Wärtsilä 46DF

PRODUCT GUIDE
 © Copyright by WÄRTSILÄ FINLAND Oy
COPYRIGHT © 2019 by WÄRTSILÄ FINLAND Oy
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Wärtsilä 46DF Product Guide Introduction

Introduction
This Product Guide provides data and system proposals for the early design
phase of marine engine installations. For contracted projects specific
instructions for planning the installation are always delivered. Any data and
information herein is subject to revision without notice. This 02/2019 issue
replaces all previous issues of the Wärtsilä 46DF Project Guides.
Issue Published Updates

2/2019 20.11.2019 Various update through the Product Guide

1/2019 13.05.2019 Many updates/changes to the whole Product Guide

3/2016 XX.11.2016 New front- and backcovers for pdf version. Technical data updated. Other
minor updates.
2/2016 04.11.2016 Small update to technical data

1/2016 09.09.2016 Technical data updated

1/2014 03.10.2014 First version of W46DF product guide

Wärtsilä, Marine Solutions

Vaasa, November 2019

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 Wärtsilä 46DF Product Guide Table of contents

Table of contents
1. Main Data and Outputs ............................................................................................................................ 1-1
1.1 Maximum continuous output ............................................................................................................... 1-1
1.2 Output limitations in gas mode ............................................................................................................ 1-2
1.3 Reference conditions ........................................................................................................................... 1-5
1.4 Operation in inclined position .............................................................................................................. 1-5
1.5 Dimensions and weights ...................................................................................................................... 1-6

2. Operating Ranges .................................................................................................................................... 2-1

2.1 Engine operating range ........................................................................................................................ 2-1
2.2 Loading capacity .................................................................................................................................. 2-2
2.3 Operation at low load and idling .......................................................................................................... 2-6
2.4 Low air temperature ............................................................................................................................ 2-8

3. Technical Data .......................................................................................................................................... 3-1

3.1 Introduction .......................................................................................................................................... 3-1
3.2 Wärtsilä 6L46DF ................................................................................................................................... 3-1
3.3 Wärtsilä 7L46DF ................................................................................................................................... 3-5
3.4 Wärtsilä 8L46DF ................................................................................................................................... 3-9
3.5 Wärtsilä 9L46DF ................................................................................................................................... 3-13
3.6 Wärtsilä 12V46DF ................................................................................................................................. 3-17
3.7 Wärtsilä 14V46DF ................................................................................................................................. 3-21
3.8 Wärtsilä 16V46DF ................................................................................................................................. 3-25

4. Description of the Engine ........................................................................................................................ 4-1

4.1 Definitions ............................................................................................................................................. 4-1
4.2 Main components and systems ........................................................................................................... 4-1
4.3 Cross section of the engine .................................................................................................................. 4-6
4.4 Overhaul intervals and expected life times .......................................................................................... 4-8
4.5 Engine storage ..................................................................................................................................... 4-8

5. Piping Design, Treatment and Installation ............................................................................................. 5-1

5.1 Pipe dimensions ................................................................................................................................... 5-1
5.2 Trace heating ........................................................................................................................................ 5-2
5.3 Pressure class ...................................................................................................................................... 5-2
5.4 Pipe class ............................................................................................................................................. 5-3
5.5 Insulation .............................................................................................................................................. 5-4
5.6 Local gauges ........................................................................................................................................ 5-4
5.7 Cleaning procedures ............................................................................................................................ 5-4
5.8 Flexible pipe connections ..................................................................................................................... 5-6
5.9 Clamping of pipes ................................................................................................................................ 5-8

6. Fuel System .............................................................................................................................................. 6-1

6.1 Acceptable fuel characteristics ............................................................................................................ 6-1
6.2 Operating principles ............................................................................................................................. 6-10
6.3 Fuel gas system ................................................................................................................................... 6-11
6.4 Fuel oil system ...................................................................................................................................... 6-23

7. Lubricating Oil System ............................................................................................................................ 7-1

7.1 Lubricating oil requirements ................................................................................................................. 7-1
7.2 Internal lubricating oil system ............................................................................................................... 7-3
7.3 External lubricating oil system ............................................................................................................. 7-7
7.4 Crankcase ventilation system ............................................................................................................. 7-19
7.5 Flushing instructions ............................................................................................................................ 7-21

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 Table of contents Wärtsilä 46DF Product Guide

8. Compressed Air System .......................................................................................................................... 8-1

8.1 Instrument air quality ............................................................................................................................ 8-1
8.2 Internal compressed air system ........................................................................................................... 8-1
8.3 External compressed air system .......................................................................................................... 8-5

9. Cooling Water System ............................................................................................................................. 9-1

9.1 Water quality ........................................................................................................................................ 9-1
9.2 Internal cooling water system .............................................................................................................. 9-2
9.3 External cooling water system ............................................................................................................. 9-7

10. Combustion Air System ......................................................................................................................... 10-1

10.1 Engine room ventilation ...................................................................................................................... 10-1
10.2 Combustion air system design ........................................................................................................... 10-2

11. Exhaust Gas System .............................................................................................................................. 11-1

11.1 Internal exhaust gas system ............................................................................................................... 11-1
11.2 Exhaust gas outlet .............................................................................................................................. 11-4
11.3 External exhaust gas system ............................................................................................................. 11-5

12. Turbocharger Cleaning .......................................................................................................................... 12-1

12.1 Turbocharger cleaning system ........................................................................................................... 12-2

13. Exhaust Emissions ................................................................................................................................. 13-1

13.1 Dual fuel engine exhaust components ............................................................................................... 13-1
13.2 Marine exhaust emissions legislation ................................................................................................. 13-1
13.3 Methods to reduce exhaust emissions .............................................................................................. 13-1

14. Automation System ................................................................................................................................ 14-1

14.1 Technical data and system overview ................................................................................................. 14-1
14.2 Functions ........................................................................................................................................... 14-3
14.3 Alarm and monitoring signals ............................................................................................................. 14-7
14.4 Electrical consumers .......................................................................................................................... 14-7
14.5 Guideline for electrical and automation system ................................................................................. 14-9

15. Foundation .............................................................................................................................................. 15-1

15.1 Steel structure design ........................................................................................................................ 15-1
15.2 Engine mounting ................................................................................................................................ 15-1

16. Vibration and Noise ................................................................................................................................ 16-1

16.1 External forces and couples ............................................................................................................... 16-1
16.2 Torque variations ................................................................................................................................ 16-3
16.3 Mass moments of inertia .................................................................................................................... 16-3
16.4 Structure borne noise ......................................................................................................................... 16-4
16.5 Air borne noise ................................................................................................................................... 16-5
16.6 Exhaust noise ..................................................................................................................................... 16-6

17. Power Transmission ............................................................................................................................... 17-1

17.1 Flexible coupling ................................................................................................................................ 17-1
17.2 Clutch ................................................................................................................................................. 17-1
17.3 Shaft locking device ........................................................................................................................... 17-1
17.4 Input data for torsional vibration calculations .................................................................................... 17-2

18. Engine Room Layout .............................................................................................................................. 18-1

18.1 Crankshaft distances .......................................................................................................................... 18-1
18.2 Space requirements for maintenance ................................................................................................ 18-4
18.3 Transportation and storage of spare parts and tools ......................................................................... 18-7
18.4 Required deck area for service work .................................................................................................. 18-7

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 Wärtsilä 46DF Product Guide Table of contents

19. Transport Dimensions and Weights ..................................................................................................... 19-1

19.1 Lifting of engines ................................................................................................................................ 19-1
19.2 Engine components ........................................................................................................................... 19-2

20. Product Guide Attachments .................................................................................................................. 20-1

21. ANNEX ..................................................................................................................................................... 21-1

21.1 Unit conversion tables ........................................................................................................................ 21-1
21.2 Collection of drawing symbols used in drawings ............................................................................... 21-2

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Wärtsilä 46DF Product Guide 1. Main Data and Outputs

1. Main Data and Outputs

The Wärtsilä 46DF is a 4-stroke, non-reversible, turbocharged and inter-cooled dual fuel engine
with direct injection of liquid fuel and indirect injection of gas fuel. The engine can be operated
in gas mode or in diesel mode.

Cylinder bore 460 mm

Stroke 580 mm

Piston displacement 96.4 l/cyl

Number of valves 2 inlet valves and 2 exhaust valves

Cylinder configuration 6, 7, 8 and 9 in-line; 12, 14 and 16 in V-

form
Direction of rotation clockwise, counter-clockwise on request

Speed 600 rpm

Mean piston speed 11.6 m/s

1.1 Maximum continuous output

Table 1-1 Maximum continuous output

Cylinder configuration IMO Tier 2

kW bhp

W 6L46DF 6870 9340

W 7L46DF 8015 10900

W 8L46DF 9160 12450

W 9L46DF 10305 14010

W 12V46DF 13740 18680

W 14V46DF 16030 21790

W 16V46DF 18320 24910

The mean effective pressure Pe can be calculated using the following formula:

where:

Pe = mean effective pressure [bar]

P = output per cylinder [kW]

n = engine speed [r/min]

D = cylinder diameter [mm]

L = length of piston stroke [mm]

c = operating cycle (4)

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1. Main Data and Outputs Wärtsilä 46DF Product Guide

1.2 Output limitations in gas mode

1.2.1 Output limitations due to methane number

Fig 1-1 Output limitations due to methane number

Calculation Formulas for different compression ratios

CR 12.7:1 if MN ≥ 80 and tbax ≤ 45 → KKNOCK = 1

if MN < 80 and/or tbax > 45 → KKNOCK = 1 -

0.017*(80 - MN) - (1 - (1 + 0.01*(45 - tbax)))

NOTE
In case of MN <80 and MN >70 derating factor could be 1%/1MN with a
penalization of efficiency.

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Wärtsilä 46DF Product Guide 1. Main Data and Outputs

NOTE
1) Gas fuel methane number refers to the gas quality at the engine inlet. This may
differ from the average gas quality in LNG tank.
2) Compensating a low methane number gas by lowering the charge air receiver
temperature below 45 °C is not allowed.
3) Compensating a higher charge air receiver temperature than 45 °C by a high
methane number gas is not allowed.
4) The dew point shall be calculated for the specific site conditions. The minimum
charge air receiver temperature shall be above the dew point, otherwise
condensation will occur in the charge air cooler.
5) The charge air receiver temperature is approximately 5 °C higher than the charge
air coolant temperature at rated load (CAC Team to be involved for LT water
temperature info).
6) Glycol usage in cooling water according to document DAAE062266.
7) Min. suction air temperature is 5 °C.
8) High suction air temperature gives a higher air temperature after compressor,
before the charge air cooler, and therefore a higher heat output from the 1-stage
of the charge air cooler, compared to low suction air temperature.
9) Temperatures given above are max. (continuous) operating temperature at site.
For suction air temperatures 40°C, please contact Product Engineering department.
10) The permissible pressure drop in the inlet pipe before the turbocharger is max.
1kPa.
11) The total sum of exhaust gas back pressure and air inlet pressure drop is not
allowed to be higher than 5 kPa.

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1. Main Data and Outputs Wärtsilä 46DF Product Guide

1.2.2 Output limitations due to gas feed pressure and lower

heating value

Fig 1-2 Derating of output for gas feed pressure and LHV

MJ/Nm3

KGAS 36 34 32 30 28

1 542 552 564 580 599 kPa a

0,5 303 309 317 326 338

NOTE
1) Values given in m3 are valid at 0°C and 101.3 kPa.
2) The values for gas feed pressure are valid at the engine inlet i.e. after the gas
regulating unit.
3) Receiver pressure requirement is dependent on humidity. Receiver pressure
level influences on the required gas feed pressure. These values are valid for the
humidity up to 30g water/kg dry air.
4) Fuel gas feed pressure is not allowed to decrease from the level given for 36
MJ/Nm3 with LHV higher than 36 MJ/Nm3.
5) Gas fuel lower heating value refers to the gas quality at the engine inlet. This
may differ from the average gas quality in LNG tank.
6) No compensation (uprating) of the engine output is allowed, neither for gas feed
pressure higher than required in the graph above nor lower heating value above
36 MJ/Nm3.
7) If the gas pressure is lower than required, a pressure booster unit can be installed
before the gas regulating unit to ensure adequate gas pressure. If pressure arise
is not possible the engine output has to be adjusted according to above.

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Wärtsilä 46DF Product Guide 1. Main Data and Outputs

1.3 Reference conditions

The output is available within a range of ambient conditions and coolant temperatures specified
in the chapter Technical Data. The required fuel quality for maximum output is specified in the
section Fuel characteristics. For ambient conditions or fuel qualities outside the specification,
the output may have to be reduced.
The specific fuel consumption is stated in the chapter Technical Data. The statement applies
to engines operating in ambient conditions according to ISO 15550:2002 (E).

total barometric pressure 100 kPa

air temperature 25 °C

relative humidity 30 %

charge air coolant temperature 25 °C

Correction factors for the fuel oil consumption in other ambient conditions are given in standard
ISO 15550:2002 (E).

1.4 Operation in inclined position

Max. inclination angles at which the engine will operate satisfactorily.

● Permanent athwart ship inclinations 15.0°

● Temporary athwart ship inclinations 22.5°

● Permanent fore-and-aft inclinations 10.0°

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1. Main Data and Outputs Wärtsilä 46DF Product Guide

1.5 Dimensions and weights

Fig 1-3 In-line engines (DAAR038987)

Engine LE1* LE1 LE2 LE3* LE3 LE4 LE5* LE5 HE1 HE3

6L46DF 8670 8953 6170 1520 - 460 292 699 3255 1430

7L46DF 9635 9773 6990 1520 - 460 292 699 3255 1430

8L46DF 10310 10593 7810 1520 1883 460 292 658 3445 1430

9L46DF 11130 11413 8630 1520 1883 460 292 658 3445 1430

Engine HE4 HE5 HE6 WE1 WE2 WE3 WE5 WE6 Weight [ton]

6L46DF 650 2605 650 3185 1940 1480 1780 330 102

7L46DF 650 2605 650 3185 1940 1480 1780 330 118

8L46DF 650 2605 755 3185 1940 1480 1780 398 130

9L46DF 650 2605 755 3185 1940 1480 1780 398 146

* Turbocharger at driving end

All dimensions in mm. The weights are dry weights of rigidly mounted engines without flywheel.

Table 1-2 Additional weights [ton]:

Item 6L46DF 7L46DF 8L46DF 9L46DF

Flywheel 1-2 1-2 1-2 1-2

Flexible mounting (without limiters) 3.2 3.4 3.4 3.4

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Wärtsilä 46DF Product Guide 1. Main Data and Outputs

Fig 1-4 V-engines (DAAR038992)

Engine LE1* LE1 LE2 LE3* LE3 LE4 LE5* LE5 HE1 HE3

12V46DF* 11036 - 7600 1921 - 460 430 - 3670 1620

12V46DF - 10375 7600 - 2043 485 - 684 3670 1620

14V46DF - 11425 8650 - 2043 485 - 684 3670 1620

16V46DF - 12687 9700 - 2347 485 - 689 3860 1620

Engine HE4 HE5 HE6 WE1 WE2 WE3 WE5 WE6 Weight [ton]

12V46DF* 800 3020 650 4555 2290 1820 3225 781 184

12V46DF 800 3020 650 4555 2290 1820 3225 781 184

14V46DF 800 3020 650 4555 2290 1820 3225 781 223

16V46DF 800 3110 750 5174 2290 1820 3225 858 235

* Turbocharger at driving end

All dimensions in mm. The weights are dry weights of rigidly mounted engines without flywheel.

Table 1-3 Additional weights [ton]:

Item 12V46DF 14V46DF 16V46DF

Flywheel 1-2 1-2 1-2

Flexible mounting (without limiters) 8 10 10

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Wärtsilä 46DF Product Guide 2. Operating Ranges

2. Operating Ranges

2.1 Engine operating range

Running below nominal speed the load must be limited according to the diagrams in this
chapter in order to maintain engine operating parameters within acceptable limits. Operation
in the shaded area is permitted only temporarily during transients. Minimum speed is indicated
in the diagram, but project specific limitations may apply.

2.1.1 Controllable pitch propellers

An automatic load control system is required to protect the engine from overload. The load
control reduces the propeller pitch automatically, when a pre-programmed load versus speed
curve (“engine limit curve”) is exceeded, overriding the combinator curve if necessary. Engine
load is determined from measured shaft power and actual engine speed. The shaft power
meter is supplied by Wärtsilä.
The propeller efficiency is highest at design pitch. It is common practice to dimension the
propeller so that the specified ship speed is attained with design pitch, nominal engine speed
and 85% output in the specified loading condition. The power demand from a possible shaft
generator or PTO must be taken into account. The 15% margin is a provision for weather
conditions and fouling of hull and propeller. An additional engine margin can be applied for
most economical operation of the engine, or to have reserve power.
The propulsion control must also include automatic limitation of the load increase rate.
Maximum loading rates can be found later in this chapter.

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2. Operating Ranges Wärtsilä 46DF Product Guide

Fig 2-1 Operating field for CP Propeller, 1145 kW/cyl, 600 rpm

Remarks: The maximum output may have to be reduced depending on gas properties and
gas pressure. The permissible output will in such case be reduced with same percentage at
all revolution speeds.
Restrictions for low load operation to be observed.

2.2 Loading capacity

Controlled load increase is essential for highly supercharged engines, because the turbocharger
needs time to accelerate before it can deliver the required amount of air. Sufficient time to
achieve even temperature distribution in engine components must also be ensured. Dual fuel
engines operating in gas mode require precise control of the air/fuel ratio, which makes
controlled load increase absolutely decisive for proper operation on gas fuel.
The loading ramp “preheated” (see figures) can be used as the default loading rate for both
diesel and gas mode. If the control system has only one load increase ramp, then the ramp
for a preheated engine must be used. The HT-water temperature in a preheated engine must
be at least 70ºC, and the lubricating oil temperature at least 40ºC.
The loading ramp “Normal operating temperature” are recommended to be taken into use
when the engine is warm. All engines respond equally to a change in propulsion power (or
total load), also when a recently connected engine is still uploading to even load sharing with
parallel engines. A recently connected generator shall therefore not be taken into account as
“available power” until after 6 minutes, or alternatively the available power from this generator
is ramped up to 100% during 10 minutes. If the control system has only one load increase
ramp, then the ramp for a preheated engine is to be used.
Fast load changes must be avoided during transfer from diesel to gas mode.

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Wärtsilä 46DF Product Guide 2. Operating Ranges

The “emergency” loading ramp in diesel mode can be used in critical situations, e.g. when
recovering from a fault condition to regain sufficient propulsion and steering as fast as possible.
The emergency ramp can be activated manually or according to some predefined condition,
and there shall be a visible alarm indicating that emergency loading is activated.
In applications with highly cyclic load, e.g. dynamic positioning and manoeuvring, maximum
loading and unloading capacity in gas mode (see figure 2-3) can be used in operating modes
that requires fast response. Other operating modes should have slower loading rates.
Maximum possible loading and unloading can also be required in other special applications.
The engine control does not limit the loading rate in gas mode (it only acts on deviation from
reference speed). If the loading rate is faster than the capacity in gas mode, the engine trips
to diesel.
Electric generators must be capable of 10% overload. The maximum engine output is 110%
in diesel mode and 100% in gas mode. Trip to diesel mode takes place automatically in case
of overload. Lower than specified methane number may result in automatic transfer to diesel
when operating close to 100% output. Load taking ability is also influenced from low methane
number. Expected variations in gas fuel quality must be taken into account to ensure that gas
operation can be maintained in normal operation.

2.2.1 Mechanical propulsion, controllable pitch propeller (CPP)

For successive loading rates and max ramp in variable speed, please contact Wartsila to have
further informations.

2.2.2 Constant speed application

x
Fig 2-2 Successive Loading

The loading rates in gas mode in the diagrams above are to be applied when the gas Methane
Number is ≥ 80. For MN below 80, please contact Wartsila for further information.

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2. Operating Ranges Wärtsilä 46DF Product Guide

x
Fig 2-3 Maximum Loading capacity in gas

Unloading:
In normal operation the load should not be reduced from high load to low load (much) faster
than the load is increased. Crash stop can be recognised with a large lever movement from
ahead to astern within some seconds, which overrides normal load reduction.

x
Fig 2-4 Unloading ramps

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Wärtsilä 46DF Product Guide 2. Operating Ranges

2.2.2.1 Maximum instant load steps

The electrical system must be designed so that tripping of breakers can be safely handled.
This requires that the engines are protected from load steps exceeding their maximum load
acceptance capability. If fast load shedding is complicated to implement or undesired, the
instant load step capacity can be increased with a fast acting signal that requests transfer to
diesel mode.

Fig 2-5 Maximum permissible load step in gas mode

Gas - Mode

Instant Load Application Stepwise Load Reduction

•Maximum load step according to figure above •Maximum load step according to figure above

•Steady-state frequency band ≤ 1.5 % •Steady-state frequency band ≤ 1.5 %

•Maximum speed drop 10 % •Maximum speed increase 10 %

•Recovery time ≤ 10 s •Recovery time ≤ 10 s

•Time between load steps ≥ 20 s ¹) •Time between load steps ≥ 20 s ²)

Diesel Mode

Instant Load Application Stepwise Load Reduction

•Instant load step: 0% - 33% - 56% - 77% - 100% •Instant load step 100% - 50% - 0%

•Steady-state frequency band ≤ 1.0 % •Steady-state frequency band ≤ 1.0 %

•Maximum speed drop 10 % •Maximum speed increase 10 %

•Recovery time ≤ 10 s •Recovery time ≤ 10 s

•Time between load steps ≥ 5 s )

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2. Operating Ranges Wärtsilä 46DF Product Guide

NOTE
1) In case instant load steps are applied on top of Successive loading (ramp), the
minimum time between load steps is 45 s and the maximum load application rate
between steps is 10% / 60 s. However the maximum loading limit may not be
exceeded.
2) For exceptional situations which require fast unloading (e.g. propulsion crash
stop manoeuvring) it is recommended that the engine control system be configured
for automatic transfer to diesel-mode for fastest possible unloading.
Note that the recovery time is longer than the normal class requirement (5 s). The
steady-state frequency band in gas mode also exceeds the normal class
requirement (1.0 %).

2.3 Operation at low load and idling

Absolute idling (declutched main engine, disconnected generator):
● Maximum 10 minutes if the engine is to be stopped after the idling. 3-5 minutes idling
before stop is recommended.
● Maximum 8 hours if the engine is to be loaded after the idling.
● After a gas start it is recommended to synchronize and load the engine within 1 minute
after nominal speed is reached.

Operation below 20 % load on HFO or below 10 % load on MDF or gas:

● Maximum 100 hours continuous operation. At intervals of 100 operating hours the engine
must be loaded to min. 70% of the rated output for 1 hour.
● If operated longer than 30h in liquid fuel mode, the engine must be loaded to minimum
70% of rated output for 1 hour before transfer to gas.
● Before operating below 10% in gas mode the engine must run above 10% load for at least
10 minutes. It is however acceptable to change to gas mode directly after the engine has
reached nominal speed after the engine has started, provided that the charge air temperature
is above 55°C.

Operation above 20 % load on HFO or above 10 % load on MDF or gas:

● No restrictions.
Operation at low load and idling with SCR (NOR)
LFO/MGO
● Idling Max continuous operation time: 2h; Requirements before further operation at low
load can be continues: above 25% load for 1 h
● Below 10%MCR Max continuous operation time: 6h; Requirements before further operation
at low load can be continues: above 70% load for 1 h or above 50% load for 2 h
● Below 25%MCR Max continuous operation time: 24h; Requirements before further
operation at low load can be continues: above 70% load for 1 h or above 50% load for 2
h

Gas (MN≥=70)
● Idling Max continuous operation time: 5 min; Requirements before further operation at low
load can be continues: above 20% load for 30 min or change to back-up fuel (trip to diesel
is also included as an automatic back-up feature)
● Below 5% MCR Max continuous operation time: 10 min; Requirements before further
operation at low load can be continues: above 20% load for 30 min or change to back-up
fuel (trip to diesel is also included as an automatic back-up feature)

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Wärtsilä 46DF Product Guide 2. Operating Ranges

● Between 5% and 10% MCR Max continuous operation time: 15 min; Requirements before
further operation at low load can be continues: above 20% load for 30 min or change to
back-up fuel (trip to diesel is also included as an automatic back-up feature)
● Above 10% MCR No restrictions

Gas (MN<70)
● Idling Max continuous operation time: 3 min; Requirements before further operation at low
load can be continues: above 20% load for 30 min or change to back-up fuel (trip to diesel
is also included as an automatic back-up feature)
● Below 10% MCR Max continuous operation time: 5 min; Requirements before further
operation at low load can be continues: above 20% load for 30 min or change to back-up
fuel (trip to diesel is also included as an automatic back-up feature)
● Above 10% MCR No restrictions

NOTE
Typically, less strict requirements for the operation can be set based on a detailed
analysis of project specific conditions such as operational profile, fuel composition
and engine type and tuning.
In low load gas operation the oxidation of unburned hydrocarbons on the catalyst
elements can increase the temperature above the limit for catalyst elements and/or
the exhaust gas system. The extent of the temperature increase depends on
combustion parameters, operational profile, ambient conditions and especially on
the gas compositions.
The solution for allowing trouble free operation in low load gas operation includes
the following:
1) Use of dilution air to provide cooling in low load operation.
2) Recommendations for duration of low load operation. These recommendations
will in normal conditions ensure that the temperature will remain in the allowed
area.
3) SCR temperature monitoring will trigger a transfer to liquid fuel operation to
protect the SCR in situations with increased temperatures.

