolled sections, and steel plates welded
together into a single structure of great strength. The firing load is transferred through the
rolled sections of the crankcase to the main stress members supporting the crankcase and
main bearings.
The upper and lower decks of each bank are bored to receive the cylinder liners and the space
surrounding the liners together with the V-shaped area between the cylinder banks form the
scavenging air reservoir. The upper center portion of the crankcase forms the water
discharge manifold. Large openings along the sides of the crankcase permit access to the
scavenging air reservoir for maintenance purposes.

GENERAL OVERVIEW
Figure 5: Crankcase
Studs located in the top of the cylinder liner secure it to the cylinder head. Four large bolts
located in the top deck secure each head to the crankcase and absorb the firing stresses.
Forged main bearing “A” frames welded to the base rails and at the juncture of the cylinder
banks strengthen the bottom of the crankcase and support the crankshaft. The main bearing
cap is attached at a serrated joint to each “A” frame and is held by main bearing bolts. The
“A” frames and caps are line bored to accommodate the main bearings which support the
crankshaft.
1.2.2 OIL PAN
The oil pan is a welded fabrication of steel plate. It provides a mounting for the engine,
serves as an oil sump and, together with the crankcase, forms a rigid, self-supporting
structure.
Handhole openings are provided on both sides of the oil pan for access to the crankshaft and
bearings.
The oil pan is provided with a suitable oil gauge dipstick and a low oil level switch to warn
the operator of an insufficient oil level. The high and low levels on the gauges are clearly
marked in order that the engines may be safely operated under marine conditions of pitch
and roll with reasonable engine lube oil reserves.

GENERAL OVERVIEW
Figure 6: Crankcase and Oil Pan
1.2.3 CRANKCASE AND OIL PAN HANDHOLE COVERS
Removable handhole covers are provided at each cylinder location in the crankcase for
access to the air box, cylinder water jumper lines, and liner intake ports.
Through the liner ports, visual inspection is made of the cylinder liner inner wall, piston
crown and skirt, and all compression rings. The covers are secured by a crossbar and
handwheel for quick removal.
The lower row of handhole covers in the oil pan permit easy access to the main and
connecting rod bearings.
When equipped, explosion covers are spring loaded to permit their release should the
crankcase pressure reach a certain predetermined limit. Excessive crankcase pressure is
relieved by the safety covers.

GENERAL OVERVIEW
1.2.4 CRANKSHAFT
The crankshaft is made of a high grade carbon steel alloy forging with induction hardened
main and crankpin journals. The 8-1/2" (215.9 mm) diameter main journals and 6-1/2"
(165.1 mm) diameter crank pins result in conservative loadings and long bearing life.
Counterweights are provided to give stable operation and the crankshaft is statically and
dynamically balanced.
The main bearings are supplied with clean lubricating oil under pressure from a main
lubricating oil manifold extending the length of the engine. Drilled oil passages in the
crankshaft conduct the oil from the main journals to the crankpin journals. Additional oil
passages in the crankshaft conduct oil to the damper and accessory drive gear at the front
end of the crankshaft.
The crankshaft on the 8 and 12-cylinder engines is a one-piece forging. The crankshaft on
the 16 and 20 cylinder engines may be a one-piece forging or made up of two forged
sections joined by bolted flanges.
Figure 7: Crankshaft

GENERAL OVERVIEW
1.2.4.1 GEAR TYPE TORSIONAL DAMPER
The gear type damper is a hydraulic paddle wheel device which absorbs torsional vibrations
of the crankshaft by forcing engine lubricating oil through narrow passages in the damper.
The damper, mounted at the front of the crankshaft, consists of a spider with external spur
teeth, an intermediate ring, and two outer side plates secured with bolts and nuts. A
continuous circulation of oil is provided to the damper through an oil passage in the
crankshaft. Oil flows from the chamber in the center of the damper, through radial holes to
the base of each tooth.
The intermediate ring is slightly thicker than the spider. This difference in thickness
provides the axial clearance necessary for proper oil passage. Four vent holes are drilled
through the rim of the ring to relieve oil pressure and readjust the ring to a central position
when it becomes displaced.
1.2.4.2 PENDULUM TYPE TORSIONAL DAMPER
The pendulum type damper, used only on 12-710N engines, uses centrifugal “throw-out”
weights attached to a center disc (hub) to absorb torsional vibrations of the crankshaft. The
damper consists of four (4) weight segment assemblies that are each attached to the center
disc using two (2) retaining pins that have a “rocking” motion in pockets within the center
disc and weight segment. The pins are held captive in the pockets by a retainer plate which
is bolted to the weight segment. The segments are made up of quarter-circular weights held
between inner and outer side plates that are bolted and dowelled together as an assembly.
All of the weight segment assemblies are identical; however, the retaining pins used with
one segment are of a smaller diameter to “tune” the damper for the specific harmonic
frequencies experienced with the 12-710N engine.
1.2.5 ACCESSORY DRIVE GEAR TRAIN
The accessory drive gear train is located at the front of the engine and provides power from
the crankshaft to drive the oil pumps, water pumps.
The gear train consists of the accessory drive gear, scavenging oil pump gear, main lube oil
pump gear, right and left hand water pump gears, and governor drive gear.
The accessory drive gear, governor drive gear and the accessory drive housing are aligned
and mounted directly on the engine. The oil pumps and water pumps are mounted on the
accessory drive housing.

GENERAL OVERVIEW
Figure 8: Accessory Drive Gear and Drive
1.2.6 MAIN BEARINGS
The main bearings are steel shells of sufficient thickness to avoid distortion. Each bearing
half is lined with a centrifugally cast lead-bronze alloy with a lead-tin overlay for break-in
purposes.
The bearings are of the precision type and are fitted without shims or scraping.
1.2.7 CONNECTING RODS
The connecting rods are of drop forged, heat treated alloy steel with I-section shanks. The
trunnion type rods are interlocking blade and fork construction which eliminates cylinder
offset and improves connecting rod bearing load conditions.

GENERAL OVERVIEW
The blade rod rides on the back of the upper connecting rod bearing and is held in place by
a counterbore in the fork rod. Serrations on the sides of the fork rod match similar serrations
on the fork rod basket. The fork rods and baskets are bolted together at the serrations and
form a matched set.
The upper end of each rod is formed into a “saddle” to which the piston pin is bolted. Fork
rods are located in the left bank side of the left hand rotation engine. Blade rods are in the
right bank. For right hand rotation engines ,the rods are reversed.
1.2.8 CONNECTING ROD BEARINGS
The steel-backed halves are lined with a centrifugally cast lead-bronze alloy material and a
lead-tin over lay for break-in purposes. The outer surface of the upper connecting rod
bearing is provided with a layer of lead-bronze material covered by a lead-flash overlay
upon which the blade rod rides. Oil is distributed over this surface through a pattern of oil
grooves in the bearing which efficiently lubricates the slipper surface of the blade rod. Oil
is received from the adjacent main bearing through a drilled passage in the crankshaft.
The connecting rod bearings extend the full width of the crankpin journal and are of the
precision type. The bearing halves are applied without shims or scraping.
1.2.9 PISTONS AND PISTON CARRIERS
The piston assembly consists of a cast iron alloy piston, four compression rings, and two oil
control rings. A trunnion type forged steel piston carrier containing a piston pin and bearing
is used with the piston to allow the piston to rotate or “float” during engine operation.
The carrier supports the piston at the internal piston platform. A replaceable thrust washer
is used between the piston and carrier and a steel snap ring in the piston skirt retains the
carrier in the piston. This floating-type construction equalizes thermal expansion, improves
ring performance, and reduces piston skirt and liner bore wear.
The internal parts of the piston are lubricated and cooled by oil which is directed through a
drilled passage in the piston carrier. The oil circulates about the piston crown area and then
drains through holes in the piston carrier.
1.2.10 PISTON PINS AND INSERT BEARINGS
The alloy steel piston pin and the bronze insert bearing are designed with two independent
bearing surfaces. The bearing surfaces on the ends of the piston pin function as one surface
and the center surface functions as the second. The bearing surfaces alternately carry the
piston loads during the course of a power cycle (one revolution of the crankshaft).

GENERAL OVERVIEW
The design allows the re-establishment of the oil film between the insert bearing and piston
pin as the bearing goes from the loaded to the unloaded condition.
The assembly of the insert bearing and piston pin is applied in a broached slot in the piston
carrier and are retained by bolted-on bearing retainers at each end of the piston pin. The
piston pin is bolted to the saddles at the top of the connecting rod after it is installed in the
carrier.
1.2.11 CYLINDER LINERS
Each bore in the engine crankcase is provided with a replaceable cylinder liner which is
water jacketed over the active length of the liner. The liners are fabricated iron alloy
castings with brazed-on steel cooling water jackets.
The scavenging air intake ports, which completely encircle the liner, are located just above
the position of the piston top when it is at bottom dead center. Visual inspection can be made
of the liner inner wall, piston crown and skirt, and all compression rings.
The liner ports are arranged at an angle so as to produce an efficient swirling action of the
scavenging air stream. A water inlet flange on the liner, located below the ports, provides a
connection for the liner water supply line. Cooling water circulates within the liner walls
and discharges upward through twelve drilled passages into the cylinder head.
A counterbore around each drilled hole accommodates a teflon ring in combination with a
silicone rubber water seal which seals the water passage when the cylinder head is installed.
A thin copper-clad steel gasket provides a combustion seal between the cylinder head and
the liner.
The liner is supported from the cylinder head by studs and does not carry tensile or
compressive operating loads.
Series 710 engines utilize laser-hardened liners. During manufacture a high energy laser
beam is directed on the walls of both the upper liner bore and the intake port relief area. This
laser hardening process provides a uniform hardness with superior scuff resistance insuring
a long service life under high horsepower heavy load service.
Optional chrome cylinder liners are available for use with high sulphur fuel.

GENERAL OVERVIEW
1.2.12 CYLINDER HEADS
A removable cylinder head is installed on top of each cylinder liner in the engine. The
cylinder head and liner are bolted together and this assembly is held in the cylinder head
retainer by crab bolts, head crabs, hardened washers, and nuts. The crab bolts extend up
through the cylinder bank upper deck plate adjacent to each cylinder retainer.
The square bolt heads fit corresponding holes in the plate which prevents their turning while
being torqued. The head is secured to the liner by eight equally spaced studs and nuts and
the assembly is firmly retained in the crankcase by the crab plates.
The head is cast of a high strength iron alloy with scientifically cast passages for water and
exhaust gases. Valve seats are machined directly in the head. Drilled water holes at the
bottom of the head match the water discharge holes in the liner. Exhaust passages in the head
line up with mating elbows in the crankcase to conduct exhaust gases through the water
manifold to the exhaust manifold.
Four high temperature corrosion resistant exhaust valves are grouped around an EMD unit-
type injector located in the center of the head. Each cylinder head is equipped with three
forged steel rocker arms with roller followers which are directly actuated by overhead
camshafts. Two rocker arms operate the two pairs of exhaust valves and the third operates
the fuel injector. Each rocker arm is lubricated with oil received from an adjacent camshaft
bearing.
1.2.13 CYLINDER TEST VALVES
Each cylinder head is equipped with a test valve which is used to relieve compression when
barring the engine over by hand during inspection or service operations. EMD recommends
opening these valves and barring the engine over for hydraulic relief any time the engine has
been shut down for an extended period of time.
1.2.14 CAMSHAFTS
Each of the two camshaft assemblies consist of sections of carbon steel forgings joined by
dowel bolted flanges so that sectional replacements may be made. The cams are an integral
part of each shaft section and the journals and polydyne cam profiles are induction hardened.
There are three lobes for each cylinder; the two outer lobes operate the exhaust valves, and
the center lobe operates the injector.
All Model 710 engines are equipped with DuracamTM camshafts. These camshafts extend
the life of valve train components and exhaust lobes, reduce wear between valve keepers and
stems, and limit the incidence of valve spinning.

GENERAL OVERVIEW
Power to drive the camshafts is provided through the gear train at the flywheel end of the
engine. Two camshaft bearing blocks at each cylinder hold replaceable steel-backed lead-
base babbit lined bearing inserts.
1.2.15 CAMSHAFT GEAR TRAIN
The gear train supplies the power to drive the camshafts and the turbocharger before the
turbocharger becomes free-wheeling and disengaged from the gear train.
The gear train, which utilizes spur-type gears consists of a crankshaft gear mounted on the
crankshaft, a No. 1 idler gear, a drive gear assembly which includes the No. 2 idler gear,
clutch and a turbocharger drive gear, and the left and right camshaft drive gears. Rotation
of the camshaft drive gears is inboard on left-hand rotation engines and outboard on right-
hand rotation engines at the same speed as the crankshaft.
Lubricating oil is received from the main oil manifold at the rear of the engine through oil
passages in the base of the idler gear stubshaft. Filtered oil enters the turbocharger oil
system from the upper idler gear stubshaft. Installation of the camshaft drive housing and
turbocharger assembly completely encloses the gear train.
1.2.16 RING GEAR AND COUPLING DISC (FLYWHEEL)
The ring gear is used on engines equipped with starting motors. Engaging the teeth on the
ring gear rotates the crankshaft for engine starting or selects a crankshaft position when
using an engine turning gear device. The ring gear pilots on the engine side of the coupling
disc and is bolted to the coupling disc.
The coupling disc serves as the coupling between the engine crankshaft and the driven shaft.
Top dead center and degree markings are stamped on the outer rim of the coupling disc.
Holes are also provided around the circumference of the coupling disc for insertion of a
turning bar to manually rotate the crankshaft.
1.2.17 AIR SCAVENGING SYSTEM
Scavenging air is supplied by a single turbocharger located at the flywheel end of the
engine. The turbocharger is primarily used to increase engine horsepower and provide
improved fuel economy through the utilization of exhaust gases.
The turbocharger is gear driven from the camshaft drive gear train at lower speeds and loads
to supply the necessary air for combustion. Full drive from the exhaust turbine is achieved
as the engine approaches full load and the heat energy in the exhaust is sufficient to drive
the turbocharger without mechanical assist from the engine.

