Doosan MD Series User manual

PREFACE
•General information
This installation instruction is designed as a guide for the proper installation of DOOSAN
(Doosan Infracore Ltd. hereafter DOOSAN) marine diesel engines and to create conditions for
faultless operation of the entire system and to prevent installation related malfunctions and
possible consequential damage to the engine.
•Scope
This installation instruction applies to all DOOSAN engines for marine propulsion and marine
generator.
•Warranty
Warranty claims against DOOSAN Marine Engines will be accepted only if this installation
instruction has been complied with.
If any modification to the engine installation intended by DOOSAN is planned, DOOSAN must be
informed in writing, and a new inspection may necessary.
We reserve the right to make technical modifications in the course of further development.
•Validity
DOOSAN reserves the right to make changes at any time, without notice, in specifications and
models and also to discontinue models. The right is also reserved to change any specifications or
parts at any time without noticing any obligation to equip same on models manufactured prior to
date of such change.
The continuing accuracy of this manual cannot be guaranteed.
All illustrations used in this manual may not depict actual models or equipment and are intended
as representative views for reference only.
- a -

•Marine engine Recommendation on applications
The engine must be able to achieve rated engine speed when operated under fully
loaded conditions;
Secondary drive loads must be considered engine horse power which could be available to
drive the primary load. Therefore any such parasitic load requirements must be deducted when
sizing an engine for the primary load.
The engine must be used in accordance with the application guidelines for that
particular rating;
It is important to choose the proper engine rating to provide the optimum performance in a
given application. Ratings below show DOOSAN marine engine guidelines on applications.
(1) Heavy duty
•Operation hours : Unlimited per year
•Average load application : Up to 90%
•Percentages of time at full load : Up to 80%
•Typical gear box ratio : 2.5 ~ 6
(Application: Fishing trawler, Tug boat, Pushing vessel, Cago boat, Freighter, Ferry)
(2) Medium duty
•Operation hours : Up to 3,000hr per year
•Average load application : Up to 70%
•Percentages of time at full load : Up to 30%, 4hrs per 12 hour operation period
•Typical gear box ratio : 2 ~ 3.5
(Application:
Fishing boat, Pilot boat, Escort boat, Passenger boat, Ferry, Cruising Vessel )
(3) Light duty
•Operation hours : Up to 1,000hr per year
•Average load application : Up to 50%
•Percentages of time at full load : Up to 20%, 2hrs per 12 hour operation period
•Typical gear box ratio : 1 ~ 2.5
(Application:
Fishing boat, Pilot boat, Escort boat, Passenger boat, Ferry, Cruising Vessel )
- b -

•Other country regulation
Other country may apply additional internal regulation. Please follow their appropriate advice.
Korea : KR = Korean Resister of Shipping
Sweden : Navigation Office
Finland : Navigation Office
Norway : DNV = Det Norske Veritas
USA : ABS = American Bureau of shipping
Indonesia : BKI = Biro Klasifikasi Indonesia
USA : NMMA = National Marine Manufacturers Association
England : LR = Lloyds Register of Shipping
France : BV = Bureau Veritas
Germany : GL = Germanisher Lloyd
Italy : RINA = Regislro Italiano Navale
Bulgaria : BKP = Bulgarian Register of Shipping
China : CCS = China Classification Society
China Rep.(Taiwan) : CR = China Corporation Register of Shipping
Spain : FN = Fidenavis
Croatia : CRS = Croatian Register of shipping
India : IRS = Indian Register of Shipping
Japan : NK = Nippon Kaiji Kyokai
Poland : PRS = Polski Register Statkow
Portugal : RP = Rinave Portuguesa
Rumania : RNR = Registrul Naval Roman
Russia : MRS = Russian Maritime Register of Sipping
Turkey : TL = Turk Loydu Vakfi
- c -