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2. Operating Ranges Wärtsilä 46DF Product Guide

2.3.1 Nominal Start-up time

2.3.1.1 For preheated engine

Fig 2-6 Nominal start-up time

NOTE
Continuous prelubrication of the engine can be done when the engine is in stop
mode if shorter start-up time is required.

2.4 Low air temperature

The minimum inlet air temperature of 5°C applies, when the inlet air is taken from the engine
room.
Engines can run in colder conditions at high loads (suction air lower than 5°C) provided that
special provisions are considered to prevent too low HT-water temperature and T/C surge.
For start, idling and low load operations (Ch 2.3), suction air temperature shall be maintained
at 5°C.
If necessary, the preheating arrangement can be designed to heat the running engine (capacity
to be checked).
For further guidelines, see chapter Combustion air system design.

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Wärtsilä 46DF Product Guide 3. Technical Data

3. Technical Data

3.1 Introduction
This chapter contains technical data of the engine (heat balance, flows, pressures etc.) for
design of ancillary systems. Further design criteria for external equipment and system layouts
are presented in the respective chapter.
Separate data is given for engines driving propellers “ME” and engines driving generators
“DE”.

3.2 Wärtsilä 6L46DF

ME ME DE
CPP Variable CPP Constant DE Constant
Wärtsilä 6L46DF Speed Speed Speed

Gas Diesel Gas Diesel Gas Diesel

mode mode mode mode mode mode

Cylinder output kW 1145 1145 1145

Engine speed rpm 600 600 600

Engine output kW 6870 6870 6870

Mean effective pressure MPa 2.38 2.38 2.38

Combustion air system (Note 1)

Flow at 100% load kg/s 11.1 12.3 11.1 12.3 11.1 12.3

Temperature at turbocharger intake, max. °C 45 45 45

Temperature after air cooler, nom. (TE 601) °C 45 50 45 50 45 50

Exhaust gas system (Note 2)

Flow at 100% load kg/s 11.0 13.7 11.0 13.7 11.0 13.4

Flow at 75% load kg/s 8.2 10.7 8.3 11.6 8.3 11.5

Temperature after turbocharger at 100% load °C 367 301 367 301 365 314
(TE 517)

Temperature after turbocharger at 85% load °C 384 294 392 292 390 305
(TE 517)

Temperature after turbocharger at 75% load °C 390 304 409 292 407 304
(TE 517)

Temperature after turbocharger at 50% load °C 347 298 449 297 449 306
(TE 517)

Backpressure, max. kPa 4 4 4

Calculated exhaust diameter for 35 m/s mm 849 897 849 897 847 899

Heat balance at 100% load (Note 3)

Jacket water, HT-circuit kW 834 1080 834 1080 828 1068

Charge air, HT-circuit kW 1386 2016 1386 2016 1386 1878

Charge air, LT-circuit kW 636 882 636 882 636 858

Lubricating oil, LT-circuit kW 402 768 402 768 402 762

Radiation kW 192 204 192 204 192 204

Fuel consumption (Note 4)

BSEC total at 100% load kJ/kWh 7410 - 7410 - 7390 -

BSEC total at at 85% load kJ/kWh 7420 - 7540 - 7530 -

DBAD209883 3-1
3. Technical Data Wärtsilä 46DF Product Guide

ME ME DE
CPP Variable CPP Constant DE Constant
Wärtsilä 6L46DF Speed Speed Speed

Gas Diesel Gas Diesel Gas Diesel

mode mode mode mode mode mode

Cylinder output kW 1145 1145 1145

Engine speed rpm 600 600 600

BSEC total at at 75% load kJ/kWh 7470 - 7680 - 7660 -

BSEC total at at 50% load kJ/kWh 7710 - 8230 - 8210 -

BSEC gas fuel at 100% load kJ/kWh 7365 - 7365 - 7350 -

BSEC gas fuel at 85% load kJ/kWh 7373 - 7501 - 7485 -

BSEC gas fuel at 75% load kJ/kWh 7422 - 7611 - 7594 -

BSEC gas fuel at 50% load kJ/kWh 7620 - 8091 - 8071 -

Pilot fuel consumption at 100% load g/kWh 1.0 0.6 1.0 0.6 1.0 0.6

Pilot fuel consumption at 85% load g/kWh 1.2 0.7 1.2 0.8 1.2 0.8

Pilot fuel consumption at 75% load g/kWh 1.3 0.7 1.3 0.8 1.3 0.8

Pilot fuel consumption at 50% load g/kWh 2.0 1.0 3.5 1.3 3.5 1.3

SFOC at 100% load - LFO g/kWh - 186.3 - 186.3 - 185.3

SFOC at 85 % load - LFO g/kWh - 178.2 - 181.0 - 181.0

SFOC at 75% load - LFO g/kWh - 189.1 - 193.0 - 193.0

SFOC at 50% load - LFO g/kWh - 192.3 - 198.5 - 198.5

SFOC at 100% load - HFO g/kWh - 186.3 - 186.3 - 185.3

SFOC at 85% load - HFO g/kWh - 177.2 - 180.1 - 180.1

SFOC at 75% load - HFO g/kWh - 191 - 195 - 195

SFOC at 50% load - HFO g/kWh - 197 - 203 - 203

Fuel gas system (Note 5)

Gas pressure at engine inlet, min (PT901) at kPa (a) 600...800 - 600...800 - 600...800 -
100% load

Pressure drop over the Gas Valve unit, min kPa (a) 120 - 120 - 120 -

Gas temperature at engine inlet °C 0...60 - 0...60 - 0...60 -

Fuel oil system

Pressure before injection pumps (PT101) at kPa 900...950 900...950 900...950

85% load

Pressure before injection pumps (PT 101) at kPa 1000...1050 1000...1050 1000...1050
idle speed (check value)

Fuel oil flow to engine, range m3/h 5.1...6.0 5.1...6.0 5.1...6.0

HFO viscosity before the engine cSt - 16...24 - 16...24 - 16...24

Max. HFO temperature before engine (TE 101) °C - 140 - 140 - 140

MDF viscosity, min. cSt 2.0 2.0 2.0

Max. MDF temperature before engine (TE °C 40 40 40

101)

Leak fuel quantity (HFO), clean fuel at 100% kg/h - 4.5 - 4.5 - 4.5
load

Leak fuel quantity (MDF), clean fuel at 100% kg/h 12.0 22.5 12.0 22.5 12.0 22.5
load

Pilot fuel (MDF) viscosity before the engine cSt 2...11 2...11 2...11

Pilot fuel pressure at engine inlet (PT 112) kPa(g) 550...750 550...750 550...750

Pilot fuel outlet pressure, max kPa(g) 150 150 150

Pilot fuel return flow at 100% load kg/h 410 410 410

External Pilot fuel feed pump, 1 feeder per l/h 750...1500 750...1500 750...1500
engine allowed flow range

3-2 DBAD209883
Wärtsilä 46DF Product Guide 3. Technical Data

ME ME DE
CPP Variable CPP Constant DE Constant
Wärtsilä 6L46DF Speed Speed Speed

Gas Diesel Gas Diesel Gas Diesel

mode mode mode mode mode mode

Cylinder output kW 1145 1145 1145

Engine speed rpm 600 600 600

External Pilot fuel feed pump, 1 feeder per l/h =(850...1500) x =(850...1500) x =(850...1500) x
multiple engines allowed flow range numb_of_eng numb_of_eng numb_of_eng

Pilot line, temperature before pilot pumps °C 5...50 5...50 5...50

(TE112)

Lubricating oil system

Pressure before bearings, nom. (PT 201) kPa 500 500 500

Pressure after pump, max. kPa 800 800 800

Suction ability, including pipe loss, max. kPa 40 40 40

Prelubricating pressure, nom. (PT 201) kPa 80 80 80

Temperature before bearings, nom. (TE 201) °C 55...58 55...58 55...58

Temperature after engine, approx. °C 75 75 75

Pump capacity (main), engine driven m3/h 191 175 175

Pump capacity (main), electrically driven m3/h 158 158 158

Oil flow through engine m3/h 130 130 130

Prelubricating pump capacity (50/60Hz) m3/h 35.0 / 35.0 35.0 / 35.0 35.0 / 35.0

Oil volume in separate system oil tank m3 13 13 13

Oil consumption at 100% load, approx. g/kWh 0.5 0.5 0.5

Crankcase ventilation flow rate at full load l/min 2800 2800 2800

Crankcase volume m3 17.8 17.8 17.8

Crankcase ventilation backpressure, max. kPa 0.5 0.5 0.5

Oil volume in turning device l 8.5...9.5 8.5...9.5 8.5...9.5

Oil volume in speed governor l 1.7 1.7 1.7

HT cooling water system

Pressure at engine, after pump, nom. (PT 401) kPa 250 + static 250 + static 250 + static

Pressure at engine, after pump, max. (PT 401) kPa 530 530 530
at 100% nom.

Temperature to HT suction, max (before by- °C 70 70 70

pass pipe return to HT pump suction)

Temperature before cylinders (TE 401) at °C 75 72 75 72 75 72

100% nom.

Temperature after charge air cooler (TE432) °C 93 97 93 97 93 97

at 100% nom.

Capacity of engine driven pump, nom. m3/h 150 150 150

Pressure drop over engine (including HT CAC kPa 150 150 150
and temperature control valve)

Pressure drop in external system, max. kPa 100 100 100

Pressure from expansion tank kPa 70...150 70...150 70...150

Water volume in engine m3 1.0 1.0 1.0

LT cooling water system (Note 6)

Pressure at engine, after pump, nom. (PT 471) kPa 250+ static 250+ static 250+ static

Pressure at engine, after pump, max. (PT 471) kPa 530 530 530

Temperature before charge air cooler (TE471) °C 38 42 38 42 38 42

at 100% nom.

Capacity of engine driven pump, nom. m3/h 150 150 150

DBAD209883 3-3
3. Technical Data Wärtsilä 46DF Product Guide

ME ME DE
CPP Variable CPP Constant DE Constant
Wärtsilä 6L46DF Speed Speed Speed

Gas Diesel Gas Diesel Gas Diesel

mode mode mode mode mode mode

Cylinder output kW 1145 1145 1145

Engine speed rpm 600 600 600

Pressure drop over charge air cooler kPa 50 50 50

Pressure drop over lubricating oil cooler in- kPa

35 35 35
sert, max

Pressure drop over thermostatic valve (built kPa

30 30 30
on)

Pressure drop in external system, max. kPa 135 135 135

Pressure from expansion tank kPa 70...150 70...150 70...150

Starting air system (Note 7)

Pressure, nom. (PT 301) kPa 3000 3000 3000

Pressure at engine during start, min. (20 °C) kPa 1500 1500 1500
(PT 301)

Pressure at engine during start, max. (20 °C) kPa 3000 3000 3000
(PT301)

Low pressure limit in starting air vessel kPa 1800 1800 1800

Consumption per start at 20 °C (successful Nm3 6.0 6.0 6.0

start)

Consumption per start at 20 °C (with Nm3 7.0 7.0 7.0

slowturn)

Notes:
Note 1 At ISO 15550 conditions (ambient air temperature 25°C) and 100% load. Flow tolerance 8%.
Note 2 At ISO 15550 conditions (ambient air temperature 25°C). Flow tolerance 8% and temperature tolerance 15°C.
Available max backpressure is 6 kPa; in this condition all consumption and HB value have to be evaluated. Please contact
Wärtsilä to have further information.
Note 3 At ISO 15550 conditions (ambient air temperature 25°C ) and 100% load. Tolerance for cooling water heat 10%, tolerance
for radiation heat 30%. Fouling factors and a margin to be taken into account when dimensioning heat exchangers.
Note 4 According to ISO 15550, lower calorific value 42700 kJ/kg, with engine driven pumps (two cooling water + one lubricating
oil pumps). Tolerance 5%. The fuel consumption at 85 % load is guaranteed and the values at other loads are given for
indication only.
Consumption values in constant speed are valid for D2/E2 IMO cycles. Fuel consumption values for EEDI calculation
available upon request.
*If SCR (with a max Sulphur content of 0.5%m/m) is applied SFOC consumption values @ 85% may vary in this way:
SFOC(85%) + 0.5g/kWh + (335- (Temperature after turbocharger at 85%))*0.04 g/kWh. Please contact Wärtsilä to have
further information.
Note 5 Fuel gas pressure given at LHV ≥ 28MJ/Nm³. Required fuel gas pressure depends on fuel gas LHV and need to be increased
for lower LHV's. Pressure drop in external fuel gas system to be considered. See chapter Fuel system for further inform-
ation.
Note 6 Pressure drop over lubricating oil cooler and over thermostatic valve are valid only if these components are mounted on
engine.
Note 7 At manual starting the consumption may be 2...3 times lower.

ME = Engine driving propeller, variable or constant speed

DE = Diesel-Electric engine driving generator

Subject to revision without notice.

3-4 DBAD209883
Wärtsilä 46DF Product Guide 3. Technical Data

3.3 Wärtsilä 7L46DF

ME ME DE
CPP Variable CPP Constant DE Constant
Wärtsilä 7L46DF Speed Speed Speed

Gas Diesel Gas Diesel Gas Diesel

mode mode mode mode mode mode

Cylinder output kW 1145 1145 1145

Engine speed rpm 600 600 600

Engine output kW 8015 8015 8015

Mean effective pressure MPa 2.38 2.38 2.38

Combustion air system (Note 1)

Flow at 100% load kg/s 12.9 14.3 12.9 14.3 12.9 14.3

Temperature at turbocharger intake, max. °C 45 45 45

Temperature after air cooler, nom. (TE 601) °C 45 50 45 50 45 50

Exhaust gas system (Note 2)

Flow at 100% load kg/s 12.8 16.0 12.8 16.0 12.8 15.7

Flow at 75% load kg/s 9.6 12.5 9.7 13.6 9.7 13.4

Temperature after turbocharger at 100% load °C 367 301 367 301 365 314
(TE 517)

Temperature after turbocharger at 85% load °C 384 294 392 292 390 305
(TE 517)

Temperature after turbocharger at 75% load °C 390 304 409 292 407 304
(TE 517)

Temperature after turbocharger at 50% load °C 347 298 449 297 449 306
(TE 517)

Backpressure, max. kPa 4 4 4

Calculated exhaust diameter for 35 m/s mm 917 969 917 969 915 971

Heat balance at 100% load (Note 3)

Jacket water, HT-circuit kW 973 1260 973 1260 966 1246

Charge air, HT-circuit kW 1617 2352 1617 2352 1617 2191

Charge air, LT-circuit kW 742 1029 742 1029 742 1001

Lubricating oil, LT-circuit kW 469 896 469 896 469 889

Radiation kW 224 238 224 238 224 238

Fuel consumption (Note 4)

BSEC total at 100% load kJ/kWh 7410 - 7410 - 7390 -

BSEC total at 85% load kJ/kWh 7420 - 7540 - 7530 -

BSEC total at 75% load kJ/kWh 7470 - 7680 - 7660 -

BSEC total at 50% load kJ/kWh 7710 - 8230 - 8210 -

BSEC gas fuel at 100% load kJ/kWh 7365 - 7365 - 7350 -

BSEC gas fuel at 85% load kJ/kWh 7373 - 7501 - 7485 -

BSEC gas fuel at 75% load kJ/kWh 7422 - 7611 - 7594 -

BSEC gas fuel at 50% load kJ/kWh 7620 - 8091 - 8071 -

Pilot fuel consumption at 100% load g/kWh 1.0 0.6 1.0 0.6 1.0 0.6

Pilot fuel consumption at 85% load g/kWh 1.2 0.7 1.2 0.8 1.2 0.8

Pilot fuel consumption at 75% load g/kWh 1.3 0.7 1.3 0.8 1.3 0.8

Pilot fuel consumption at 50% load g/kWh 2.0 1.0 3.5 1.3 3.5 1.3

SFOC at 100% load - LFO g/kWh - 186.3 - 186.3 - 185.3

SFOC at 85% load - LFO g/kWh - 178.2 - 181.0 - 181.0

DBAD209883 3-5
3. Technical Data Wärtsilä 46DF Product Guide

ME ME DE
CPP Variable CPP Constant DE Constant
Wärtsilä 7L46DF Speed Speed Speed

Gas Diesel Gas Diesel Gas Diesel

mode mode mode mode mode mode

Cylinder output kW 1145 1145 1145

Engine speed rpm 600 600 600

SFOC at 75% load - LFO g/kWh - 189.1 - 193.0 - 193.0

SFOC at 50% load - LFO g/kWh - 192.3 - 198.5 - 198.5

SFOC at 100% load - HFO g/kWh - 186.3 - 186.3 - 185.3

SFOC at 85% load - HFO g/kWh - 177.2 - 180.1 - 180.1

SFOC at 75% load - HFO g/kWh - 191 - 195 - 195

SFOC at 50% load - HFO g/kWh - 197 - 203 - 203

Fuel gas system (Note 5)

Gas pressure at engine inlet, min (PT901) at kPa (a) 600...800 - 600...800 - 600...800 -
100% load

Pressure drop over the Gas Valve unit, min kPa (a) 120 - 120 - 120 -

Gas temperature at engine inlet °C 0...60 - 0...60 - 0...60 -

Fuel oil system

Pressure before injection pumps (PT101) at kPa 900...950 900...950 900...950

85% load - HFO

Pressure before injection pumps (PT 101) at kPa 1000...1050 1000...1050 1000...1050
idle speed (check value)

Fuel oil flow to engine, range m3/h 5.9...7.0 5.9...7.0 5.9...7.0

HFO viscosity before the engine cSt - 16...24 - 16...24 - 16...24

Max. HFO temperature before engine (TE 101) °C - 140 - 140 - 140

MDF viscosity, min. cSt 2.0 2.0 2.0

Max. MDF temperature before engine (TE °C 40 40 40

101)

Leak fuel quantity (HFO), clean fuel at 100% kg/h - 5.2 - 5.2 - 5.2
load

Leak fuel quantity (MDF), clean fuel at 100% kg/h 14.0 26.5 14.0 26.5 14.0 26.5
load

Pilot fuel (MDF) viscosity before the engine cSt 2...11 2...11 2...11

Pilot fuel pressure at engine inlet (PT 112) kPa(g) 550...750 550...750 550...750

Pilot fuel outlet pressure, max kPa(g) 150 150 150

Pilot fuel return flow at 100% load kg/h 420 420 420

External Pilot fuel feed pump, 1 feeder per l/h 750...1500 750...1500 750...1500
engine allowed flow range

External Pilot fuel feed pump, 1 feeder per l/h =(850...1500) x =(850...1500) x =(850...1500) x
multiple engines allowed flow range numb_of_eng numb_of_eng numb_of_eng

Pilot line, temperature before pilot pumps °C 5...50 5...50 5...50

(TE112)

Lubricating oil system

Pressure before bearings, nom. (PT 201) kPa 500 500 500

Pressure after pump, max. kPa 800 800 800

Suction ability, including pipe loss, max. kPa 40 40 40

Priming pressure, nom. (PT 201) kPa 80 80 80

Temperature before bearings, nom. (TE 201) °C 55...58 55...58 55...58

Temperature after engine, approx. °C 75 75 75

Pump capacity (main), engine driven m3/h 207 191 191

Pump capacity (main), electrically driven m3/h 179 179 179

3-6 DBAD209883
Wärtsilä 46DF Product Guide 3. Technical Data

ME ME DE
CPP Variable CPP Constant DE Constant
Wärtsilä 7L46DF Speed Speed Speed

Gas Diesel Gas Diesel Gas Diesel

mode mode mode mode mode mode

Cylinder output kW 1145 1145 1145

Engine speed rpm 600 600 600

Oil flow through engine m3/h 150 150 150

Priming pump capacity (50/60Hz) m3/h 45.0 / 45.0 45.0 / 45.0 45.0 / 45.0

Oil volume in separate system oil tank m3 15 15 15

Oil consumption at 100% load, approx. g/kWh 0.5 0.5 0.5

Crankcase ventilation flow rate at full load l/min 2950 2950 2950

Crankcase volume m3 20.1 20.1 20.1

Crankcase ventilation backpressure, max. kPa 0.5 0.5 0.5

Oil volume in turning device l 8.5...9.5 8.5...9.5 8.5...9.5

Oil volume in speed governor l 1.7 1.7 1.7

HT cooling water system

Pressure at engine, after pump, nom. (PT 401) kPa 250 + static 250 + static 250 + static

Pressure at engine, after pump, max. (PT 401) kPa 530 530 530
at 100% nom.

Temperature to HT suction, max (before by- °C 70 70 70

pass pipe return to HT pump suction)

Temperature before cylinders (TE 401) at °C 75 72 75 72 75 72

100% nom.

Temperature after charge air cooler (TE432) °C 93 97 93 97 93 97

Capacity of engine driven pump, nom. m3/h 150 150 150

Pressure drop over engine (including HT CAC kPa 150 150 150
and temperature control valve)

Pressure drop in external system, max. kPa 100 100 100

Pressure from expansion tank kPa 70...150 70...150 70...150

Water volume in engine m3 1.3 1.3 1.3

LT cooling water system (Note 6)

Pressure at engine, after pump, nom. (PT 471) kPa 250+ static 250+ static 250+ static

Pressure at engine, after pump, max. (PT 471) kPa 530 530 530

Temperature before charge air cooler (TE471) °C 38 42 38 42 38 42

at 100% nom.

Capacity of engine driven pump, nom. m3/h 150 150 150

Pressure drop over charge air cooler kPa 50 50 50

Pressure drop over lubricating oil cooler in- kPa

35 35 35
sert, max

Pressure drop over thermostatic valve (built kPa

30 30 30
on)

Pressure drop in external system, max. kPa 135 135 135

Pressure from expansion tank kPa 70...150 70...150 70...150

Starting air system (Note 7)

Pressure, nom. (PT 301) kPa 3000 3000 3000

Pressure at engine during start, min. (20 °C) kPa 1500 1500 1500
(PT 301)

Pressure at engine during start, max. (20 °C) kPa 3000 3000 3000
(PT 301)

Low pressure limit in starting air vessel kPa 1800 1800 1800

DBAD209883 3-7
3. Technical Data Wärtsilä 46DF Product Guide

ME ME DE
CPP Variable CPP Constant DE Constant
Wärtsilä 7L46DF Speed Speed Speed

Gas Diesel Gas Diesel Gas Diesel

mode mode mode mode mode mode

Cylinder output kW 1145 1145 1145

Engine speed rpm 600 600 600

Consumption per start at 20 °C (successful Nm3 7.0 7.0 7.0

start)

Consumption per start at 20 °C (with Nm3 8.0 8.0 8.0

slowturn)

Notes:
Note 1 At ISO 15550 conditions (ambient air temperature 25°C) and 100% load. Flow tolerance 8%.
Note 2 At ISO 15550 conditions (ambient air temperature 25°C). Flow tolerance 8% and temperature tolerance 15°C.
Available max backpressure is 6 kPa; in this condition all consumption and HB value have to be evaluated. Please contact
Wärtsilä to have further information.
Note 3 At ISO 15550 conditions (ambient air temperature 25°C ) and 100% load. Tolerance for cooling water heat 10%, tolerance
for radiation heat 30%. Fouling factors and a margin to be taken into account when dimensioning heat exchangers.
Note 4 According to ISO 15550, lower calorific value 42700 kJ/kg, with engine driven pumps (two cooling water + one lubricating
oil pumps). Tolerance 5%. The fuel consumption at 85 % load is guaranteed and the values at other loads are given for
indication only.
Consumption values in constant speed are valid for D2/E2 IMO cycles. Fuel consumption values for EEDI calculation
available upon request.
*If SCR (with a max Sulphur content of 0.5%m/m) is applied SFOC consumption values @ 85% may vary in this way:
SFOC(85%) + 0.5g/kWh + (335- (Temperature after turbocharger at 85%))*0.04 g/kWh. Please contact Wärtsilä to have
further information.
Note 5 Fuel gas pressure given at LHV ≥ 28MJ/Nm³. Required fuel gas pressure depends on fuel gas LHV and need to be increased
for lower LHV's. Pressure drop in external fuel gas system to be considered. See chapter Fuel system for further inform-
ation.
Note 6 Pressure drop over lubricating oil cooler and over thermostatic valve are valid only if these components are mounted on
engine.
Note 7 At manual starting the consumption may be 2...3 times lower.

ME = Engine driving propeller, variable or constant speed

DE = Diesel-Electric engine driving generator

Subject to revision without notice.