GENERAL OVERVIEW
At this point, an overrunning clutch in the drive train disengages and the turbocharger is
mechanically disconnected from the engine gear train.
The turbocharger is supplied with engine oil that is filtered through an oil filter mounted
on the right rear side of the engine. Oil leaving the turbocharger empties into the gear train
housing and returns to the oil pan. Details are given in 4.1.1 AIR SCAVENGING
SYSTEM on page 4-1.
1.2.18 FUEL SYSTEM
The engine fuel system consists of the fuel injectors, engine driven fuel pump, and engine
mounted fuel filters. A fuel oil hand priming pump is provided to supply fuel to the injectors
before starting the engine after extended shutdown or repairs.
Fuel is drawn from the supply by the fuel pump through a suction strainer and is delivered
to the engine mounted fuel filters through a fuel manifold housing attached to the front end
of the engine. The fuel flows through the filter and then to the injectors through a fuel
manifold supply line and jumper line at each engine cylinder.
The fuel supplied to each injector is delivered to each cylinder at a very high pressure
through the spray tip of the injector. Excess fuel not used by the injector returns through the
injector serving to lubricate and cool the working parts. The excess fuel then flows through
a return line to the engine mounted fuel manifold and then back to the fuel supply. Details
are given in Chapter 5. FUEL SYSTEM on page 5-1.
1.2.19 LUBRICATING OIL SYSTEM
The engine lubricating system is a combination of three separate systems: the main
lubricating system, the piston cooling system, and the scavenging oil system. Each system
has its own oil pump.
The main lube oil pump and piston cooling oil pump, although individual pumps, are both
contained in one housing and driven from a common drive shaft. The scavenging oil pump
is a separate pump. All pumps are driven from the accessory gear at the front of the engine.
The main lubricating system supplies lubricating oil to the turbocharger, crankshaft, engine
bearings, gears, and general lubrication system. The piston cooling system internally cools
the pistons.
The lube oil strainer housing serves both as an oil reservoir and a strainer to protect the oil
pumps. Details are given in Chapter 6. LUBE OIL SYSTEM on page 6-1.

GENERAL OVERVIEW
1.2.20 FRESH WATER SYSTEM
Tier 2 engines have two cooling loops. A high temperature loop for the power assemblies
and oil cooler and a low temperature loop for cooling compressed air from the turbocharger.
The engine water pump in the high temperature loop, forces coolant through the cylinder
liners and heads to the water chamber surrounding the exhaust passages in the top of the
engine. In the low temperature loop, coolant is circulated by a separate engine mounted
water pump through the turbocharger aftercoolers and discharged off-engine to be cooled.
Heated coolant from the engine is piped to the temperature regulator where the flow is
directed to the fresh water cooler or oil cooler. From the oil cooler, on basic installations,
water is fed into the water pump through an aspirator that is tee connected to the fresh water
expansion tank to maintain a positive head at the pump suction at all times.
A fresh water “high” temperature alarm switch is supplied in the piping to the water
temperature regulator. Dial-type thermometers are provided in the system piping to indicate
water temperature into and out of the engine Details are given in Chapter 7. WATER
COOLING SYSTEM on page 7-1.
1.2.21 EXHAUST SYSTEM
The engine exhaust gases from the cylinders discharge into the exhaust manifold and to the
turbocharger turbine. After passing through the turbine, the gases expand, pass through the
turbocharger ducting and are then discharged from the engine to external exhaust piping.
Before passing through the turbocharger, the exhaust passes through a screen which
prevents foreign objects from entering the turbocharger. Exhaust gas velocity is used to
produce crankcase suction by pulling air through the lube oil separator. Details are given in
Chapter 8. EXHAUST SYSTEM on page 8-1.
1.2.22 AIR STARTING MOTORS
The engine starting system consists of air starting motors attached to the side of the engine,
an electrically operated starting pushbutton, a solenoid air valve, and a piping assembly
which consists of an air line wye strainer, air shut-off valve, air relay valve and an air motor
lubricator.
Dual air starting motors are supplied with all engines with the exception of the 8-cylinder
engines which typically use only one starting motor. One piping assembly is supplied on all
engines with exception of the 20-cylinder engine which uses two piping assemblies.

GENERAL OVERVIEW
When the engine start signal is initiated, the solenoid valve is energized, allowing supply air
to engage the pinion gear on each starting motor with the ring gear on the engine flywheel.
Air pressure is then directed to the relay valve which admits air to the starting motors to
crank the engine at approximately 60 RPM. Details are given in Chapter 9. AIR STARTING
SYSTEM on page 9-1.
1.2.23 ELECTRONIC CONTROLS SYSTEM
Tier 2 710 Engines use EMDEC (Electro-Motive Diesel Electronic Control), an

electronically controlled fuel delivery system. The EMDEC system allows for a number of
improvements in engine performance, such as improved fuel economy, and a reduction in
certain types of exhaust emissions. EMDEC monitors sensors which protect the engine and
improve efficiency. Details are given in Chapter 11. ELECTRIC CONTROL SYSTEM on
page 11-1.
1.2.24 ACCESSORY RACK
The basic engine accessories listed below are available with each engine. The following
major components are mounted on the Accessory Rack.
• Lube Oil Filter

• Lube Oil Cooler
• Fresh Water Expansion Tank
• Automatic Fresh Water Temperature Regulator (AMOT valve)
• Duplex Fuel Oil Strainer
• Fuel Hand-Priming Pump
When mounted on the accessory rack, the above listed accessories are interconnected with
preformed pipe and tube assemblies. The jacket water and lube oil systems are cleaned and
leak tested at the factory.
The accessory rack is easily connected to the engine during installation by bolting together
flanged connections and interconnecting the fuel systems. The fuel system connections are
pre-fitted and aligned at time of manufacture.

GENERAL OVERVIEW
Figure 9: Engine Configurations

GENERAL OVERVIEW
1.3 MODEL DESIGNATIONS
Crankcase Fuel Efficiency EPA

No. Cyl Displacement Application
Generation BHP Series Designation
16 710 G 7 C T2
EXPLANATION OF APPLICATION NUMBERS:
none roots blown locomotive
1 roots blown industrial
marine with engine driven raw water

2 roots blown
pump
3 turbocharged locomotive
4 turbocharged industrial
marine - With engine driven raw

5 turbocharged
water pump
6 roots blown marine
7 turbocharged marine
8 roots blown drill rig
9 turbocharged drill rig with 15° tilt modification
10 turbocharged 1000 rpm industrial
EXPLANATION OF MODIFICATIONS:
none MUI engine
T2 U.S. EPA Tier 2 Emissions Compliant
1.4 ISO SYMBOLS
Schematic diagrams in this book use the symbols from the ISO 14617 standard.

GENERAL OVERVIEW
Figure 10: ISO Symbol Descriptions

GENERAL OVERVIEW
1.5 TYPICAL SYSTEMS FOR MODEL 710 ENGINES
Schematic piping diagrams for Model 710 engines are illustrated in the relevant chapters and
cover the systems listed below:
Fuel Oil System, Lubricating Oil System, Starting Air System, Fresh Water System
All pipe sizes indicated are American Standard (minimum) and are based upon accepted
maximum velocity only. The actual pipe sizes are to be calculated by the customer to suit
installation pressure drop requirements.
All piping and equipment shown on the schematic drawings are to be furnished by the
customer unless otherwise noted with an asterisk (*). The customer is to furnish reducing
fittings where necessary.
All piping is to be clean and free from foreign matter, weld splatter, scale, etc.
The schematic drawings should be used for preliminary layout only. Necessary engineering
data required for proper systems installation and operation will be furnished after a contract
has been awarded.

GENERAL OVERVIEW

ENGINE LAYOUT
2. ENGINE LAYOUT
B C D E
A
Height - Over Depth - Mounting Height - Over Width - Over
Height - Over Basic Exhaust
Basic Exhaust Pads To Exhaust Manifold Turbo Aftercooler
Outlet Adapter
Marine Outlet Pan Bottom Heat Shield Pipes
Engine Model US Std Metric US Std Metric US Std Metric US Std Metric US Std Metric
ME 8G7C 10' 7-13/16" 3.246m 8' 5-5/16" 2.573m 18-7/8" 0.479m 9' 1-7/8" 2.790m 69-1/2" 1.765m
ME 12G7C 11' 2-1/4" 3.41m 9' 0" 2.764m 24-7/8" 0.632m 9' 8-1/16" 2.948m 68-1/2" 1.740m
ME 16G7C 11' 2-1/4" 3.41m 9' 0" 2.764m 24-7/8" 0.632m 9' 8-1/16" 2.948m 68-1/2" 1.740m
ME 20G7C 11' 11-3/8" 3.642m 9' 8-13/16" 2.966m 32-7/8" 0.835m 10'4" 3.150m 69-1/2" 1.765m
F H J
G I
Length - Length - Length - Over Turbo
Length - Engine To Length - Overall Engine/Rack/
Air Filter Engine Aftercooler
Cooling Water Pipe Flange Air Filter
Marine Overhang Crankcase Ducts
Engine Model US Std Metric US Std Metric US Std Metric US Std Metric US Std Metric
ME 8G7C 7' 0" 2.134m 8' 0-1/8" 2.441m 6' 1-3/8" 1.864m 20' 4-5/32" 6.202m 36.59" 0.929m
ME 12G7C 7' 4-3/16" 2.240m 8' 0-1/8" 2.441m 8' 11-5/8" 2.734m 23' 6-19/32" 7.178m 41.34" 1.050m
ME 16G7C 7' 3-3/4" 2.240m 8' 0-1/8" 2.441m 12' 2-1/4" 3.715m 26' 9-11/16" 8.171m 41.34" 1.050m
ME 20G7C 7' 4-3/16" 2.240m 8' 0-1/8" 2.441m 14' 11-1/2" 4.559m 29' 6-15/16" 9.015m 41.34" 1.050m
Marine Weights
Engine Engine - Dry Accessory Rack
Model US Std Metric US Std Metric
ME 8G7C 26,000 lbs. 11,800 kg. 3,700 lbs. 1,680 kg.
ME 12G7C 33,000 lbs. 15,000 kg. 3,700 lbs. 1,680 kg.
ME 16G7C 40,500 lbs. 18,365 kg. 3,700 lbs. 1,680 kg.
ME 20G7C 46,700 lbs. 21,180 kg. 3,800 lbs. 1,725 kg.
Figure 11: Engine Outline/Dimensions

ENGINE LAYOUT

ENGINE SPECIFICATIONS
3. ENGINE SPECIFICATIONS
3.1 GENERAL DATA
Type .............................................................................................................2-cycle 45° Vee
Crankcase and Oil Pan Construction ................................................................ Welded Steel
Bore x Stroke................................................................... 9-1/16" x 11" (230.2 x 279.4 mm)
Displacement per Cylinder ................................................710 cubic inches (11,635 cu. cm)
Operating Speed Range ...................................................................................350-900 RPM
Full Load Speed ..................................................................................................... 900 RPM
Piston Speed @ 900 rpm ................................................................1650 ft/min (503 m/min)
Compression Ratio ......................................................................................................... 18:1
Air System Type....................................................................................................... Uniflow
Scavenging Air Supply: Centrifugal flow turbocharger driven by exhaust gas turbine and/or
engine gear drive through over-running clutch; two air aftercoolers
Cylinder Air Inlet ................................................................................Ports in cylinder liner
Exhaust..................................................................................... Four valves in cylinder head
Piston Cooling ............................................................................ Oil - direct pressure stream
Main Bearing Lubrication .................................................................................Full pressure
Lube Oil Pumps.............Main oil, piston cooling, scavenging engine driven positive
displacement, helical gear type.
Governor ................................................................................................................. EMDEC
Fuel Supply Pump ....................................................... Positive displacement, engine driven
Fuel Injectors.........................................................Unit Injectors - Electronically controlled
Engine Starting ..................................................................................................... Air motors

Engine Cooling Water Pumps (High Temperature Circuit) ..........Engine driven centrifugal
Raw Water Pump..............................................................................Belt-driven centrifugal
Crankshaft Main Journal Diameter ......................................................... 8-1/2" (215.9 mm)
Crankpin Diameter ................................................................................. 6-1/2" (165.1 mm)
Piston Pin Diameter ....................................................................................3.68" (93.5 mm)

Table 1: ENGINE DATA (English)
ENGINE MODEL 8-710GC 12-710GC 16-710GC 20-710GC

Number of Cylinders 8 12 16 20
Number of Main Bearings 5 7 10 12
Power rating - Continuous BHP 2000 3000 4000 5000
BMEP - Nominal psi 155 155 155 155
Total Displacement Cu. In. 5,680 8,520 11,360 14,200
AIR SUPPLY SYSTEM

Intake Air Volume (@ 14.7 psi - 115°F) CFM 6520 9500 13000 15000
FUEL SYSTEM
Net Positive Suction Head Required Ft 3.2 3.2 3.2 3.2
Inlet Pressure To Engine (Min-Max) psi 80-120 80-120 80-120 80-120
Pressure Drop Across Engine Due To Fuel
psi 25-50 25-50 25-50 25-50
Injectors (Min-Max)
Pressure Out Of Engine psi 50 50 50 50
Minimum Inlet Fuel Flow Rate GPM 3.7 5.5 8 10
Minimum Return Fuel Flow Rate GPM 1.7 2.5 4 5
Fuel Pump Capacity Required GPM 3.8 5.7 7.6 9.5
Max Fuel Temp Into Engine °F 120 120 120 120
LUBE OIL SYSTEM
Engine Variant 8-710GC 12-710GC 16-710GC 20-710GC
Engine Type SE ME SE ME SE ME SE ME
Oil Pan Capacity To Full Mark 65 106 171 142 251 194 349 174
(US gallons) From full to low mark 50 39 127 44 184 60 257 85
Pressure (@ Normal Operating
psi 60-100 60-100 60-100 60-100
Temperature)
System Temperatures
To Engine (From Cooler) °F 170-195 170-195 170-195 170-195
From Engine (To Cooler) °F 190-215 190-215 190-215 190-215
Differential (Across Engine) °F 17-23 17-23 17-23 17-23


Oil Pump Capacities
Scavenging Oil Pump GPM 279 390 450 500
Main Lube Oil Pump GPM 157 185 229 281
Piston Cooling Oil Pump GPM 65 91 115 131
Turbo Bearing Priming & Shutdown Cooling
GPM 3.5 3.5 3.5 3.5
Pump
Lube Oil Consumption Rate (Nominal) Gal/Hr 0.18 0.27 0.35 0.45
Alarm Settings
LOS - Lube Oil Switch (@ Rated Speed*)
psi 31-33 31-33 31-33 31-33
*pressure @ turbo inlet
LOS - Lube Oil Switch (@ Idle Speed*)
psi 8.5-10.5 8.5-10.5 8.5-10.5 8.5-10.5
HOS - High Oil Temperature (Into Engine) °F 230 230 230 230
TOS - Turbo Lube Pump Low Pressure
psi 8 8 8 8
Switch
EXHAUST SYSTEM
Exhaust Back Pressure - Maximum
6 inches H2O
Allowance
Exhaust Gas Volume - Maximum CFM 11600 18000 24800 31500
Exhaust Gas Temperature °F 550 610 635 650
FRESH WATER SYSTEM - WATER JACKET COOLING CIRCUIT - HIGH TEMPERATURE CIRCUIT
Engine Model 8-710GC 12-710GC 16-710GC 20-710GC
900 900 900 900
Engine RPM Min. Max. Min. Max. Min. Max. Max.
Min. Flow
Flow Flow Flow Flow Flow Flow Flow
Cooling water flow rate gpm 440 550 730 925 925 1050 1155 1200
Pressure rise across jacket
psi 58(+/-2) 52(+/-2) 66(+/-2) 58(+/-2) 58(+/-2) 50(+/-2) 66(+/-2) 64(+/-2)
water pump
Pressure drop across
external system (Acc Rack psi 38 26 40 24 40 28 42 36
in external system)
not in external system)
Water in engine °F 165 - 180 165 - 180 165 - 180 165 - 180
Water out engine °F 175-190 174-189 175-190 173-188 177-192 175-190 176-191 175-190
Temperature rise across
°F 10 9 10 8 12 10 11 10
engine
Jacket Water Heat Rejection BTU/min. 43000 62500 86000 103200

