Cat 3512C Specifications
| Engine Model: Caterpillar 3512C |
| Engine Type: 4-stroke 12-cylinder V-block turbocharged liquid-cooled diesel |
| Total Displacement: 3,158 cu.in (51.8 L) |
| Rated Engine Power: 1,280-2,366 Hp (954-1,765 kW) at 1800 rpm |
| Fuel System Type: Electronic Unit Injector |
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The Caterpillar 3512C is a 60-degree V-12
diesel engine that represents the culmination of Caterpillar’s legacy in
high-displacement, heavy-duty power generation. Designed for continuous
duty in the most demanding environments, this engine is renowned not for
a single revolutionary feature but for its exceptional durability and
operational flexibility. It serves as the backbone for marine
propulsion, industrial machinery, and prime or standby power generation.
The 3512C utilizes a robust deep-skirted cylinder block and individual
four-valve cylinder heads, a design that ensures superior structural
integrity under high cylinder pressures.
Its integration of the ADEM A4 electronic control module with electronic
unit injection provides precise fuel management, enabling it to meet
stringent global emissions standards without sacrificing the reliable
power output that defines the Caterpillar brand. This engine is built
for applications where longevity and low total cost of ownership are
paramount, offering extensive serviceability features that simplify
maintenance even in confined spaces.
Engine Type: 4-cycle, 60° deg, V-configuration, 12-cylinder
turbocharged-aftercooled diesel.
Displacement: 51.8 L (3,158 cu.in)
Bore: 170 mm (6.7 in)
Stroke: 190 mm (7.5 in)
Firing Order: 1-12-9-4-5-8-11-2-3-10-7-6
Aspiration: Turbocharged and Aftercooled (TTA). Configurations include
Separate Circuit Aftercooled (SCAC) for marine and generator set
applications or jacket water aftercooling for certain industrial
ratings.
Compression Ratio: Ranges from 14.7:1 to 15.7:1, determined by the
specific power rating and emissions compliance level. Rotation:
Counterclockwise (viewed from the flywheel end) is standard, with
clockwise rotation available for specific marine twin-engine
installations.
Marine Propulsion: Continuous and heavy-duty commercial ratings deliver
1,280 to 2,366 HP (954 to 1,765 kW) at speeds from 1,600 to 1,800 RPM.
High-performance ratings are optimized for planning hulls and patrol
vessels.
Industrial Power: Prime power ratings for industrial applications such
as drilling rigs and mining equipment range from 1,200 to 1,500 HP (895
to 1,119 kW) at 1,800 to 2,100 RPM.
Generator Prime Power: 1,400 kW to 1,600 kW at 1,500 RPM (50 Hz) or
1,600 to 1,800 RPM (60 Hz). Generator Standby Power: Up to 2,000 kW at
1,800 RPM (60 Hz) for emergency backup applications.
Rated Speed: 1,200 RPM (for continuous 60 Hz generation) to 2,100 RPM
(for high-speed industrial applications). Peak Torque: In industrial
configurations, the engine produces between 6,000 and 8,000 lb-ft of
torque. The curve is engineered to provide high lugging ability,
allowing the engine to sustain heavy loads without significant speed
loss.
The cylinder block is a deep-skirted, high-strength cast iron design
that extends below the crankshaft centerline. This configuration
provides exceptional rigidity, minimizing vibration and maintaining
precise crankshaft bearing alignment under peak combustion loads.
The block features integral oil galleries that are cross-drilled to
supply pressurized oil to the main bearings, piston cooling jets, and
the cylinder head. Wet-type cylinder liners are induction hardened and
replaceable, allowing for overhaul without block replacement. The
deep-skirt design also facilitates the use of large inspection covers,
granting direct access to the connecting rods and main bearings for
service.
The engine utilizes individual cylinder heads for each cylinder, a
design that simplifies replacement and reduces repair costs compared to
multi-cylinder head units. Each head is cast from high-grade iron and
secured by four bolts per cylinder. The four-valve configuration
features two intake and two exhaust valves, providing optimized airflow
for efficient combustion and high power density.
The valve train operates via a single overhead camshaft per cylinder
bank, driven by gears at the rear of the engine. Hardened valve seat
inserts and chrome-plated valve stems ensure durability in
high-temperature operating conditions. The valve lash is set using a
precision adjustment screw and locknut mechanism.
Fuel management is governed by the ADEM A4 Electronic Control Module
(ECM). This system controls Electronic Unit Injectors (EUI), which
combine the pumping and injection functions into a single unit mounted
in the cylinder head. The EUI system generates injection pressures
exceeding 1,800 bar (26,000 psi) independent of engine speed, enabling
precise injection timing and duration.
This electronic control allows the ECM to tailor fuel delivery for
optimal performance, cold starting, and emissions compliance. The system
utilizes a mechanically driven fuel transfer pump to supply fuel from
the tank to the injectors, with a high-efficiency filtration system
featuring a 4-micron secondary filter to protect the precision injectors
from contamination.