3-8 DBAD209883
Wärtsilä 46DF Product Guide 3. Technical Data

3.4 Wärtsilä 8L46DF

ME ME DE
CPP Variable CPP Constant DE Constant
Wärtsilä 8L46DF Speed Speed Speed

Gas Diesel Gas Diesel Gas Diesel

mode mode mode mode mode mode

Cylinder output kW 1145 1145 1145

Engine speed rpm 600 600 600

Engine output kW 9160 9160 9160

Mean effective pressure MPa 2.38 2.38 2.38

Combustion air system (Note 1)

Flow at 100% load kg/s 14.7 16.4 14.7 16.4 14.7 16.4

Temperature at turbocharger intake, max. °C 45 45 45

Temperature after air cooler, nom. (TE 601) °C 45 50 45 50 45 50

Exhaust gas system (Note 2)

Flow at 100% load kg/s 14.6 18.2 14.6 18.2 14.6 17.9

Flow at 75% load kg/s 11.0 14.3 11.1 15.5 11.1 15.3

Temperature after turbocharger at 100% load °C 367 301 367 301 365 314
(TE 517)

Temperature after turbocharger at 85% load °C 384 294 392 292 390 305
(TE 517)

Temperature after turbocharger at 75% load °C 390 304 409 292 407 304
(TE 517)

Temperature after turbocharger at 50% load °C 347 298 449 297 449 306
(TE 517)

Backpressure, max. kPa 4 4 4

Calculated exhaust diameter for 35 m/s mm 980 1036 980 1036 978 1038

Heat balance at 100% load (Note 3)

Jacket water, HT-circuit kW 1112 1440 1112 1440 1104 1424

Charge air, HT-circuit kW 1848 2688 1848 2688 1848 2504

Charge air, LT-circuit kW 848 1176 848 1176 848 1144

Lubricating oil, LT-circuit kW 536 1024 536 1024 536 1016

Radiation kW 256 272 256 272 256 272

Fuel consumption (Note 4)

BSEC total at 100% load kJ/kWh 7410.0 - 7410.0 - 7390.0 -

BSEC total at 85% load kJ/kWh 7420.0 - 7540.0 - 7530.0 -

BSEC total at 75% load kJ/kWh 7470.0 - 7680.0 - 7660.0 -

BSEC total at 50% load kJ/kWh 7710.0 - 8230.0 - 8210.0 -

BSEC gas fuel at 100% load kJ/kWh 7365.0 - 7365.0 - 7350.0 -

BSEC gas fuel at 85% load kJ/kWh 7373.0 - 7501.0 - 7485.0 -

BSEC gas fuel at 75% load kJ/kWh 7422.0 - 7611.0 - 7594.0 -

BSEC gas fuel at 50% load kJ/kWh 7620.0 - 8091.0 - 8071.0 -

Pilot fuel consumption at 100% load kJ/kWh 1.0 0.6 1.0 0.6 1.0 0.6

Pilot fuel consumption at 85% load kJ/kWh 1.2 0.7 1.2 0.8 1.2 0.8

Pilot fuel consumption at 75% load kJ/kWh 1.3 0.7 1.3 0.8 1.3 0.8

Pilot fuel consumption at 50% load kJ/kWh 2.0 1.0 3.5 1.3 3.5 1.3

SFOC at 100% load - LFO g/kWh - 186.3 - 186.3 - 185.3

SFOC at 85% load - LFO g/kWh - 178.2 - 181.0 - 181.0

DBAD209883 3-9
3. Technical Data Wärtsilä 46DF Product Guide

ME ME DE
CPP Variable CPP Constant DE Constant
Wärtsilä 8L46DF Speed Speed Speed

Gas Diesel Gas Diesel Gas Diesel

mode mode mode mode mode mode

Cylinder output kW 1145 1145 1145

Engine speed rpm 600 600 600

SFOC at 75% load - LFO g/kWh - 189.1 - 193.0 - 193.0

SFOC at 50% load - LFO g/kWh - 192.3 - 198.5 - 198.5

SFOC at 100% load - HFO g/kWh - 186.3 - 186.3 - 185.3

SFOC at 85% load - HFO g/kWh - 177.2 - 180.1 - 180.1

SFOC at 75% load - HFO g/kWh - 186 - 186 - 185

SFOC at 50% load - HFO g/kWh - 197 - 203 - 203

Fuel gas system (Note 5)

Gas pressure at engine inlet, min (PT901) at kPa (a) 600...800 - 600...800 - 600...800 -
100% load

Pressure drop over the Gas Valve unit, min kPa (a) 120 - 120 - 120 -

Gas temperature at engine inlet °C 0...60 - 0...60 - 0...60 -

Fuel oil system

Pressure before injection pumps (PT101) at kPa 900...950 900...950 900...950

85% load - HFO

Pressure before injection pumps (PT 101) at kPa 1000...1050 1000...1050 1000...1050
idle speed (check value)

Fuel oil flow to engine, range m3/h 6.8...8.0 6.8...8.0 6.8...8.0

HFO viscosity before the engine cSt - 16...24 - 16...24 - 16...24

Max. HFO temperature before engine (TE 101) °C - 140 - 140 - 140

MDF viscosity, min. cSt 2.0 2.0 2.0

Max. MDF temperature before engine (TE °C 40 40 40

101)

Leak fuel quantity (HFO), clean fuel at 100% kg/h - 6.0 - 6.0 - 6.0
load

Leak fuel quantity (MDF), clean fuel at 100% kg/h 16.0 30.0 16.0 30.0 16.0 30.0
load

Pilot fuel (MDF) viscosity before the engine cSt 2...11 2...11 2...11

Pilot fuel pressure at engine inlet (PT 112) kPa(g) 550...750 550...750 550...750

Pilot fuel outlet pressure, max kPa(g) 150 150 150

Pilot fuel return flow at 100% load kg/h 430 430 430

External Pilot fuel feed pump, 1 feeder per l/h 750...1500 750...1500 750...1500
engine allowed flow range

External Pilot fuel feed pump, 1 feeder per l/h =(850...1500) x =(850...1500) x =(850...1500) x
multiple engines allowed flow range numb_of_eng numb_of_eng numb_of_eng

Pilot line, temperature before pilot pumps °C 5...50 5...50 5...50

(TE112)

Lubricating oil system

Pressure before bearings, nom. (PT 201) kPa 500 500 500

Pressure after pump, max. kPa 800 800 800

Suction ability, including pipe loss, max. kPa 40 40 40

Priming pressure, nom. (PT 201) kPa 80 80 80

Temperature before bearings, nom. (TE 201) °C 55...58 55...58 55...58

Temperature after engine, approx. °C 75 75 75

Pump capacity (main), engine driven m3/h 228 207 207

Pump capacity (main), electrically driven m3/h 198 198 198

3-10 DBAD209883
Wärtsilä 46DF Product Guide 3. Technical Data

ME ME DE
CPP Variable CPP Constant DE Constant
Wärtsilä 8L46DF Speed Speed Speed

Gas Diesel Gas Diesel Gas Diesel

mode mode mode mode mode mode

Cylinder output kW 1145 1145 1145

Engine speed rpm 600 600 600

Oil flow through engine m3/h 170 170 170

Priming pump capacity (50/60Hz) m3/h 45.0 / 45.0 45.0 / 45.0 45.0 / 45.0

Oil volume in separate system oil tank m3 17 17 17

Oil consumption at 100% load, approx. g/kWh 0.5 0.5 0.5

Crankcase ventilation flow rate at full load l/min 3600 3600 3600

Crankcase volume m3 22.4 22.4 22.4

Crankcase ventilation backpressure, max. kPa 0.5 0.5 0.5

Oil volume in turning device l 8.5...9.5 8.5...9.5 8.5...9.5

Oil volume in speed governor l 1.7 1.7 1.7

HT cooling water system

Pressure at engine, after pump, nom. (PT 401) kPa 250 + static 250 + static 250 + static

Pressure at engine, after pump, max. (PT 401) kPa 530 530 530
at 100% nom.

Temperature to HT suction, max (before by- °C 70 70 70

pass pipe return to HT pump suction)

Temperature before cylinders (TE 401) at °C 75 72 75 72 75 72

100% nom.

Temperature after charge air cooler (TE432) °C 93 97 93 97 93 97

Capacity of engine driven pump, nom. m3/h 180 180 180

Pressure drop over engine (including HT CAC kPa 150 150 150
and temperature control valve)

Pressure drop in external system, max. kPa 100 100 100

Pressure from expansion tank kPa 70...150 70...150 70...150

Water volume in engine m3 1.4 1.4 1.4

LT cooling water system (Note 6)

Pressure at engine, after pump, nom. (PT 471) kPa 250+ static 250+ static 250+ static

Pressure at engine, after pump, max. (PT 471) kPa 530 530 530

Temperature before charge air cooler (TE471) °C 38 42 38 42 38 42

at 100% nom.

Capacity of engine driven pump, nom. m3/h 180 180 180

Pressure drop over charge air cooler kPa 50 50 50

Pressure drop over lubricating oil cooler in- kPa

35 35 35
sert, max.

Pressure drop over thermostatic valve (built kPa

30 30 30
on)

Pressure drop in external system, max. kPa 135 135 135

Pressure from expansion tank kPa 70...150 70...150 70...150

Starting air system (Note 7)

Pressure, nom. (PT 301) kPa 3000 3000 3000

Pressure at engine during start, min. (20 °C) kPa 1500 1500 1500
(PT 301)

Pressure at engine during start, max. (20 °C) kPa 3000 3000 3000
(PT 301)

Low pressure limit in starting air vessel kPa 1800 1800 1800

DBAD209883 3-11
3. Technical Data Wärtsilä 46DF Product Guide

ME ME DE
CPP Variable CPP Constant DE Constant
Wärtsilä 8L46DF Speed Speed Speed

Gas Diesel Gas Diesel Gas Diesel

mode mode mode mode mode mode

Cylinder output kW 1145 1145 1145

Engine speed rpm 600 600 600

Consumption per start at 20 °C (successful Nm3 8.0 8.0 8.0

start)

Consumption per start at 20 °C (with Nm3 9.0 9.0 9.0

slowturn)

Notes:
Note 1 At ISO 15550 conditions (ambient air temperature 25°C) and 100% load. Flow tolerance 8%.
Note 2 At ISO 15550 conditions (ambient air temperature 25°C). Flow tolerance 8% and temperature tolerance 15°C.
Available max backpressure is 6 kPa; in this condition all consumption and HB value have to be evaluated. Please contact
Wärtsilä to have further information.
Note 3 At ISO 15550 conditions (ambient air temperature 25°C ) and 100% load. Tolerance for cooling water heat 10%, tolerance
for radiation heat 30%. Fouling factors and a margin to be taken into account when dimensioning heat exchangers.
Note 4 According to ISO 15550, lower calorific value 42700 kJ/kg, with engine driven pumps (two cooling water + one lubricating
oil pumps). Tolerance 5%. The fuel consumption at 85 % load is guaranteed and the values at other loads are given for
indication only.
Consumption values in constant speed are valid for D2/E2 IMO cycles. Fuel consumption values for EEDI calculation
available upon request.
*If SCR (with a max Sulphur content of 0.5%m/m) is applied SFOC consumption values @ 85% may vary in this way:
SFOC(85%) + 0.5g/kWh + (335- (Temperature after turbocharger at 85%))*0.04 g/kWh. Please contact Wärtsilä to have
further information.
Note 5 Fuel gas pressure given at LHV ≥ 28MJ/Nm³. Required fuel gas pressure depends on fuel gas LHV and need to be increased
for lower LHV's. Pressure drop in external fuel gas system to be considered. See chapter Fuel system for further inform-
ation.
Note 6 Pressure drop over lubricating oil cooler and over thermostatic valve are valid only if these components are mounted on
engine.
Note 7 At manual starting the consumption may be 2...3 times lower.

ME = Engine driving propeller, variable or constant speed

DE = Diesel-Electric engine driving generator

Subject to revision without notice.

3-12 DBAD209883
Wärtsilä 46DF Product Guide 3. Technical Data

3.5 Wärtsilä 9L46DF

ME ME DE
CPP Variable CPP Constant DE Constant
Wärtsilä 9L46DF Speed Speed Speed

Gas Diesel Gas Diesel Gas Diesel

mode mode mode mode mode mode

Cylinder output kW 1145 1145 1145

Engine speed rpm 600 600 600

Engine output kW 10305 10305 10305

Mean effective pressure MPa 2.38 2.38 2.38

Combustion air system (Note 1)

Flow at 100% load kg/s 16.6 18.4 16.6 18.4 16.6 18.4

Temperature at turbocharger intake, max. °C 45 45 45

Temperature after air cooler, nom. (TE 601) °C 45 50 45 50 45 50

Exhaust gas system (Note 2)

Flow at 100% load kg/s 16.5 20.5 16.5 20.5 16.5 20.2

Flow at 75% load kg/s 12.3 16.1 12.5 17.5 12.5 17.2

Temperature after turbocharger at 100% load °C 367 301 367 301 365 314
(TE 517)

Temperature after turbocharger at 85% load °C 384 294 392 292 390 305
(TE 517)

Temperature after turbocharger at 75% load °C 390 304 409 292 407 304
(TE 517)

Temperature after turbocharger at 50% load °C 347 298 449 297 449 306
(TE 517)

Backpressure, max. kPa 4 4 4

Calculated exhaust diameter for 35 m/s mm 1039 1099 1039 1099 1038 1101

Heat balance at 100% load (Note 3)

Jacket water, HT-circuit kW 1251 1620 1251 1620 1242 1602

Charge air, HT-circuit kW 2079 3024 2079 3024 2079 2817

Charge air, LT-circuit kW 954 1323 954 1323 954 1287

Lubricating oil, LT-circuit kW 603 1152 603 1152 603 1143

Radiation kW 288 306 288 306 288 306

Fuel consumption (Note 4)

BSEC total at 100% load kJ/kWh 7410.0 - 7410.0 - 7390.0 -

BSEC total at 85% load kJ/kWh 7420.0 - 7540.0 - 7530.0 -

BSEC total at 75% load kJ/kWh 7470.0 - 7680.0 - 7660.0 -

BSEC total at 50% load kJ/kWh 7710.0 - 8230.0 - 8210.0 -

BSEC gas fuel at 100% load kJ/kWh 7365.0 - 7365.0 - 7350.0 -

BSEC gas fuel at 85% load kJ/kWh 7373.0 - 7501.0 - 7485.0 -

BSEC gas fuel at 75% load kJ/kWh 7422.0 - 7611.0 - 7594.0 -

BSEC gas fuel at 50% load kJ/kWh 7620.0 - 8091.0 - 8071.0 -

Pilot fuel consumption at 100% load kJ/kWh 1.0 0.6 1.0 0.6 1.0 0.6

Pilot fuel consumption at 85% load kJ/kWh 1.2 0.7 1.2 0.8 1.2 0.8

Pilot fuel consumption at 75% load kJ/kWh 1.3 0.7 1.3 0.8 1.3 0.8

Pilot fuel consumption at 50% load kJ/kWh 2.0 1.0 3.5 1.3 3.5 1.3

SFOC at 100% load - LFO g/kWh - 186.3 - 186.3 - 185.3

SFOC at 85% load - LFO g/kWh - 186.3 - 186.3 - 185.3

DBAD209883 3-13
3. Technical Data Wärtsilä 46DF Product Guide

ME ME DE
CPP Variable CPP Constant DE Constant
Wärtsilä 9L46DF Speed Speed Speed

Gas Diesel Gas Diesel Gas Diesel

mode mode mode mode mode mode

Cylinder output kW 1145 1145 1145

Engine speed rpm 600 600 600

SFOC at 75% load - LFO g/kWh - 189 - 193 - 193

SFOC at 50% load - LFO g/kWh - 192 - 199 - 199

SFOC at 100% load - HFO g/kWh - 186.3 - 186.3 - 185.3

SFOC at 85% load - HFO g/kWh - 177.2 - 180.1 - 180.1

SFOC at 75% load - HFO g/kWh - 191.0 - 194.9 - 194.9

SFOC at 50% load - HFO g/kWh - 197.0 - 203.2 - 203.2

Fuel gas system (Note 5)

Gas pressure at engine inlet, min (PT901) at kPa (a) 600...800 - 600...800 - 600...800 -
100% load

Pressure drop over the Gas Valve unit, min kPa (a) 120 - 120 - 120 -

Gas temperature at engine inlet °C 0...60 - 0...60 - 0...60 -

Fuel oil system

Pressure before injection pumps (PT101) at kPa 900...950 900...950 900...950

85% load - HFO

Pressure before injection pumps (PT 101) at kPa 1000...1050 1000...1050 1000...1050
idle speed (check value)

Fuel oil flow to engine, range m3/h 7.6...9.0 7.6...9.0 7.6...9.0

HFO viscosity before the engine cSt - 16...24 - 16...24 - 16...24

Max. HFO temperature before engine (TE 101) °C - 140 - 140 - 140

MDF viscosity, min. cSt 2.0 2.0 2.0

Max. MDF temperature before engine (TE °C 40 40 40

101)

Leak fuel quantity (HFO), clean fuel at 100% kg/h - 6.75 - 6.75 - 6.75
load

Leak fuel quantity (MDF), clean fuel at 100% kg/h 18.0 33.75 18.0 33.75 18.0 33.75
load

Pilot fuel (MDF) viscosity before the engine cSt 2...11 2...11 2...11

Pilot fuel pressure at engine inlet (PT 112) kPa(g) 550...750 550...750 550...750

Pilot fuel outlet pressure, max kPa(g) 150 150 150

Pilot fuel return flow at 100% load kg/h 440 440 440

External Pilot fuel feed pump, 1 feeder per l/h 750...1500 750...1500 750...1500
engine allowed flow range

External Pilot fuel feed pump, 1 feeder per l/h =(850...1500) x =(850...1500) x =(850...1500) x
multiple engines allowed flow range numb_of_eng numb_of_eng numb_of_eng

Pilot line, temperature before pilot pumps °C 5...50 5...50 5...50

(TE112)

Lubricating oil system

Pressure before bearings, nom. (PT 201) kPa 500 500 500

Pressure after pump, max. kPa 800 800 800

Suction ability, including pipe loss, max. kPa 40 40 40

Priming pressure, nom. (PT 201) kPa 80 80 80

Temperature before bearings, nom. (TE 201) °C 55...58 55...58 55...58

Temperature after engine, approx. °C 75 75 75

Pump capacity (main), engine driven m3/h 253 228 228

Pump capacity (main), electrically driven m3/h 218 218 218

3-14 DBAD209883
Wärtsilä 46DF Product Guide 3. Technical Data

ME ME DE
CPP Variable CPP Constant DE Constant
Wärtsilä 9L46DF Speed Speed Speed

Gas Diesel Gas Diesel Gas Diesel

mode mode mode mode mode mode

Cylinder output kW 1145 1145 1145

Engine speed rpm 600 600 600

Oil flow through engine m3/h 190 190 190

Priming pump capacity (50/60Hz) m3/h 50.0 / 50.0 50.0 / 50.0 50.0 / 50.0

Oil volume in separate system oil tank m3 19 19 19

Oil consumption at 100% load, approx. g/kWh 0.5 0.5 0.5

Crankcase ventilation flow rate at full load l/min 3750 3750 3750

Crankcase volume m3 24.7 24.7 24.7

Crankcase ventilation backpressure, max. kPa 0.5 0.5 0.5

Oil volume in turning device l 68.0...70.0 68.0...70.0 68.0...70.0

Oil volume in speed governor l 1.7 1.7 1.7

HT cooling water system

Pressure at engine, after pump, nom. (PT 401) kPa 250 + static 250 + static 250 + static

Pressure at engine, after pump, max. (PT 401) kPa 530 530 530
at 100% nom.

Temperature to HT suction, max (before by- °C 70 70 70

pass pipe return to HT pump suction)

Temperature before cylinders (TE 401) at °C 75 72 75 72 75 72

100% nom.

Temperature after charge air cooler (TE432) °C 93 97 93 97 93 97

Capacity of engine driven pump, nom. m3/h 180 180 180

Pressure drop over engine (including HT CAC kPa 150 150 150
and temperature control valve)

Pressure drop in external system, max. kPa 100 100 100

Pressure from expansion tank kPa 70...150 70...150 70...150

Water volume in engine m3 1.5 1.5 1.5

LT cooling water system (Note 6)

Pressure at engine, after pump, nom. (PT 471) kPa 250+ static 250+ static 250+ static

Pressure at engine, after pump, max. (PT 471) kPa 530 530 530

Temperature before charge air cooler (TE471) °C 38 42 38 42 38 42

at 100% nom.

Capacity of engine driven pump, nom. m3/h 180 180 180

Pressure drop over charge air cooler kPa 50 50 50

Pressure drop over lubricating oil cooler in- kPa

35 35 35
sert, max

Pressure drop over thermostatic valve (built kPa

30 30 30
on)

Pressure drop in external system, max. kPa 135 135 135

Pressure from expansion tank kPa 70...150 70...150 70...150

Starting air system (Note 7)

Pressure, nom. (PT 301) kPa 3000 3000 3000

Pressure at engine during start, min. (20 °C) kPa 1500 1500 1500
(PT 301)

Pressure at engine during start, max. (20 °C) kPa 3000 3000 3000
(PT 301)

Low pressure limit in starting air vessel kPa 1800 1800 1800

DBAD209883 3-15
3. Technical Data Wärtsilä 46DF Product Guide

ME ME DE
CPP Variable CPP Constant DE Constant
Wärtsilä 9L46DF Speed Speed Speed

Gas Diesel Gas Diesel Gas Diesel

mode mode mode mode mode mode

Cylinder output kW 1145 1145 1145

Engine speed rpm 600 600 600

Consumption per start at 20 °C (successful Nm3 9.0 9.0 9.0

start)

Consumption per start at 20 °C (with Nm3 10.0 10.0 10.0

slowturn)

Notes:
Note 1 At ISO 15550 conditions (ambient air temperature 25°C) and 100% load. Flow tolerance 8%.
Note 2 At ISO 15550 conditions (ambient air temperature 25°C). Flow tolerance 8% and temperature tolerance 15°C.
Available max backpressure is 6 kPa; in this condition all consumption and HB value have to be evaluated. Please contact
Wärtsilä to have further information.
Note 3 At ISO 15550 conditions (ambient air temperature 25°C ) and 100% load. Tolerance for cooling water heat 10%, tolerance
for radiation heat 30%. Fouling factors and a margin to be taken into account when dimensioning heat exchangers.
Note 4 According to ISO 15550, lower calorific value 42700 kJ/kg, with engine driven pumps (two cooling water + one lubricating
oil pumps). Tolerance 5%. The fuel consumption at 85 % load is guaranteed and the values at other loads are given for
indication only.
Consumption values in constant speed are valid for D2/E2 IMO cycles. Fuel consumption values for EEDI calculation
available upon request.
*If SCR (with a max Sulphur content of 0.5%m/m) is applied SFOC consumption values @ 85% may vary in this way:
SFOC(85%) + 0.5g/kWh + (335- (Temperature after turbocharger at 85%))*0.04 g/kWh. Please contact Wärtsilä to have
further information.
Note 5 Fuel gas pressure given at LHV ≥ 28MJ/Nm³. Required fuel gas pressure depends on fuel gas LHV and need to be increased
for lower LHV's. Pressure drop in external fuel gas system to be considered. See chapter Fuel system for further inform-
ation.
Note 6 Pressure drop over lubricating oil cooler and over thermostatic valve are valid only if these components are mounted on
engine.
Note 7 At manual starting the consumption may be 2...3 times lower.

ME = Engine driving propeller, variable or constant speed

DE = Diesel-Electric engine driving generator

Subject to revision without notice.