FRESH WATER SYSTEM - AFTERCOOLER COOLING CIRCUIT - LOW TEMPERATURE CIRCUIT

900 900 900 900
Min. Flow
Cooling water flow rate gpm 200 275 200 275 200 250 200 250
Pressure rise across
psi 61(+/-2) 55(+/-2) 61(+/-2) 55(+/-2) 61(+/-2) 57(+/-2) 61(+/-2) 57(+/-2)
aftercooler water pump
in external system)
Water in aftercooler °F 125 125 125 110
Water out aftercooler °F 139(+/-2) 135(+/-2) 145(+/-2) 139(+/-2) 152(+/-2) 147(+/-2) 157(+/-2) 151(+/-2)
°F 14(+/-2) 10(+/-2) 20(+/-2) 14(+/-2) 27(+/-2) 22(+/-2) 32(+/-2) 26(+/-2)
aftercoolers
Aftercooler heat
BTU/min 22000 31000 45000 54000
rejection
FRESH WATER SYSTEM - EXTERNAL SYSTEM
Temperature in Lube Oil Cooler °F 170-180 170-180 170-180 170-180
Temperature Rise Across Lube Oil Cooler °F 3-5 3-5 3-5 3-5
BTU/
Lube Oil Cooler Heat Rejection 12800 20000 26000 31200
min
Design Water Temperature to Raw Water or
°F 180 180 180 180
Keel Cooler
Heat Load To Keel Cooler - Jacket Water BTU/
55800 82500 112000 134400
and Lube Oil Cooling min

FRESH WATER SYSTEM - ALARM SETTINGS

ETS - Engine Water Temperature 208 (with Accessory Rack)
°F
(From Engine) 190 (With Loose Accessories)
AIR STARTING SYSTEM
Air Starting Motors 1 2 2 2
Starting Air Pressure psi 200 150 or 200 150 or 200 150
Average Free Air Flow Rate - Starters
ft3/s 9 16 or 19 16 or 20 26
Cranking
Air Starting Control Solenoid Voltage 120 VAC (Basic)
ENGINE RADIATION
BTU/
Radiation (Approximate) 9600 14400 19200 24000
min

Table 2: ENGINE DATA (Metric)

Number of Cylinders 8 12 16 20
Number of Main Bearings 5 7 10 12
Power rating - Continuous kW 1500 2240 2985 3730
BMEP - Nominal kPa 1068 1068 1068 1068

Total Displacement Cu. cm 93078 139618 186157 232696
AIR SUPPLY SYSTEM

Intake Air Volume (@ 101.4 kPa- 32.2°C) L/sec 3077 4484 6135 7078
FUEL SYSTEM
Net Positive Suction Head Required m .98 .98 .98 .98
Inlet Pressure To Engine (Min-Max) kPa 552-827 552-827 552-827 552-827
Pressure Drop Across Engine Due To Fuel
kPa 172-345 172-345 172-345 172-345
Injectors (Min-Max)
Pressure Out Of Engine kPa 345 345 345 345
Minimum Inlet Fuel Flow Rate L/min 14 20.8 30 37.9
Minimum Return Fuel Flow Rate L/min 6.4 9.5 15 18.9
Fuel Pump Capacity Required L/min 14.4 24.6 28.8 36
Max Fuel Temp Into Engine ºC 49 49 49 49
LUBE OIL SYSTEM

Engine Variant 8-710GC 12-710GC 16-710GC 20-710GC
Engine Type SE ME SE ME SE ME SE ME
Oil PanCapacity To Full Mark 246.1 401.3 647.3 537.5 950.1 734.4 1321 658.7
(Liters) From full to low mark 189.3 147.6 480.7 166.6 696.5 227.1 973 321.8

Pressure (@ Normal Operating
kPa 414-689 414-689 414-689 414-689
Temperature)
System Temperatures
To Engine (From Cooler) °C 77-91 77-91 77-91 77-91
From Engine (To Cooler) °C 88-102 88-102 88-102 88-102
Differential (Across Engine) °C 11 11 11 11

Oil Pump Capacities

Scavenging Oil Pump L/min 1056 1476 1703 1893
Main Lube Oil Pump L/min 594 700 867 1064
Piston Cooling Oil Pump L/min 246 344 435 496
Turbo Bearing Priming & Shutdown Cooling
L/min 13.2 13.2 13.2 13.2
Pump
Lube Oil Consumption Rate (Nominal) L/Hr 0.7 1.0 1.3 1.7
Alarm Settings
LOS - Lube Oil Switch (@ Rated Speed*)
kPa 213-227 213-227 213-227 213-227
LOS - Lube Oil Switch (@ Idle Speed*)
kPa 59-72 59-72 59-72 59-72
HOS - High Oil Temperature (Into Engine) °C 110 110 110 110
TOS - Turbo Lube Pump Low Pressure
kPa 55 55 55 55
Switch
EXHAUST SYSTEM
Exhaust Back Pressure - Maximum
1.49 kPa
Allowance
Exhaust Gas Volume - Maximum L/sec 5500 8600 11700 14800
Exhaust Gas Temperature °C 288 321 335 343
FRESH WATER SYSTEM - WATER JACKET COOLING CIRCUIT - HIGH TEMPERATURE CIRCUIT

900 900 900 900
Min. Flow
Cooling water flow rate L/min 1666 2082 2763 3502 3502 3975 4372 4542
Pressure rise across 399.9 358.5 455.1 399.9 399.9 344.7 455.1 441.3
kPa
jacket water pump (+/-14) (+/-14) (+/-14) (+/-14) (+/-14) (+/-14) (+/-14) (+/-14)
external system (Acc Rack kPa 262 179.3 275.8 165.5 275.8 193.1 289.6 248.2
in external system)
external system (Acc Rack kPa 206.8 124.1 193.1 48.26 158.6 55.16 144.8 89.63
Water in engine °C 74-82 74-82 74-82 74-82
Water out engine °C 79-88 79-87 79-88 78-87 81-89 79-88 80-88 79-88
°C 5-6 5 5-6 4-5 7 5-6 6 5-6
engine
Jacket water heat
rejection kcal/min 10836 15750 21672 26006

FRESH WATER SYSTEM - AFTERCOOLER COOLING CIRCUIT - LOW TEMPERATURE CIRCUIT

Engine Model 8-710GC 12710C 16-710GC 20-710GC
900 900 900 900
Min. Flow
Cooling water flow rate L/min 757.1 1041 757.1 1041 757.1 946.4 757.1 946.1
Pressure rise across 420.6 379.2 420.6 379.2 420.6 393 420.6 393
kPa
aftercooler water pump (+/-14) (+/-14) (+/-14) (+/-14) (+/-14) (+/-14) (+/-14) (+/-14)
in external system)
Water in aftercooler °C 52 52 52 43
Water out aftercooler °C 59(+/-2) 57(+/-2) 63(+/-2) 59(+/-2) 67(+/-2) 64(+/-2) 69(+/-2) 66(+/-2)
°C 8(+/-1) 6(+/-1) 11(+/-1) 8(+/-1) 15(+/-1) 12(+/-1) 18(+/-1) 14(+/-1)
aftercoolers
Aftercooler heat rejection kcal/min 5545 7815 11340 13600
FRESH WATER SYSTEM - EXTERNAL SYSTEM
Temperature in Lube Oil Cooler °C 77-82 77-82 77-82 77-82
Temperature Rise Across Lube Oil Cooler °C 2-3 2-3 2-3 2-3
Lube Oil Cooler Heat Rejection kcal/min 3225 4690 6552 7575
Design Water Temperature to Raw Water or
°C 82 82 82 82
Keel Cooler
Heat Load To Keel Cooler - Jacket Water
kcal/min 14061 20790 28224 33868
and Lube Oil Cooling
FRESH WATER SYSTEM - ALARM SETTINGS
ETS - Engine Water Temperature 98 (with Accessory Rack)
°C
(From Engine) 88 (With Loose Accessories)
AIR STARTING SYSTEM
Starting Air Pressure kPa 1035 1035 or 1380 1035-1380 1035
Average Free Air Flow Rate - Starters
m3/s .25 0.45 or 0.54 0.57 0.73
Cranking
ENGINE RADIATION
Radiation (Approximate) kcal/min 2419 3629 4838 6048

3.1.1 ENGINE RATINGS
Model
8 cyl. 12 cyl. 16 cyl. 20 cyl.
BHP 2000 3000 4000 5000
Continuous @ 900 RPM
kW 1500 2240 2985 3730
3.1.2 MARINE RATING - BHP (AT ISO3046/1 CONDITIONS)
Model
RPM 8 cyl. 12 cyl. 16 cyl. 20 cyl.
Marine (ABS) 900 2000 3000 4000 5000
Marine (ABS) 800 1760 2650 3525 4400
Drilling 900 2200 3300 4400 5500
Marine: For continuous operation with 10% overload capability for one hour in 12.
Drilling: For operation in drilling service. No overloads allowed.
3.1.3 ENGINE RATINGS - BHP (AT ISO3046/1 CONDITIONS)
MODEL
RPM 8 cyl. 12 cyl. 16 cyl. 20 cyl.
900 2000 3000 4000 5000
800 1760 2650 3525 4400
720/750 1675 2495 3325 4155
Ratings Definitions: For continuous operation allow for 10% overload 1 hour in 12.
NOTE: Other ratings available by request.

3.1.4 STANDARD RATING CONDITIONS
Air Intake Temperature 77°F 25°C

Barometer 29.61 in Hg 100 kPa
Fuel Heating Value (Lower) 18,054 BTU/lb 41, 994 kJ/kg
Air Intake Depression (max) 6 in H2O 1.49 kPa
Exhaust Stack Pressure (max) 6 in H2O 1.49 kPa
3.1.5 MAXIMUM ALLOWABLE ENGINE INCLINATIONS
Under Static (Permanent) Conditons 8-710GC 12-710GC 16-710GC 20-710GC

Accessory End Low 10° 6°
Trim:
Flywheel End Low 11° 8°
List: 15°
Under Dynamic (Momentary) Conditions
Pitch: 15°
Roll: 45°
For example if a 20-cylinder engine is installed in the vessel with the flywheel end 2° low
(trim), the engine can tolerate only an additional 6° permanent trim (8° total static condition)
or an additional 13° momentary pitch in the same direction (15° total dynamic condition).
NOTE: Two bearing generators
NOTE: Modifications available to meet classification society rules

for mobile offshore drilling units.

3.2 OPERATING CHARTS - TORQUE CURVES
Figure 12: Estimated Torque vs. Engine Speed Curves (Imperial)

Figure 13: Estimated Torque vs. Engine Speed Curves (Metric)


AIR INTAKE SYSTEM AND TURBOCHARGER
4. AIR INTAKE SYSTEM AND TURBOCHARGER
4.1 ON-ENGINE SYSTEM
Figure 14: Air Intake and Turbocharger
4.1.1 AIR SCAVENGING SYSTEM
Scavenging air is supplied by a single turbocharger located at the flywheel end of the engine.
The turbocharger is primarily used to increase engine horsepower and provide improved fuel
economy through the utilization of exhaust gases.
Air comes from the air filters through the inlet flow nozzle and directly into the
turbocharger. Note that there should not be a distance of more than 12 inches between the
inlet flow nozzle and the turbocharger.

4.1.2 TURBOCHARGER
The turbocharger design permits positive drive from the camshaft drive gear train at lower
speeds and loads to supply the necessary air for combustion. Full drive from the exhaust
turbine is achieved as the engine approaches full load and the heat energy in the exhaust is
sufficient to drive the turbocharger without mechanical help from the engine. At this point,
an overrunning clutch in the drive train disengages and the turbocharger is mechanically
disconnected from the engine gear train.
Figure 15: Turbocharger Cross-Section

The turbocharger is supplied with engine oil that is filtered through an oil filter mounted on
the right rear side of the engine. Oil leaving the turbocharger empties into the gear train
housing and returns to the oil pan.
Figure 16: Turbocharger Drive
4.1.3 SYSTEM PERFORMANCE
The Engine Control Module (ECM) is connected to performance sensors that monitor the
pressure and temperature of the airbox and the temperature of the air entering the engine air
intake. By examining the air parameters, the ECM can “fine tune” injector operation to
maximize fuel economy and minimize exhaust emissions. Performance sensors are
connected and will return a certain feedback to the sender ECM only. See the Electronic
System chapter for more information.
4.1.4 AIR BOX PRESSURE SENSOR
The Air Box Pressure Sensor (APS) provides data to the sender ECM for use primarily in
emission control. It is also known as the smoke sensor. The sensor is connected to the ECM
and to the engine with a sensing hose off the left front corner of the engine. The sensor is
typically mounted in the sensor box.
4.1.5 AIR TEMPERATURE SENSOR
The Air Temperature Sensor (ATS) measures the temperature of the air charge in the engine
airbox. This feedback is necessary for fuel consumption calculations and emission control
by the ECM’s. The sensor is applied to the left front corner of the engine next to the Air Box
Pressure Sensor, with the probe inside the airbox. A second sensor, the inlet air temperature
(IATS) has been applied to the inlet eye of the turbocharger. This second sensor is identical
to the Air Temperature sensor.

Figure 17: Disposable Fiberglass Air Filters with Insert Cage
4.1.6 CLOSE MOUNTED AIR FILTERS
The engine air filter used is the disposable element type containing fiberglass bags. The
number of elements used is based on engine size.
4.1.7 AIR SUPPLY SYSTEM DATA
Refer to Tables 1 and 2 in the Chapter 3. Engine for details on the Air Supply System Data.
4.2 EXTERNAL SYSTEM
4.2.1 AIR INTAKE FILTER
The basic disposable fiberglass bag filter is shipped unattached from the engine and is
mounted during engine installation. The filter housing includes wire cages to support the
elements and wire inserts that go into each element.