CONTENTS
CHAPTER 1 Engine Room .............................................................................................................1
1.1. Engine Room Ventilation 1.4. Power Rating
1.2. Engine Foundation 1.5. Inclinations
1.3. Max. Permissible Engine Inclination
CHAPTER 2 Engine Mounting .......................................................................................................6
2.1. Flexible Mounting 2.3. Arrangement of Engine and Reduction Gear
2.2. Solid Mounting
CHAPTER 3 Front Power Take off...............................................................................................13
3.1. Marine Installation Requirements 3.3. Belt Drives
3.2. Front Power Take-off Clutches
CHAPTER 4 Exhaust System.......................................................................................................18
4.1. Marine Installation Requirements 4.4. Direction of Exhaust Outlet
4.2. Dry Exhaust Systems(without sea 4.5. Permissible Back Pressure
water injection) 4.6. Designing the Exhaust System
4.3. Wet Exhaust System(with sea water 4.7. Measuring the Pressure Drop
injection)
CHAPTER 5 Intake System ..........................................................................................................30
5.1. Air Intake 5.4. General Note on Air Guidance
5.2. Engine Room Ventilation 5.5. Clear Cross Section
5.3. Radiant Heat to be Removed
CHAPTER 6 Cooling System .......................................................................................................35
6.1. Marine Installation Requirements 6.5. Engine Coolant
6.2. Selection of Piping Materials 6.6. Sea Water Lines
6.3. Cooling Circuit 6.7. Keel Cooler
6.4. Engine Cooling System
CHAPTER 7 Lubricating System .................................................................................................55
7.1. Marine Installation Requirements 7.3. Lube Oil Drain Pump
7.2. Engine Blow- by Gas Vent 7.4. Oil Dipstick Level Gauge
CHAPTER 8 Fuel System ...........................................................................................................57
8.1. Fuel Circuit 8.2. Fuel Tank
- a.4 -

CHAPTER 9 Propulsion System..................................................................................................64
9.1. Marine Gear Ratio Selection 9.5. Designing of the Propeller
9.2. How to Select the Right Propeller System 9.6. Propeller Tip Clearance
9.3. Propeller selection 9.7. Propeller Rotation in Twin Engine Applications
9.4. Power Drive with Fixed Pitch Propeller
CHAPTER 10 Electrical System...................................................................................................75
10.1. Electric Circuit 10.2. Electric Components
•
Appendix ....................................................................................................................................81
•
Part & After service center
•
Applications for DOOSAN Engine
- a.5 -

CHAPTER 1 ENGINE ROOM
When installing the engine, ensure that there is sufficient space for regular maintenance work
and possible engine overhaul after prolonged periods of operation. It must be possible to carry
out the following jobs on engine and gearbox without obstruction;
•Removing heat exchanger and inter-cooler for cleaning
•Exchanging starter, alternator and water pump
•Filling up with fuel, oil and coolant
•Checking oil and coolant level
•Changing fuel, oil and air filter
•Setting valves, re-tightening cylinder head bolts
•Draining oil and coolant
•Re-tightening and exchanging V - belts
•Maintenance and exchange of battery
•Exchanging injection nozzles
•Changing the sea water pump impeller
•Changing the reduction gear
1.1. Engine Room Ventilation
Calculation of the air requirements for the dissipation of convection and radiation heat can be
simplified the following formula:
where
•
m Air mass flow rate in kg/h
•
Q Convection and radiation in MJ/h
CpSpecific heat capacity of air = 1 kJ/(kg x degree)
Δt Difference in temperature between heated waste air and cold intake air in degrees Celsius
In order to obtain the air volume flow (m3/h) the air mass flow (kg/h) must be divided by the air
density, which depends on the temperature.
Air density as a function of the temperature at the air pressure of 0.98kg/cm2(1000 mbar).
- 1 -
••
m=Q x 1000
Cpx Δt
Temperature in ˚ C Density in kg/m3
0 1.28
10 1.23
20 1.19
30 1.15
40 1.11
50 1.08