3-16 DBAD209883
Wärtsilä 46DF Product Guide 3. Technical Data

3.6 Wärtsilä 12V46DF

ME ME DE
CPP Variable CPP Constant DE Constant
Wärtsilä 12V46DF Speed Speed Speed

Gas Diesel Gas Diesel Gas Diesel

mode mode mode mode mode mode

Cylinder output kW 1145 1145 1145

Engine speed rpm 600 600 600

Engine output kW 13740 13740 13740

Mean effective pressure MPa 2.38 2.38 2.38

Combustion air system (Note 1)

Flow at 100% load kg/s 22.1 24.6 22.1 24.6 22.1 24.6

Temperature at turbocharger intake, max. °C 45 45 45

Temperature after air cooler, nom. (TE 601) °C 45 50 45 50 45 50

Exhaust gas system (Note 2)

Flow at 100% load kg/s 22.0 27.4 22.0 27.4 22.0 26.9

Flow at 75% load kg/s 16.4 21.5 16.7 23.3 16.7 22.9

Temperature after turbocharger at 100% load °C 367 301 367 301 365 314
(TE 517)

Temperature after turbocharger at 85% load °C 384 294 392 292 390 305
(TE 517)

Temperature after turbocharger at 75% load °C 390 304 409 292 407 304
(TE 517)

Temperature after turbocharger at 50% load °C 347 298 449 297 449 306
(TE 517)

Backpressure, max. kPa 4 4 4

Calculated exhaust diameter for 35 m/s mm 1200 1269 1200 1269 1198 1272

Heat balance at 100% load (Note 3)

Jacket water, HT-circuit kW 1668 2160 1668 2160 1656 2136

Charge air, HT-circuit kW 2772 4032 2772 4032 2772 3756

Charge air, LT-circuit kW 1272 1764 1272 1764 1272 1716

Lubricating oil, LT-circuit kW 804 1536 804 1536 804 1524

Radiation kW 384 408 384 408 384 408

Fuel consumption (Note 4)

BSEC total at 100% load kJ/kWh 7410.0 - 7410.0 - 7390.0 -

BSEC total at 85% load kJ/kWh 7420.0 - 7540.0 - 7530.0 -

BSEC total at 75% load kJ/kWh 7470.0 - 7680.0 - 7660.0 -

BSEC total at 50% load kJ/kWh 7710.0 - 8230.0 - 8210.0 -

BSEC gas fuel at 100% kJ/kWh 7365.0 - 7365.0 - 7350.0 -

BSEC gas fuel at 85% kJ/kWh 7373.0 - 7501.0 - 7485.0 -

BSEC gas fuel at 75% kJ/kWh 7422.0 - 7611.0 - 7594.0 -

BSEC gas fuel at 50% kJ/kWh 7620.0 - 8091.0 - 8071.0 -

Pilot fuel consumption at 100% load g/kWh 1.0 0.6 1.0 0.6 1.0 0.6

Pilot fuel consumption at 85% load g/kWh 1.2 0.7 1.2 0.8 1.2 0.8

Pilot fuel consumption at 75% load g/kWh 1.3 0.7 1.3 0.8 1.3 0.8

Pilot fuel consumption 50% load g/kWh 2.0 1.0 3.5 1.3 3.5 1.3

SFOC at 100% load - LFO g/kWh - 186.3 - 186.3 - 185.3

SFOC at 85% load - LFO g/kWh - 178.2 - 181.0 - 181.0

DBAD209883 3-17
3. Technical Data Wärtsilä 46DF Product Guide

ME ME DE
CPP Variable CPP Constant DE Constant
Wärtsilä 12V46DF Speed Speed Speed

Gas Diesel Gas Diesel Gas Diesel

mode mode mode mode mode mode

Cylinder output kW 1145 1145 1145

Engine speed rpm 600 600 600

SFOC at 75% load - LFO g/kWh - 189.1 - 193.0 - 193.0

SFOC at 50% load - LFO g/kWh - 192.3 - 198.5 - 198.5

SFOC at 100% load - HFO g/kWh - 186.3 - 186.3 - 185.3

SFOC at 85% load - HFO g/kWh - 177.2 - 180.1 - 180.1

SFOC at 75% load - HFO g/kWh - 191 - 195 - 195

SFOC at 50% load - HFO g/kWh - 197 - 203 - 203

Fuel gas system (Note 5)

Gas pressure at engine inlet, min (PT901) at kPa (a) 600...800 - 600...800 - 600...800 -
100% load

Pressure drop over the Gas Valve unit, min kPa (a) 120 - 120 - 120 -

Gas temperature at engine inlet °C 0...60 - 0...60 - 0...60 -

Fuel oil system

Pressure before injection pumps (PT101) at kPa 900...950 900...950 900...950

85% load - HFO

Pressure before injection pumps (PT 101) at kPa 1000...1050 1000...1050 1000...1050
idle speed (check value)

Fuel oil flow to engine, range m3/h 10.2...12.0 10.2...12.0 10.2...12.0

HFO viscosity before the engine cSt - 16...24 - 16...24 - 16...24

Max. HFO temperature before engine (TE 101) °C - 140 - 140 - 140

MDF viscosity, min. cSt 2.0 2.0 2.0

Max. MDF temperature before engine (TE °C 40 40 40

101)

Leak fuel quantity (HFO), clean fuel at 100% kg/h - 9.0 - 9.0 - 9.0
load

Leak fuel quantity (MDF), clean fuel at 100% kg/h 24.0 45.0 24.0 45.0 24.0 45.0
load

Pilot fuel (MDF) viscosity before the engine cSt 2...11 2...11 2...11

Pilot fuel pressure at engine inlet (PT 112) kPa(g) 550...750 550...750 550...750

Pilot fuel outlet pressure, max kPa(g) 150 150 150

Pilot fuel return flow at 100% load kg/h 470 470 470

External Pilot fuel feed pump, 1 feeder per l/h 750...1500 750...1500 750...1500
engine allowed flow range

External Pilot fuel feed pump, 1 feeder per l/h =(850...1500) x =(850...1500) x =(850...1500) x
multiple engines allowed flow range numb_of_eng numb_of_eng numb_of_eng

Pilot line, temperatur before pilot pumps °C 5...50 5...50 5...50

(TE112)

Lubricating oil system

Pressure before bearings, nom. (PT 201) kPa 500 500 500

Pressure after pump, max. kPa 800 800 800

Suction ability, including pipe loss, max. kPa 40 40 40

Priming pressure, nom. (PT 201) kPa 80 80 80

Temperature before bearings, nom. (TE 201) °C 55...58 55...58 55...58

Temperature after engine, approx. °C 75 75 75

Pump capacity (main), engine driven m3/h 299 256 256

Pump capacity (main), electrically driven m3/h 256 256 256

3-18 DBAD209883
Wärtsilä 46DF Product Guide 3. Technical Data

ME ME DE
CPP Variable CPP Constant DE Constant
Wärtsilä 12V46DF Speed Speed Speed

Gas Diesel Gas Diesel Gas Diesel

mode mode mode mode mode mode

Cylinder output kW 1145 1145 1145

Engine speed rpm 600 600 600

Oil flow through engine m3/h 220 220 220

Priming pump capacity (50/60Hz) m3/h 60.0 / 60.0 60.0 / 60.0 60.0 / 60.0

Oil volume in separate system oil tank m3 22.5 22.5 22.5

Oil consumption at 100% load, approx. g/kWh 0.5 0.5 0.5

Crankcase ventilation flow rate at full load l/min 5600 5600 5600

Crankcase volume m3 30.1 30.1 30.1

Crankcase ventilation backpressure, max. kPa 0.5 0.5 0.5

Oil volume in turning device l 68.0...70.0 68.0...70.0 68.0...70.0

Oil volume in speed governor l 7.1 7.1 7.1

HT cooling water system

Pressure at engine, after pump, nom. (PT 401) kPa 250 + static 250 + static 250 + static

Pressure at engine, after pump, max. (PT 401) kPa 530 530 530
at 100% nom.

Temperature to HT suction, max (before by- °C 70 70 70

pass pipe return to HT pump suction)

Temperature before cylinders (TE 401) at °C 75 72 75 72 75 72

100% nom.

Temperature after charge air cooler (TE432) °C 93 97 93 97 93 97

Capacity of engine driven pump, nom. m3/h 240 240 240

Pressure drop over engine (including HT CAC kPa 150 150 150
and temperature control valve)

Pressure drop in external system, max. kPa 100 100 100

Pressure from expansion tank kPa 70...150 70...150 70...150

Water volume in engine m3 2.0 2.0 2.0

LT cooling water system (Note 6)

Pressure at engine, after pump, nom. (PT 471) kPa 250+ static 250+ static 250+ static

Pressure at engine, after pump, max. (PT 471) kPa 530 530 530

Temperature before charge air cooler (TE471) °C 38 42 38 42 38 42

at 100% nom.

Capacity of engine driven pump, nom. m3/h 240 240 240

Pressure drop over charge air cooler kPa 50 50 50

Pressure drop over lubricating oil cooler in- kPa

35 35 35
sert, max

Pressure drop over thermostatic valve (built kPa

30 30 30
on)

Pressure drop in external system, max. kPa 135 135 135

Pressure from expansion tank kPa 70...150 70...150 70...150

Starting air system (Note 7)

Pressure, nom. (PT 301) kPa 3000 3000 3000

Pressure at engine during start, min. (20 °C) kPa 1500 1500 1500
(PT 301)

Pressure at engine during start, max. (20 °C) kPa 3000 3000 3000
(PT 301)

Low pressure limit in starting air vessel kPa 1800 1800 1800

DBAD209883 3-19
3. Technical Data Wärtsilä 46DF Product Guide

ME ME DE
CPP Variable CPP Constant DE Constant
Wärtsilä 12V46DF Speed Speed Speed

Gas Diesel Gas Diesel Gas Diesel

mode mode mode mode mode mode

Cylinder output kW 1145 1145 1145

Engine speed rpm 600 600 600

Consumption per start at 20 °C (successful Nm3 12.0 12.0 12.0

start)

Consumption per start at 20 °C (with Nm3 15.0 15.0 15.0

slowturn)

Notes:
Note 1 At ISO 15550 conditions (ambient air temperature 25°C) and 100% load. Flow tolerance 8%.
Note 2 At ISO 15550 conditions (ambient air temperature 25°C). Flow tolerance 8% and temperature tolerance 15°C.
Available max backpressure is 6 kPa; in this condition all consumption and HB value have to be evaluated. Please contact
Wärtsilä to have further information.
Note 3 At ISO 15550 conditions (ambient air temperature 25°C) and 100% load. Tolerance for cooling water heat 10%, tolerance
for radiation heat 30%. Fouling factors and a margin to be taken into account when dimensioning heat exchangers.
Note 4 According to ISO 15550, lower calorific value 42700 kJ/kg, with engine driven pumps (two cooling water + one lubricating
oil pumps). Tolerance 5%. The fuel consumption at 85 % load is guaranteed and the values at other loads are given for
indication only.
Consumption values in constant speed are valid for D2/E2 IMO cycles. Fuel consumption values for EEDI calculation
available upon request.
*If SCR (with a max Sulphur content of 0.5%m/m) is applied SFOC consumption values @ 85% may vary in this way:
SFOC(85%) + 0.5g/kWh + (335- (Temperature after turbocharger at 85%))*0.04 g/kWh. Please contact Wärtsilä to have
further information.
Note 5 Fuel gas pressure given at LHV ≥ 28MJ/Nm³. Required fuel gas pressure depends on fuel gas LHV and need to be increased
for lower LHV's. Pressure drop in external fuel gas system to be considered. See chapter Fuel system for further inform-
ation.
Note 6 Pressure drop over lubricating oil cooler and over thermostatic valve are valid only if these components are mounted on
engine.
Note 7 At manual starting the consumption may be 2...3 times lower.

ME = Engine driving propeller, variable or constant speed

DE = Diesel-Electric engine driving generator

Subject to revision without notice.

3-20 DBAD209883
Wärtsilä 46DF Product Guide 3. Technical Data

3.7 Wärtsilä 14V46DF

ME ME DE
CPP Variable CPP Constant DE Constant
Wärtsilä 14V46DF Speed Speed Speed

Gas Diesel Gas Diesel Gas Diesel

mode mode mode mode mode mode

Cylinder output kW 1145 1145 1145

Engine speed rpm 600 600 600

Engine output kW 16030 16030 16030

Mean effective pressure MPa 2.38 2.38 2.38

Combustion air system (Note 1)

Flow at 100% load kg/s 25.8 28.7 25.8 28.7 25.8 28.7

Temperature at turbocharger intake, max. °C 45 45 45

Temperature after air cooler, nom. (TE 601) °C 45 50 45 50 45 50

Exhaust gas system (Note 2)

Flow at 100% load kg/s 25.6 31.9 25.6 31.9 25.6 31.4

Flow at 75% load kg/s 19.2 25.1 19.5 27.2 19.5 26.7

Temperature after turbocharger at 100% load °C 367 301 367 301 365 314
(TE 517)

Temperature after turbocharger at 85% load °C 384 294 392 292 390 305
(TE 517)

Temperature after turbocharger at 75% load °C 390 304 409 292 407 304
(TE 517)

Temperature after turbocharger at 50% load °C 347 298 449 297 449 306
(TE 517)

Backpressure, max. kPa 4 4 4

Calculated exhaust diameter for 35 m/s mm 1296 1370 1296 1370 1294 1373

Heat balance at 100% load (Note 3)

Jacket water, HT-circuit kW 1946 2520 1946 2520 1932 2492

Charge air, HT-circuit kW 3234 4704 3234 4704 3234 4382

Charge air, LT-circuit kW 1484 2058 1484 2058 1484 2002

Lubricating oil, LT-circuit kW 938 1792 938 1792 938 1778

Radiation kW 448 476 448 476 448 476

Fuel consumption (Note 4)

BSEC total at 100% load kJ/kWh 7410.0 - 7410.0 - 7390.0 -

BSEC total at 85% load kJ/kWh 7420.0 - 7540.0 - 7530.0 -

BSEC total at 75% load kJ/kWh 7470.0 - 7680.0 - 7660.0 -

BSEC total at 50% load kJ/kWh 7710.0 - 8230.0 - 8210.0 -

BSEC gas fuel at 100% kJ/kWh 7365.0 - 7365.0 - 7350.0 -

BSEC gas fuel at 85% kJ/kWh 7373.0 - 7501.0 - 7485.0 -

BSEC gas fuel at75% kJ/kWh 7422.0 - 7611.0 - 7594.0 -

BSEC gas fuel at 50% kJ/kWh 7620.0 - 8091.0 - 8071.0 -

Pilot fuel consumption at 100% load g/kWh 1.0 0.6 1.0 0.6 1.0 0.6

Pilot fuel consumption at 85% load g/kWh 1.2 0.7 1.2 0.8 1.2 0.8

Pilot fuel consumption at 75% load g/kWh 1.3 0.7 1.3 0.8 1.3 0.8

Pilot fuel consumption at 50% load g/kWh 2.0 1.0 3.5 1.3 3.5 1.3

SFOC at 100% load - LFO g/kWh - 186.3 - 186.3 - 185.3

SFOC at 85% load - LFO g/kWh - 178.2 - 181.0 - 181.0

DBAD209883 3-21
3. Technical Data Wärtsilä 46DF Product Guide

ME ME DE
CPP Variable CPP Constant DE Constant
Wärtsilä 14V46DF Speed Speed Speed

Gas Diesel Gas Diesel Gas Diesel

mode mode mode mode mode mode

Cylinder output kW 1145 1145 1145

Engine speed rpm 600 600 600

SFOC at 75% load - LFO g/kWh - 189.1 - 193.0 - 193.0

SFOC at 50% load - LFO g/kWh - 192.3 - 198.5 - 198.5

SFOC at 100% load - HFO g/kWh - 186.3 - 186.3 - 185.3

SFOC at 85% load - HFO g/kWh - 177.2 - 180.1 - 180.1

SFOC at 75% load - HFO g/kWh - 189 - 193 - 193

SFOC at 50% load - HFO g/kWh - 197 - 203 - 203

Fuel gas system (Note 5)

Gas pressure at engine inlet, min (PT901) at kPa (a) 600...800 - 600...800 - 600...800 -
100% load

Pressure drop over the Gas Valve unit, min kPa (a) 120 - 120 - 120 -

Gas temperature at engine inlet °C 0...60 - 0...60 - 0...60 -

Fuel oil system

Pressure before injection pumps (PT101) at kPa 900...950 900...950 900...950

85% load - HFO

Pressure before injection pumps (PT101) at kPa 1000...1050 1000...1050 1000...1050

idle speed (check value)

Fuel oil flow to engine, range m3/h 11.9...14.0 11.9...14.0 11.9...14.0

HFO viscosity before the engine cSt - 16...24 - 16...24 - 16...24

Max. HFO temperature before engine (TE 101) °C - 140 - 140 - 140

MDF viscosity, min. cSt 2.0 2.0 2.0

Max. MDF temperature before engine (TE °C 45 45 45

101)

Leak fuel quantity (HFO), clean fuel at 100% kg/h - 10.5 - 10.5 - 10.5
load

Leak fuel quantity (MDF), clean fuel at 100% kg/h 32.0 53.0 32.0 53.0 32.0 53.0
load

Pilot fuel (MDF) viscosity before the engine cSt 2...11 2...11 2...11

Pilot fuel pressure at engine inlet (PT 112) kPa(g) 550...750 550...750 550...750

Pilot fuel outlet pressure, max kPa(g) 150 150 150

Pilot fuel return flow at 100% load kg/h 490 490 490

External Pilot fuel feed pump, 1 feeder per l/h 750...1500 750...1500 750...1500
engine allowed flow range

External Pilot fuel feed pump, 1 feeder per l/h =(850...1500) x =(850...1500) x =(850...1500) x
multiple engines allowed flow range numb_of_eng numb_of_eng numb_of_eng

Pilot line, temperature before pilot pumps °C 5...50 5...50 5...50

(TE112)

Lubricating oil system

Pressure before bearings, nom. (PT 201) kPa 500 500 500

Pressure after pump, max. kPa 800 800 800

Suction ability, including pipe loss, max. kPa 40 40 40

Priming pressure, nom. (PT 201) kPa 80 80 80

Temperature before bearings, nom. (TE 201) °C 55...58 55...58 55...58

Temperature after engine, approx. °C 75 75 75

Pump capacity (main), engine driven m3/h 314 299 299

Pump capacity (main), electrically driven m3/h 299 299 299

3-22 DBAD209883
Wärtsilä 46DF Product Guide 3. Technical Data

ME ME DE
CPP Variable CPP Constant DE Constant
Wärtsilä 14V46DF Speed Speed Speed

Gas Diesel Gas Diesel Gas Diesel

mode mode mode mode mode mode

Cylinder output kW 1145 1145 1145

Engine speed rpm 600 600 600

Oil flow through engine m3/h 245 245 245

Priming pump capacity (50/60Hz) m3/h 70.0 / 70.0 70.0 / 70.0 70.0 / 70.0

Oil volume in separate system oil tank m3 26.3 26.3 26.3

Oil consumption at 100% load, approx. g/kWh 0.5 0.5 0.5

Crankcase ventilation flow rate at full load l/min 5900 5900 5900

Crankcase volume m3 34.6 34.6 34.6

Crankcase ventilation backpressure, max. kPa 0.5 0.5 0.5

Oil volume in turning device l 68.0...70.0 68.0...70.0 68.0...70.0

Oil volume in speed governor l 7.1 7.1 7.1

HT cooling water system

Pressure at engine, after pump, nom. (PT 401) kPa 250 + static 250 + static 250 + static

Pressure at engine, after pump, max. (PT 401) kPa 530 530 530
at 100% nom.

Temperature to HT suction, max (before by- °C 70 70 70

pass pipe return to HT pump suction)

Temperature before cylinders (TE 401) at °C 75 72 75 72 75 72

100% nom.

Temperature after charge air cooler (TE432) °C 93 97 93 97 93 97

Capacity of engine driven pump, nom. m3/h 280 280 280

Pressure drop over engine (including HT CAC kPa 150 150 150
and temperature control valve)

Pressure drop in external system, max. kPa 100 100 100

Pressure from expansion tank kPa 70...150 70...150 70...150

Water volume in engine m3 2.3 2.3 2.3

LT cooling water system (Note 6)

Pressure at engine, after pump, nom. (PT 471) kPa 250+ static 250+ static 250+ static

Pressure at engine, after pump, max. (PT 471) kPa 530 530 530

Temperature before charge air cooler (TE471) °C 38 42 38 42 38 42

at 100% nom.

Capacity of engine driven pump, nom. m3/h 280 280 280

Pressure drop over charge air cooler kPa 50 50 50

Pressure drop over lubricating oil cooler in- kPa 35 35 35

sert, max.

Pressure drop over thermostatic valve (built kPa 30 30 30

on)

Pressure drop in external system, max. kPa 135 135 135

Pressure from expansion tank kPa 70...150 70...150 70...150

Starting air system (Note 7)

Pressure, nom. (PT 301) kPa 3000 3000 3000

Pressure at engine during start, min. (20 °C) kPa 1500 1500 1500
(PT 301)

Pressure at engine during start, max. (20 °C) kPa 3000 3000 3000
(PT 301)

Low pressure limit in starting air vessel kPa 1800 1800 1800

DBAD209883 3-23
3. Technical Data Wärtsilä 46DF Product Guide

ME ME DE
CPP Variable CPP Constant DE Constant
Wärtsilä 14V46DF Speed Speed Speed

Gas Diesel Gas Diesel Gas Diesel

mode mode mode mode mode mode

Cylinder output kW 1145 1145 1145

Engine speed rpm 600 600 600

Consumption per start at 20 °C (successful Nm3 14.0 14.0 14.0

start)

Consumption per start at 20 °C (with Nm3 17.0 17.0 17.0

slowturn)

Notes:
Note 1 At ISO 15550 conditions (ambient air temperature 25°C) and 100% load. Flow tolerance 8%.
Note 2 At ISO 15550 conditions (ambient air temperature 25°C). Flow tolerance 8% and temperature tolerance 15°C.
Available max backpressure is 6 kPa; in this condition all consumption and HB value have to be evaluated. Please contact
Wärtsilä to have further information.
Note 3 At ISO 15550 conditions (ambient air temperature 25°C) and 100% load. Tolerance for cooling water heat 10%, tolerance
for radiation heat 30%. Fouling factors and a margin to be taken into account when dimensioning heat exchangers.
Note 4 According to ISO 15550, lower calorific value 42700 kJ/kg, with engine driven pumps (two cooling water + one lubricating
oil pumps). Tolerance 5%. The fuel consumption at 85 % load is guaranteed and the values at other loads are given for
indication only.
Consumption values in constant speed are valid for D2/E2 IMO cycles. Fuel consumption values for EEDI calculation
available upon request.
*If SCR (with a max Sulphur content of 0.5%m/m) is applied SFOC consumption values @ 85% may vary in this way:
SFOC(85%) + 0.5g/kWh + (335- (Temperature after turbocharger at 85%))*0.04 g/kWh. Please contact Wärtsilä to have
further information.
Note 5 Fuel gas pressure given at LHV ≥ 28MJ/Nm³. Required fuel gas pressure depends on fuel gas LHV and need to be increased
for lower LHV's. Pressure drop in external fuel gas system to be considered. See chapter Fuel system for further inform-
ation.
Note 6 Pressure drop over lubricating oil cooler and over thermostatic valve are valid only if these components are mounted on
engine.
Note 7 At manual starting the consumption may be 2...3 times lower.

ME = Engine driving propeller, variable or constant speed

DE = Diesel-Electric engine driving generator

Subject to revision without notice.