Figure 18: Air Filter - Dimensions
4.2.2 PRIMARY AIR FILTRATION
For EMD engine installations where the ambient air is likely to have high dust
concentrations (such as deserts, cement plants, mines, etc.) a primary stage of air filtration
for the engine and generator (in addition to the normal engine air filters) is to be provided
by the distributor/customer.

The primary air filters must have a minimum efficiency of 76% with AC fine test dust at
rated airflow. The filter resistance may be approximately 2 inches (50.8 mm) H2O
manometer reading clean and must not exceed 5 inches (127 mm) when dirty. Several types
of filters, common to the industry, are available.
• Inertial Type Filters: Usually requires a secondary airflow source; may require annual
maintenance.
• Recleanable Impingement Filters: Uses oil type adhesive; may require monthly
maintenance.
• Throwaway Impingement Filters: Uses oil type adhesive; may require monthly
maintenance.
4.3 REMOTE AIR FILTERS OR NON-EMD AIR FILTERS
When the customer/distributor supplies remote air filters, the average filter efficiency on
AC fine test dust at the required airflow must be at least:
• 95% — For depth loading fibreglass or paper filters.

• 89% — For oil bath type filters.
Filter pressure drop (clean) should be kept as low as possible and should conform to the
following maximum allowable air inlet restriction limits:
• Maximum allowable total air inlet restriction — clean: 6.0 inch (152.4 mm) H20. This
includes maximum allowable duct pressure drop of: 3.0 inch (76.2 mm) H20.
• Maximum allowable total air inlet restriction — dirty filters: 24 inch (355.6 mm) H20.
EMD provided air intake turning box and piping adapter can be furnished for remote filter
duct connection. A vacuum indicator is attached. A flexible air intake hose connects the
turning box directly to the turbocharger air inlet.
The turning box must be mounted by the builder, usually on the gear clutch guard (marine)
or generator (industrial).

Dimensions (Inches): Dimensions (Millimeters):

Engine A B C D E F Engine A B C D E F
8-Cyl. 20 25 1-1/4 27-1/2 56-15/16 39-21/32 8-Cyl. 508 635 31.75 698.5 1445.8 1007.4
12-Cyl. 24 29-1/2 1-3/8 32 61-1/16 43-7/8 12-Cyl. 508 635 31.75 698.5 1554 1114.4
16-Cyl. 24 29-1/2 1-3/8 32 60-31/32 43-3/4 16-Cyl. 609.6 749.3 34.9 812.8 1548.6 1111.3
20-Cyl. 24 29-1/2 1-3/8 32 60-31/32 43-3/4 20-Cyl. 609.6 749.3 34.9 812.8 1548.6 1111.3
Figure 19: Air Intake Turning Box - Dimensions
Customer furnished air ducting should be 18-8 stainless steel or material of equal corrosion
resistance. If other material is used, the interior of the ducting should be properly prepared
and coated to prevent corrosion. Ducts of 14 or 16 gauge metal should ordinarily be suitable.
Do not paint ducting between the fiberglass air filter outlet and the engine inlet, since the oil
carry over from the filters will break up the paint.
Duct pressure loss must not exceed 3 inches (76 mm) H2O at the approximate 900 engine
RPM air intake flow.


FUEL SYSTEM
5. FUEL SYSTEM
Figure 20: On-Engine Fuel System
The engine fuel system consists of the engine driven fuel pump, fuel manifold, engine
mounted fuel filters, wiring harnesses (EMDEC) and fuel injectors. Fuel is drawn from the
supply tank by the fuel pump through a suction strainer and is delivered to the engine
mounted fuel filters through a fuel manifold housing.
5.1.1 FUEL PUMP
The engine-driven, positive displacement fuel pump is mounted on and is directly driven by
the lube oil scavenging pump. The pressure is limited by relief valves.

FUEL SYSTEM
5.1.2 FUEL FILTER AND MANIFOLD
The engine mounted duplex fuel filter assembly is attached to a manifold installed at the
front end of the engine. Fuel is admitted to the filter assembly through an anti-flood, spring-
loaded check valve set at 10 psi (69 kPa).
The fuel back pressure regulating check valve is set at 40 psi (345 kPa) and a fuel oil pump
pressure relief valve is set at 120 psi (827 kPa). The relief valve is activated should the
filters become plugged.
The fuel filter assembly utilizes 5 micron disposable filter elements that can be spun on or
off within seconds.
A control valve in the filter directs the fuel to either or both filter elements. One spin-on
filter element can be bypassed and removed without stopping the engine.
5.1.3 EUI FUEL INJECTORS
In the electronic unit injectors (EUI), the metering and timing of fuel injection are
controlled by the Electronic Control Modules (ECM's) based on inputs received from the
EMDEC engine control system. EMDEC is responsible for controlling engine speed against
varying load conditions. It accomplishes this by varying the amount of fuel injected into the
cylinders.
The EUI system receives speed signals from control system in the form of governor
solenoid requests. These signals are converted to an RPM request by the interface module.
The RPM request in the ECM’s establishes the desired engine speed. Actual engine speed
is determined by use magnetic pick-ups and timing plates mounted on the ring gear. Desired
speed is compared to actual speed by the ECM’s and fuel is adjusted accordingly.
The camshafts perform only one function for fuel injection, providing the force necessary
to pressurize the fuel for injection. Timing and pulse width modulation is controlled entirely
by the ECM’s.
5.1.4 SYSTEM PERFORMANCE
The Engine Control Module (ECM) is connected to performance sensors that monitor the
pressure of the fuel entering the fuel filter and entering the engine and the temperature of
the fuel entering the engine. See the Electronic System section for more details.

FUEL SYSTEM
5.1.4.1 Fuel Pressure Sensor
The Fuel Pressure Sensor (FPS) monitors fuel supply pressure for two reasons. First, the fuel
pressure reading is an input to the sender ECM where it forms part of the fuel rate
calculations. Second, should fuel pressure drop below an acceptable level, the system will
log a fault to warn of any impending power loss.
Both sensors are mounted on the fuel filter manifold. The fuel pressures at the filter inlet and
filter outlet to the engine are monitored at these points. Should the pressure drop across the
filters, and engine rise beyond an acceptable level, the system will register a fault. This could
be caused by plugged filters or leakage in the system.
5.1.4.2 Fuel Temperature Sensor
The Fuel Temperature Sensor (FTS) measures fuel supply temperatures necessary for fuel
consumption calculations, and fuel input compensation by the ECM's. The fuel temperature
sensor is an identical device to the air temperature sensor. It is located on the fuel filter
manifold and examines the temperature of the fuel as it enters the engine. As fuel
temperature increases, performance decreases. EMDEC will compensate for high fuel
temperatures by adjusting pulse width and timing as required.
Refer to Tables 1 and 2 in Chapter 3 for engine fuel data.

FUEL SYSTEM
Figure 21: Typical Fuel Oil System

FUEL SYSTEM
5.2 EXTERNAL SYSTEM
Figure 22: Typical Accessory Rack Assembly: Fuel System

FUEL SYSTEM
5.2.1 DUPLEX/TRIPLEX FUEL SUCTION STRAINER
The duplex (8 cyl) or triplex (12, 16, & 20 cyl) fuel suction strainer is available mounted on
the accessory rack or as a ship-loose accessory. It is located in the fuel system to remove
contaminants from the fuel being drawn from the fuel supply. The fuel is drawn through the
strainers either by the manually operated fuel priming pump or by the engine driven fuel
pump. Either pump forces fuel to the engine-mounted duplex fuel filter and from the filter
to the engine injectors.
5.2.2 FUEL PRIMING PUMP
The fuel hand priming pump is furnished, mounted on the accessory rack or as a ship-loose
accessory, to circulate fuel oil to the fuel filters and fuel injectors before starting the engine
after extended shutdown or repairs. A manually operated fuel pump is available mounted
on the accessory rack or as a ship-loose accessory. The pump capacity is 14 gpm (53 L/min.)
at 115 RPM. Approximate weight is 23 lbs. (10.4 kg). An electronic fuel prime pump is also
available as a shipped loose option.

FUEL SYSTEM
EN53287
Figure 23: Fuel Hand Priming Pump

FUEL SYSTEM

LUBE OIL SYSTEM
6. LUBE OIL SYSTEM
The engine lubricating system is a combination of three separate systems: the low-pressure
scavenging oil system, the high-pressure main lubricating system, and the high-pressure
piston cooling system. Each system has its own oil pump.
The main lube oil pump and piston cooling oil pump, although individual pumps, are both
contained in one housing and driven from a common drive shaft. The scavenging oil pump
is a separate pump. All pumps are driven from the accessory gear train at the front of the
engine.
Prior to engine start and after engine shutdown the turbocharger is lubricated by a separate
lubrication soakback system.
Before initial startup and after any pipe work, a precautionary measure needs to be taken to
insure that any unwanted material does not enter the lube oil pumps at startup. A filter should
be placed in the engine lube oil system before the lube oil strainer box.
6.2 SYSTEM PROTECTION
The Engine Control Module (ECM) is connected to protective sensors that monitor the
pressure of the oil into the engine, into the turbocharger, and into the soakback filter. Also,
the ECM monitors the temperature of the oil entering the engine.
6.2.1 OIL PRESSURE SENSOR
The Oil Pressure Sensor (OPS) provides a feedback of engine lube oil pressure to the ECM.
A shutdown will occur if the engine lube oil pressure at the turbocharger drops below a
predetermined set point, relative to engine speed and duration of time.
Oil pressure shutdown protection is inactive for 90 seconds after engine start to allow the
system to prime. After 90 seconds, the time delay from low oil pressure indication to
shutdown is 2 seconds.
6.2.2 OIL TEMPERATURE SENSOR
The Oil Temperature Sensor (OTS) input to the sender ECM allows it to monitor the
temperature of the oil entering the lube oil system. An engine alarm will occur if the oil
temperature exceeds the recommended high oil temperature set point given in Tables 1 and
2 in Chapter 3.

LUBE OIL SYSTEM
6.3 SCAVENGING OIL SYSTEM
The engine-driven herringbone gear pump draws oil from the engine oil pan sump through
a strainer located in the engine-attached lube oil strainer housing. The scavenging pump
then forces the oil through an oil filter and an oil cooler before entering the lube oil strainer
housing to supply the main lube oil pump and piston cooling oil pump with cooled and
filtered oil. Excess oil is returned to the engine oil pan.
The scavenging oil pump does not have internal bypass protection, so it must be protected
to 125 psi (861.8 kPa) by relief valves in the attached system.
6.4 MAIN LUBRICATING OIL SYSTEM
This engine-driven helical gear pump supplies oil under pressure to the engine bearings,
gears, and general lubrication system. The pump draws oil from a strainer housing located
at the right front of the engine. Oil from the pump flows into the main oil manifold which
is located above the crankshaft and extends the length of the engine. Maximum oil pressure
is limited by a relief valve between the pump and the main oil manifold.
Oil is conducted from the main oil manifold to the crankshaft and connecting rod bearings.
The oil manifold supplies oil to the gear train at the rear of the engine, the camshaft
bearings, hydraulic lash adjusters, and turbocharger oil system.
6.5 PISTON COOLING SYSTEM
The piston cooling oil pump is a separate helical gear pump mounted integrally with the
lubricating oil pressure pump. This pump receives oil from a common suction with the main
lube oil pump and delivers oil to the two piston cooling oil manifolds extending the length
of the engine. The oil manifolds feed a piston cooling pipe under each cylinder which
directs a stream of oil up through the carrier to the piston under-crown to internally cool and
lubricate the piston.

LUBE OIL SYSTEM
Figure 24: Piston Cooling System
6.6 LUBE OIL STRAINER
The lube oil strainer is located on the right side of the accessory drive housing. The two-
compartment housing contains strainers to protect the scavenging and pressure pumps. The
housing also serves as a reservoir for cleaned, cooled oil from which the pressure pumps
draw their supply. Except for extended periods of shutdown, the oil stored in this housing
provides the necessary lubrication eliminating the need for lubricating oil priming each time
the engine is started.

LUBE OIL SYSTEM
The housing contains a manually operated drain valve for releasing oil into the engine oil
pan sump prior to changing oil. New lubricating oil is added by filling through the square
opening at the top of the strainer housing.
The main tube oil system is protected by two strainers containing a replaceable 40 mesh
(0.38 mm) pleated metal element enclosed within a metal cylinder. The outer cylinder
provides a constant head of oil since suction is from the bottom only. Oil flows from the
bottom of the strainer, between the cylinder and screen of the strainer, through the strainer
to its center and out the top of the strainer element to the main oil pumps. The strainer
housing also contains one rigid perforated 9/ n 64" (3.57 mm) metal screen strainer for the
scavenging oil system.
6.7 TURBOCHARGER LUBRICATION
During operation, the main oil pressure pump lubricates the turbocharger through internal
passages in the engine. Before entering the turbocharger, the oil is filtered through a
disposable pleated paper element in a spin-on engine mounted filter at the rear of the right
hand engine bank.
Prior to engine starting, the turbocharger is pre-lubricated by the turbocharger lubrication

soakback pump system. After engine shutdown, the same system is used to remove residual
heat from the turbocharger.
6.8 TURBOCHARGER LUBRICATION SOAKBACK SYSTEM
Prior to engine starting, the turbocharger is lubricated by a soakback pump. Oil is drawn
from the engine oil pan at a flow rate of 3 to 10 gpm with a 55 psi bypass return to the sump.
The oil is filtered through a renewable spin-on 30 micron filter with a 70 psi bypass, and is
supplied to the engine through external piping which is connected to the engine mounted
filter housing. The soakback pump shall start when the engine start switch is set to “engine
start.” The pump shall run for 20-35 minutes. The engine may start 30 seconds after the
soakback pump is started.
After engine shutdown the same system is used to remove residual heat from the
turbocharger. The soakback pump shall start immediately after engine shutdown and run for
20 minutes.
Failure of the pump to operate - low oil pressure-must be indicated by an annunciator alarm
light.
It is the installer's responsibility to install the lube oil pump and a low turbo oil pressure
contactor.