The before-mentioned formula is based on the assumption that the engine room is a heat-tight
system, i.e. for the sake of simplicity it is assumed that no thermal energy whatever is
dissipated through the hull to the ambient air or water.
In practice, however, such heat losses are likely to occur and depend on the following factors:
•Size and surface area of the engine room
•Difference in temperature between the engine room and the ambient air
•Hull material (thermal conductivity) and hull thickness
•Heat dissipation via pipes (e.g. exhaust pipes)
This heat transfer is therefore hard to estimate qualitatively.
Note : The difference of engine room and ambient air temperature ( Δ t) would be better
below than 15
˚ C, but should not exceed maximum 20 ˚ C.
Δt = (Air temperature of engine room ) - (Ambient temperature )
<Conversion table of physical units >
•Temperature
t(degree Celsius) = T(Kelvin) - 273
T(Kelvin) = t (degree Celsius ) +273
t (degree Fahrenheit) = 1.8 x t (degree Celsius) + 32
•Pressure
1 kilo-Pascal (kPa) = 10 millibar (mbar)
1 hecto-Pascal (hPa) = 1 millibar (mbar)
•Energy flow
Mega - Joule/hour (MJ/h) x 1000 = Kilocalories/hour (kcal/h)
4.187
Mega - Joule/hour (MJ/h) x 1 = Kilowatt (kW)
3.6
- 2 -

1.2. Engine Foundation
Requirements for the engine foundation are as following;
•The foundation in the vessel should be able to take up propeller thrust in both directions
(ahead & astern) and transmit it on to the hull.
•The weight of the drive system as well as all dynamic forces that occur in rough seas must
be safely taken up.
•The torsion of the hull owing to rough seas and the load status must not be transferred to
the engine. The engine foundation is to be connected to the hull on an area as large as
possible
EB0O1001
Engine bed
Stringer
Engine mounting bracket
EB0O9007
•Transverse cross bracing on the engine
bed and stringers should be used to
prevent lateral engine movement on solid
mounted systems.
•In order to properly support the weight of
the engine and marine gear, a six-point
mounting system is recommended on all
DOOSAN marine engines.
When using a six-point mounting system,
the engine should be aligned using the
mounts at the front and at the marine gear
at first. Once the alignment is complete,
the next flywheel housing mounts should
be added.
- 3 -

1.3. Max. Permissible Engine Inclination
The installation angle of the engine is an important factor in the construction of the sub-frame.
When the engine is to be installed in longitudinal direction, The maximum permissible inclination
must not be exceeded. The maximum permissible inclination is defined as the largest angle that
occurs in driving operation, ie, installation inclination plus the ship’s maximum trim angle.
The maximum installation angle of the engine is the maximum permissible inclination angle ( )
of the boat less the angle of the maximum trim( ) while the vessel is in motion. ie, the maximum
installation angle of the engine is( - ).
= max. permissible vessel inclination angle ; angle towards the flywheel end
= angle towards the non flywheel end
= trim of the vessel
<The maximum angles of inclination for the various engine are shown in below table>
Note : angle
The angle of 5 ˚ toward the non-flywheel and must occur only while the vessel
is in motion.
- 4 -
Water line
EB0O1003
Max. oil pan permissible Max. angle of
Engine model angle of inclination engine installation
to the rear : ( ) inclination : ( - )
L034 / L034TI 20 ˚ 5 ˚
L066TI 30 ˚ 5 ˚
L136 / L136T 17 ˚ 5 ˚
L136TI / L086TI 17 ˚ 5 ˚
L196T / L196TI / L126TI 17 ˚ 5 ˚
V158TI 17 ˚ 5 ˚
V180TI 25 ˚ 5 ˚
V222TI 25 ˚ 5 ˚