3-24 DBAD209883
Wärtsilä 46DF Product Guide 3. Technical Data

3.8 Wärtsilä 16V46DF

ME ME DE
CPP Variable CPP Constant DE Constant
Wärtsilä 16V46DF Speed Speed Speed

Gas Diesel Gas Diesel Gas Diesel

mode mode mode mode mode mode

Cylinder output kW 1145 1145 1145

Engine speed rpm 600 600 600

Engine output kW 18320 18320 18320

Mean effective pressure MPa 2.38 2.38 2.38

Combustion air system (Note 1)

Flow at 100% load kg/s 29.5 32.8 29.5 32.8 29.5 32.8

Temperature at turbocharger intake, max. °C 45 45 45

Temperature after air cooler, nom. (TE 601) °C 45 50 45 50 45 50

Exhaust gas system (Note 2)

Flow at 100% load kg/s 29.3 36.5 29.3 36.5 29.3 35.8

Flow at 75% load kg/s 21.9 28.6 22.2 31.0 22.2 30.6

Temperature after turbocharger at 100% load °C 367 301 367 301 365 314
(TE 517)

Temperature after turbocharger at 85% load °C 384 294 392 292 390 305
(TE 517)

Temperature after turbocharger at 75% load °C 390 304 409 292 407 304
(TE 517)

Temperature after turbocharger at 50% load °C 347 298 449 297 449 306
(TE 517)

Backpressure, max. kPa 4 4 4

Calculated exhaust diameter for 35 m/s mm 1386 1465 1386 1465 1384 1468

Heat balance at 100% load (Note 3)

Jacket water, HT-circuit kW 2224 2880 2224 2880 2208 2848

Charge air, HT-circuit kW 3696 5376 3696 5376 3696 5008

Charge air, LT-circuit kW 1696 2352 1696 2352 1696 2288

Lubricating oil, LT-circuit kW 1072 2048 1072 2048 1072 2032

Radiation kW 512 544 512 544 512 544

Fuel consumption (Note 4)

BSEC total at 100% load kJ/kWh 7410.0 - 7410.0 - 7390.0 -

BSEC total at 85% load kJ/kWh 7420.0 - 7540.0 - 7530.0 -

BSEC total at 75% load kJ/kWh 7470.0 - 7680.0 - 7660.0 -

BSEC total at 50% load kJ/kWh 7710.0 - 8230.0 - 8210.0 -

BSEC gas fuel at 100% kJ/kWh 7364.8 - 7364.8 - 7349.5 -

BSEC gas fuel at 85% kJ/kWh 7373.3 - 7501.0 - 7484.8 -

BSEC gas fuel at 75% kJ/kWh 7421.9 - 7611.4 - 7594.3 -

BSEC gas fuel at 50% kJ/kWh 7620.0 - 8091.4 - 8071.4 -

Pilot fuel consumption at 100% load g/kWh 1.0 0.6 1.0 0.6 1.0 0.6

Pilot fuel consumption at 85% load g/kWh 1.2 0.7 1.2 0.8 1.2 0.8

Pilot fuel consumption at 75% load g/kWh 1.3 0.7 1.3 0.8 1.3 0.8

Pilot fuel consumption at 50% load g/kWh 2.0 1.0 3.5 1.3 3.5 1.3

SFOC at 100% load - LFO g/kWh - 186.3 - 186.3 - 185.3

SFOC at 85% load - LFO g/kWh - 178.2 - 181.0 - 181.0

DBAD209883 3-25
3. Technical Data Wärtsilä 46DF Product Guide

ME ME DE
CPP Variable CPP Constant DE Constant
Wärtsilä 16V46DF Speed Speed Speed

Gas Diesel Gas Diesel Gas Diesel

mode mode mode mode mode mode

Cylinder output kW 1145 1145 1145

Engine speed rpm 600 600 600

SFOC at 75% load - LFO g/kWh - 189.1 - 193.0 - 193.0

SFOC at 50% load - LFO g/kWh - 192.3 - 198.5 - 198.5

SFOC at 100% load - HFO g/kWh - 186.3 - 186.3 - 185.3

SFOC at 85% load - HFO g/kWh - 177.2 - 180.1 - 180.1

SFOC at 75% load - HFO g/kWh - 191 - 195 - 195

SFOC at 50% load - HFO g/kWh - 197.0 - 203.2 - 203.2

Fuel gas system (Note 5)

Gas pressure at engine inlet, min (PT901) at kPa (a) 600...800 - 600...800 - 600...800 -
100% load

Pressure drop over the Gas Valve unit, min kPa (a) 120 - 120 - 120 -

Gas temperature at engine inlet °C 0...60 - 0...60 - 0...60 -

Fuel oil system

Pressure before injection pumps (PT101) at kPa 900...950 900...950 900...950

85% load - HFO

Pressure before injection pumps (PT101) at kPa 1000...1050 1000...1050 1000...1050

idle speed (check value)

Fuel oil flow to engine, approx m3/h 13.6...16.0 13.6...16.0 13.6...16.0

HFO viscosity before the engine cSt - 16...24 - 16...24 - 16...24

Max. HFO temperature before engine (TE 101) °C - 140 - 140 - 140

MDF viscosity, min. cSt 2.0 2.0 2.0

Max. MDF temperature before engine (TE °C 40 40 40

101)

Leak fuel quantity (HFO), clean fuel at 100% kg/h - 12.0 - 12.0 - 12.0
load

Leak fuel quantity (MDF), clean fuel at 100% kg/h 36.0 60.0 36.0 60.0 36.0 60.0
load

Pilot fuel (MDF) viscosity before the engine cSt 2...11 2...11 2...11

Pilot fuel pressure at engine inlet (PT 112) kPa(g) 550...750 550...750 550...750

Pilot fuel outlet pressure, max kPa(g) 150 150 150

Pilot fuel return flow at 100% load kg/h 510 510 510

External Pilot fuel feed pump, 1 feeder per l/h 750...1500 750...1500 750...1500
engine allowed flow range

External Pilot fuel feed pump, 1 feeder per l/h =(850...1500) x =(850...1500) x =(850...1500) x
multiple engines allowed flow range numb_of_eng numb_of_eng numb_of_eng

Pilot line, temperature before pilot pumps °C 5...50 5...50 5...50

(TE112)

Lubricating oil system

Pressure before bearings, nom. (PT 201) kPa 500 500 500

Pressure after pump, max. kPa 800 800 800

Suction ability, including pipe loss, max. kPa 40 40 40

Priming pressure, nom. (PT 201) kPa 80 80 80

Temperature before bearings, nom. (TE 201) °C 55...58 55...58 55...58

Temperature after engine, range °C 75 75 75

Pump capacity (main), engine driven m3/h 342 314 314

Pump capacity (main), electrically driven m3/h 314 314 314

3-26 DBAD209883
Wärtsilä 46DF Product Guide 3. Technical Data

ME ME DE
CPP Variable CPP Constant DE Constant
Wärtsilä 16V46DF Speed Speed Speed

Gas Diesel Gas Diesel Gas Diesel

mode mode mode mode mode mode

Cylinder output kW 1145 1145 1145

Engine speed rpm 600 600 600

Oil flow through engine m3/h 275 275 275

Priming pump capacity (50/60Hz) m3/h 80.0 / 80.0 80.0 / 80.0 80.0 / 80.0

Oil volume in separate system oil tank m3 30 30 30

Oil consumption at 100% load, approx. g/kWh 0.5 0.5 0.5

Crankcase ventilation flow rate at full load l/min 7200 7200 7200

Crankcase volume m3 38.7 38.7 38.7

Crankcase ventilation backpressure, max. kPa 0.5 0.5 0.5

Oil volume in turning device l 68.0...70.0 68.0...70.0 68.0...70.0

Oil volume in speed governor l 7.1 7.1 7.1

HT cooling water system

Pressure at engine, after pump, nom. (PT 401) kPa 250 + static 250 + static 250 + static

Pressure at engine, after pump, max. (PT 401) kPa 530 530 530
at 100% nom.

Temperature to HT suction, max (before by- °C 70 70 70

pass pipe return to HT pump suction)

Temperature before cylinders (TE 401) at °C 75 72 75 72 75 72

100% nom.

Temperature after charge air cooler (TE432) °C 93 97 93 97 93 97

Capacity of engine driven pump, nom. m3/h 340 340 340

Pressure drop over engine (including HT CAC kPa 150 150 150
and temperature control valve)

Pressure drop in external system, max. kPa 100 100 100

Pressure from expansion tank kPa 70...150 70...150 70...150

Water volume in engine m3 2.6 2.6 2.6

LT cooling water system (Note 6)

Pressure at engine, after pump, nom. (PT 471) kPa 250+ static 250+ static 250+ static

Pressure at engine, after pump, max. (PT 471) kPa 530 530 530

Temperature before charge air cooler (TE471) °C 38 42 38 42 38 42

at 100% nom.

Capacity of engine driven pump, nom. m3/h 340 340 340

Pressure drop over charge air cooler kPa 50 50 50

Pressure drop over lubricating oil cooler in- kPa

35 35 35
sert, max.

Pressure drop over thermostatic valve (built kPa

30 30 30
on)

Pressure drop in external system, max. kPa 135 135 135

Pressure from expansion tank kPa 70...150 70...150 70...150

Starting air system (Note 7)

Pressure, nom. (PT 301) kPa 3000 3000 3000

Pressure at engine during start, min. (20 °C) kPa 1500 1500 1500
(PT 301)

Pressure at engine during start,max. (20 °C) kPa 3000 3000 3000
(PT 301)

Low pressure limit in starting air vessel kPa 1800 1800 1800

DBAD209883 3-27
3. Technical Data Wärtsilä 46DF Product Guide

ME ME DE
CPP Variable CPP Constant DE Constant
Wärtsilä 16V46DF Speed Speed Speed

Gas Diesel Gas Diesel Gas Diesel

mode mode mode mode mode mode

Cylinder output kW 1145 1145 1145

Engine speed rpm 600 600 600

Consumption per start at 20 °C (successful Nm3 16.0 16.0 16.0

start)

Consumption per start at 20 °C (with Nm3 19.0 19.0 19.0

slowturn)

Notes:
Note 1 At ISO 15550 conditions (ambient air temperature 25°C) and 100% load. Flow tolerance 8%.
Note 2 At ISO 15550 conditions (ambient air temperature 25°C). Flow tolerance 8% and temperature tolerance 15°C.
Available max backpressure is 6 kPa; in this condition all consumption and HB value have to be evaluated. Please contact
Wärtsilä to have further information.
Note 3 At ISO 15550 conditions (ambient air temperature 25°C) and 100% load. Tolerance for cooling water heat 10%, tolerance
for radiation heat 30%. Fouling factors and a margin to be taken into account when dimensioning heat exchangers.
Note 4 According to ISO 15550, lower calorific value 42700 kJ/kg, with engine driven pumps (two cooling water + one lubricating
oil pumps). Tolerance 5%. The fuel consumption at 85 % load is guaranteed and the values at other loads are given for
indication only.
Consumption values in constant speed are valid for D2/E2 IMO cycles. Fuel consumption values for EEDI calculation
available upon request.
*If SCR (with a max Sulphur content of 0.5%m/m) is applied SFOC consumption values @ 85% may vary in this way:
SFOC(85%) + 0.5g/kWh + (335- (Temperature after turbocharger at 85%))*0.04 g/kWh. Please contact Wärtsilä to have
further information.
Note 5 Fuel gas pressure given at LHV ≥ 28MJ/Nm³. Required fuel gas pressure depends on fuel gas LHV and need to be increased
for lower LHV's. Pressure drop in external fuel gas system to be considered. See chapter Fuel system for further inform-
ation.
Note 6 Pressure drop over lubricating oil cooler and over thermostatic valve are valid only if these components are mounted on
engine.
Note 7 At manual starting the consumption may be 2...3 times lower.

ME = Engine driving propeller, variable or constant speed

DE = Diesel-Electric engine driving generator

Subject to revision without notice.

3-28 DBAD209883
Wärtsilä 46DF Product Guide 4. Description of the Engine

4. Description of the Engine

4.1 Definitions

Fig 4-1 In-line engine and V-engine definitions (1V93C0029 / 1V93C0028)

4.2 Main components and systems

Main dimensions and weights are shown in section 1.5 Principal dimensions and weights.

4.2.1 Engine block

The engine block is made of nodular cast iron and it is cast in one piece.
It has a stiff and durable design to absorb internal forces and enable the engine to be resiliently
mounted without any intermediate foundations.
The engine has an underslung crankshaft supported by main bearing caps made of nodular
cast iron. The bearing caps are guided sideways by the engine block, both at the top and at
the bottom. Hydraulically tensioned bearing cap screws and horizontal side screws secure
the main bearing caps.
At the driving end there is a combined thrust bearing and radial bearing for the camshaft drive
and flywheel. The bearing housing of the intermediate gear is integrated in the engine block.
The cooling water is distributed around the cylinder liners with water distribution rings at the
lower end of the cylinder collar. There is no wet space in the engine block around the cylinder
liner, which eliminates the risk of water leakage into the crankcase.

4.2.2 Crankshaft
Low bearing loads, robust design and a crank gear capable of high cylinder pressures were
set out to be the main design criteria for the crankshaft. The moderate bore to stroke ratio is
a key element to achieve high rigidity.
The crankshaft line is built up from three-pieces: crankshaft, gear and end piece. The crankshaft
itself is forged in one piece. Each crankthrow is individually fully balanced for safe bearing
function. Clean steel technology minimizes the amount of slag forming elements and guarantees
superior material properties.

DBAD209883 4-1
4. Description of the Engine Wärtsilä 46DF Product Guide

All crankshafts can be equipped with a torsional vibration damper at the free end of the engine,
if required by the application. Full output is available also from the free end of the engine
through a power-take-off (PTO).
The main bearing and crankpin bearing temperatures are continuously monitored.

4.2.3 Connecting rod

The connecting rods are of three-piece design, which makes it possible to pull a piston without
opening the big end bearing. Extensive research and development has been made to develop
a connecting rod in which the combustion forces are distributed to a maximum area of the
big end bearing.
The connecting rod of alloy steel is forged and has a fully machined shank. The lower end is
split horizontally to allow removal of piston and connecting rod through the cylinder liner. All
connecting rod bolts are hydraulically tightened. The gudgeon pin bearing is made of solid
aluminium bronze.
Oil is led to the gudgeon pin bearing and piston through a bore in the connecting rod.

4.2.4 Main bearings and big end bearings

The main bearings and the big end bearings have steel backs and thin layers for good resistance
against fatigue and corrosion. Both tri-metal and bi-metal bearings are used.

4.2.5 Cylinder liner

The centrifugally cast cylinder liner has a high and rigid collar preventing deformations due to
the cylinder pressure and pretension forces. A distortion-free liner bore in combination with
wear resistant materials and good lubrication provide optimum running conditions for the
piston and piston rings. The liner material is a special grey cast iron alloy developed for excellent
wear resistance and high strength.
Accurate temperature control is achieved with precisely positioned longitudinal cooling water
bores.
An anti-polishing ring removes deposits from piston top land, which eliminates increased
lubricating oil consumption due to bore polishing and liner wear.

4.2.6 Piston
The piston is of two-piece design with nodular cast iron skirt and steel crown. Wärtsilä patented
skirt lubrication minimizes frictional losses and ensure appropriate lubrication of both the
piston skirt and piston rings under all operating conditions.

4.2.7 Piston rings

The piston ring set consists of two compression rings and one spring-loaded conformable oil
scraper ring. All piston rings have a wear resistant coating.Two compression rings and one
oil scraper ring in combination with pressure lubricated piston skirt give low friction and high
seizure resistance. Both compression ring grooves are hardened for good wear resistance.

4.2.8 Cylinder head

A rigid box/cone-like design ensures even circumferential contact pressure and permits high
cylinder pressure. Only four hydraulically tightened cylinder head studs simplify the maintenance
and leaves more room for optimisation of the inlet and outlet port flow characteristics.
The exhaust valve seats are water cooled. Closed seat rings without water pocket between
the seat and the cylinder head ensure long lifetime for valves and seats. Both inlet and exhaust
valves are equipped with valve rotators.

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Wärtsilä 46DF Product Guide 4. Description of the Engine

4.2.9 Camshaft and valve mechanism

The camshaft is built of forged pieces with integrated cams, one section per cylinder. The
camshaft sections are connected through separate bearing journals, which makes it possible
to remove single camshaft sections sideways. The bearing housings are integrated in the
engine block casting and thus completely closed.

4.2.10 Camshaft drive

The camshaft is driven by the crankshaft through a gear train. The gear wheel on the crankshaft
is clamped between the crankshaft and the end piece with expansion bolts.

4.2.11 Fuel injection equipment

This engine is designed for continuous operation on fuel gas (natural gas) or Marine Diesel
Fuel (MDF). It is also possible to operate the engine on Heavy Fuel Oil (HFO). Dual fuel operation
requires external gas feed system and fuel oil feed system. For more details about the fuel
system see chapter Fuel System.

4.2.11.1 Fuel gas system

The fuel gas system on the engine comprises the following built-on equipment:
● Low-pressure fuel gas common rail pipe
● Gas admission valve for each cylinder
● Safety filters at each gas admission valve
● Common rail pipe venting valve
● Double wall gas piping
The gas common rail pipe delivers fuel gas to each admission valve. The common rail pipe is
a fully welded double wall pipe, with a large diameter, also acting as a pressure accumulator.
Feed pipes distribute the fuel gas from the common rail pipe to the gas admission valves
located at each cylinder.
The gas admission valves (one per cylinder) are electronically controlled and actuated to feed
each individual cylinder with the correct amount of gas. The gas admission valves are controlled
by the engine control system to regulate engine speed and power. The valves are located on
the cylinder head. The gas admission valve is a direct actuated solenoid valve. The valve is
closed by a spring (positive sealing) when there is no electrical signal. With the engine control
system it is possible to adjust the amount of gas fed to each individual cylinder for load
balancing of the engine, while the engine is running. The gas admission valves also include
safety filters (90 µm).
The venting valve of the gas common rail pipe is used to release the gas from the common
rail pipe when the engine is transferred from gas operating mode to diesel operating mode.
The valve is pneumatically actuated and controlled by the engine control system.
The fuel gas fine filter is a full flow unit preventing impurities from entering the fuel gas system.
The fineness of the filter is 5 µm absolute mesh size (0.5 µm at 98.5% separation). The filter
is located in the external system if double wall gas piping is used.

4.2.11.2 Main fuel oil injection system

The low pressure fuel lines consist of drilled channels in cast parts that are firmly clamped to
the engine block. The entire fuel system is enclosed in a fully covered compartment for
maximum safety. All leakages from injection valves, pumps and pipes are collected in a closed
system. The pumps are completely sealed off from the camshaft compartment and provided
with drain for leakage oil.
The injection nozzles are cooled by lubricating oil.

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4. Description of the Engine Wärtsilä 46DF Product Guide

Wärtsilä 46DF engines are equipped with twin plunger pumps that enable control of the injection
timing. In addition to the timing control, the twin plunger solution also combines high mechanical
strength with cost efficient design.
One plunger controls the start of injection, i.e. the timing, while the other plunger controls
when the injection ends, thus the quantity of injected fuel. Timing is controlled according to
engine revolution speed and load level (also other options), while the quantity is controlled as
normally by the speed control.

4.2.11.3 Pilot fuel injection system

The pilot fuel injection system is used to ignite the air-gas mixture in the cylinder when operating
the engine in gas mode. The pilot fuel injection system uses the same external fuel feed system
as the main fuel oil injection system.
The pilot fuel system comprises the following built-on equipment:
● Pilot fuel oil filter
● Common rail high pressure pump
● Common rail piping
● Twin fuel oil injection valve for each cylinder
The pilot fuel filter is a full flow duplex unit preventing impurities entering the pilot fuel system.
The fineness of the filter is 20 µm.
The high pressure pilot fuel pump is of engine driven type. The pilot fuel pump is mounted in
the free end of the engine. The delivered fuel pressure is controlled by the engine control
system and is approximately 100 MPa.
Pressurized pilot fuel is delivered from the pump unit into a small diameter common rail pipe.
The common rail pipe delivers pilot fuel to each injection valve and acts as a pressure
accumulator against pressure pulses. The high pressure piping is of double wall shielded type
and well protected inside the hot box. The feed pipes distribute the pilot fuel from the common
rail to the injection valves.
The pilot diesel injection part of the twin fuel oil injection valve has a needle actuated by a
solenoid, which is controlled by the engine control system. The pilot diesel fuel is admitted
through a high pressure connection screwed in the nozzle holder. When the engine runs in
diesel mode the pilot fuel injection is also in operation to keep the needle clean.

4.2.12 Lubricating oil system

The engine is equipped with a dry oil sump.
In the standard configuration the engine is also equipped with an engine driven lubricating oil
pump, located in free end, and a lubricating oil module located in the opposite end to the
turbocharger. The lubricating oil module consists of an oil cooler with temperature control
valves and an automatic filter. A centrifugal filter on the engine serves as an indication filter.
The pre-lubricating oil pump is to be installed in the external system.

4.2.13 Cooling water system

The fresh water cooling system is divided into a high temperature (HT) and a low temperature
(LT) circuit. The HT-water cools cylinder liners, cylinder heads and the first stage of the charge
air cooler. The LT-water cools the second stage of the charge air cooler and the lubricating
oil.
In the most complete configuration the HT and LT cooling water pumps are both engine driven,
and the electrically actuated temperature control valves are built on the engine. When desired,
it is however possible to configure the engine without engine driven LT-pump, or even without
both cooling water pumps.

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Wärtsilä 46DF Product Guide 4. Description of the Engine

The temperature control valves are equipped with a hand wheel for emergency operation.

4.2.14 Turbocharging and charge air cooling

The SPEX (Single Pipe EXhaust system) turbocharging system combines the advantages of
both pulse and constant pressure systems. The complete exhaust gas manifold is enclosed
by a heat insulation box to ensure low surface temperatures.
In-line engines have one turbocharger and V-engines have one turbocharger per cylinder bank.
The turbocharger(s) are installed transversely, and are placed at the free end of the engine.
Vertical, longitudinally inclined, and horizontal exhaust gas outlets are available.
In order to optimize the turbocharging system for both high and low load performance, as well
as diesel mode and gas mode operation, a pressure relief valve system “waste gate” is installed
on the exhaust gas side. The waste gate is activated at high load.
The charge air cooler is as standard of 2-stage type, consisting of HT- and LT-water stage.
Fresh water is used for both circuits.
For cleaning of the turbocharger during operation there is, as standard, a water-washing device
for the air side as well as the exhaust gas side.
The turbocharger is supplied with inboard plain bearings, which offers easy maintenance of
the cartridge from the compressor side. The turbocharger is lubricated by engine lubricating
oil with integrated connections.

4.2.15 Automation system

This engine is equipped with a modular embedded automation system, Wärtsilä Unified
Controls - UNIC.
The UNIC system have hardwired interface for control functions and a bus communication
interface for alarm and monitoring. A engine safety module and a local control panel are
mounted on the engine. The engine safety module handles fundamental safety, for example
overspeed and low lubricating oil pressure shutdown. The safety module also performs fault
detection on critical signals and alerts the alarm system about detected failures. The local
control panel has push buttons for local start/stop and shutdown reset, as well as a display
showing the most important operating parameters. Speed control is included in the automation
system on the engine.
All necessary engine control functions are handled by the equipment on the engine, bus
communication to external systems, a more comprehensive local display unit, and fuel injection
control.
Conventional heavy duty cables are used on the engine and the number of connectors are
minimised. Power supply, bus communication and safety-critical functions are doubled on
the engine. All cables to/from external systems are connected to terminals in the main cabinet
on the engine.

4.2.16 Variable Inlet valve Closure

Variable Inlet valve Closure (VIC), offers flexibility to apply early inlet valve closure at high load
for lowest NOx levels, while good part-load performance is ensured by adjusting the advance
to zero at low load. The inlet valve closure can be adjusted up to 30° crank angle.

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4. Description of the Engine Wärtsilä 46DF Product Guide

4.3 Cross section of the engine

Fig 4-2 Cross section of the in-line engine

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Wärtsilä 46DF Product Guide 4. Description of the Engine

Fig 4-3 Cross section of the V-engine

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4. Description of the Engine Wärtsilä 46DF Product Guide

4.4 Overhaul intervals and expected life times

The following component lifetimes are for guidance only. Actual figures will be different
depending on operating conditions, average loading of the engine, fuel quality used, fuel
handling system, performance of maintenance etc.
Expected component lifetimes have been adjusted to match with Time between overhaul data.

Table 4-1 Expected times between overhauls (TBO) and expected lifetimes (ELT)

Component Maintenance interval (h) Expected lifetime (h) Maintenance interval (h) Expected life time (h)
LFO/GAS operation LFO/GAS operation LFO/HFO operation LFO/HFO operation

- Big end bearing 20000 36000 16000 36000

- Cylinder head 18000...20000 60000...72000 12000 (HFO2) 60000

16000 (HFO1)

- Cylinder liner 24000 180000 16000 180000

- Exhaust valve 12000...18000 36000 12000...18000 12000...18000

- Inj. valve complete ² ) ³) 8000 32000

- Injection nozzles ¹ ) 8000 8000 8000 8000

- Injection pump (Twin - - 12000 (HFO2) 24000

Pump) 16000 (HFO1)
20000 (LFO)

- Injection pump, pilot 24000 24000 24000 24000

- Inlet valve 12000...18000 36000 12000...18000 24000

- Main bearing 24000 36000 24000 36000

- Main gas admission 18000 18000 - -

valve

- Piston 24000 ¹) / 48000 ²) 120000 16000 ¹) / 24000 ²) 36000

- Piston rings 24000 24000 16000 16000

NOTE
1) Inspection of one
2) Inspection of all
3) 3000 hours maintenance interval in the first installation required, Needle Operating
Pressure (NOP) test to be performed

4.5 Engine storage

At delivery the engine is provided with VCI coating and a tarpaulin. For storage longer than 3
months please contact Wärtsilä Finland Oy.

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Wärtsilä 46DF Product Guide 5. Piping Design, Treatment and Installation

5. Piping Design, Treatment and Installation

This chapter provides general guidelines for the design, construction and planning of piping
systems, however, not excluding other solutions of at least equal standard. Installation related
instructions are included in the project specific instructions delivered for each installation.
Fuel, lubricating oil, fresh water and compressed air piping is usually made in seamless carbon
steel (DIN 2448) and seamless precision tubes in carbon or stainless steel (DIN 2391), exhaust
gas piping in welded pipes of corten or carbon steel (DIN 2458). Sea-water piping should be
in Cunifer or hot dip galvanized steel.
Gas piping between Gas Valve Unit and the engine is to be made of stainless steel.

NOTE
The pipes in the freshwater side of the cooling water system must not be galvanized!

Attention must be paid to fire risk aspects. Fuel supply and return lines shall be designed so
that they can be fitted without tension. Flexible hoses must have an approval from the
classification society. If flexible hoses are used in the compressed air system, a purge valve
shall be fitted in front of the hose(s).
It is recommended to make a fitting order plan prior to construction.

The following aspects shall be taken into consideration:

● Pockets shall be avoided. When not possible, drain plugs and air vents shall be installed
● Leak fuel drain pipes shall have continuous slope
● Vent pipes shall be continuously rising
● Flanged connections shall be used, cutting ring joints for precision tubes
● Flanged connections shall be used in fuel oil, lubricating oil, compressed air and fresh
water piping
● Welded connections (TIG) must be used in gas fuel piping as far as practicable, but flanged
connections can be used where deemed necessary
Maintenance access and dismounting space of valves, coolers and other devices shall be
taken into consideration. Flange connections and other joints shall be located so that
dismounting of the equipment can be made with reasonable effort.