LUBE OIL SYSTEM
The customer must specify whether the basic 230/ 460 AC 3-phase control voltage is to be
supplied for the pump motor. Other AC and DC voltage motors can be supplied upon
request.
Refer to Tables 1 and 2 in Chapter 3. for Engine Lube Oil Data.
Figure 25: Turbo Lube Pump Dimensions

LUBE OIL SYSTEM
6.9 SYSTEM DIAGRAM- SHIP-LOOSE ACCESSORIES
Figure 26: Lubricating Oil System - Ship loose

LUBE OIL SYSTEM
6.10 TURBO SOAKBACK SYSTEM
Figure 27: Soakback System Diagram

LUBE OIL SYSTEM
6.11 EXTERNAL SYSTEM
Figure 28: Lube Oil External Systems

LUBE OIL SYSTEM
6.11.1 LUBE OIL FILTER
The purpose of the lube oil filter is to remove insoluble material from the oil which, if left
to accumulate, could cause or contribute to engine failure. Effective filter life is the number
of hours that the filter can be used and still have the amount of in soluble materials in the oil
below those amounts known to be potentially harmful to the engine.
The capacity of the rack mounted lubricating oil filter varies for the various engines sizes.
The basic lube oil filter assembly supplied with each engine model is considered to be
oversize in filtering capacity. The 8-cylinder engines are provided with a 7 element filter
assembly and a 10 element filter assembly is available. The optional 10-element filter
assembly is furnished with a hydraulic cover lifting device which permits the cover to be
swung to either side for removal of the filter elements. The 12-, 16-, and 20-cylinder engines
are supplied with a 10 element filter assembly.
Each full-flow design filter assembly contains 13 micron replaceable pleated paper filter
elements to remove contaminants in the oil. These elements require changing at intervals as
outlined in the Scheduled Maintenance Program. The filter elements cannot be cleaned and
should be renewed at the required filter change.
All of the oil flowing through the system passes through the filter assembly. Normally, the
oil flows through the filter elements into the perforated stand pipes in the center of each
element and then to the filtered oil compartment, discharging into the system through the
outlet connection.

LUBE OIL SYSTEM
Figure 29: Lube Oil Filter

LUBE OIL SYSTEM
Provision is made in the filter to permit oil circulation in the event of excessive pressure due
to plugged or dirty filters. A spring loaded bypass valve built into the filter permits incoming
oil to bypass into the oil discharge compartment. This bypass valve starts to open at 30 psi
(207 kPa) and becomes fully open at 40 psi (276 kPa).
Each filter assembly is equipped with a 60 psi oil inlet pressure gauge. Provision is made for
the installation of a 0-100 psi oil outlet pressure gauge and a 20°-240° F oil temperature
gauge, if desired, by the customer.
6.11.2 LUBE OIL COOLER
There are options available for the lube oil cooler. A fin and tube heat exchanger is supplied
with the accessory rack. A shell and tube heat exchanger is available as a ship-loose
accessory. Both types are described in detail below.
6.11.2.1 Accessory Rack Lube Oil Cooler
The lube oil cooler is mounted on the accessory rack at an angle and is located between the
expansion water tank and the lube oil filter. The cooler consists of a fin/ tube core within a
steel tank with a header at the top for the entrance of cooling water and a header at the bottom
of the assembly for the admission and discharge of lubricating oil and the discharge of
cooling water.
Lubricating oil from the oil filter enters through one side of the lower header of the cooler,
circulates around the fins and tubes and is discharged at an out-let on the opposite side of
the header. A fixed baffle forces the even distribution of oil over the flat face of the core
preventing channelling of hot oil. A 7 psi (48. 3 kPa) bypass valve, built into the cooler,
permits oil to bypass the cooler in the event of excessive pressure in the system.
From the cooler, oil flows downward by gravity to the lube oil strainer housing on the engine
where the filtered and cooled oil is removed by the main and piston cooling oil pumps for
distribution throughout the engine.
The lube oil, which circulates around the tubes and fins of the core, is cooled by water
flowing through the tubes of the core. Water enters the cooler through the upper header and
back to the suction side of the fresh water pumps where the water is recirculated.
A dial-type thermometer is provided in the system piping to indicate oil temperature into the
engine. A high oil temperature alarm contactor is also furnished in the system piping on the
accessory rack.

LUBE OIL SYSTEM
6.11.2.2 Ship-Loose Accessory Lube Oil Cooler
A shell and tube lubricating oil cooler can be supplied as a ship-loose accessory with the
engine. The cooler consists of a cylindrical shell with lube oil inlet and outlet flanges, a
bundle of tubes, and flanged inlet and outlet fresh water headers. Combination tube sheets,
supports, and baffles inside the shell support the cooler tubes in the assembly.
Flanged connections on either end of the oil cooler shell admit and discharge the lubricating
oil. The fresh water, used for cooling the lube oil, enters through a flanged connection in
one header, flows through the tubes and is discharged through a flanged connection at the
opposite end of the assembly.
Figure 30: Lube Oil Heat Exchanger

LUBE OIL SYSTEM
6.11.3 PRESSURE RELIEF VALVES - OPTIONAL
Differential pressure relief valves are furnished for installation in the lube oil piping to limit
the pressure drop across the optional tube oil cooler and oil filter.
Two bypass relief valves are supplied with each engine unit to protect the lube oil cooler and
filter. All valves are 4" flange size.
Pressure relief valves on basic models are built into and are an integral part of the lube oil
filter and lube oil cooler assemblies on the accessory rack.
6.12 SUPPORTING SYSTEMS
NOTE: Immersion Heater, Pump, and Inter-Connect Piping not

supplied by EMD.
6.12.1 STAND-BY IMMERSION HEATER
As an available extra, an electric immersion heater can be provided for stand-by heating. The
engine can thus be kept in constant readiness for operation. This extra provides an
immersion heater system in order to maintain the engine oil temperature and jacket water
temperature in constant readiness for an immediate start and eliminate the need for warm-
up prior to loading.

LUBE OIL SYSTEM
Figure 31: Immersion Heater- Idle Start W/ Rack

LUBE OIL SYSTEM
Figure 32: Immersion Heater- 10 Sec. Start W/Rack

LUBE OIL SYSTEM
6.12.2 BASIC IDLE START UNITS
An AC heating unit is mounted at the bottom of the accessory rack to heat the engine
cooling water, which circulates by convective action to the lube oil cooler.
A 6-gpm (22.7 min.) lubricating oil circulating pump driven by a 1 HP, 460 Volt, 3-phase,
AC motor is located on the base to draw oil from the engine sump, circulate it through the
oil cooler where it is warmed, and return the oil to the engine sump via the strainer housings.
This pump operates continuously with a manual shut-off switch. The controls are arranged
so that the AC water heating unit is operative only when the engine is stopped.
An alarm light may be provided to signal if the lubricating oil temperature should fall below
85°F (29°C). Contacts may also be provided for a customer-applied alarm.
On Model 710 engines, a 30-psi (2.11 kg/cm2) relief valve is used in the pump outlet line.
Approximately half of the oil flow is diverted to the turbocharger for pre-lubrication and
“soak-back,” eliminating the need for the basic “soakback” pump. The remainder of the oil
flows through the lube oil filter, the lube oil cooler and returns to the engine strainer
housing. A separate filter is provided for the turbocharger supply.

LUBE OIL SYSTEM
6.12.3 CRITICAL START UNITS
For critical stand-by engine/generator units required to start and accelerate to full speed and
load within ten seconds, a modification of the above system is available which assures rapid
oil pressure build-up during start up and acceleration to full speed.
The water system has an additional water pump to circulate the heated water to the lube oil
cooler.
The lubricating or circulating system differs from the above as follows:
Two lubricating oil circulating pumps are used instead of one; 6-gpm pump for the
accessories and a separate 3-gpm pump system for the turbocharger. These two pumps are
driven by a through-shaft 2 HP motor.
Vents applied to the lube oil filter and cooler along with the cooler outlet pipe design assure
that the accessories are kept full of oil.
The gravity feed line from the cooler is provided to keep the engine oil gallery full under
stand-by conditions.
Switch Pickup Dropout

IHTS 125°F (52°C) 155°F (68°C)
LOTS 85°F (29.4°C) 95°F (35°)
COPS 20 psi 15 psi
TOPS** 10 psi 6 psi

LUBE OIL SYSTEM

WATER COOLING SYSTEM
7. WATER COOLING SYSTEM
7.1 OVERVIEW
The engine cooling system consists of two separate loops: the high temperature water jacket
cooling loop and the low temperature turbocharger aftercooler loop. Each loop has its own
pump on the front of the engine that circulates externally cooled fresh water.
Figure 33: Water Cooling System
Before initial start-up and after any pipe work, a precautionary measure needs to be taken to
insure that any unwanted material does not enter the water pumps at start-up. Filters should
be placed in the engine cooling system before each of the engine water pumps.

NOTE: EMD advises against the use of aluminium in the cooling

system due to the corrosive nature of certain coolants.
Coolant is circulated throughout the engine to provide the means for heat transfer from the
engine components. Water with corrosion inhibitor, and, in some applications, antifreeze
are used in coolant solutions.
7.2 FRESH WATER PUMPS
Two self-draining centrifugal type fresh water pumps, located at the front of the engine, are
engine driven by the governor drive gear. Sufficient cooling water is supplied at all engine
speeds. Coupling connections between the fresh water pumps and the accessory rack are
provided when an accessory rack is supplied.
7.3 SYSTEM PROTECTION
The Engine Control Module (ECM) is connected to protective sensors that monitor the
pressure of the coolant entering and leaving the engine and the temperature of the coolant
leaving the engine. See the Electronic Controls Chapter for more details on coolant sensors.
7.3.1 COOLANT PRESSURE SENSOR
The Coolant Pressure Sensors (CPS) monitor coolant pressure at the water pump discharge,
and at the “Y” pipe (engine discharge). The sender ECM may be connected to one, two, or
three CPS depending on system requirements and engine configuration. A typical system
will use two sensors. If coolant pressure drops below a programmed set point, an engine
shut down will be initiated.
7.3.2 COOLANT TEMPERATURE SENSOR
The Coolant Temperature Sensor (CTS) monitors coolant temperature at the engine
discharge. The CTS is connected to the ECM sender. An alarm will be triggered if the
coolant temperature exceeds a programmed setpoint.
7.4 WATER JACKET COOLING SYSTEM
This high temperature system circulates externally cooled fresh water from one of the fresh
water pumps to a water manifold on each bank of the engine. Cooling water is circulated
through a connection from the manifolds to each cylinder liner and cylinder head and is
discharged into the water chamber surrounding the exhaust passages in the top of the
engine. The water then flows out to the external system to be cooled.

Table 3: High Temperature Circuit - Water Jacket Cooling Circuit

900 900 900 900
Engine RPM
Min. Flow Max. Flow Min. Flow Max. Flow Min. Flow Max. Flow Min. Flow Max. Flow
gpm 440 550 730 925 925 1050 1155 1200
Cooling water flow rate
L/min 1666 2082 2763 3502 3502 3975 4372 4542
psi 58(+/-2) 52(+/-2) 66(+/-2) 58(+/-2) 58(+/-2) 50(+/-2) 66(+/-2) 64(+/-2)
Pressure rise across
399.9 358.5 455.1 399.9 399.9 344.7 455.1 441.3
jacket water pump kPa (+/-14) (+/-14) (+/-14) (+/-14) (+/-14) (+/-14) (+/-14) (+/-14)
Pressure drop across psi 38 26 40 24 40 28 42 36
external system
(Acc Rack in kPa 262 179.3 275.8 165.5 275.8 193.1 289.6 248.2
external system)
external system
(Acc Rack not in kPa 206.8 124.1 193.1 48.26 158.6 55.16 144.8 89.63
external system)
°F 165 - 180 165 - 180 165 - 180 165 - 180
Water in engine
°C 74 - 82 74 - 82 74 - 82 74 - 82
°F 185 - 195 184 - 194 186 - 196 183-193 187 - 197 185 - 195 186 - 196 185 - 195
Water out engine
°C 85-91 84-90 86 - 91 84 - 89 86 - 92 85-91 86-91 85-91
Temperature rise °F 10 - 12 9 - 10 10.5 - 12.5 8.5 - 10.5 12-14 10-12 10 - 12 10 - 12
across engine °C 6-7 5-6 6-7 5-6 7-8 6-7 6-7 6-7
Jacket water heat BTU/min 43000 62500 86000 103200
rejection kg.Cal./min 10836 15750 21672 26006

Figure 34: Pump Curve

Figure 35: Pump Curve - 20 Cylinder

7.5 TURBOCHARGER AFTERCOOLER SYSTEM
An aftercooler is located on each side of the turbo-charger assembly to cool the air entering
each bank of the engine. Cooling the air compressed in the turbocharger reduces the
temperature of the air thereby increasing air density and improving engine operating
efficiency.
The aftercoolers are four-pass heat exchangers of box-like construction consisting of tubes
through which the water is circulated, and fins to aid the transfer of heat from the
compressed air entering the engine air box. The aftercoolers receive water directly from one
of the fresh water pumps located on the engine. Water leaving the aftercoolers is piped off-
engine to be cooled externally. Cooling water is provided whenever the engine is running.
The pressure drop for the aftercoolers and the piping from the pump to the aftercoolers is
part of the allowable pressure rise across the aftercooler water pump.
Refer to Tables 1 and 2 in Section 3. for High Temperature Circuit details.
Table 4: Low Temperature Aftercooler Cooling - Water Circuit Engine Data

Engine Model 8-710GC 12-710G7GC 16-710GC 20-710GC
900 900 900 900
Engine RPM
Min. Flow Max. Flow Min. Flow Max. Flow Min. Flow Max. Flow Min. Flow Max. Flow
gpm 200 275 200 275 200 250 200 250
Cooling water flow rate
L/min 757 1041 757 1041 757 946 757 946
Pressure rise across psi 61(+/-2) 55(+/-2) 61(+/-2) 55(+/-2) 61(+/-2) 57(+/-2) 61(+/-2) 57(+/-2)
aftercooler water pump kPa 421(+/-14) 379(+/-14) 421(+/-14) 379(+/-14) 421(+/-14) 392(+/-14) 420(+/-14) 393(+/-14)
external system
(Acc Rack in external kPa 358.5 268.9 330.9 220.6 330.9 241.3 317.2 241.3
system)
external system
(Acc Rack not in kPa 330.9 241.3 317.2 193.1 317.2 241.3 303.4 241.3
external system)
°F 125 125 125 110
Water in aftercooler
°C 52 52 52 43
°F 139(+/-2) 135(+/-2) 145(+/-2) 139(+/-2) 152(+/-2) 147(+/-2) 157(+/-2) 151(+/-2)
Water out aftercooler
°C 59(+/-2) 57(+/-2) 63(+/-2) 59(+/-2) 67(+/-2) 64(+/-2) 69(+/-2) 66(+/-2)
Temperature rise across °F 14(+/-2) 10(+/-2) 20(+/-2) 14(+/-2) 27(+/-2) 22(+/-2) 32(+/-2) 26(+/-2)
aftercoolers °C 8(+/-1) 6(+/-1) 11(+/-1) 8(+/-1) 15(+/-1) 12(+/-1) 18(+/-1) 14(+/-1)
Aftercooler heat BTU/min 22000 31000 45000 54000
rejection kg.Cal./min 5545 7815 11340 13600

Figure 36: Aftercooler Water Pump Curve

7.6 EXTERNAL SYSTEMS
Figure 37: Accessory Rack - Water Cooling

7.6.1 FRESH WATER EXPANSION TANK
The basic fresh water expansion tank, available on the accessory rack or shipped loose, has
a capacity of approximately 85 gallons (320 liters). The welded tank has a water level sight
glass mounted on the front. The fresh water system is filled through a filler opening at the
top of the tank.
An overfill drain line is provided to allow run-off in the event of over-filling or excessive
water expansion during operation. A basic pressure cap, set to operate at 7 psi (48 kPa),
maintains cooling system pressure to provide efficient engine cooling. The cap is designed
to relieve excessive pressure should this condition occur.
A low water level alarm switch is also included as part of the tank.
7.6.2 AUTOMATIC FRESH WATER TEMPERATURE REGULATOR

(AMOT VALVE)
Heated water from the engine is directed to a temperature regulator, available on the
accessory rack or shipped loose, where the flow is directed through the fresh water cooler or
bypassed directly to the oil cooler.
The fresh water in the engine is maintained at a uniform temperature by a temperature

regulating valve which controls the amount of water flowing through the fresh water cooler.
The regulator assembly consists of a valve and thermostatic control element which are
mounted in the valve. The thermostatic control elements sense the cooling water temperature
and cause the regulator valve to open or close to maintain temperature. Valve action and
mixing of water maintain the desired water temperature.
Cooling Systems with separate loop after cooling will use a second AMOT valve to control
the aftercooler water temperature. The two valves will have different temperature settings.