If the installation angle of the engine is greater than that listed upper, the engine may occur
any engine damage. That is, connecting rods begin to dip into the oil in oil pan. So, this may
also cause high oil consumption, low power and the breather gas increasing and more
smokes. We recommend the engine installation angle to install below 6 degree for DOOSAN
marine engines.
1.4 Power Rating
Diesel engines are to be so designed that when running at rated speed their rated power can
be delivered as a continuous power. Continuous power means the net brake power which an
engine is capable of delivering continusously between the maintenance intervals stated by the
engine manufacturer.
To determine the power of all engines used on board ships with an unlimited range of service,
the following ambient conditions are to be used:
Engine driving generators are to be capable of developing 10% for a short period.(15minutes)
1.5 Inclinations
All components and systems shall be capable to operate in the following trim and pitch
positions.
1) Athwartships and for - and - aft inclinations may occur simultaneously.
2) Where the length of the ship exceeds 100m, the fore - and - aft static angle of inclination
may be taken as : (500)˚/L where L = length of ship(m).
3) In ships for the carrige of liquefied gases and of chemicals the emergency power supply
must also remain operable with the ship flooded to a final athwartships inclination up to
maximum 30˚.
- 5 -
Classification Barometric Temperatures Relative
societies pressure Intake air Seawater/ humidity
charge air coolant
DNV According to ISO3046/1
BV 1,000 mbar 45 ˚C 32 ˚C 60%
GL 1,000 mbar 45 ˚C 32 ˚C 60%
LR 1,000 mbar 45 ˚C 32 ˚C 60%
RINA Propuision 1,000 mbar 15 ˚C 15 ˚C -
RINA Aux. service 1,000 mbar 45 ˚C 30 ˚C-
KR 1,000 mbar 45 ˚C 32 ˚C 60%
Angle of inclination1)
Installation ABS BV DNV GL LR RINA KR
Stat. Dyn. Stat. Dyn. Stat. Dyn. Stat. Dyn. Stat. Dyn. Sta. Dyn. Sta. Dyn.
Main and AUX athwartships 15 22.5 15 22.5 15 22.5 15 22.5 15 22.5 15 22.5 15 22.5
For - and - aft 5 7.5 5 7.5 5 7.5 5 7.5 52) 7.5 5 7.5 5 7.5
Emergency athwartships3) 22.5 22.5 22.5 22.5 22.5 22.5 22.5 22.5 22.5 22.5 22.5 22.5 22.5 22.5
For - and - aft 10 10 10 10 10 10 10 10 10 10 10 10 10 10

CHAPTER 2 ENGINE MOUNTING
2.1. Flexible Mounting
Flexible mounting will generally be chosen for yachts and small boats because it reduces
vibration and noise levels.
Flexible engine mounts use the rubber isolators to absorb engine vibration before it is
transmitted to the hull. This will reduce noise and vibration in the boat. There are wide variety
of flexible mounts available on the market. Any mounts selected must hold the engine in
alignment and provide for acceptable mounting life. The isolator manufacturer should be
consulted for further recommendations.
The engine should be installed with sufficient clearance on all sides so that the allowable
engine movement will not cause structural or component damage.
Note : If the reduction gear must be mounted prior to installation in the hull, the
engine and reduction gear should be mounted on base rails and the whole
system installed together.
- 6 -
1
2
3
45
6
max. 10mm
EHO9001S
1. Mounting nut
2. Washer
3. Threaded pin
4. Clamp sleeve
5. Height adjustment
6. Shim
( manufactured as required)
Shims

2.2. Solid Mounting
The solid mounting engine is usually done by using brass or steel shims, pourable choking
compound and pads. The use of pourable choking compounds is the simplest and preferred
ways to solid mount the engine.
When using a choking compound, the alignment of the reduction gear and propeller shaft is
accomplished using jacking screws between the support brackets and the engine bed. The
mounting bolts can be loosely put into place at this point or a hole can be drilled through the
choking compound later. The jacking screws, mounting bolts and bottom of the engine bracket
should be coated with a grease or anti-bonding substance to allow them to be removed later.
Temporary dams are put on the engine bed and should extend approximately 13mm (0.5”)
above the bottom of the engine beds. The choking compound is poured in to fill the space
between the bracket and engine bed. Once the compound has solidified, the jacking screws
can be removed or left in place and the final mounting bolts are torqued down.
When using jacking screws on wood or fiberglass engine beds, steel plates should be used
under the jacking screws to prevent damage to the engine bed.
The choking compound manufacturer should be consulted for further recommendations.
- 7 -
EB0O2001
Engine
bracket
Chocking
compound
Temperary
dam
13mm(0.5")
Engine
bed
Jacking
screw

If a front power take-off clutch is used, it is a good practice to support the clutch. The clutch
available from DOOSAN marine Vee Series Models must be supported to avoid over stressing
the nose of the crankshaft due to the overhung weight.
- 8 -
EB0O2002
Fabreeka
washer
Steel tubing
approx. 0.8mm(1/32")
shorter than total
thickness of
fabreeka pads and
support bracker
13mm(1/2") fabreeka pad
Engine bad
4.8mm(3/16") steel plate
same length and
width as
fabreeka pads
Fabreeka type washers and pads consist of
layers of rubber impregnated canvas and
will provide a small amount of flexibility for
minor misalignment and a degree of
protection from shock loading. A steel plate
is required between the nut and Fabreeka
pad to protect the pad from wear and should
be the same size as the pad. It is still
necessary to use brass or steel shims to
align the engine and gear with the shafting.
Clutch support
EB0O2003