5.1 Pipe dimensions

When selecting the pipe dimensions, take into account:
● The pipe material and its resistance to corrosion/erosion.
● Allowed pressure loss in the circuit vs delivery head of the pump.
● Required net positive suction head (NPSH) for pumps (suction lines).
● In small pipe sizes the max acceptable velocity is usually somewhat lower than in large
pipes of equal length.
● The flow velocity should not be below 1 m/s in sea water piping due to increased risk of
fouling and pitting.
● In open circuits the velocity in the suction pipe is typically about 2/3 of the velocity in the
delivery pipe.

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5. Piping Design, Treatment and Installation Wärtsilä 46DF Product Guide

Table 5-1 Recommended maximum velocities on pump delivery side for guidance

Piping Pipe material Max velocity [m/s]

LNG piping Stainless steel 3

Fuel gas piping Stainless steel / Carbon 20

steel
Fuel oil piping (MDF and HFO) Black steel 1.0

Lubricating oil piping Black steel 1.5

Fresh water piping Black steel 2.5

Sea water piping Galvanized steel 2.5

Aluminum brass 2.5

10/90 copper-nickel-iron 3.0

70/30 copper-nickel 4.5

Rubber lined pipes 4.5

NOTE
The diameter of gas fuel piping depends only on the allowed pressure loss in the
piping, which has to be calculated project specifically.

Compressed air pipe sizing has to be calculated project specifically. The pipe sizes may be
chosen on the basis of air velocity or pressure drop. In each pipeline case it is advised to
check the pipe sizes using both methods, this to ensure that the alternative limits are not being
exceeded.
Pipeline sizing on air velocity: For dry air, practical experience shows that reasonable
velocities are 25...30 m/s, but these should be regarded as the maximum above which noise
and erosion will take place, particularly if air is not dry. Even these velocities can be high in
terms of their effect on pressure drop. In longer supply lines, it is often necessary to restrict
velocities to 15 m/s to limit the pressure drop.
Pipeline sizing on pressure drop: As a rule of thumb the pressure drop from the starting air
vessel to the inlet of the engine should be max. 0.1 MPa (1 bar) when the bottle pressure is 3
MPa (30 bar).
It is essential that the instrument air pressure, feeding to some critical control instrumentation,
is not allowed to fall below the nominal pressure stated in chapter "Compressed air system"
due to pressure drop in the pipeline.

5.2 Trace heating

The following pipes shall be equipped with trace heating (steam, thermal oil or electrical). It
shall be possible to shut off the trace heating.
● All heavy fuel pipes
● All leak fuel and filter flushing pipes carrying heavy fuel

5.3 Pressure class

The pressure class of the piping should be higher than or equal to the design pressure, which
should be higher than or equal to the highest operating (working) pressure. The highest
operating (working) pressure is equal to the setting of the safety valve in a system.

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Wärtsilä 46DF Product Guide 5. Piping Design, Treatment and Installation

The pressure in the system can:

● Originate from a positive displacement pump
● Be a combination of the static pressure and the pressure on the highest point of the pump
curve for a centrifugal pump
● Rise in an isolated system if the liquid is heated
Within this publication there are tables attached to drawings, which specify pressure classes
of connections. The pressure class of a connection can be higher than the pressure class
required for the pipe.
Example 1:
The fuel pressure before the engine should be 0.7 MPa (7 bar). The safety filter in dirty condition
may cause a pressure loss of 0.1 MPa (1.0 bar). The viscosimeter, automatic filter, preheater
and piping may cause a pressure loss of 0.25 MPa (2.5 bar). Consequently the discharge
pressure of the circulating pumps may rise to 1.05 MPa (10.5 bar), and the safety valve of the
pump shall thus be adjusted e.g. to 1.2 MPa (12 bar).
● A design pressure of not less than 1.2 MPa (12 bar) has to be selected.
● The nearest pipe class to be selected is PN16.
● Piping test pressure is normally 1.5 x the design pressure = 1.8 MPa (18 bar).
Example 2:
The pressure on the suction side of the cooling water pump is 0.1 MPa (1 bar). The delivery
head of the pump is 0.3 MPa (3 bar), leading to a discharge pressure of 0.4 MPa (4 bar). The
highest point of the pump curve (at or near zero flow) is 0.1 MPa (1 bar) higher than the nominal
point, and consequently the discharge pressure may rise to 0.5 MPa (5 bar) (with closed or
throttled valves).
● Consequently a design pressure of not less than 0.5 MPa (5 bar) shall be selected.
● The nearest pipe class to be selected is PN6.
● Piping test pressure is normally 1.5 x the design pressure = 0.75 MPa (7.5 bar).
Standard pressure classes are PN4, PN6, PN10, PN16, PN25, PN40, etc.

5.4 Pipe class

Classification societies categorize piping systems in different classes (DNV) or groups (ABS)
depending on pressure, temperature and media. The pipe class can determine:
● Type of connections to be used
● Heat treatment
● Welding procedure
● Test method
Systems with high design pressures and temperatures and hazardous media belong to class
I (or group I), others to II or III as applicable. Quality requirements are highest on class I.
Examples of classes of piping systems as per DNV rules are presented in the table below.
Gas piping is to be designed, manufactured and documented according to the rules of the
relevant classification society.
In the absence of specific rules or if less stringent than those of DNV, the application of DNV
rules is recommended.
Relevant DNV rules:
● Ship Rules Part 4 Chapter 6, Piping Systems
● Ship Rules Part 5 Chapter 5, Liquefied Gas Carriers

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5. Piping Design, Treatment and Installation Wärtsilä 46DF Product Guide

● Ship Rules Part 6 Chapter 13, Gas Fuelled Engine Installations

Table 5-2 Classes of piping systems as per DNV rules

Media Class I Class II Class III

MPa (bar) °C MPa (bar) °C MPa (bar) °C

Steam > 1.6 (16) or > 300 < 1.6 (16) and < 300 < 0.7 (7) and < 170

Flammable fluid > 1.6 (16) or > 150 < 1.6 (16) and < 150 < 0.7 (7) and < 60

Fuel gas All All - - - -

Other media > 4 (40) or > 300 < 4 (40) and < 300 < 1.6 (16) and < 200

5.5 Insulation
The following pipes shall be insulated:
● All trace heated pipes
● Exhaust gas pipes
● Exposed parts of pipes with temperature > 60°C

Insulation is also recommended for:

● Pipes between engine or system oil tank and lubricating oil separator
● Pipes between engine and jacket water preheater

5.6 Local gauges

Local thermometers should be installed wherever a new temperature occurs, i.e. before and
after heat exchangers, etc.
Pressure gauges should be installed on the suction and discharge side of each pump.

5.7 Cleaning procedures

Instructions shall be given at an early stage to manufacturers and fitters how different piping
systems shall be treated, cleaned and protected.

5.7.1 Cleanliness during pipe installation

All piping must be verified to be clean before lifting it onboard for installation. During the
construction time uncompleted piping systems shall be maintained clean. Open pipe ends
should be temporarily closed. Possible debris shall be removed with a suitable method. All
tanks must be inspected and found clean before filling up with fuel, oil or water.
Piping cleaning methods are summarised in table below:

Table 5-3 Pipe cleaning

System Methods

Fuel gas A,B,C

D,F 1)
Fuel oil A,B,C,D,F

Lubricating oil A,B,C,D,F

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Wärtsilä 46DF Product Guide 5. Piping Design, Treatment and Installation

System Methods

Starting air A,B,C

Cooling water A,B,C

Exhaust gas A,B,C

Charge air A,B,C

1) In case of carbon steel pipes

Methods applied during prefabrication of pipe spools

A = Washing with alkaline solution in hot water at 80°C for degreasing (only if pipes have been greased)

B = Removal of rust and scale with steel brush (not required for seamless precision tubes)

D = Pickling (not required for seamless precision tubes)

Methods applied after installation onboard

C = Purging with compressed air

F = Flushing

5.7.2 Fuel oil pipes

Before start up of the engines, all the external piping between the day tanks and the engines
must be flushed in order to remove any foreign particles such as welding slag.
Disconnect all the fuel pipes at the engine inlet and outlet . Install a temporary pipe or hose
to connect the supply line to the return line, bypassing the engine. The pump used for flushing
should have high enough capacity to ensure highly turbulent flow, minimum same as the max
nominal flow. Heaters, automatic filters and the viscosimeter should be bypassed to prevent
damage caused by debris in the piping. The automatic fuel filter must not be used as flushing
filter.
The pump used should be protected by a suction strainer. During this time the welds in the
fuel piping should be gently knocked at with a hammer to release slag and the filter inspected
and carefully cleaned at regular intervals.
The cleanliness should be minimum ISO 4406 © 20/18/15, or NAS 1638 code 9. A measurement
certificate shows required cleanliness has been reached there is still risk that impurities may
occur after a time of operation.
Note! The engine must not be connected during flushing.

5.7.3 Lubricating oil pipes

Flushing of the piping and equipment built on the engine is not required and flushing oil shall
not be pumped through the engine oil system (which is flushed and clean from the factory).
It is however acceptable to circulate the flushing oil via the engine sump if this is advantageous.
Cleanliness of the oil sump shall be verified after completed flushing and is acceptable when
the cleanliness has reached a level in accordance with ISO 4406 © 21/19/15, or NAS 1638
code 10. All pipes connected to the engine, the engine wet sump or to the external engine
wise oil tank shall be flushed. Oil used for filling shall have a cleanliness of ISO 4406 © 21/19/15,
or NAS 1638 code 10.
Note! The engine must not be connected during flushing

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5. Piping Design, Treatment and Installation Wärtsilä 46DF Product Guide

5.7.4 Pickling
Prefabricated pipe spools are pickled before installation onboard.
Pipes are pickled in an acid solution of 10% hydrochloric acid and 10% formaline inhibitor for
4-5 hours, rinsed with hot water and blown dry with compressed air.
After acid treatment the pipes are treated with a neutralizing solution of 10% caustic soda
and 50 grams of trisodiumphosphate per litre of water for 20 minutes at 40...50°C, rinsed with
hot water and blown dry with compressed air.
Great cleanliness shall be approved in all work phases after completed pickling.

5.8 Flexible pipe connections

All external pipes must be precisely aligned to the fitting or the flange of the engine to minimize
causing external forces to the engine connection.
Adding adapter pieces to the connection between the flexible pipe and engine, which are not
approved by Wärtsilä are forbidden. Observe that the pipe clamp for the pipe outside the
flexible connection must be very rigid and welded to the steel structure of the foundation to
prevent vibrations and external forces to the connection, which could damage the flexible
connections and transmit noise. The support must be close to the flexible connection. Most
problems with bursting of the flexible connection originate from poor clamping.
Proper installation of pipe connections between engines and ship’s piping to be ensured.

● Flexible pipe connections must not be twisted

● Installation length of flexible pipe connections must be correct
● Minimum bending radius must be respected
● Piping must be concentrically aligned
● When specified, the flow direction must be observed
● Mating flanges shall be clean from rust, burrs and anticorrosion coatings
● If not otherwise instructed, bolts are to be tightened crosswise in several stages
● Painting of flexible elements is not allowed
● Rubber bellows must be kept clean from oil and fuel
● The piping must be rigidly supported close to the flexible piping connections.

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Wärtsilä 46DF Product Guide 5. Piping Design, Treatment and Installation

Fig 5-1 Flexible hoses

Drawing V60L0796 below is showing how pipes shall be clamped.

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5. Piping Design, Treatment and Installation Wärtsilä 46DF Product Guide

Fig 5-2 Flexible pipe connections (V60L0796)

NOTE
Pressurized flexible connections carrying flammable fluids or compressed air have
to be type approved.

5.9 Clamping of pipes

It is very important to fix the pipes to rigid structures next to flexible pipe connections in order
to prevent damage caused by vibration. The following guidelines should be applied:
● Pipe clamps and supports next to the engine must be very rigid and welded to the steel
structure of the foundation.
● The first support should be located as close as possible to the flexible connection. Next
support should be 0.3-0.5 m from the first support.
● First three supports closest to the engine or generating set should be fixed supports. Where
necessary, sliding supports can be used after these three fixed supports to allow thermal
expansion of the pipe.
● Supports should never be welded directly to the pipe. Either pipe clamps or flange supports
should be used for flexible connection.
Examples of flange support structures are shown in Flange supports of flexible pipe
connections. A typical pipe clamp for a fixed support is shown in Figure 5-4. Pipe clamps
must be made of steel; plastic clamps or similar may not be used.

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Wärtsilä 46DF Product Guide 5. Piping Design, Treatment and Installation

Fig 5-3 Flange supports of flexible pipe connections V60L0796

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5. Piping Design, Treatment and Installation Wärtsilä 46DF Product Guide

Fig 5-4 Pipe clamp for fixed support (V61H0842A)

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Wärtsilä 46DF Product Guide 6. Fuel System

6. Fuel System

6.1 Acceptable fuel characteristics

6.1.1 Gas fuel specification
As a dual fuel engine, the Wärtsilä 46DF engine is designed for continuous operation in gas
operating mode or diesel operating mode. For continuous operation in the rated output, the
gas used as main fuel in gas operating mode has to fulfill the below mentioned quality
requirements.

Table 6-1 Fuel Gas Specifications

Property Unit Value

Lower heating value (LHV), min 1) MJ/m3N 2) 28

Methane number (MN), min 3) 80

Methane (CH4), min % v/v 70

Hydrogen sulphide (H2S), max % v/v 0.05

Hydrogen (H2), max 4) % v/v 3

Oil content, max. mg/m3N 0,01

Ammonia, max mg/m3N 25

Chlorine + Fluorines, max mg/m3N 50

Particles or solids at engine inlet, max mg/m3N 50

Particles or solids at engine inlet, max size μm 5

Gas inlet temperature °C 0…60

Water and hydrocarbon condensate at engine inlet not allowed 5)

1) The required gas feed pressure is depending on the LHV (see section Output limitations in gas mode).
2) Values given in m³N are at 0°C and 101.3 kPa.

3) Given Methane Number limits are valid for charge air temperature of 45 °C (see section Output limitations in gas mode).
Methane Number (MN) can be assigned to any gaseous fuel indicating the percentage by volume of methane in blend with
hydrogen that exactly matches the knock intensity of the unknown gas mixture under specified operating conditions in a knock
testing engine. The Methane Number (MN) gives a scale for evaluation of the resistance to knock of gaseous fuels.
To define the Methane Number (MN) of the gas, the method included in the EN 16726-2015 standard shall be used. Additionally,
Wärtsilä has developed an internal MN calculator. Depending on the gas composition, the MN results obtained with those
two methods can differ from each other, and therefore it is recommended to calculate MN also with the Wärtsilä method. If
the difference of MN for a specific gas quality calculated with the two above mentioned methods is bigger than 3 units,
Wärtsilä has to be contacted for further evaluation.
Further, if the total concentration of the heavier hydrocarbons than butane (C4), i.e. pentane (C5), hexane (C6), heptane (C7),
etc. exceeds 1,0 % v/v, Wärtsilä has to be contacted for further evaluation.
4) Hydrogen content higher than 3% volume has to be considered project specifically.
5) Dew point of natural gas is below the minimum operating temperature and pressure.

6.1.2 Liquid fuel specification

The fuel specifications are based on the ISO 8217:2017(E) standard. Observe that a few
additional properties not included in the standard are listed in the tables. For maximum fuel
temperature before the engine, see chapter "Technical Data".
The fuel shall not contain any added substances or chemical waste, which jeopardizes the
safety of installations or adversely affects the performance of the engines or is harmful to
personnel or contributes overall to air pollution.

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6. Fuel System Wärtsilä 46DF Product Guide

6.1.2.1 Light fuel oil operation (distillate)

The fuel specification is based on the ISO 8217:2017(E) standard and covers the fuel grades
ISO-F-DMX, DMA, DFA, DMZ, DFZ, DMB and DFB.

The distillate grades mentioned above can be described as follows:

● DMX: A fuel which is suitable for use at ambient temperatures down to –15 °C without
heating the fuel. Especially in merchant marine applications its use is restricted to lifeboat
engines and certain emergency equipment due to reduced flash point.
● DMA: A high quality distillate, generally designated MGO (Marine Gas Oil) in the marine
field.
● DFA: A similar quality distillate fuel compared to DMA category fuels but a presence of
max. 7,0% v/v of Fatty acid methyl ester (FAME) is allowed.
● DMZ: A high quality distillate, generally designated MGO (Marine Gas Oil) in the marine
field. An alternative fuel grade for engines requiring a higher fuel viscosity than specified
for DMA grade fuel.
● DFZ: A similar quality distillate fuel compared to DMZ category fuels but a presence of
max. 7,0% v/v of Fatty acid methyl ester (FAME) is allowed.
● DMB: A general purpose fuel which may contain trace amounts of residual fuel and is
intended for engines not specifically designed to burn residual fuels. It is generally
designated MDO (Marine Diesel Oil) in the marine field.
● DFB: A similar quality distillate fuel compared to DMB category fuels but a presence of
max. 7,0% v/v of Fatty acid methyl ester (FAME) is allowed.
For maximum fuel temperature before the engine, see the Technical Data or section "Fuel
condition requirements" in Installation Manual.

Table 6-2 Light fuel oils

Category ISO-F Test meth-

Characteristics Unit Limit od(s) and ref-
DMX DMA DFA DMZ DFZ DMB DFB erences
Max 5,500 6,000 6,000 11,00
Kinematic viscosity at 40 °C mm2/s a) 1,400 ISO 3104
Min i) 2,000 3,000 2,000

ISO 3675 or
Density at 15 °C kg/m³ Max - 890,0 890,0 900,0
ISO 12185
Cetane index j) Min 45 40 40 35 ISO 4264
ISO 8754 or
Sulphur b, k) % m/m Max 1,00 1,00 1,00 1,50 ISO 14596,
ASTM D4294
Flash point °C Min 43,0 l) 60,0 60,0 60,0 ISO 2719

Hydrogen sulfide mg/kg Max 2,00 2,00 2,00 2,00 IP 570

mg
Acid number Max 0,5 0,5 0,5 0,5 ASTM D664
KOH/g
Total sediment by hot filtration % m/m Max - - - 0,10 c) ISO 10307-1

Oxidation stability g/m³ Max 25 25 25 25 d) ISO 12205

Fatty acid methyl ester (FAME) ASTM D7963
e) % v/v Max - - 7,0 - 7,0 - 7,0
or IP 579

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Wärtsilä 46DF Product Guide 6. Fuel System

Category ISO-F Test meth-

Characteristics Unit Limit od(s) and ref-
DMX DMA DFA DMZ DFZ DMB DFB erences
Carbon residue – Micro meth-
od % m/m Max 0,30 0,30 0,30 - ISO 10370
On 10% distillation residue
Carbon residue – Micro meth-
% m/m Max - - - 0,30 ISO 10370
od
winter -16 Report Report -
Cloud point f) °C Max ISO 3015
summer -16 - - -

Cold filter plugging winter - Report Report - IP 309 or IP

°C Max
point f) summer - - - - 612

winter - -6 -6 0
Pour point f) °C Max ISO 3016
summer - 0 0 6

Appearance Clear and bright g) c) -

ISO 3733,
Water % v/v Max - - - 0,30 c) ASTM D6304-
C m)

Ash % m/m Max 0,010 0,010 0,010 0,010 ISO 6245

Lubricity, corr. wear scar
µm Max 520 520 520 520 d) ISO 12156-1
diam. h)

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6. Fuel System Wärtsilä 46DF Product Guide

NOTE
a) 1 mm²/s = 1 cSt.
b) Notwithstanding the limits given, the purchaser shall define the maximum sulphur
content in accordance with relevant statutory limitations.
c) If the sample is not clear and bright, the total sediment by hot filtration and water
tests shall be required.
d) If the sample is not clear and bright, the Oxidation stability and Lubricity tests
cannot be undertaken and therefore, compliance with this limit cannot be shown.
e) See ISO 8217:2017(E) standard for details.
f) Pour point cannot guarantee operability for all ships in all climates. The purchaser
should confirm that the cold flow characteristics (pour point, cloud point, cold filter
clogging point) are suitable for ship’s design and intended voyage.
g) If the sample is dyed and not transparent, see ISO 8217:2017(E) standard for
details related to water analysis limits and test methods.
h) The requirement is applicable to fuels with sulphur content below 500 mg/kg
(0,050 % m/m).

Additional notes not included in the ISO 8217:2017(E) standard:

i) Low min. viscosity of 1,400 mm²/s can prevent the use ISO-F-DMX category
fuels in Wärtsilä® engines unless a fuel can be cooled down enough to meet the
injection viscosity limits stated in the table Kinematic Viscosity before fuel pumps.
j) When operating engine in gas mode, the Cetane Index limits specified for pilot
fuel as per table Pilot Fuel oils have to be fulfilled.
k) There doesn’t exist any minimum sulphur content limit for Wärtsilä® DF engines
and also the use of Ultra Low Sulphur Diesel (ULSD) is allowed provided that the
fuel quality fulfils other specified requirements.
l) Low flash point (min. 43 °C) can prevent the use ISO-F-DMX category fuels in
Wärtsilä® engines in marine applications unless the ship’s fuel system is built
according to special requirements allowing the use or that the fuel supplier is able
to guarantee that flash point of the delivered fuel batch is above 60 °C being a
requirement of SOLAS and classification societies.
m) Alternative test method.

Pilot fuel quality in GAS operation

In order to provide the engine efficiency in GAS operation stated in this document while also
complying to IMO Tier III NOx legislation when running in GAS operation, the pilot fuel shall
fulfil the characteristics specified in table 6-2, except that the following additional requirement
is valid for Cetane Index related to ISO 8217:2017(E) fuel categories DMX, DMA, DFA, DMZ,
DFZ, DMB and DFB.
The optimum engine performance is achieved with fuel fulfilling the requirements in table
below. However, normal operation of the engine is fully possible with a fuel according to the
ISO 8217:2017(E) with a possible impact on the engine efficiency. In case of questions regarding
the engine performance please contact Wärtsilä.

Table 6-3 Pilot fuel oils

Characteristics Unit Limit Test method reference

Cetane index, min. - 40 ISO 4264

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Minimum injection viscosity and temperature limits before pilot and main fuel injection
pumps
The limit values below are valid for distillate fuels categories DMX, DMA, DFA, DMZ, DFZ,
DMB and DFB included in the ISO 8217:2017(E) fuel standard:

Table 6-4 Kinematic viscosity before fuel pumps

Characteristics Unit Limit

Kinematic viscosity before pilot fuel pump, min. mm²/s a) 2

Kinematic viscosity before pilot fuel pump, max. mm²/s a) 11

Kinematic viscosity before standard main fuel mm²/s a) 2

pump, min.
Kinematic viscosity before standard main fuel mm²/s a) 24
pump, max.

NOTE
a) 1 mm²/s = 1 cSt.

Fuel temperature before pilot fuel pump is allowed to be min. +5 °C and max. +50 °C.

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6. Fuel System Wärtsilä 46DF Product Guide

6.1.2.2 0,10% m/m sulphur fuels for SECA areas

Due to the tightened sulphur emission legislation being valid since 01.01.2015 in the specified
SECA areas many new max. 0,10% m/m sulphur content fuels have entered the market. Some
of these fuels are not pure distillate fuels, but contain new refinery streams, like hydrocracker
bottoms or can also be blends of distillate and residual fuels.
The new 0,10% m/m sulphur fuels are called as Ultra Low Sulphur Fuel Oils (ULSFO) or
sometimes also as “hybrid” fuels, since those can contain properties of both distillate and
residual fuels. In the existing ISO 8217:2017(E) standard the fuels are classed as RMA 10,
RMB 30 or RMD 80, if not fulling the DM grade category requirements, though from their
properties point of view this is generally not an optimum approach. These fuels can be used,
but special attention shall be paid to optimum operating conditions. See also Services
Instruction WS02Q312.
RMA 10, RMB 30 and RMD 80 category fuels are accepted only when operating the engine
in back-up or diesel mode. Use of these fuel qualities as a pilot fuel in gas mode is not allowed,
but a fuel quality fulfilling the distillate fuel specification included in chapter Light fuel oil
operation (distillate) has to be used.