Figure 38: AMOT VALVE - Jacket Water Cooling Circuit
When the fresh water temperature is higher than the temperature for which the elements are
set, the elements move to increase the flow of fresh water through the fresh water cooler.
When the engine water temperature is lower than the temperature for which the elements
are set, the elements decrease the flow of fresh water through the water cooler.
Typically the fresh water temperature regulator is mounted on the Accessory Rack.

7.6.3 ORIFICE PLATES
Orifice plates may be supplied for use in the fresh water system. The center hole is to be
enlarged, if necessary, to meet the pressure rise requirements stated in the system diagrams
supplied by Electro-Motive. The size of the orifice depends on the system to which it is
applied. The orifice plate is not required in the fresh water system on standard accessory rack
applications.
Figure 39: Orifice Plates

Table 5: Fresh Water System - External System - For 170°AMOT*

°F 170-180 170-180 170-180 170-180
Temperature in Lube Oil Cooler
°C 77-82 77-82 77-82 77-82
°F 3-5 3-5 3-5 3-5
Temperature Rise Across Lube Oil Cooler
°C 2-3 2-3 2-3 2-3
BTU/min 12800 20000 26000 31200
Lube Oil Cooler Heat Rejection
kcal/min 3225 5040 6552 7862
Design Water Temperature to Raw Water or °F 180 180 180 180

Keel Cooler °C 82 82 82 82
Heat Load To Keel Cooler - Jacket Water and BTU/min 55800 82500 112000 134400
Lube Oil Cooling kcal/min 14061 20790 28224 33868
FRESH WATER SYSTEM - ALARM
SETTINGS
208 (with Accessory Rack)

°F
ETS - Engine Water Temperature (From 190 (With Loose Accessories)
Engine) 98 (with Accessory Rack)
°C
88 (With Loose Accessories)
*If a 195° AMOT is used, increase all temperatures in the table above by 25°F (14°C)

Figure 40: Marine Cooling Water Accessory Rack

7.7 PROVISION FOR STAND-BY IMMERSION HEATER SYSTEM
An electric immersion heater can be provided by the distributor for stand-by heating. The
engine can thus be kept in constant readiness for operation. This option provides for an
immersion heater system in order to maintain the engine oil temperature and jacket water
temperature in constant readiness for an immediate start and eliminate the need for warm-
up prior to loading. See Lube Oil Chapter for corresponding Lube Oil systems.
NOTE: Immersion Heater, Pump, and Inter-Connect Piping are not

supplied by EMD.
7.7.1 BASIC IDLE START UNITS
Typically, a 15 kW, 460 volt, 3-phase, 60 Hz, AC heating unit (immersion heater) is
mounted at the bottom of the accessory rack to heat the engine cooling water which
circulates by convective action to the lube oil cooler. No separate water pump is required.
A thermostatic switch, sensing water temperature, controls the heater to keep the water in
the oil cooler between 125° and 155°F (52° and 68°C). The controls are arranged so that the
immersion heater is operative only when the engine is stopped.
7.7.2 CRITICAL START UNITS
For critical stand-by engine/generator units required to start and accelerate to full speed and
load within ten seconds, a modification of the above system is available which assures rapid
oil pressure build-up during start up and acceleration to full speed.
The critical start units have an additional water pump in the system to circulate the heated
water to the lube oil cooler.

Figure 41: Immersion Heater - Idle Start

Figure 42: Immersion Heater- 10 sec. Start w/ Rack

7.8 TYPICAL COOLING SYSTEM WITH RADIATOR, WATER

EXPANSION TANK, AND ASPIRATOR
The radiators and water expansion tank should be located no higher than 25 feet above the
lube oil cooler water inlets. This 25 foot static head is the maximum value which the engine
cooling system seals and gaskets should be exposed to during periods when the engine is
shut down in order to minimize the risk of coolant leaking into the stationary cylinders. This
25 foot head also adds to the operating water pressure which should not exceed 75 psig under
a zero tank pressurization condition.

Figure 43: High Temperature Cooling System - Ship Loose Accessories

Figure 44: Low Temperature Cooling System - Ship Loose Accessories

Figure 45: Keel Cooling System- Accessory Rack

EXHAUST SYSTEM
8. EXHAUST SYSTEM
The engine exhaust gases from the cylinders discharge into the exhaust manifold and to the
turbocharger turbine. In passing through the turbine, the gases expand, pass through the
turbocharger ducting and are then discharged from the engine to external exhaust piping.
Figure 46: Engine Exhaust System
8.1.1 EXHAUST MANIFOLDS
The exhaust manifold consists of separate sections connected by expansion joints and an
adapter assembly. The expansion joints provide the necessary flexibility to compensate for
expansion and contraction of the manifold due to thermal cycling. The adapter includes a
stainless steel screen which is provided to prevent foreign objects from entering the
turbocharger.
Insulating blankets are provided; heat shields are available.

EXHAUST SYSTEM
Figure 47: Exhaust Manifold
8.1.2 PROVISION FOR THERMOCOUPLES
Exhaust manifolds on all models are provided with one thermocouple connection in each
leg of the exhaust manifold. The nominal location of the thermocouple connections is
illustrated below.
Figure 48: Thermocouple Provision

EXHAUST SYSTEM
8.1.3 LUBE OIL SEPARATOR
An oil separator is mounted on the turbocharger housing with an ejector assembly on the
separator cover extending into the turbocharger exhaust stack. Air under pressure passing
through the ejector assembly creates a suction to draw engine oil vapors through the wire
mesh screen of the oil separator element. The oil collected on the element then drains back
into the engine.
Figure 49: Lube Oil Separator
8.1.4 EXHAUST OUTLET ADAPTERS
Turbocharger exhaust outlet adapters are optional for all engines. The adapter is to be
mounted at the rectangular turbocharger exhaust exit flange to provide a transition to the
circular flange on the customer's exhaust piping.
Optional adapters include: the basic adapter, which is straight up (0°) from the turbocharger
exhaust exit, the 90° left/right, 90° fore/aft, or 45° fore/aft.
All adapters are shipped loose and include a gasket and mounting hardware for the
rectangular turbo charger exhaust exit flange. (Mounting hardware and gasketing for the
adapter’s circular outlet flange is customer provided). Refer to Tables 1 and 2 in Chapter 3.
for Exhaust System Data.

EXHAUST SYSTEM
Figure 50: Turbocharger Exhaust Outlet Adapters

AIR STARTING SYSTEM
9. AIR STARTING SYSTEM
LOW PRESSURE SYSTEM STANDARD PRESSURE SYSTEM
Figure 51: Air Start System
9.1 AIR START SYSTEM EQUIPMENT
The engine starting system consists of air starting motors attached to the side of the engine,
an electrically operated starting pushbutton, a solenoid air valve, and a piping assembly
which consists of an air line wye strainer, air shut-off valve, air relay valve and an air motor
lubricator.
One piping assembly is supplied on all engines with a standard pressure system with the
exception of the 20-cylinder engine which uses two piping assemblies for low pressure
starters.
When the engine start pushbutton is pressed, the solenoid valve is energized, allowing
supply air to engage the pinion gear on each starting motor with the ring gear on the engine
flywheel. Air pressure is then directed to the relay valve which admits air to the starting
motors to crank the engine at approximately 60 RPM.

AIR STARTING SYSTEM
To prevent a starting attempt while the engine is running, the starting circuit must be
interlocked with a lube oil switch. The solenoid valve can only be energized when the oil
pressure is below the lube oil pressure switch setting.
Releasing the starting pushbutton de-energizes the solenoid valve which in turn vents the
engaging line and stops the air flow to the starting motors before the pinions are disengaged.
The solenoid valve is equipped with a manual override to provide starting capability during
the absence of electrical power.
The interlocking system prevents the starter motors from engaging while the engine is
running. Interlocking must be designed in order to ensure the safety of the engine and
prevent damage to the ring gears and pinions.
9.1.1 AIR STARTING MOTORS (STANDARD PRESSURE SYSTEM)
Dual starting motors are supplied on all engines with exception of the 8-cylinder engines
which use only one starting motor.
The engine air starting motor is a multivane type motor consisting of a rotor, which is
supported at each end by ball bearings, a planetary gear train, and a Bendix drive. Air
striking vanes, which slide in the rotor, causes the rotor pinion to rotate and turn the Bendix
drive through a set of planetary gears. The clutch drive pinion gear meshes with the engine
ring gear and cranks the engine.
9.1.2 AIR STARTER MOTORS (LOW PRESSURE SYSTEM)
All 20-cylinder engines receive the application of two (2) low pressure air starters as basic
equipment. All other engines (8, 12 & 16 cylinder) can be provided with low pressure
starters as an available option.
9.1.3 REDUNDANT STARTERS
Redundant starters are an option for all applications. Starters can be applied on both sides
of the engine. This system helps guarantee that the engine will start. If one side fails to start,
the other side may be used.
9.1.4 STARTING TORQUE REQUIREMENTS
The following are the starting torque requirements when the starting motors are not
provided by EMD. Minimum crank speed shall be 60 rpm. The following table contains
breakaway and balance torque requirements

AIR STARTING SYSTEM
Table 6: Starting Torque Requirements for Non-EMD Starter Motors (English)
Oil Temperature
40 215 40 215 40 215 40 215
(Fahrenheit)
Breakaway (ft-lbs.) 5000 5000 8000 8000 9200 9200 11800 11500
Balance (ft-lbs.) 2650 2400 3800 3350 4500 4300 6100 5250
Table 7: Starting Torque Requirements for Non-EMD Starter Motors (Metric)
Oil Temperature
4.4 102 4.4 102 4.4 102 4.4 102
(Celsius)
Breakaway (Nm) 6779 6779 10847 10847 12470 12470 15999 15592
Balance (Nm) 3593 3254 5152 4542 6101 5830 8270 7118
Table 8: Air Starting System Data

psi 150 150 or 200 150 or 200 150
Starting Air Pressure
kPa 1034 1034 or 1379 1034 or 1379 1034
ft3/s 9 16 or 19 16 or 20 26
Average Free Air Flow Rate - Starters Cranking
m3/s 0.25 0.45 or 0.54 0.45 or 0.56 0.73

AIR STARTING SYSTEM
Figure 52: Air Start System Diagram - Standard Pressure

AIR STARTING SYSTEM
Figure 53: Air Start System Diagram - Low Pressure

AIR STARTING SYSTEM

POWER TAKE OFF APPLICATIONS
10. POWER TAKE OFF APPLICATIONS
10.1 FRONT END POWER TAKE-OFF
A front end power take-off can be supplied to provide power for driving customer’s
auxiliaries. The power take-off consists of a driving flange mounted on the front end of the
engine crankshaft to which the customer can connect a driven flange and shaft.
A plain coupling flange or a coupling flange having either five or ten rubber bushings can
be applied to the front end of the crankshaft.
A special high horsepower front end power take-off can also be supplied.
Table 9: Power Take Off Driveline Limitations

Max Remarks
Engine Max Radial
PTO RPM Max HP Torque (See Notes
RPM Load LB
Lb-Ft Below)
CRANKSHAFT
FRONT END
(All Engines)
Plain Coupling 900 900 335 1950 200 1, 2a, 2b, 2d, 3
RUBBER BUSHING
5 Bushing 900 900 167 975 150 1, 2c, 2d, 3
10 Bushing 900 900 335 1950 150 1, 2c, 2d, 3
Special High HP 900 900 (4) 12000 (4) 300 1, 2a, 2b, 2d, 3
AUXILIARY REAR
END
Weight of
Turbocharged 900 2735 180 345 Flange 1, 3
Only
NOTE: The Combined Horse Power delivered from the engine to the
output shaft and to the power take-offs shall not exceed the
specified engine rating.

1. Customer must supply the mating coupling flange.
2. Customer must supply a coupling to accept
a. Angular misalignment - single bearing driven equipment

b. Angular and parallel misalignment - two bearing driven equipment
c. Parallel misalignment - two bearing driven equipment
d. Axial crankshaft thermal growth (20 cyl. = 0.180"; 16 cyl. = 0.160";
12 cyl. = 0.120"; 8 cyl. = 0.090")
3. The use of a PTO will require that a torsional analysis be made. The customer may
have to supply a torsional isolation coupling depending upon the system torsional
analysis.
4. Maximum torque of 12,000 lb-ft includes vibratory torque. Maximum allowable

vibratory torque = ± 6000 lb-ft; therefore, unless vibratory torque is known to be
less than ± 6000 lb-ft maximum horsepower = 1030.
Figure 54: 5 & 10 Hole Rubber Bushing Coupling

Figure 55: Front End Drive Coupling
Figure 56: Front End Power Take-Off

10.2 REAR END POWER TAKE-OFF
An auxiliary rear end power take-off can be provided to drive rotary exciters, generator
blowers, etc. The auxiliary rear end power take-off is outboard of the right bank camshaft
drive gear.
The rear end power take-off is rated at 70 HP maximum at 350 RPM engine idle speed and
an additional 20 HP for every 100 RPM over 350 RPM.
Max. HP Engine RPM PTO RPM

70 350 1065
180 900 2735
The combined horsepower delivered by the engine at any time to the flywheel coupling and
to the auxiliary rear end power take-off shall not exceed the engine rating specified.
The torsional information on driven equipment must be provided for consideration in the
complete system torsional analysis.
Figure 57: Rear End Power Take-Off

Table 10: Crankshaft-Front End and Rear End Power Take-Off Driveline Limitations
Max.
Engine Max. Radial
PTO RPM Max. HP Torque Remarks
RPM Load LB.
LB.-FT.
Power Take-Off – Front End Power Take Offs
Plain Coupling 900 900 335 1950 200 1, 2a, b & d, 3
Special high HP 900 900 (4) 12000(4) 300 1, 2a, b & d, 3
Rubber Bushing
5 Bushing 900 900 167 975 150 1, 2c & d, 3
10 Bushing 900 900 335 1950 150 1, 2c & d, 3
Power Take-Off – Rear End Power Take Offs
Wt. of
Turbocharged 900 2735 180 345 1, 3
Flange only
NOTE: The combined H.P. delivered from the engine to the output
shaft and to all power take-offs shall not exceed the
specified engine rating.
Remarks:
1. Customer must supply the mating coupling flange.
2. Customer must supply a coupling to accept:
a. Angular misalignment - single bearing driven equipment

b. Angular and parallel misalignment - two bearing driven equipment
c. Parallel misalignment - two bearing driven equipment
d. Axial crankshaft thermal growth (20 cyl. = .180"; 16 cyl. = .160";
12 cyl. = .120"; 8 cyl.= 0.090")
3. The use of a PTO will require that a torsional analysis be made. The customer may
have to supply a torsional isolation coupling depending upon the system torsional
analysis.
4. Maximum torque of 12,000 lb-ft includes vibratory torque. Maximum allowable

vibratory torque is ±6000 lb-ft, unless vibratory torque is known to be less than
±6000 lb-ft. The maximum HP is 1030.