2.3. Arrangement of Engine and Reduction Gear
2.3.1. Engine and flanged-on reversing reduction gear
Engine and reduction gear can be constitute a unit. Propeller thrust is taken up by a
reduction gear thrust bearing.
In order to isolate engine vibration and prevent it from being transferred to the hull through the
propeller shaft, DOOSAN recommends that the distance from the reduction gear output flange
to a fixed stuffing box or first fixed bearing should be a minimum of 20 times the shaft
diameter. If the distance is less than this, a flexible coupling may be necessary to isolate the
engine vibration.
2.3.2. Engine and detached reduction gear
- 9 -
Stuffing box
Min. Shaft length
20 x o
Output flange
EB0O2004
o
Sliding shaft
Flexible coupling
EB0O9008
The reduction gear is installed separately
from the engine, taking up propeller thrust
via a thrust bearing. A constant velocity
joint, or a pair of universal joints, and
sliding shaft must be used to allow for the
relative motion between the flexible
mounted engine and the fixed reduction
gear.

2.3.3. V - type drive
2.3.4. Jet type drive
More and more civilian and military boats, such as rescue boats, pilot boats, transport boats,
taxi boats, police boats and patrol boats, are using waterjets for propulsion. The waterjet
offers many benefits, which include giving the boat greater availability and maneuverability.
The waterjet also minimizes the draught of the boat and enables it to operate in shallow
water, as well as reducing the risk of personal injury during rescue and diving operations.
To obtain good economy from a waterjet installation, the jet unit and the engine should be
correctly matched to the full load service speed of the boat. The differences between a good
and a poor match are enormous with regard to fuel efficiency and overall performance of the
boat. A correctly sized and installed waterjet gives very small torque variations and creates
no engine overload, regardless of the boats loading conditions and speed. The jet is always
rotating in one direction, but the reversing of the boat is done by changing the jet stream
direction with a reverse deflector, which further reduces the load variations on the engine.
Waterjet has excellent characteristics when it comes to general maneuverability and comfort.
Superior control of the boat is achieved across the complete speed range, with small turning
radius and quick stops. The boat can rotate within its own length and with two jets the bot
can also move sideways. The lack of need of underwater rudder can make the vessel less
course stable, it is therefore important that the hull and the maneuvering control system is
correctly designed for the use of waterjets.
A waterjet installation has no underwater appendages which reduces the drag of the hull and
increases the overall efficiency in speeds above 20 - 30 knots depending on type of waterjets.
In comparison with conventional propeller system the inboard noise, vibration and the hydro-
acoustic noise is reduced as well.
Jet-type drives work according to the principle of jet propulsion. A jet of water is generated
whose thrust sets the vessel in motion.
- 10 -
EB0O2006
2
2
Engine and reduction gear is installed
separately and connected via an elastic
coupling and a universal joint. If universal
joints are to be used, it is important to
remember that it is necessary to have the
exact same angle at each joint under all
operating conditions in order for the
system to work properly.

The drive-line component manufacturer should always be consulted for more details on the
installation of their product.
2.3.5. The alignment of propeller
The alignment of the engine and marine transmission with the propeller shafting is essential
to minimize vibration, noise, power loss and stress in the driveline components.
While aligning the engine and gear, check both the propeller shaft flange bore and face. The
shaft and gear flanges should fit together without deflecting either the engine or the shaft
from its operating position. This will allow the propeller shaft flange and reduction gear output
flange to mate properly without over stressing the driveline components.
The shaft should then be rotated 180
˚ and checked again. The propeller shaft flange bore
and face alignment should not be done before the vessel is in the water and, on a solid
mounted engine, should be rechecked after the vessel has been in the water and loaded to
its normal operating condition.
Engine, gearbox and propeller shaft must be aligned in such a way that radial and angular
offset of all components remain within the pre-set tolerances.
(1) Radial offset check
The feeler of the dial indicator runs on the peripheral surface of the fixed flange. The
shaft end with the dial indicator placed on it must be turned. The reading must not vary
by more than 2 x 0.5 mm = 1.0 mm.
- 11 -
EB0O2009