Test method refer-

Characteristics Unit RMA 10 RMB 30 RMD 80
ence
Kinematic viscosity bef. injection pumps
c) mm2/s a) 6,0 - 24 6,0 - 24 6,0 - 24 -

Kinematic viscosity at 50 °C, max. mm2/s a) 10,00 30,00 80,00 ISO 3104
ISO 3675 or ISO
Density at 15 °C, max. kg/m3 920,0 960,0 975,0
12185
CCAI, max. e) - 850 860 860 ISO 8217, Annex F
ISO 8574 or ISO
Sulphur, max.b) % m/m 0,10 0,10 0,10
14596
Flash point, min. °C 60,0 60,0 60,0 ISO 2719

Hydrogen sulfide, max. mg/kg 2,00 2,00 2,00 IP 570

mg
Acid number, max. 2,5 2,5 2,5 ASTM D664
KOH/g
Total sediment aged, max. % m/m 0,10 0,10 0,10 ISO 10307-2

Carbon residue, micro method, max. % m/m 2,50 10,00 14,00 ISO 10370

Asphaltenes, max. c) % m/m 1,5 6,0 8,0 ASTM D3279

Pour point (upper), max., winter quality
d) °C 0 0 30 ISO 3016

Pour point (upper), max., summer quality

d) °C 6 6 30 ISO 3016

ISO 3733 or
Water max. % v/v 0,30 0,50 0,50
ASTM D6304-C c)
ISO 3733 or
Water bef. engine, max. c) % v/v 0,30 0,30 0,30
ASTM D6304-C c)
ISO 6245 or
Ash, max. % m/m 0,040 0,070 0,070
LP1001 c, h)
IP 501, IP 470 or
Vanadium, max. f) mg/kg 50 150 150
ISO 14597
Sodium, max. f) mg/kg 50 100 100 IP 501 or IP 470

Sodium bef. engine, max. c, f) mg/kg 30 30 30 IP 501 or IP 470

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Wärtsilä 46DF Product Guide 6. Fuel System

Test method refer-

Characteristics Unit RMA 10 RMB 30 RMD 80
ence
IP 501, IP 470 or
Aluminium + Silicon, max. mg/kg 25 40 40
ISO 10478
IP 501, IP 470 or
Aluminium + Silicon bef. engine, max.c) mg/kg 15 15 15
ISO 10478
Used lubricating oil: g)
- Calcium, max. mg/kg 30 30 30 IP 501 or IP 470
- Zinc, max. mg/kg 15 15 15 IP 501 or IP 470
- Phosphorus, max. mg/kg 15 15 15 IP 501 or IP 500

NOTE
a) 1 mm²/s = 1 cSt.
b) The purchaser shall define the maximum sulphur content in accordance with
relevant statutory limitations.
c) Additional properties specified by the engine manufacturer, which are not
included in the ISO 8217:2017(E) standard.
d) Purchasers shall ensure that this pour point is suitable for the equipment on
board / at the plant, especially if the ship operates / plant is located in cold climates.
e) Straight run residues show CCAI values in the 770 to 840 range and are very
good ignitors. Cracked residues delivered as bunkers may range from 840 to – in
exceptional cases – above 900. Most bunkers remain in the max. 850 to 870 range
at the moment. CCAI value cannot always be considered as an accurate tool to
determine fuels’ ignition properties, especially concerning fuels originating from
modern and more complex refinery processes.
f) Sodium contributes to hot corrosion on exhaust valves when combined with
high sulphur and vanadium contents. Sodium also strongly contributes to fouling
of the exhaust gas turbine blading at high loads. The aggressiveness of the fuel
depends on its proportions of sodium and vanadium, but also on the total amount
of ash. Hot corrosion and deposit formation are, however, also influenced by other
ash constituents. It is therefore difficult to set strict limits based only on the sodium
and vanadium content of the fuel. Also a fuel with lower sodium and vanadium
contents than specified above, can cause hot corrosion on engine components.
g) The fuel shall be free from used lubricating oil (ULO). A fuel shall be considered
to contain ULO when either one of the following conditions is met:
● Calcium > 30 mg/kg and zinc > 15 mg/kg OR
● Calcium > 30 mg/kg and phosphorus > 15 mg/kg
h) Ashing temperatures can vary when different test methods are used having an
influence on the test result.

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6. Fuel System Wärtsilä 46DF Product Guide

6.1.2.3 Heavy fuel oil operation (residual)

The fuel specification “HFO 2” is based on the ISO 8217:2017(E) standard and covers the fuel
categories ISO-F-RMA 10 – RMK 700. Additionally, the engine manufacturer has specified
the fuel specification “HFO 1”. This tighter specification is an alternative and by using a fuel
fulfilling this specification, longer overhaul intervals of specific engine components are
guaranteed (See the Engine Manual of a specific engine type).
HFO is accepted only for back-up fuel system. Use of HFO as pilot fuel is not allowed, but a
fuel quality fulfilling the MDF specification included in section Light fuel oil operation (distillate)
has to be used.

Table 6-5 Heavy fuel oils

Limit Limit
Characteristics Unit Test method reference
HFO 1 HFO 2
Kinematic viscosity before main injection
mm2/s b) 20 ± 4 20 ± 4 -
pumps d)
Kinematic viscosity at 50 °C, max. mm2/s b) 700,0 700,0 ISO 3104
Density at 15 °C, max. 991,0 / 991,0 /
kg/m3 ISO 3675 or ISO 12185
1010,0 a) 1010,0 a)
CCAI, max. f) - 850 870 ISO 8217
Sulphur, max. c, g) Statutory require-
% m/m ments, but max. ISO 8754 or ISO 14596
4,50 % m/m
Flash point, min. °C 60,0 60,0 ISO 2719
Hydrogen sulfide, max. mg/kg 2,00 2,00 IP 570
Acid number, max. mg KOH/g 2,5 2,5 ASTM D664
Total sediment aged, max. % m/m 0,10 0,10 ISO 10307-2
Carbon residue, micro method, max. % m/m 15,00 20,00 ISO 10370
Asphaltenes, max. d) % m/m 8,0 14,0 ASTM D3279
Pour point (upper), max. e) °C 30 30 ISO 3016
Water, max. ISO 3733 or ASTM
% V/V 0,50 0,50
D6304-C d)
Water before engine, max. d) ISO 3733 or ASTM
% V/V 0,30 0,30
D6304-C d)
Ash, max. % m/m 0,050 0,150 ISO 6245 or LP1001 d, i)

Vanadium, max. g) IP 501, IP 470 or ISO

mg/kg 100 450
14597
Sodium, max. g) mg/kg 50 100 IP 501 or IP 470
Sodium before engine, max. d, g) mg/kg 30 30 IP 501 or IP 470
Aluminium + Silicon, max. IP 501, IP 470 or ISO
mg/kg 30 60
10478
Aluminium + Silicon before engine, max. IP 501, IP 470 or ISO
d) mg/kg 15 15
10478
- Calcium, max. h) mg/kg 30 30 IP 501 or IP 470
- Zinc, max. h) mg/kg 15 15 IP 501 or IP 470
- Phosphorus, max. h) mg/kg 15 15 IP 501 or IP 500

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Wärtsilä 46DF Product Guide 6. Fuel System

NOTE
a) Max. 1010 kg/m³ at 15 °C, provided the fuel treatment system can reduce water
and solids (sediment, sodium, aluminium, silicon) before engine to the specified
levels.
b) 1 mm²/s = 1 cSt.
c) The purchaser shall define the maximum sulphur content in accordance with
relevant statutory limitations.
d) Additional properties specified by the engine manufacturer, which are not
included in the ISO 8217:2017(E) standard.
e) Purchasers shall ensure that this pour point is suitable for the equipment on
board / at the plant, especially if the ship operates / plant is located in cold climates.
f) Straight run residues show CCAI values in the 770 to 840 range and are very
good ignitors. Cracked residues delivered as bunkers may range from 840 to – in
exceptional cases – above 900. Most bunkers remain in the max. 850 to 870 range
at the moment. CCAI value cannot always be considered as an accurate tool to
determine fuels’ ignition properties, especially concerning fuels originating from
modern and more complex refinery processes.
g) Sodium contributes to hot corrosion on exhaust valves when combined with
high sulphur and vanadium contents. Sodium also strongly contributes to fouling
of the exhaust gas turbine blading at high loads. The aggressiveness of the fuel
depends on its proportions of sodium and vanadium, but also on the total amount
of ash. Hot corrosion and deposit formation are, however, also influenced by other
ash constituents. It is therefore difficult to set strict limits based only on the sodium
and vanadium content of the fuel. Also a fuel with lower sodium and vanadium
contents than specified above, can cause hot corrosion on engine components.
h) The fuel shall be free from used lubricating oil (ULO). A fuel shall be considered
to contain ULO when either one of the following conditions is met:
● Calcium > 30 mg/kg and zinc > 15 mg/kg OR
● Calcium > 30 mg/kg and phosphorus > 15 mg/kg
i) The ashing temperatures can vary when different test methods are used having
an influence on the test result.

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6. Fuel System Wärtsilä 46DF Product Guide

6.2 Operating principles

Wärtsilä 46DF engines are usually installed for dual fuel operation meaning the engine can be
run either in gas or diesel operating mode. The operating mode can be changed while the
engine is running, within certain limits, without interruption of power generation. If the gas
supply would fail, the engine will automatically transfer to diesel mode operation (MDF).

6.2.1 Gas mode operation

In gas operating mode the main fuel is natural gas which is injected into the engine at a low
pressure. The gas is ignited by injecting a small amount of pilot diesel fuel (MDF). Gas and
pilot fuel injection are solenoid operated and electronically controlled common rail systems.
Instant transfer from any load is possible to Diesel Mode and Back-up Mode. In case of failure
in pilot fuel system, engine safety system will change operating mode instantly to Back-up
Mode

6.2.2 Diesel mode operation

In diesel operating mode the engine operates only on liquid fuel oil. MDF or HFO is used as
fuel with a conventional fuel injection system. The MDF pilot injection is always active.
Transfer to Gas Mode is possible under 80% engine load. In case of failure in pilot fuel system,
engine safety system will change operating mode instantly to Back-up Mode.

6.2.3 Backup mode operation

The engine control and safety system or the blackout detection system can in some situations
transfer the engine to backup mode operation. In this mode the MDF pilot injection system is
not active and operation longer than 30 minutes (with HFO) or 10 hours (with MDF) may cause
clogging of the pilot fuel injection nozzles.
Transfer to Gas or to Diesel Mode is not possible. If transfer from Backup mode to Diesel or
to Gas mode is desired, the engine must be stopped in order to allow engine to perform pilot
system diagnostic check, which is performed as a part of engine start sequence.

Fig 6-1 Transfer Gas/Diesel

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6.3 Fuel gas system

6.3.1 Internal fuel gas system
On the engine, the gas is supplied through common main gas pipes, double wall, running
along the engine, continuing with individual feed pipes to each main gas admission valve
located on the cylinder head. At the gas outlet end there is a gas vent system including the
MCC de-gassing valve (formerly called “venting valve”) which releases the gas pressure.
The gas pressure is controlled on the external Gas Valve Unit (GVU), by the engine control
system based on the engine load. The gas goes through the gas manifold which feeds the
main Gas Admission Valves. The gas is mixed with the intake air immediately upstream of the
inlet valve in the cylinder head. Combustion is initiated by a small amount of pilot fuel oil
injected into the cylinder (pilot fuel), through the smaller nozzle of the injection valve.
A safety filter is placed before every gas admission valve, preventing particles from entering
the valve, with a filtration degree of 80 microns nominal.
Double-wall pipes are used. The gas flows to the cylinders through inner pipes, and the annular
space between the walls is ventilated.
Venting of internal of gas pipes let residual gas fuel dissipate at engine stop, at tripping from
gas to diesel, and in some other situations. The on-engine MCC De-gassing valve releases
the gas pressure from the on-engine pipe and from the external branch between engine and
external GVU gas pressure control valve, to a safe external place. Its other function occurs at
gas mode activation: it shortly opens to let the gas fill the gas pipes.
Ventilation of annular space between the walls is made artificially by underpressure with
flushing air. External ventilation fans installed close to GVU unit brings directly any gas leakage
occurred into the annular space to the gas detectors. Gas detectors sense abnormal presence
of gas particles leaked in the intermediate wall of the pipe, and are installed close to the
external ventilation fans, one per each GVU.
Gas detectors sense abnormal presence of gas particles leaked in the intermediate wall of
the pipe, and are installed close to the external ventilation fans, one per each GVU.
Gas detectors have to be installed in engine room, above engine, to detect gas leakage, due
to a classification societies requirement.
Gas detectors sense abnormal presence of gas particles leaked in the intermediate wall of
the pipe, and are installed close to the external ventilation fans, one per each GVU.
Gas detectors have to be installed in engine room, above engine, to detect gas leakage, due
to a classification societies requirement.

Fig 6-2 Internal fuel gas system, in-line engines (DAAF447413)

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6. Fuel System Wärtsilä 46DF Product Guide

System components:

01 Safety filter 03 Cylinder 05 Sniffer probe connection

02 Gas admission valve 04 MCC de-gassing valve

Pipe connections:

108 Gas inlet

708 Gas system ventilation

726 Air inlet to double wall gas system

Sensors and indicators:

SE614A...SE60#4A Knock, cyl A01...A0# PT901 Main gas pressure

PT5011A...PT50#4A Cylinder pressure, cyl GS9470-1 MCC, de-gassing valve 1 position,

A01...A0# open
CV9011A...CV90#1A Main gas valve control, cyl GS947C-1 MCC, de-gassing valve 1 position,
A01...A0# closed
CV947 MCC, de-gassing valve
control

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Fig 6-3 Internal fuel gas system,V-engines (DAAF381078A)

Sensors and indicators:

SE6014A...SE60#4A Knock, cyl A01...A0# PT901 Main gas pressure

SE6014B...SE60#4B Knock, cyl B01...B0# CV947 A/B MCC, de-gassing valve control A/B
bank
PT5011A...PT50#4A Cylinder pressure, cyl GS9470-1 MCC, de-gassing valve 1 position,
A01...A0# open
PT5011B...PT50#4B Cylinder pressure, cyl GS947C-1 MCC, de-gassing valve 1 position,
B01...B0# closed
CV9011A...CV90#1A Main gas valve control, cyl GS9470-2 MCC, de-gassing valve 2 position,
A01...A0# open
CV9011B...CV90#1B Main gas valve control, cyl GS947C-2 MCC, de-gassing valve 2 position,
B01...B0# closed

System components

01 Safety filter 04 MCC de-gassing valve

02 Gas admission valve 05 Sniffer probe connection

03 Cylinder

Pipe connections

108 Gas inlet

708A/B Gas system ventilation

726A/B Air inlet to double wall gas system

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6. Fuel System Wärtsilä 46DF Product Guide

6.3.1.1 Injection Equipment

For gas operation:
When running in gas mode the main components are the gas admission valves and the smaller
needle in the dual fuel injection valve.
Gas admission valve
The gas admission valves are working as the engine speed regulator and are controlling the
amount of gas fed to each cylinder of the engine. The valve is located on the cylinder head
and the gas is fed into the inlet channel of the cylinder head. The main gas valve is a direct
actuated solenoid valve. The engine automation system (UNIC) adjusts the amount of gas fed
to individual cylinders.
On-engine MCC de-gassing valve (formerly called “venting valve”)
The Main Combustion Chamber line de-gassing valve (MCC) is one of the venting valves of
gas system. Other venting valves are placed in the external gas system. MCC de-gassing
valve is on-engine, at end of gas manifold. Line engines have internally one MCC de-gassing
valve. Vee engines have internally two of them, one per bank. An MCC de-gassing valve
releases the gas pressure when changing from gas mode to diesel mode, or backup mode,
or at engine stopping in gas mode. It acts shortly also at gas mode initiation. It acts also at
automation purging.
When operating the engine in gas mode, the gas is injected through gas admission valves into
the inlet channel of each cylinder. The gas is mixed with the combustion air immediately
upstream of the inlet valve in the cylinder head. Since the gas valve is timed independently of
the inlet valve, scavenging of the cylinder is possible without risk that unburned gas is escaping
directly from the inlet to the exhaust.

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6.3.2 External fuel gas system

Before the gas is supplied to the engine, it passes a Gas Valve Unit (GVU).
The Gas Valve Unit (GVU) supplies filtered gas at proper pressure to the engine, and contains
safety functions, and has several block & bleed valves. The unit includes a manual shut-off
valve, inerting connection, filter, fuel gas pressure control valve, shut-off valves, venting valves,
pressure transmitters/gauges, a gas temperature transmitter and control cabinets.
The off-engine venting valves vent or purge the gas pipes inner section that are inside and
before GVU. They can remain closed at engine venting (MCC de-gassing valve open), or act
in coordination with the MCC de-gassing valve, according to need. Off-engine venting valves
for inner gas pipes acts also at purging. The off-engine venting valves that are for annular
space are for ventilation. No corresponding valve is on-engine. The gas supply system on
engine is equipped with double wall gas pipes. A Gas Valve Unit (GVU) is required for each
engine and has to be located as close the engine as possible.

Fig 6-4 Gas supply system with the Gas Valve Unit (GVU) and the main components

6.3.2.1 Requirements on the external gas system equipment

The design of the external gas system may vary from installation to installation but every
system shall be designed to provide the engine with gas of correct flow, pressure and according
to fuel specification in the Product Guide.
Design, manufacturing and installation of pipes and other equipment has to fulfil all local
authority requirements.
Piping material before the engine and after the external gas filter has to be in stainless steel.
The gas connections to/from engine have to be flexible. No external loads on the engine gas
inlet/outlet connections are allowed.
The pipe diameter of the outlet gas ventilation connection on the engine is DN50. The external
ventilation pipe is recommended to be one size larger in order not to influence negatively on
the programmed engine gas venting sequences.

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6. Fuel System Wärtsilä 46DF Product Guide

Fig 6-5 External fuel gas system GVU with enclouse (DAAF366889)

System components Pipe connections

03 Gas detector 108 Gas inlet

04 Gas double wall system ventilation fan 708 Safety ventilation

10N05 Gas valve unit 726 Air inlet to double wall gas system

10H01 Flexible pipe connections for DF engines

Fig 6-6 External fuel gas system GVU without enclouse with cabinet (DAAF366890)

System components Pipe connections

03 Gas detector 108 Gas inlet

04 Gas double wall system ventilation fan 708 Safety ventilation

10N05 Gas valve unit 726 Air inlet to double wall gas system

10H01 Flexible pipe connections for DF engines

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Wärtsilä 46DF Product Guide 6. Fuel System

Fig 6-7 External fuel gas system GVU without enclouse without cabinet (DAAF366891)

System components Pipe connections

03 Gas detector 108 Gas inlet

04 Gas double wall system ventilation fan 708 Safety ventilation

10N05 Gas valve unit 726 Air inlet to double wall gas system

10H01 Flexible pipe connections for DF engines

DBAD209883 6-17
6. Fuel System Wärtsilä 46DF Product Guide

The fuel gas can typically be contained as CNG, LNG at atmospheric pressure, or pressurized
LNG. The design of the external fuel gas feed system may vary, but every system should
provide natural gas with the correct temperature and pressure to each engine.

6.3.2.2 Double wall gas piping and the ventilation of the piping
The annular space in double wall piping is ventilated artificially by underpressure created by
ventilation fans. The first ventilation air inlet to the annular space is located at the engine. The
ventilation air is recommended to be taken from a location outside the engine room, through
dedicated piping. The second ventilation air inlet is located at the outside of the tank connection
space at the end of the double wall piping. To balance the air intake of the two air intakes a
flow restrictor is required at the air inlet close to the tank connection space. The ventilation
air is taken from both inlets and lead through the annular space of the double wall pipe to the
GVU room or to the enclosure of the gas valve unit. From the enclosure of the gas valve unit
a dedicated ventilation pipe is connected to the ventilation fans and from the fans the pipe
continues to the safe area. The 1,5 meter hazardous area will be formed at the ventilation air
inlet and outlet and is to be taken in consideration when the ventilation piping is designed.
According to classification societies minimum ventilation capacity has to be at least 30 air
changes per hour. With enclosed GVU this 30 air changes per hour normally correspond to
-20 mbar inside the GVU enclosure according to experience from existing installations. However,
in some cases required pressure in the ventilation might be slightly higher than -20 mbar and
can be accepted based on case analysis and measurements.

Fig 6-8 Example arrangement drawing of ventilation in double wall piping system
with enclosed GVUs (DBAC588146)

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6.3.2.3 Gas valve unit (10N05)

Before the gas is supplied to the engine it passes through a Gas Valve Unit (GVU). The GVU
include a gas pressure control valve and a series of block and bleed valves to ensure reliable
and safe operation on gas.
The unit includes a manual shut-off valve, inerting connection, filter, fuel gas pressure control
valve, shut-off valves, ventilating valves, pressure transmitters/gauges, a gas temperature
transmitter and control cabinets.
The filter is a full flow unit preventing impurities from entering the engine fuel gas system. The
fineness of the filter is 5 μm absolute mesh size. The pressure drop over the filter is monitored
and an alarm is activated when pressure drop is above permitted value due to dirty filter.
The fuel gas pressure control valve adjusts the gas feed pressure to the engine according to
engine load. The pressure control valve is controlled by the engine control system. The system
is designed to get the correct fuel gas pressure to the engine common rail pipe at all times.
Readings from sensors on the GVU as well as opening and closing of valves on the gas valve
unit are electronically or electro-pneumatically controlled by the GVU control system. All
readings from sensors and valve statuses can be read from Local Display Unit (LDU). The LDU
is mounted on control cabinet of the GVU.
The two shut-off valves together with gas ventilating valve (between the shut-off valves) form
a double-block-and-bleed function. The block valves in the double-block-and-bleed function
effectively close off gas supply to the engine on request. The solenoid operated venting valve
in the double-block-and-bleed function will relief the pressure trapped between the block
valves after closing of the block valves. The block valves V03 and V05 and inert gas valve V07
are operated as fail-to-close, i.e. they will close on current failure. Venting valves V02 and V04
are fail-to-open, they will open on current failure. There is a connection for inerting the fuel
gas pipe with nitrogen, see figure "Gas valve unit P&I diagram". The inerting of the fuel gas
pipe before double block and bleed valves in the GVU is done from gas storage system. Gas
is blown downstream the fuel gas pipe and out via vent valve V02 on the GVU when inerting
from gas storage system.
During a stop sequence of DF-engine gas operation (i.e. upon gas trip, pilot trip, stop,
emergency stop or shutdown in gas operating mode, or transfer to diesel operating mode)
the GVU performs a gas shut-off and ventilation sequence. Both block valves (V03 and V05)
on the gas valve unit are closed and ventilation valve V04 between block valves is opened.
Additionally on emergency stop ventilation valve V02 will open and on certain alarm situations
the V07 will inert the gas pipe between GVU and the engine.
The gas valve unit will perform a leak test procedure before engine starts operating on gas.
This is a safety precaution to ensure the tightness of valves and the proper function of
components.
One GVU is required for each engine. The GVU has to be located close to the engine to ensure
engine response to transient conditions. The maximum length of fuel gas pipe between the
GVU and the engine gas inlet is 10 m.
On some specific GVU, it can be more meters, depending on GVU model and volume in pipe
diameter.
Inert gas and compressed air are to be dry and clean. Inert gas pressure max 0.9 MPa (9 bar).
The requirements for compressed air quality are presented in chapter "Compressed air system".

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Fig 6-9 Gas valve unit P&I diagram (DAAF051037D)

Unit components:

B01 Gas filter V03 First block valve V08 Shut off valve

B02 Control air filter V04 Vent valve V09 Shut off valve

B03 Inert gas filter V05 Second block valve V10 Pressure regulator

V01 Manual shut off valve V06 Gas control valve CV- Solenoid valve
V0#

V02 Vent valve V07 Inerting valve FT01 Mass flow meter

V11 Non return valve

Sensors and indicators

PT01 Pressure transmitter, gas inlet PT04 Pressure transmitter, gas outlet PDT07 Pressure difference transmitter

PI02 Pressure manometer, gas inlet PT05 Pressure transmitter, inert gas FT01 Mass flow meter

PT03 Pressure transmitter PT06 Pressure transmitter, control air TE01 Temperature sensor, gas inlet

Pipe connections

A1 [5 - 10bar (g)] B2 [max 10 bar(g)] D2 Air venting

B1 Gas to engine D1 Gas venting X1 Control air [6-8 bar(g)]

Pipe size

Pos DN50 GVU DN80 GVU DN100 GVU Pos DN50 GVU DN80 GVU DN100 GVU

P1 DN50 DN80 DN100 P6 DN100 DN125 DN150

P2 DN40 DN80 DN100 P7 DN50 DN80 DN100

P3 DN40 DN50 DN80 P8 OD18 OD28 OD42

P4 DN40 DN50 DN80 P9 OD22 OD28 OD28

P5 DN65 DN80 DN100 P10 10mm 10mm 10mm

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Wärtsilä 46DF Product Guide 6. Fuel System

6.3.2.4 Master fuel gas valve

For LNG carriers, IMO IGC code requires a master gas fuel valve to be installed in the fuel gas
feed system. At least one master gas fuel valve is required, but it is recommended to apply
one valve for each engine compartment using fuel gas to enable independent operation.
It is always recommended to have one main shut-off valve directly outside the engine room
and valve room in any kind of installation.

6.3.2.5 Fuel gas venting

In certain situations during normal operation of a DF-engine, as well as due to possible faults,
there is a need to safely ventilate the fuel gas piping. During a stop sequence of a DF-engine
gas operation the GVU and DF-engine gas venting valves performs a ventilation sequence to
relieve pressure from gas piping. Additionally in emergency stop V02 will relief pressure from
gas piping upstream from the GVU.
This small amount of gas can be ventilated outside into the atmosphere, to a place where
there are no sources of ignition.
Alternatively to ventilating outside into the atmosphere, other means of disposal (e.g. a suitable
furnace) can also be considered. However, this kind of arrangement has to be accepted by
classification society on a case by case basis.