Figure 58: Applying Generator - Type 1

Figure 59: Applying Generator - Type II

Figure 60: Applying Generator - Type III

Figure 61: Applying Generator - Type IV


ELECTRIC CONTROL SYSTEM
11. ELECTRIC CONTROL SYSTEM
Tier 2 710 Engines use EMDEC (Electro-Motive Diesel Engine Control), an electronically-
controlled fuel delivery system. The EMDEC system allows for a number of improvements
in engine performance, such as improved fuel economy and a reduction in certain types of
exhaust emissions. An additional benefit is the ease with which the system can be modified
by altering the programming within the control modules; the same physical components can
be used on different engines, or for different performance ratings.
Due to the significant variations between equipment applications, the system described
reflects a basic configuration. Always refer to the correct Engine Maintenance Manual
(EMM) for specific service data.
11.1 EMDEC COMPONENTS
11.1.1 ENGINE CONTROL MODULE (ECM)
The Engine Control Modules perform all the functions of a governor such as injection
control and engine protection. They are self-contained microprocessors individually
programmed for a specific application. Through internal wiring harnesses they are
connected to the injectors and various sensors. In some applications “Cold Plates” use return
fuel to stabilize the temperature of the units and are attached to the front face of the ECM's.
11.1.2 ELECTRONIC UNIT INJECTOR (EUI)
EMDEC equipped engines use electronically-controlled unit injectors. The injectors are
fitted to the cylinder heads in a similar manner to the mechanical style. However, instead of
a mechanical linkage, a wiring harness connects each injector to its controlling ECM.
11.1.3 SENSORS
EMDEC uses various sensors to determine crankshaft speed and position, system pressures,
and temperatures. The sensors are connected to the ECM's by means of external wiring
harnesses. There are three major groups for sensors:

Timing Sensors: for timing and speed functions for EMDEC operation. Timing
information is used by the ECM's to determine when to energize the injector solenoids.
Speed information is used to compare actual engine speed to desired engine speed. Fuel
rates are then adjusted by the ECM's to correct any variation. Unlike other sensors on the
engine, the system sensors (SRS & TRS) are magnetic pickups.
• Synchronous Reference Sensor (SRS) - 1 pulse per revolution

• Timing Reference Sensor (TRS) - 36 pulses per revolution
Performance Sensors: for calculating fuel injector operation by examining the air and fuel
parameters. EMDEC can “fine tune” injector operation (timing and pulse width) to
maximize fuel economy and minimize exhaust emissions. All performance sensors are
connected and will return a certain feedback to the sender ECM only.
• Fuel Pressure Sensor (FPS)

• Fuel Temperature Sensor (FTS)
• Turbo Boost Sensor (TBS) or Air Box Pressure Sensor
• Air Temperature Sensor (ATS)
Protective Sensors: for monitoring of engine support systems. In the event of a system
failure (lube oil, cooling, or crankcase ventilation), EMDEC can shut down the engine to
prevent costly component damage.
• Oil Temperature Sensor (OTS)

• Oil Pressure Sensor (OPS)
• Coolant Pressure Sensor (CPS)
• Coolant Temperature Sensor (CTS)
• Crankcase Pressure Detector (CCP) or Crankcase Pressure Sensor (CCP)
• Turbocharger Speed
• Engine Speed
If a condition is detected, EMDEC will activate a digital alarm output and send the alarm
information via the communication links. Optionally, the system can be configured to stop
the engine as well.

11.1.4 WIRING HARNESSES (EXTERNAL)
There are four harnesses required to properly connect the entire system together. Two are
furnished on the engine by EMD. These are:
EUI Injector Harness
There is a branch of the harness on each bank of the engine that conducts signals from the
ECM's to the EUI injectors to energize the solenoids which control duration and timing of
the injector fuel metering (poppet) valves. The tail of the harness is supplied with an attached
connector that connects to a socket on the side of the ECM box.
Sensor Harness
A branch of this harness goes to every engine mounted sensor. The engine sensors are
connected by this harness to the sender ECM and conduct various electrical signals relative
to engine performance, protection and diagnostics. The tail of the harness is supplied with
an attached connector that connects to a socket on the side of the ECM box.
Two harnesses are assembled by the distributor using connectors shipped loose with the
engine. These are:
Power Supply Harness
A harness is assembled which will supply 24 VDC from the Distributor supplied controls
to a socket on the side of the ECM box
Control Harness
A harness is assembled which will provide connections from the Distributor supplied
controls as well as any off-engine sensors to a socket on the side of the ECM box.

11.1.5 POWER SUPPLY
The 24 volt, 20 amp power must be supplied by the customer.
11.1.6 SPEED CONTROL - POWER GENERATION
Power generation applications typically use two engine speeds only: IDLE (standby) and
Run. Note that most systems allow for fine adjustment of these speeds by fine adjustment
of the reference voltage. The Idle/Rated switch input determines the operations mode.
11.1.7 SPEED CONTROL - MARINE APPLICATION
In a marine application, the engine speed reference is relayed to the ECM's as a variable
speed voltage signal. As the voltage is increased, the ECM's will translate the reference
signal to an RPM request.

11.1.8 SENSOR LOCATIONS
CRANKCASE PRESSURE FUEL PRESSURE
OIL PRESSURE SRS/TRS
Figure 62: Sensor Locations

Figure 63: Sensor Locations - Crankcase Pressure

Figure 64: Sensor Locations - Fuel Pressure

Figure 65: Sensor Locations - Oil Pressure

Figure 66: Sensor Locations - SRS/TRS










ENGINE CHARACTERISTICS
12. ENGINE CHARACTERISTICS
12.1 CRANKCASE VENTILATION
The crankcase is ventilated through a system involving an interaction with the lube oil
separator and the turbocharger exhaust. The crankcase gases filter through the lube oil
separator where the oil is separated and the remaining air is exhausted through the
turbocharger. The suction maintained through crankcase ventilation is additionally used to
ensure proper protection of the engine.
12.2 ENGINE RADIATION
Table 11: Engine Heat Radiation
BTU/min 9,600 14,400 19,200 24,000

Radiation (Approximate)
kCal/Min 2419 3629 4838 6048
12.3 MASS FORCES AND MOMENTS
All external forces and moments for EMD Series 710G7C-T2 family of engines are
negligible, with the exception of torque. Torque variations can be found in the following
table:
Table 12: Torque Variations

Engine Speed (RPM) Frequency (Hz) Torque ft.-lbs.
120 2944
8-710 900
240 240
90 8870
12-710 900
270 174
16-710 900 240 480
20-710 900 150 1579

12.3.1 VIBRATION
EMD Series 710 engines satisfy ISO 8528-9.
12.4 ENGINE EMISSIONS
12.4.1 MARINE ENGINES
EMD Series 710 engines fall into the EPA Marine Tier 2 emission rules for Category 2 new
marine diesel engines, effective on January 1, 2007. The following emission data sheets are
for each of the four (4) duty cycles approved by the US EPA.
The US EPA Marine Tier 2 Certificate of Conformity applies to EMD Series 710GC-T2
Engine Family, including:
Continuous Rating (BHP)
Engine @ 900 RPM @ 800 RPM
8-cylinder 2000 1760
12-cylinder 3000 2650
16-cylinder 4000 3525
20-cylinder 5000 4400
NOTE: Above ratings are A.B.S. Certified with 10% overload

available.
Duty Cycles for the complete 710GC-T2 Engine Family, including:
Table B-1 (ISO E3) Variable Speed Fixed-Pitch Prop @900 RPM
Table B-2 (ISO E2) Constant Speed Propulsion @900 RPM
Table B-4 (ISO D2) Constant Speed Auxiliary Engine @900 RPM
Table B-3 (ISO C1) Variable Speed Controllable -Pitch Prop @900 RPM
Table B-1 (ISO E3) Variable Speed Fixed Pitch Prop @800 RPM
The EMD Series 710GC-T2 family of engines meet the not-to-exceed (NTE) zone
requirements of 40 CFR 94.8(e) when operated under all conditions which may reasonably
be expected to be encountered in normal operation and use.

12.4.2 STATIONARY ENGINES
The emission standards are generally modelled after EPA's standards for nonroad and
marine diesel engines.

ENGINE INSTALLATION
13. ENGINE INSTALLATION
13.1 MARINE ENGINE MOUNTING
Propulsion unit is to be aligned by the shipbuilder in accordance with current gear and
coupling manufacturer's instructions. With alignment complete, final unit mounting can be
undertaken. Selection and installation of mounting chock materials must give consideration
to the following:
EMD engines are to be mounted with bolts at the flywheel (rear) end only, and then doweled
in place. Mounting bolts at accessory drive end must be installed with clearance to allow for
thermal expansion of the crankcase in the forward direction.
Caution: Do not ream fit front engine mounting bolts. They must
have clearance to allow for thermal expansion of the
crankcase.
EMD recommends the use of fitted steel chocking with the minimum percentage contact
area to be determined by the applicable maritime classification society specifications. EMD
is aware some customers may elect to utilize pourable chocking material, such as
“Chockfast”. When poured chocking material is used, careful attention must be given to the
manufacturer's instructions to assure that material is mixed and installed properly. Material
applied too thick may shrink while cooling causing air pockets or bubbles to form which
may collapse during engine operation. In addition, chock pour material must not be allowed
to form around or in front of engine mounting feet at the front end. Such a build-up or lip of
material will crack during crankcase thermal expansion which may result in chocking
material failure. EMD accepts no responsibility for the design, installation or performance
of pourable choking materials.
EMD units furnished with the propulsion system mounted on a common base have had
preliminary alignment of the engine to gear at the Distributor. However, final alignment
cannot be accomplished until the unit is installed in the vessel and coupled to the propeller
shaft. Mounting of the base in the ship must allow for thermal expansion, much in the same
manner as the engines without the common base. Ream fitted bolts and dowelling are to be
used at gear end of base and clearance provided for bolts at engine end of base. Care must
be taken to avoid distortion of the base by ensuring that all mounting surfaces (foundation
bolting pads) are in the same plane within 1/8 inch.

ENGINE INSTALLATION
13.1.1 MARINE ENGINE INSTALLATION
13.1.1.1 SHIPBUILDER RESPONSIBILITIES
Unless otherwise specified by contract, shipbuilder will be responsible for all necessary
supply source type piping and electrical wiring to and from the propulsion unit, i.e., starting
air line, raw water connections, fuel oil piping, intake air and exhaust ducting, as well as
interconnection of any “ship-loose” components and accessories.
Connecting piping is assumed to include all valves, gauges, A.S.A. companion flanges, and/
or flexible connections required between the unit and the ship's piping, and any transfer or
stand-by pumps used in the support systems.
Note: Connecting piping to be installed in a manner as to not apply loading on engine

connections. All piping used must be kept free of rust, scale, weld spatter, and foreign
material.
Shipbuilder is to assure that vessel design and structure system will be compatible with the
complete main propulsion drive line application and installation as it relates to operational
vibrations inherent to and/or consequentially resulting in the system.
Shipbuilder is to furnish propeller shaft half-couplings and bolting, and any propeller shaft
revolution counters required as well as adequate engine and reduction gear mounting beds
along with proper chocking and machinery alignment.
13.2 POWER UNIT MOUNTING
In view of the varied installations involved with industrial and drilling power units mounted
of different bases, it is not possible for Electro-Motive to recommend a standard mounting
instruction. There are, however, certain minimum parameters that may be prescribed that
will not change from one installation to another.
The supporting members for the power unit assembly are to be designed to provide an
adequate foundation that will maintain equipment alignment and absorb or resist the
dynamic forces produced during normal operation. The mounting points should be square
with one another, level and at the same elevation within 1/8". If necessary, this can be
accomplished through the use of shimming.
The foundation or mounting platform should be designed so that the EMD power unit base
in no way becomes a structural member of the installation. It should support only the basic
Electro-Motive equipment applied by the Distributor and should not be used to mount other
auxiliary equipment.

ENGINE INSTALLATION
After mounting and before operation, the alignment of the Electro-Motive equipment should
be checked. Although this is set initially at the Distributor facility, shipping and mounting
operation may cause some deviation.
While the above mounting information is intended as a guideline for EMD customers, the
ultimate responsibility of the power unit mounting structure and any associated vibrations is
that of the customer.
13.3 ENGINE ALIGNMENT
Machines in a rotating power system generally are connected together by means of direct
coupling or a shaft and coupling arrangement. The proper alignment of these interconnected
machines is necessary for a number of reasons. In mechanical systems precise alignment
reduces stresses in shafts and couplings thereby minimizing vibration, unequal bearing
loads, and the bending of shafts. Electrical rotating equipment, such as motors and
generators, also requires special consideration because of the critical positioning of the rotor
relative to the stator - both axially and radially. Axial positioning is important to avoid rotor
thrust loads on the end bearings. Radial positioning or air gap equalization is necessary for
the proper interaction of rotor and stator fields which affects the electrical characteristics.
13.3.1 ALIGNMENT IN GENERAL
Although alignment in a rotating system is usually performed with respect to the coupling
surfaces, the real concern is the alignment of the shafts. It is generally more convenient to
attach gauges or indicators on a coupling face or on the edge of a flywheel than to position
them directly on the machine shaft. This is particularly true when dealing with large
machines such as engines, generators, etc., where the main shaft might be physically
inaccessible. In a rotating system a measurement of edge variations on a flywheel or
coupling face is related to the orientation of the shaft center with respect to a reference point
- the other shaft centerline or some fixed surface such as the generator housing. In this way
indicator readings on the edge of a flywheel or coupling are valid means of determining shaft
rotational alignment.
13.3.2 DIMENSIONS
Alignment techniques make use of a specific set of terms that apply when dealing with
rotating systems. The following figures illustrate three of the most significant dimensions
and an explanation of each is provided.