(2) Angular offset check
The feeler of the dial indicator runs on the front side of the fixed flange. The shaft end
with the dial indicator placed on it is to be turned.
The feeler must contact the mating surface. A 360
˚ turn is required for each check. The
max. Permissible angular offset must not be exceeded at any measuring point.
- 12 -
x
12
EB0O9009
1. Flange (e.g. gearbox output shaft)
2. Flange (e.g. propeller shaft)
12
X
3
X + max. 0.1mm
EB0O9010
1. Flange (e.g. gearbox output shaft)
2. Flange (e.g. propeller shaf)
Radial offset : x = max. 0.1 mm relative to a 200 mm flange diameter
or : x = max. 0.05 mm relative to a 100 mm flange diameter

CHAPTER 3 FRONT POWER-TAKE-OFF
3.1. Marine Installation Requirements
•Belt-driven accessories must be mounted on the engine when a flexible mounting system is
used.
•Brackets used to mount accessories must provide adequate strength to hold the static and
dynamic load of the accessory and avoid resonant vibration within the normal operating
range of the engine.
•Variance in accessory loads must be considered when selecting accessory drive location
and capacity. Design service factors given in the installation recommendations should be
used when determining accessory loads.
•Belt-driven equipment must be held in alignment to a tolerance of 1 mm in 200 mm (1/16
inch in 12 inches).
•The total power taken off at the front of the crankshaft cannot exceed the maximum capacity
of the FPTO clutch and the total power absorbed from the engine may not exceed the
specified value of each model.
•All exposed rotating components must have a protective guard.
3.2. Front Power Take-off Clutches
More power may be taken from a direct drive at the front of the crankshaft than any other
accessory drive location. Many DOOSAN marine engines can be fitted with FPTO clutch for
driving accessories such as a winch, fire pump, hydraulic pumps or generator.
All direct driven equipment will have some effect on torsional vibration. Excessive torsional
vibration in a system can result in excessive noise, gear failure, main bearing wear or, in the
most severe cases, crankshaft failures.
The total power taken off at the front of the crankshaft cannot exceed the capacity of the
FPTO clutch and the total required power from the engine may not exceed the values in the
list below.
This is the maximum amount of power that can be transmitted through the particular clutch.
3.2.1. For maximum FPTO power
- 13 -
Engine
Crank pulley Pillow blocks
Fiexible coupling
Driveshaft
V-pulley
EA4O7001
For front power take-off in engine, install a
flexible coupling to the engine front crank
shaft pulley and connect drive shaft and V-
pulley by supporting them with two pillow
blocks as shown in Fig. It is a standard
procedure to support driveshaft and V-
pulley with two pillow blocks by using
flexible coupling for connection to engine.
DOOSAN recommends you this type to
use front power take-off. (FPTO).

When the front PTO is installed, be sure to take deflection reading. Radial run-out should be
no more than 0.02 mm.
Be sure to limit the front PTO output within the maximum allowable horsepower as specified
for each model in figure below.
(Load represents when there is no propeller load)
Note : Upper listed loads represent allowable maximum torque.
3.2.2. For small cross drive power
- 14 -
Model Load(kW) rpm
L034 15 2,200
L034TI 31 2,600
L066TI 65 1,500
L136 60 1,800
L136T 72 1,400
L136TI 88 1,200
L086TI 120 1,600
Model Load(kW) rpm
MD196T 115 1,600
MD196TI 122 1,400
L126TI 132 1,600
V158TI 176 1,400
V180TI 220 1,600
V222TI 265 1,600
Engine
Crank
pulley
V-pulley, PTO
L
MAX. 170mm
(6.7 in) dia.
EA4O7002
(No supporting bearing on front side of
PTO pulley)
DOOSAN does not recommend this type
arrangement, which is not standard
procedure. However, If the FPTO as in
figure have to apply the drive arrangement,
the distance between the coupling end
face of engine pulley and the centerline
through pulley groove is not greater than
60 mm. The distance is indicated as “L” in
the figure.