Wärtsilä Sweden AB

Box 8006
SE-402 77 Göteborg, Sweden
instruction
Telephone: +46-31 744 46 00
Fax: +46-31 744 46 70 manual
Engine Group Engine Type Ref. Date Issue Document No. Page
8 Lubrication system F20 Mli 080123 2 91 991 437 00E 1(10)

Lubrication system
General
To ensure long and reliable service it is absolutely essential that the engine be lubricated with recognised
oils that have been tested and recommended by Wärtsilä Sweden AB, see ”Lubricating oils”.

During the guarantee period only lubricating oils tested and recommended by Wärtsilä Sweden AB may
be used.

Fig 1. Schematic diagram.

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It is further of great importance that cleanliness be observed when working with lubricating gear.

Great care should be taken when transporting and storing oil to prevent the penetration of grime and
foreign bodies into the oil.

In spite of the fact that clean conditions prevail, it is still necessary for lubricating oil pump, filter, oil cooler
and any tanks and pipes through which the oil passes or is stored to be cleaned at regular intervals.

When the engine is running, the recommended oil pressure should always be maintained, see “Technical
data”.

Note! There should always be a sufficient quantity of lubricating oil in the system. An oil dipstick
indicates the limits between which the oil level in the sump may vary. The oil level should be kept
in the vicinity of the upper mark and should never be allowed to drop below the lower mark. The
oil level limits apply after the whole lubricating oil system is filled, i.e. including filter, cooler, pipes,
etc.

The arrangement of the lubrication system is apparent from fig. 1. The upper diagram shows a dry sump
system and the lower one a wet sump system.

The governor and turbocharger have separate lubrication systems.

The design of the lubricating oil cooler can vary considerably and is described in separate instructions.

The lubricating oil pump can be directly driven from the fore-end housing of the engine, see “lubricating
oil pump”, or separately driven, see separate instruction manual.

A separately driven standby lubricating oil pump is often required and can be connected as shown in Fig.
1, item 4.

Various types of lubricating oil filter are available and the most usual ones can be found in the section “Lu-
bricating oil filter”. A lubricating oil filter of bypass type can be replaced by a lubricating oil separator.

The lubricating oil pump draws oil from the sump 14, or the bottom tank 22, and forces it through the
cooler 8, the thermostatic valve 9 (which governs the oil temperature), and the main filter to the engine
lube oil inlet pipe. If the lube oil temperature is not sufficiently high, it will by-pass the cooler. For lubrica-
tion system temperature directions, see section “Technical data”.

On the outlet pipe of the lubricating oil pump (pressure side) is also located an overflow valve 17, which
leads overflow oil direct into the sump when the oil pressure is too high.

On the inlet pipe is fitted a overflow valve 11, whose task is to keep the oil pressure constant, and allow
oil overflow to drain down into the sump. The overflow valve construction is shown in Fig. 3.

The overflow valves of the lubricating oil pump and main inlet pipe are designed to provide the correct
lubricating oil pressure. They are not readjustable and must not be opened while the engine is running.
As for measures to be taken at varying lubricating oil pressure, see under the heading “Troubleshooting,
oil pressure too low”.

From the main inlet pipe the oil passes through pipes and oilways to the engine main bearings, big end
bearings, little end bearings and piston cooling tubes. Oil also passes through special pipes to the camshaft
bearings, gearcase bearings, balance shaft bearings and to the governor drive bearings.
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1. Suction gauze filter 13. Engine.

2. Shut-off valve (only if standby oil pump is fitted) 14. Oil sump dipstick.
3. Lubricating oil pump, directly or separately driven. 15. Oil filling opening and crankcase ventilator.
4. Standby lubricating oil pump, separately driven. 16. Lubricating oil filter (by-pass) with shut-off
5. Shut-off valve (only if standby oil pump is fitted). device.
6. Lubricating oil filter (main filter). 17. Overflow valve for lubricating oil pump (only
7. Shut-off valve. directly driven pump.
8. Lubricating oil cooler. 18. Hand pump.
9. Thermostatic valve. 19. Three-way pump.
10. Thermometer. 20. Oil sump with drain pipe.
11. Overflow. 21. Lubricating oil separator.
12. Oil pressure gauge. 22. Bottom tank (with ventilation and oil meter-
ing device).