ENGINE INSTALLATION
Figure 67: Dimensions Used In 'Alignment Procedures'
RADIAL: This dimension is measured outward from the center of the shaft in a plane
perpendicular to the main axis of the shaft. Misalignment in the radial dimension, Figure
69, means a difference in position of the rotating axis of one shaft from a reference point.
Where two shafts are coupled together, the reference point is the center of rotation of one
of the shafts.
Figure 68: Radial Misalignment
AXIAL: This dimension is measured along the rotating axis of the shaft. Axial
misalignment illustrated in Figure 70, means that the position of the whole shaft must be
shifted in the direction of its length. This dimension is usually used in reference to a shaft
thrust on an end bearing. The shaft, because of its offset position, causes an axial load on
the bearing.

ENGINE INSTALLATION
Figure 69: Axial Misalignment
ANGULAR: This dimension is measured from a reference axial centerline to the actual
shaft or coupling rotational axis. Angular misalignment, Figure 70, refers to the angle that
one shaft makes with another shaft at their coupling interface.
Figure 70: Angular Misalignment
NOTE: Misalignment of shafts may be radial, axial or angular, or a

combination of all three dimensions.

ENGINE INSTALLATION
13.4 TORSIONAL ANALYSIS
It is necessary that a torsional vibration analysis of each individual installation be made to

insure satisfactory performance. Electro-Motive performs a torsional study after receipt of
complete and accurate rotating driveline components, and approves the system or
recommends modification as may be necessary.
The following driveline diagram and explanation is intended as a guide to describe the
torsional information required for submittal to EMD for torsional analysis of the drive
system.
Figure 71: Torsional Analysis
WR2 - is a term proportional to the mass moment of inertia of a rotating body usually
expressed in such units as lb-ft2, lb-in2, or Kg-m2.
Stiffness - is the torsional rigidity or spring constant of the shafting usually expressed in
such units as in-lbs per radian or Kg-m per radian.
* - Not required when EMD supplies this equipment. Either via a vendor or directly.
1. Engine - EMD Model - all torsional information will be supplied by EMD.
2. * Belt Drive (or Chain), center distances on all sheaves including idlers, pitch diameters,
weight per unit length of belt, load versus stretch curve on belt (dynamic preferred in lieu
of static) and sheave WR2 values required. Shaft stiffness required to and from sheaves.

ENGINE INSTALLATION
3. A. Pump - Number of vanes, teeth or pistons; WR2 of rotating parts; stiffness of

connecting shaft; power requirements. If a reciprocating piston pump, torque vs. crank
angle or harmonic torque in terms of phase and amplitude is required.
B. Fan - Number of blades, WR2 of fan, stiffness of connecting shaft, power

requirements.
4. *Generator - A complete generator shaft drawing including WR2 of rotating parts,

stiffness of shafting, and power requirements. A generator outline drawing is to be
submitted for confirmation of the engine/generator clearance.
4A. - For generator applications where other than EMD’s thin disc coupling is used,
notably on 2 bearing generators, WR2, and torsional stiffness of coupling used.
5. *Exciter - WR2 of rotating parts, stiffness of shafting, power requirements and speed.
6. Gear - WR2 of each gear, pitch diameters-gear ratios and stiffness of connecting shafts.
6A. Gear Clutch - WR2 of driving and driven members. Stiffness of clutch element.
7. Shaft Brake - WR2 required.
8. A. Shaft Coupling - WR2 required.
B. Flexible Coupling - WR2 outer and inner members - Stiffness between the two.
C. Hubs & Flanges - WR2 required.
9. Shafting - Driveline - Stiffness and WR2 required. If not available, then all physical
dimensions are needed including all tapers and I.D. if hollow.
10.Metallic Bearing Surface - O.D. and length required. Also indicate whether an integral
part of the shaft or a separate liner is shrunk or welded in place.
11.Impeller - Number of blades/vanes - WR2 required (dry). Product being pumped. Power
requirements.

ENGINE INSTALLATION
If a reciprocating piston pump is driven by the engine, the torsional information in 3A above
is required.
If other than constant 900 RPM intended, indicate:
a. Other constant RPM intended.

b. Variable speed range and power requirements for driven items at
various speeds.
After submission of the data, EMD will prepare a driveline diagram for approval by the
contractor/OEM or their customer. The torsional analysis will be made upon receipt of the
signed diagram.

Index
Index
A D F
ACCESSORY DRIVE GEAR DUPLEX ........................................5-6 FILTERS

TRAIN ............................................ 1-9 AIR INTAKE ..............................4-4
ACCESSORY RACK ................... 1-17 E CLOSE MOUNTED AIR ...........4-4
ACCESSORY RACK FUEL AND MANIFOLD ............5-2
LUBE OIL COOLER ............... 6-11 ECM .............................................11-1 INERTIAL TYPE .......................4-6
AIR INTAKE ELECTRIC CONTROL SYSTEM .11-1 LUBE OIL ..................................6-9
EXTERNAL SYSTEM .............. 4-4 ELECTRONIC CONTROLS NON-EMD .................................4-6
PERFORMANCE ..................... 4-3 SYSTEM ......................................1-17 RECLEANABLE IMPINGEMENT 4-6
AIR INTAKE SYSTEM ................... 4-1 ELECTRONIC UNIT REMOTE AIR ...........................4-6
AIR SCAVENGING SYSTEM 1-14, 4-1 INJECTOR (EUI) .........................11-1 THROWAWAY IMPINGEMENT 4-6
AIR START EMDEC .... 1-17, 5-2, 5-3, 11-1, 11-2 FLYWHEEL ................................. 1-14
REDUNDANT STARTERS ...... 9-2 EMISSIONS FRESH WATER SYSTEM .......... 1-16
AIR STARTING MOTORS .......... 1-16 MARINE ENGINES ................ 12-2 FUEL PRIMING PUMP ................. 5-6
AIR STARTING SYSTEM ............. 9-1 STATIONARY ........................ 12-2 FUEL PUMP .................................. 5-1
AUTOMATIC FRESH WATER ENGINE FUEL SUCTION STRAINER ......... 5-6
FUEL SYSTEM ................... 1-15, 5-1
TEMPERATURE REGULATOR .... 7-9 CHARACTERISTICS ............. 12-1
AUXILIARY POWER TAKE OFF 10-1 ENGINE ALIGNMENT .................13-3 EXTERNAL SYSTEM ...............5-5
ENGINE CONTROL ON-ENGINE SYSTEM ..............5-1
B MODULE (ECM) ..........................11-1
PERFORMANCE ......................5-2
ENGINE EMISSIONS ..................12-2
BASIC IDLE START UNITS ........ 6-16 ENGINE INSTALLATION ............13-1
H
BEARINGS ENGINE LAYOUT ..........................2-1
CONNECTING ROD .............. 1-11 ENGINE SPECIFICATIONS ..........3-1
HEAT RADIATION ...................... 12-1
MAIN ...................................... 1-10 ENGINE (SE) RATINGS - BHP 3-10
PISTON PIN INSERT ............ 1-11 ENGINE RATINGS ................. 3-10
I
GENERAL DATA ...................... 3-1
C MARINE RATING - BHP ........ 3-10
IMMERSION HEATER ................ 6-13
MAXIMUM ALLOWABLE ENGINE
INCLINATIONS ...................... 3-11 IMMERSION HEATER SYSTEM 7-14
CAMSHAFT GEAR TRAIN .......... 1-14
OPERATING CHARTS .......... 3-12 BASIC IDLE START UNITS ...7-14
CAMSHAFTS .............................. 1-13
RATINGS DEFINITIONS CRITICAL START UNITS .......7-14
CONNECTING RODS ................. 1-10
STANDARD RATING ISO SYMBOLS ............................ 1-19
CONTROL HARNESS ................ 11-3
CONDITIONS ......................... 3-11
COUPLING DISC ........................ 1-14
EUI ...............................................11-1 L
CRANKCASE ................................ 1-5
EUI FUEL INJECTORS .................5-2
CRANKCASE
LUBE OIL COOLER .................... 6-11
VENTILATION .................. rev-7, 12-1
EUI INJECTOR HARNESS .........11-3
EXHAUST MANIFOLDS ................8-1 LUBE OIL COOLER
CRANKSHAFT .............................. 1-8
EXHAUST OUTLET ADAPTERS ..8-3 SHIP-LOOSE ACCESSORY ..6-12
CRITICAL START UNITS ........... 6-17
EXHAUST SYSTEM ............1-16, 8-1 LUBE OIL SEPARATOR ............... 8-3
CYLINDER HEADS ..................... 1-13
EXHAUST VALVES .......................1-5 LUBE OIL STRAINER ................... 6-3
CYLINDER LINERS .................... 1-12
LUBE OIL SYSTEM ...................... 6-1
EXTERNAL ...............................6-8

Index
ON-ENGINE SYSTEM ............. 6-1 AMOT ....................................... 7-9

PROTECTION .......................... 6-1 S COMPRESSION RELEASE ... 1-13
LUBRICATING OIL SYSTEM ......1-15 PRESSURE RELIEF .............. 6-13
MAIN ........................................ 6-2 SCAVENGING OIL SYSTEM ........ 6-2 VIBRATION ................................. 12-2
SENSOR HARNESS ................... 11-3
M SENSOR LOCATIONS ............... 11-5 W
SENSORS
MARINE ENGINE INSTALLATION 13-2 AIR BOX PRESSURE ..............4-3 WATER COOLING SYSTEM ........ 7-1
MARINE ENGINE MOUNTING ...13-1 AIR TEMPERATURE ................4-3 EXTERNAL .............................. 7-8
MASS FORCES AND MOMENTS .12-1 COOLANT PRESSURE ............7-2 PROTECTION .......................... 7-2
MODEL DESIGNATIONS ............1-19 COOLANT TEMPERATURE ....7-2 WATER JACKET COOLING
MOTOR FUEL PRESSURE ....................5-3 SYSTEM ........................................ 7-2
AIR STARTING ........................ 9-2 FUEL TEMPERATURE ............5-3 WIRING HARNESSES ................ 11-3
MOTORS OIL PRESSURE .......................6-1
AIR STARTING ...................... 1-16 OIL TEMPERATURE ................6-1
SENSORS ................................... 11-1
O SHIPBUILDER
RESPONSIBILITIES ................... 13-2
OIL PAN .........................................1-6 SPEED CONTROL - MARINE
APPLICATION ............................ 11-4
ON-ENGINE SYSTEM ...................4-1
SPEED CONTROL - POWER
ORIFICE PLATES .......................7-11
GENERATION ............................ 11-4
STARTING SYSTEM .....3-6, 3-9, 9-1
P STARTING SYSTEM .................. 1-16
STARTING TORQUE
PERFORMANCE SENSORS ......11-2 REQUIREMENTS ......................... 9-2
PISTON CARRIERS ....................1-11 STRAINER
PISTON COOLING SYSTEM ........6-2 LUBE OIL ..................................6-3
PISTON PINS ..............................1-11 SYSTEM DATA
PISTONS .....................................1-11 AIR SUPPLY .............................4-4
POWER SUPPLY ........................11-4
POWER SUPPLY HARNESS ......11-3 T
POWER TAKE OFF .....................10-1
POWER TAKE-OFF TANK
FRONT END .......................... 10-1 FRESH WATER EXPANSION ..7-9
REAR END ............................. 10-4 THERMOCOUPLES ..................... 8-2
POWER UNIT MOUNTING .........13-2 TIMING SENSORS ..................... 11-2
PRIMARY AIR FILTRATION .........4-5 TORSIONAL ANALYSIS .............. 13-6
PROTECTIVE SENSORS ...........11-2 TORSIONAL DAMPER ................. 1-9
PUMP TURBOCHARGER ................ 4-1, 4-2
FUEL PRIMING ........................ 5-6 LUBRICATION ..........................6-4
PUMPS LUBRICATION SOAKBACK
FRESH WATER ....................... 7-2 SYSTEM ...................................6-4
TURBOCHARGER DRIVE ............ 4-3
R
V
RING GEAR .................................1-14
VALVES

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SERIES 710 Tier 2

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This manual contains general information designed to assist

EMD has a worldwide network of local area distributors and

Date Issued Page (s)

710 Engine Application Databook

Date Issued Page (s)

Table 1: Engine Data (English): Inserted

Table 1: LOS - Lube Oil Switch @ Idle Speed

Table 1: Fresh Water System - Water Jacket

Temperature rise across engine row:

710 Engine Application Databook

Date Issued Page (s)

Table 2: Lube Oil System Section -

Table 2: LOS - Lube Oil Switch @ Idle Speed

Table 2: Exhaust System Section - Exhaust

Table 2: Pressure drop across external

710 Engine Application Databook

Date Issued Page (s)

Table 2: Fresh Water System - Water Jacket

Table 2: Fresh Water System - Water Jacket

Temperature rise across engine row:

710 Engine Application Databook

Date Issued Page (s)

Standard Rating Condition Section: Exhaust

5-6 Within the same paragraph: deleted (mesh

Deleted Duplex Fuel Suction Strainer Filters

Soakback System Diagram (FIGURE 25)

710 Engine Application Databook

Date Issued Page (s)

Water Cooling System Section: (FIGURE 33)

Moved (FIGURE 33) to Chapter 6.11.2.2 and

710 Engine Application Databook

Date Issued Page (s)

Changed FIGURE 56 Air Start System - 20

710 Engine Application Databook

Date Issued Page (s)

Changed Figure 43: Low Temperature

710 Engine Application Databook

Date Issued Page (s)

Replaced Switch Inputs Typical Connections

710 Engine Application Databook

Date Issued Page (s)

Table 2 - Engine Data (metric) - Heading -Fresh

710 Engine Application Databook

List Of Tables ...................................................................................................................................... LOT-i

710 Engine Application Databook i

ii 710 Engine Application Databook

710 Engine Application Databook iii

iv 710 Engine Application Databook

Engine Configuration .............................................................................................................................................................-vii

List Of Tables ...................................................................................................................................... LOT-i

1. GENERAL OVERVIEW ......................................................................................................................... 1-1

2. ENGINE LAYOUT ................................................................................................................................. 2-1

3. ENGINE SPECIFICATIONS ................................................................................................................... 3-1

4. AIR INTAKE SYSTEM AND TURBOCHARGER .................................................................................... 4-1