The lubrication system is a gear-driven, full-pressure design utilizing
a large-capacity pump mounted on the front of the engine. Oil is drawn
from the sump through a strainer, passed through a full-flow oil cooler,
and then through a spin-on or cartridge-type full-flow filter before
being distributed to the main oil gallery.
Oil Capacity: 310 to 401 L (82 to 106 gal), varying with the depth of
the oil pan and installation configuration. Oil Change Interval: Up to
500 hours under standard operating conditions, with extended intervals
available when utilizing Cat SOS (Scheduled Oil Sampling) and premium
synthetic oils.
The engine is equipped with piston cooling jets that direct a continuous
stream of oil to the underside of the piston crowns for thermal
management, a critical feature for maintaining reliability under high
continuous loads.
The cooling system is designed to manage both engine jacket water and
aftercooler heat rejection. Two primary configurations exist: Jacket
Water Aftercooled (JWA): The aftercooler uses the engine’s jacket water
to cool the intake air. This system is simpler and ensures rapid
warm-up.
Separate Circuit Aftercooled (SCAC): Used for high-power density and
marine applications. This system utilizes a separate, lower-temperature
coolant circuit (typically 32°C to 38°C / 90°F to 100°F) provided by a
dedicated pump and heat exchanger. SCAC provides denser intake air for
increased combustion efficiency and horsepower output.
Coolant Capacity (Engine Only): 157 L (41.5 gal). The centrifugal water
pump is gear-driven and constructed from corrosion-resistant materials.
A thermostatically controlled regulator maintains optimal operating
temperature between 88°C and 93°C (190°F and 200°F).
| Intake and Exhaust Systems |
Air Intake System: Air enters through a heavy-duty, dual-element air
cleaner (or a marine-approved flame arrestor). The turbocharger, sized
specifically for the rating, compresses the intake air before it passes
through the aftercooler to increase density.
Exhaust System: The engine utilizes a water-cooled or dry exhaust
manifold depending on the application. The exhaust outlet is designed to
accommodate turbocharger back-pressure limits strictly enforced by the
ADEM A4 system to maintain performance and emissions compliance.
The engine operates on a 24-volt DC control system. The charging system
consists of a 45-amp or 60-amp brushless alternator, providing ample
power for the electronic control module and engine-mounted sensors. The
starting system utilizes a 24-volt electric starter motor with a
solenoid-operated pinion engagement.
Weight (Dry): 6,078 to 7,411 kg (13,400 to 16,340 lb).
Length: 2,675 mm (105.3 in) from the front housing to the flywheel
housing mounting face.
Width: 1,803 mm (71.0 in) measured across the widest point of the
exhaust manifolds or cylinder heads.
Height: 2,154 mm (84.8 in) from the bottom of the oil sump to the top of
the engine lifting eyes or rocker arm covers.
Break-in Period: A structured break-in procedure is required for new or
rebuilt engines, consisting of 60 to 100 hours of varying loads without
extended periods of low idle.
Oil Service: S-O-S (Scheduled Oil Sampling) intervals are recommended at
250 hours to monitor wear metals and oil condition. Filter replacement
is mandatory at every oil change.
Valve Lash (Cold Setting): Intake: 0.38 mm (0.015 in); Exhaust: 0.76 mm
(0.030 in). Inspection interval is typically 1,500 to 3,000 hours
depending on the application.
Overhaul Intervals: Major overhaul intervals range from 12,000 to 24,000
hours for marine and industrial continuous-duty applications, contingent
on adherence to maintenance schedules and the use of Cat genuine parts.
Connecting Rod Bolts: 90 Nm (66 lb-ft).
Main Bearing Caps: 260 Nm (190 lb-ft).
Cylinder Head Bolts: 450 Nm (332 lb-ft).
Flywheel Bolts: 270 Nm (200 lb-ft).
Rocker Arm Shaft Mounting Bolts: 120 Nm (88 lb-ft).
Crankshaft Pulley Vibration Damper: 720 Nm (530 lb-ft).
The Caterpillar 3512C is utilized across a broad spectrum of heavy
industries where reliability under extreme conditions is mandatory.
Marine: Primary propulsion for commercial vessels including tugboats,
pushboats, fishing trawlers, and offshore supply vessels. It is also
used in auxiliary power generation for large ships and for high-speed
passenger ferries.
Industrial: Prime mover for large hydraulic excavators, mining haul
trucks (as a component in electric drive systems), large drilling rigs
(land and offshore), and high-pressure pumping units for well servicing.
Electric Power Generation: Continuous power for remote mining sites and
oil fields. Standby and prime power for data centers, healthcare
facilities, and municipal infrastructure. It is also widely deployed in
co-generation (CHP) systems where waste heat is recovered for industrial
processes.
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