From the camshafts and their bearings the oil is carried up to the injection pump bracket with lifter and
up through the pushrod to the rocker arm and its bearings. The oil then continues through oilways in the
rocker arm to the valve yoke, where it lubricates the yoke bearings and the tops of the valves and the valve
guides. From the top of the cylinder head the oil is returned via ducts and pipes to the camshaft sump
and from there to the engine sump.

Where water pumps are mounted on the fore-end housing, oil pipes go to the idler gear bearings.

Mounted on the engine instrument panel 12 are pressure gauges showing the oil pressure after the pump
and before the engine.

The thermometer 10 shows the oil temperature at the engine inlet pipe.

Lubricating oil can be filled through the oil filling opening and the crankcase ventilator 15, which also re-
duces the overpressure in the crankcase. See also “Oil filling and crankcase ventilation”.

To fill the oil system before starting, the hand pump 18 or the separately driven pump 4 can be used. The
hand pump can also be used for emptying the oil sump via the three-way valve 19. The oil sump has a
draining plug at its lowest point as well.

Dry sump
The oil sump 20 contains no oil but has a drain pipe down to the bottom tank 22 which is a collection tank
for the whole lubricating oil system. With the help of a metering device it can be checked whether the oil
level is sufficiently high. To fill the system before starting a separately driven pump can be used.

Wet sump
The oil sump contains the entire quantity of lubricating oil required for running the engine.

Fig 3. Overflow valve.

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Lubricating oil pump

The lubricating oil pump, fig. 4, is a gear pump. It is mounted on the lower flanges of the fore-end housing
and is driven by the crankshaft gear, see “Cylinder block and crankshaft”.

The shaft ends of the pump gears are hardened and run in bronze bushings lubricated by clean oil brought
in a special pipe from the engine inlet pipe.

The lubricating oil pump has no built-in overflow valve and so an external spring loaded overflow valve is
mounted on the pressure pipe of the pump. The valve is not readjustable. Its opening pressure is stated
under “Technical data”.

Fig 4. Lubricating oil pump.

One end of the oil pump is designed as a mounting for the fuel feed pump. The fuel feed pump is driven
by the through shaft of the lubricating oil pump via a coupling part. The coupling part is in an open drain
cavity sealed from the pumps by radial sealing rings. If any other fuel feed pump arrangement is used, the
end of the lubricating oil pump is fitted with a seal flange.

The engine tool kit contains an extractor for removal of the oil pump driven gear; see fig. 5.

Note! The prescribed end float must be maintained when assembling the pump or replacing a gas-
ket; see “Technical data”. Ensure also that the two locating pins between the pump housing and
cover (end) are fitted.
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When installing the pump ensure that the connection pipes does not cause the pump to the subjected to
strain, since external forces loading the pump may result in bearing damage. Check that the lubrication
pipe for the bearing bushes is fitted to the lower part of the housing.

Fig 5. Extractor for drive gear.

Lubricating oil filter (main filter)

The engine’s lubricating oil system incorporates one or more parallel-connected oil filters of full flow type.
The filter, see fig. 6, is separately mounted in the engine room.

The lubricating oil is pressed by the lubricating oil pump in through the front flange 1 and via the three-way
valve 2 in to the filter housing to the outside of the filter elements. The oil then passes the outer filter 4,
which is a coarse filter of gauze, in through the Micro Top refining pack (the fine filter) 5 and out through
the three-way valve and the outlet flange 12.

The micro Top refining packs are of paper type.

In the filter cover there are safety valves 6 and overflow valves 7 which eliminate excessive drops in pres-
sure that might burst the Micro Top pack.

The two safety valves in each filter cover allow the oil to pass both the coarse filter and the fine filter if the
pressure drop across the filter becomes inadmissibly large.

The overflow valves can sometimes open upon starting up, due to the large pressure drop caused by cold
lubricating oil. If the valves are in good working order they will close again when the oil temperature has
increased somewhat.

Fig 7. Lubricating oil filters (by-pass).

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To supplement the main filter for the lubricating oil system there are by-pass filters of centrifugal type, see
fig. 7. These are mounted in a recess in the crankcase opening covers on the operating side of the engine
and vary in number according to the size of the engine.

The by-pass filter is not used until a certain lubricating oil pressure is reached, see “Technical data”.

When the filter is connected in, a spring-loaded valve piston 1, see fig. 8, opens so that lubricating oil from
the lubricating oil pump can pass into the centre hole 2 in the filter housing and further through oilways in
shaft 3 to the cleansing chamber, which is bordered by the internal covers 5 and 6. The cleaned oil then
passes through the strainer gauze in stand piece 4 and out through the nozzles 7 to the outer part of the
filter housing, there to drain through the crankcase recess to the engine oil sump.

When the oil passes the nozzles 7, which are tangentially positioned, the internal covers 5 and 6 with
enclosed oil are given a rotational movement. All particles of dirt that are heavier than the oil are flung
outwards by centrifugal force and become attached to the periphery of the rotor cover.

It is important that the by-pass filter be cleaned regularly, see “Overhaul”, since a clogged filter serves no
useful purpose.

Fig 8. Principle diagram of by-pass filter.

Oil filling and crankcase ventilation

The crankcase oil is added to the engine through an external, cast container - placed on one of the crank-
case doors. The oil filling container also serves as crankcase ventilator, see fig. 9.

Oil filler section

The container is divided in two sections - separated by an intermediate wall provided with an opening gap.
One of the two sections - the oil filler 5 - is provided with a strainer 2, which removes solid particles, if any,
in the new oil. New oil can be filled while the engine is running after turning the cover 4 aside.

Ventilator function
The other section has a pocket 6 for collection and drainage of oil and water condensation. The bottom
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of the collecting pocket is provided with a drain cock 1, which should be opened up once a day when the
engine is operating.
On top of the container is a breather tube 3 connected, which leads to the atmosphere outside the engine
room.

Fig 9. Principle for oil filling and crankcase ventilation.

1. Drain cock
2. Oil strainer
3. Breather tube
4. Cover
5. Oil filling section
6. Collecting pocket

INSPECTION AND MAINTENANCE

Lubricating oil filter (main filter)

It is of vital importance to the life of the engine that the lubricating oil filter receives careful maintenance.
The degree of filtering of the lubricating oil filter means that, with correct maintenance, very small particles
will be removed from the oil before it is pressed out to the engine's lubricating points.

For normal duty one filter half in the system should always be clean and disconnected.

The one half of the filter can, if necessary, and with the help of the three-way valve, be cleaned during
running, but should normally be cleaned when the engine is at standstill.

The filter gauze should be cleaned regularly and the Micro Top refining packs replaced when necessary.

The overflow valves have indicating pins, painted red, which show when the Micro Top refining packs are
clogged and need replacing.

If the red indicating pin moves outwards when the engine is warm, it means that the Micro Top refining
packs are throughly dirty and must be changed.
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For opening pressure for the lubricating oil filter's overflow valves and safety valves, see "Technical
data".

Cleaning when the indicating pin shows this to be necessary

1. Close the filter half by re-setting the three-way valve.

2. Let out the lubricating oil and sludge by unscrewing the draining plug in the filter housing and remove
the vent screw om the filter cover.

3. Remove the filter cover and clean cover and oilways.

4. Lift out the Micro Top refining pack and discard it. Note that it can not be cleaned.

5. Lift out the filter gauze and clean it.

6. Replace the filter gauze and fit in a new Micro Top refining pack.

7. Check that all gaskets are undamaged and fit back on the filter cover and draining plug.

8. Connect in the filter half with the help of the three-way valve.

Fig. 10. Cleaning of main filter.

Annual cleaning
1. Clean as indicated under "Cleaning when the indicating pin shows this to be necessary", points 1-5.

2. Lift out the supporting disc and clean both it and the filter housing. See that the grime and foreign bod-
ies do not get into the centre hole of the filter housing.

3. Carry out points 6-9 "Cleaning when the indicating pin shows this to be necessary.
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8. Open the valve in the supply line.