NOTE
All breathing and ventilation pipes that may contain fuel gas must always be built
sloping upwards, so that there is no possibility of fuel gas accumulating inside the
piping.

In case the DF-engine is stopped in gas operating mode, the ventilation valves will open
automatically and quickly reduce the gas pipe pressure to atmospheric pressure.
The pressure drop in the venting lines are to be kept at a minimum.
To prevent gas ventilation to another engine during maintenance vent lines from gas supply
or GVU of different engines cannot be interconnected. However, vent lines from the same
engine can be interconnected to a common header, which shall be lead to the atmosphere.
Connecting the engine or GVU venting lines to the LNGPac venting mast is not allowed, due
to risk for backflow of gas into the engine room when LNGPac gas is vented!

6.3.2.6 Purging by inert gas

Before beginning maintenance work, the fuel gas piping system has to be de-pressurized and
inerted with an inert gas. If maintenance work is done after the GVU and the enclosure of the
GVU hasn’t been opened, it is enough to inert the fuel gas pipe between the GVU and engine
by triggering the starting sequence from the GVU control cabinet.
If maintenance work is done on the GVU and the enclosure of the GVU need to be opened,
the fuel gas pipes before and after the GVU need to be inerted. Downstream from the GVU
including the engine built gas piping, inerting is performed by triggering the inerting sequence
from the GVU control cabinet. Regarding the engine crankcase inerting, a separate inert gas
connection exist located on the engine. Upstream from the GVU
double-block-and-bleed-valves, the inerting is performed from the gas storage system by
feeding inert gas downstream the fuel gas pipe and out from the GVU gas ventilation pipe.
In addition to maintenance, during certain alarm and emergency situations (e.g. annular space
ventilation failure and/or gas leak detection), the fuel gas piping is to be flushed with inert gas.
The following guidelines apply for flushing the engine crankcase with inert gas:
1 Max filling flow: 200l/min/cylinder
2 A sniffer is recommended to be installed in the crankcase breather pipe in
order to indicate when the crankcase have been flushed from toxic gases.

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3 Crankcase size: 2.30 m3/crank (inline) & 4.12 m3/crank (v-engine)

6.3.2.7 Gas feed pressure

● The pressure losses in the gas feed system to engine has to be added to get the required
gas pressure.
● A pressure drop of 120 kPa over the GVU is a typical value that can be used as guidance.
● The required gas pressure to the engine depends on the engine load. This is regulated by
the GVU.

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6.4 Fuel oil system

6.4.1 Internal fuel oil system

Fig 6-10 Internal fuel oil system, in-line engines (DAAF447414)

System components:

01 Injection pump 06 Pilot fuel safety valve 12 Pulse damper

02 Inj. valve with pilot solenoid and nozzle 07 Fuel leakage collector 13 Adjustable valve

03 Pressure control valve 08 Flywheel 14 Pilot fuel filter (duplex)

04 Pilot fuel filter 09 Turning device 15 Camshaft

05 Pilot fuel pump 10 Fuel and timing rack

Sensors and indicators:

GS171 Stop lever in stop position LS108A FO leakage dirty fuel DE

GS792 Turning gear engaged PT125 Pilot fuel press. pump outlet

PT101 Fuel oil press. engine inlet PDS129 Pilot fuel filter pressure difference

TE101 Fuel oil temp. engine inlet ST196P/ST173 Engine speed primary

PT112 Pilot fuel press. inlet ST196P/ST174 Engine speed secondary

TE112 Pilot fuel temp. inlet ST197P Engine phase primary

LS103A FO leakage clean primary ST197S Engine phase secondary

LS106A FO leakage clean secondary

Pipe connections

101 Fuel inlet 104F Leak fuel drain, dirty fuel FE 117 Pilot fuel outlet

102 Fuel outlet 104D Leak fuel drain, dirty fuel DE

103D Leak fuel drain, clean fuel DE 112 Pilot fuel inlet

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Fig 6-11 Internal fuel oil system, V-engines (DAAF381079A)

System components:

01 Injection pump 08 Flywheel

02 Injection valve with pilot solenoid and nozzle 09 Turning device

03 Pressure control valve 10 Fuel and timing rack

04 Pilot fuel filter 12 Pulse damper

05 Pilot fuel pump 13 Adjustable valve

06 Pilot fuel safety valve 14 Pilot fuel filter (duplex)

07 Fuel leakage collector 15 Camshaft

Pipe connections

101 Fuel inlet A/B bank 104AD Leak fuel drain, dirty fuel A-bank DE
A/B
102 Fuel outlet A/B -bank 104BF Leak fuel drain, dirty fuel B-bank FE
A/B
103AD Leak fuel drain, clean fuel A-bank DE 104BD Leak fuel drain, dirty fuel B-bank DE

103BD Leak fuel drain, clean fuel B-bank DE 112 Pilot fuel inlet

104AF Leak fuel drain, dirty fuel A-bank FE 117 Pilot fuel outlet

Sensors and indicators:

GS171 Stop lever in stop position LS108A/B FO leakage dirty fuel DE A/B bank

GS792 Turning gear engaged PT125 Pilot fuel press. pump outlet

PT101A/B Fuel oil press. engine inlet A/B bank PDS129 Pilot fuel filter pressure difference

TE101A/B Fuel oil temp. engine inlet A/B bank ST196P/ST173 Engine speed primary

PT112 Pilot fuel press. inlet ST196P/ST174 Engine speed secondary

TE112 Pilot fuel temp. inlet ST197P Engine phase primary

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Sensors and indicators:

LS103A/B FO leakage clean primary A/B bank ST197S Engine phase secondary

LS106A/B FO leakage clean secondary A/B bank

Electrical instruments:

GT178 Timing rack position (in actuator)

CV161 Fuel rack control

CV178 Timing rack control

CV124 Pilot fuel pressure control

CV1013A...CV10#3A Pilot injection valve, cyl A01...A0#

CV1013B...CV10#3B Pilot injection valve, cyl B01...B0#

M792 Electric motor

Main fuel oil can be Marine Diesel Fuel (MDF) or Heavy Fuel Oil (HFO). Pilot fuel oil is always
MDF and the pilot fuel system is in operation in both gas and diesel mode operation.
A pressure control valve in the main fuel oil return line on the engine maintains desired pressure
before the high pressure pump.

6.4.1.1 Leak fuel system

Main clean leak fuel from the injection valves and the injection pumps is collected on the
engine and drained by gravity through a clean leak fuel connection (103).
Pilot fuel max outlet pressure: See technical data
The clean leak fuel can be re-used without separation treatment whenever LFO and HFO
doesn’t mix together.

6.4.2 External fuel oil system

External pilot fuel circuit shall be separated from main fuel circuit, if using HFO as main fuel.
The design of the external fuel system may vary from ship to ship, but every system should
provide well cleaned fuel of correct viscosity and pressure to each engine. Temperature control
is required to maintain stable and correct viscosity of the fuel before the injection pumps (see
Technical data). Sufficient circulation through every engine connected to the same circuit must
be ensured in all operating conditions.
The fuel treatment system should comprise at least one settling tank and two separators.
Correct dimensioning of HFO separators is of greatest importance, and therefore the
recommendations of the separator manufacturer must be closely followed. Poorly centrifuged
fuel is harmful to the engine and a high content of water may also damage the fuel feed system.
Injection pumps generate pressure pulses into the fuel feed and return piping.
The fuel pipes between the feed unit and the engine must be properly clamped to rigid
structures. The distance between the fixing points should be at close distance next to the
engine. See chapter Piping design, treatment and installation.
A connection for compressed air should be provided before the engine, together with a drain
from the fuel return line to the clean leakage fuel or overflow tank. With this arrangement it is
possible to blow out fuel from the engine prior to maintenance work, to avoid spilling.

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NOTE
In multiple engine installations, where several engines are connected to the same
fuel feed circuit, it must be possible to close the fuel supply and return lines
connected to the engine individually. This is a SOLAS requirement. It is further
stipulated that the means of isolation shall not affect the operation of the other
engines, and it shall be possible to close the fuel lines from a position that is not
rendered inaccessible due to fire on any of the engines.

6.4.2.1 Definitions Filtration term used

● mesh size: opening of the mesh (surface filtration), and often used as commercial name
at purchase. Only approximately related to Efficiency and Beta-value. Insufficient to compare
two filters from two suppliers. Good to compare two meshes of same filter model from
same supplier. Totally different than micron absolute, that is always much bigger size in
micron.
- e.g. a real example: 30 micron mesh size = approx. 50 micron ß50 = 75
● XX micron, nominal: commercial name of that mesh, at purchase. Not really related to
filtration capability, especially when comparing different suppliers. Typically, a totally
different value than XX micron, absolute.
- e.g. a real example: 10 micron nominal (ε10 = 60%) = approx. 60 micron absolute.
● XX micron, absolute: intended here as ßxx = 75 ISO 16889 (similar to old εxx = 98,7% )
- Beta value ßxx = YY : ISO name with ISO 16889 standardised test method. Weak
repeteability for dust bigger than 25..45 microns.
- Example: ß20 = 75 means “every 75 particles 20 micron ISO dust sent, one passes”.
- Efficiency εxx = YY % : same meaning as Beta-value, but not any ISO standardised test
method, hence sometimes used for particles larger than 25..45 micron.
- Example: ε20 = 98,7% means “every 75 particles 20 micron non-ISO dust sent, one passes,
which is 98,7% stopped.”

6.4.2.2 Fuel heating requirements HFO

Heating is required for:
● Bunker tanks, settling tanks, day tanks
● Pipes (trace heating)
● Separators
● Fuel feeder/booster units
To enable pumping the temperature of bunker tanks must always be maintained 5...10°C
above the pour point, typically at 40...50°C. The heating coils can be designed for a temperature
of 60°C.
The tank heating capacity is determined by the heat loss from the bunker tank and the desired
temperature increase rate.

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Fig 6-12 Fuel oil viscosity-temperature diagram for determining the pre-heating
temperatures of fuel oils (4V92G0071b)

Example 1: A fuel oil with a viscosity of 380 cSt (A) at 50°C (B) or 80 cSt at 80°C (C) must be
pre-heated to 115 - 130°C (D-E) before the fuel injection pumps, to 98°C (F) at the separator
and to minimum 40°C (G) in the bunker tanks. The fuel oil may not be pumpable below 36°C
(H).
To obtain temperatures for intermediate viscosities, draw a line from the known
viscosity/temperature point in parallel to the nearest viscosity/temperature line in the diagram.
Example 2: Known viscosity 60 cSt at 50°C (K). The following can be read along the dotted
line: viscosity at 80°C = 20 cSt, temperature at fuel injection pumps 74 - 87°C, separating
temperature 86°C, minimum bunker tank temperature 28°C.

6.4.2.3 Fuel tanks

The fuel oil is first transferred from the bunker tanks to settling tanks for initial separation of
sludge and water. After centrifuging the fuel oil is transferred to day tanks, from which fuel is
supplied to the engines.

Settling tank, HFO (1T02) and MDF (1T10)

Separate settling tanks for HFO and MDF are recommended.

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To ensure sufficient time for settling (water and sediment separation), the capacity of each
tank should be sufficient for min. 24 hours operation at maximum fuel consumption. The tanks
should be provided with internal baffles to achieve efficient settling and have a sloped bottom
for proper draining. The temperature in HFO settling tanks should be maintained between
50°C and 70°C, which requires heating coils and insulation of the tank. Usually MDF settling
tanks do not need heating or insulation, but the tank temperature should be in the range
20...40°C.

Day tank, HFO (1T03) and MDF (1T06)

Two day tanks for HFO are to be provided, each with a capacity sufficient for at least 8 hours
operation at maximum fuel consumption. A separate tank is to be provided for MDF. The
capacity of the MDF tank should ensure fuel supply for 8 hours. Settling tanks may not be
used instead of day tanks.
The day tank must be designed so that accumulation of sludge near the suction pipe is
prevented and the bottom of the tank should be sloped to ensure efficient draining. HFO day
tanks shall be provided with heating coils and insulation. It is recommended that the viscosity
is kept below 140 cSt in the day tanks. Due to risk of wax formation, fuels with a viscosity
lower than 50 cSt at 50°C must be kept at a temperature higher than the viscosity would
require. Continuous separation is nowadays common practice, which means that the HFO
day tank temperature normally remains above 90°C. The temperature in the MDF day tank
should be in the range 20...40°C. The level of the tank must ensure a positive static pressure
on the suction side of the fuel feed pumps.
If black-out starting with MDF from a gravity tank is foreseen, then the tank must be located
at least 15 m above the engine crankshaft.

Leak fuel tank, clean fuel (1T04)

Clean leak fuel is drained by gravity from the engine. The fuel should be collected in a separate
clean leak fuel tank, from where it can be pumped to the day tank and reused without
separation. The pipes from the engine to the clean leak fuel tank should be arranged continuosly
sloping. The tank and the pipes must be heated and insulated, unless the installation is designed
for operation on MDF only.
In HFO installations the change over valve for leak fuel (1V13) is needed to avoid mixing of
the MDF and HFO clean leak fuel. When operating the engines in gas mode and MDF is
circulating in the system, the clean MDF leak fuel shall be directed to the MDF clean leak fuel
tank. Thereby the MDF can be pumped back to the MDF day tank (1T06).
When switching over from HFO to MDF the valve 1V13 shall direct the fuel to the HFO leak
fuel tank long time enough to ensure that no HFO is entering the MDF clean leak fuel tank.
Refer to section "Fuel feed system - HFO installations" for an example of the external HFO
fuel oil system.
The leak fuel piping should be fully closed to prevent dirt from entering the system.

Leak fuel tank, dirty fuel (1T07)

In normal operation no fuel should leak out from the components of the fuel system. In
connection with maintenance, or due to unforeseen leaks, fuel or water may spill in the hot
box of the engine. The spilled liquids are collected and drained by gravity from the engine
through the dirty fuel connection.
Dirty leak fuel shall be led to a sludge tank. The tank and the pipes must be heated and
insulated, unless the installation is designed for operation exclusively on MDF.

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6.4.2.4 Fuel treatment

Separation
Heavy fuel (residual, and mixtures of residuals and distillates) must be cleaned in an efficient
centrifugal separator before it is transferred to the day tank.
Classification rules require the separator arrangement to be redundant so that required capacity
is maintained with any one unit out of operation.
All recommendations from the separator manufacturer must be closely followed.
Centrifugal disc stack separators are recommended also for installations operating on MDF
only, to remove water and possible contaminants. The capacity of MDF separators should be
sufficient to ensure the fuel supply at maximum fuel consumption. Would a centrifugal separator
be considered too expensive for a MDF installation, then it can be accepted to use coalescing
type filters instead. A coalescing filter is usually installed on the suction side of the circulation
pump in the fuel feed system. The filter must have a low pressure drop to avoid pump cavitation.

Separator mode of operation

The best separation efficiency is achieved when also the stand-by separator is in operation
all the time, and the throughput is reduced according to actual consumption.
Separators with monitoring of cleaned fuel (without gravity disc) operating on a continuous
basis can handle fuels with densities exceeding 991 kg/m3 at 15°C. In this case the main and
stand-by separators should be run in parallel.
When separators with gravity disc are used, then each stand-by separator should be operated
in series with another separator, so that the first separator acts as a purifier and the second
as clarifier. This arrangement can be used for fuels with a density of max. 991 kg/m3 at 15°C.
The separators must be of the same size.

Separation efficiency
The term Certified Flow Rate (CFR) has been introduced to express the performance of
separators according to a common standard. CFR is defined as the flow rate in l/h, 30 minutes
after sludge discharge, at which the separation efficiency of the separator is 85%, when using
defined test oils and test particles. CFR is defined for equivalent fuel oil viscosities of 380 cSt
and 700 cSt at 50°C. More information can be found in the CEN (European Committee for
Standardisation) document CWA 15375:2005 (E).
The separation efficiency is measure of the separator's capability to remove specified test
particles. The separation efficiency is defined as follows:

where:

n = separation efficiency [%]

Cout = number of test particles in cleaned test oil

Cin = number of test particles in test oil before separator

Separator unit (1N02/1N05)

Separators are usually supplied as pre-assembled units designed by the separator
manufacturer.
Typically separator modules are equipped with:
● Suction strainer (1F02)

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● Feed pump (1P02)

● Pre-heater (1E01)
● Sludge tank (1T05)
● Separator (1S01/1S02)
● Sludge pump
● Control cabinets including motor starters and monitoring

Fig 6-13 Fuel transfer and separating system (V76F6626G)

Separator feed pumps (1P02)

Feed pumps should be dimensioned for the actual fuel quality and recommended throughput
of the separator. The pump should be protected by a suction strainer (mesh size about 0.5
mm)
An approved system for control of the fuel feed rate to the separator is required.

Design data: HFO MDF

Design pressure 0.5 MPa (5 bar) 0.5 MPa (5 bar)

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Design temperature 100°C 50°C

Viscosity for dimensioning electric motor 1000 cSt 100 cSt

Separator pre-heater (1E01)

The pre-heater is dimensioned according to the feed pump capacity and a given settling tank
temperature.
The surface temperature in the heater must not be too high in order to avoid cracking of the
fuel. The temperature control must be able to maintain the fuel temperature within ± 2°C.
Recommended fuel temperature after the heater depends on the viscosity, but it is typically
98°C for HFO and 20...40°C for MDF. The optimum operating temperature is defined by the
sperarator manufacturer.
The required minimum capacity of the heater is:

where:

P = heater capacity [kW]

Q = capacity of the separator feed pump [l/h]

ΔT = temperature rise in heater [°C]

For heavy fuels ΔT = 48°C can be used, i.e. a settling tank temperature of 50°C. Fuels having
a viscosity higher than 5 cSt at 50°C require pre-heating before the separator.
The heaters to be provided with safety valves and drain pipes to a leakage tank (so that the
possible leakage can be detected).

Separator (1S01/1S02)
Based on a separation time of 23 or 23.5 h/day, the service throughput Q [l/h] of the separator
can be estimated with the formula:

where:

P = max. continuous rating of the diesel engine(s) [kW]

b = specific fuel consumption + 15% safety margin [g/kWh]

ρ = density of the fuel [kg/m3]

t = daily separating time for self cleaning separator [h] (usually = 23 h or 23.5 h)

The flow rates recommended for the separator and the grade of fuel must not be exceeded.
The lower the flow rate the better the separation efficiency.
Sample valves must be placed before and after the separator.

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MDF separator in HFO installations (1S02)

A separator for MDF is recommended also for installations operating primarily on HFO. The
MDF separator can be a smaller size dedicated MDF separator, or a stand-by HFO separator
used for MDF.

Sludge tank (1T05)

The sludge tank should be located directly beneath the separators, or as close as possible
below the separators, unless it is integrated in the separator unit. The sludge pipe must be
continuously falling.

6.4.2.5 Fuel feed system - MDF installations

Fig 6-14 Example of fuel feed system, MDF (DAAF366919 C)

System components:

01 Diesel engine Wärtsilä L46DF 1P03 Circulation pump (MDF)

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System components:

02 Adaptor 1P13 Pilot fuel feed pump (MDF)

1E04 Cooler (MDF) 1T04 Leak fuel tank (Clean Fuel)

1F05 Fine filter (MDF) 1T06 Day tank (MDF)

1F07 Suction strainer (MDF) 1T07 Leak fuel tank (Dirty fuel)

1F10 Pilot fuel fine filter (MDF) 1V02 Pressure control valve (MDF)

1I03 Flow meter (MDF) 1V10 Quick closing valve (fuel oil tank)

1HX0 Flexible pipe connection

Pipe connections:

101 Fuel inlet 104 Leak fuel drain, dirty fuel

102 Fuel outlet 112 Pilot fuel inlet

103 Leak fuel drain, clean fuel 117 Pilot fuel outlet

Fig 6-15 Example of fuel feed system, MDF (DAAF366911 C)

System components:

01 Diesel engine Wärtsilä V46DF 1P03 Circulation pump (MDF)

02 Adapter 1P13 Pilot fuel feed pump (MDF)

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System components:

1E04 Cooler (MDF) IT04 Leak fuel tank (Clean Fuel)

1F05 Fine filter (MDF) 1T06 Day tank (MDF)

1F07 Suction strainer (MDF) 1T07 Leak fuel tank (Dirty fuel)

1F10 Pilot fuel fine filter (MDF) 1V02 Pressure control valve (MDF)

1I03 Flow meter (MDF) 1V10 Quick closing valve (fuel oil tank)

Pipe connections:

101 Fuel inlet 104 Leak fuel drain, dirty fuel

102 Fuel outlet 112 Pilot fuel inlet

103 Leak fuel drain, clean fuel 117 Pilot fuel outlet

Fig 6-16 Example of fuel feed system, MDF (DAAF366912 C)

System components:

01 Diesel engine Wärtsilä V46DF 1P03 Circulation pump (MDF)

02 Diesel engine Wärtsilä L46DF 1P13 Pilot fuel feed pump (MDF)

1E04 Cooler (MDF) IT04 Leak fuel tank (Clean Fuel)

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System components:

1F05 Fine filter (MDF) 1T06 Day tank (MDF)

1F07 Suction strainer (MDF) 1T07 Leak fuel tank (Dirty fuel)

1F10 Pilot fuel fine filter (MDF) 1V05 Overflow valve (HFO/MDF)

1I03 Flow meter (MDF) 1V10 Quick closing valve (fuel oil tank)

Pipe connections:

101 Fuel inlet 104 Leak fuel drain, dirty fuel

102 Fuel outlet 112 Pilot fuel inlet

103 Leak fuel drain, clean fuel 117 Pilot fuel outlet

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6. Fuel System Wärtsilä 46DF Product Guide

If the engines are to be operated on MDF only, heating of the fuel is normally not necessary.
In such case it is sufficient to install the equipment listed below. Some of the equipment listed
below is also to be installed in the MDF part of a HFO fuel oil system.

Circulation pump, MDF (1P03)

The circulation pump maintains the pressure at the injection pumps and circulates the fuel in
the system. It is recommended to use a screw pump as circulation pump. A suction strainer
with a fineness of 0.5 mm should be installed before each pump. There must be a positive
static pressure of about 30 kPa on the suction side of the pump.

Design data:

Design pressure 1.6 MPa (16 bar)

Max. total pressure (safety valve) 1.2 MPa (12 bar)

Nominal pressure see chapter "Technical Data"

Design temperature 50°C

Viscosity for dimensioning of electric 90 cSt

motor

Flow meter, MDF (1I03)

If the return fuel from the engine is conducted to a return fuel tank instead of the day tank,
one consumption meter is sufficient for monitoring of the fuel consumption, provided that the
meter is installed in the feed line from the day tank (before the return fuel tank). A fuel oil cooler
is usually required with a return fuel tank.
The total resistance of the flow meter and the suction strainer must be small enough to ensure
a positive static pressure of about 30 kPa on the suction side of the circulation pump.
There should be a bypass line around the consuption meter. For mechanical flowmeter, the
bypass line should open automatically in case of excessive pressure drop.

Fine filter, MDF (1F05,1F10)

The fuel oil fine filter is a full flow duplex type filter with steel net. This filter must be installed
as near the engine as possible.
The diameter of the pipe between the fine filter and the engine should be the same as the
diameter before the filters.

Design data:

Fuel viscosity according to fuel specifications

Design temperature 50°C

Design flow Larger than feed/circulation pump capacity

Design pressure 1.6 MPa (16 bar)

Fineness 34 μm (absolute)
(ß50 = 75, ISO16889)

Maximum permitted pressure drops at 14 cSt:

- clean filter 20 kPa (0.2 bar)

- alarm 80 kPa (0.8 bar)

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Wärtsilä 46DF Product Guide 6. Fuel System

MDF cooler (1E04)

The fuel viscosity may not drop below the minimum value stated in Technical data. When
operating on MDF, the practical consequence is that the fuel oil inlet temperature must be
kept below 45°C. Very light fuel grades may require even lower temperature.
Sustained operation on MDF usually requires a fuel oil cooler. The cooler is to be installed in
the return line after the engine(s). LT-water is normally used as cooling medium.
If MDF viscosity in day tank drops below stated minimum viscosity limit then it is recommended
to install an MDF cooler into the engine fuel supply line in order to have reliable viscosity
control.

Design data:

Heat to be dissipated 4 kW/cyl at full load and 0.5 kW/cyl at idle

Max. pressure drop, fuel oil 80 kPa (0.8 bar)

Max. pressure drop, water 60 kPa (0.6 bar)

Margin (heat rate, fouling) min. 15%

Design temperature MDF/HFO installa- 50/150°C

tion

Black out start

Diesel generators serving as the main source of electrical power must be able to resume their
operation in a black out situation by means of stored energy. Depending on system design
and classification regulations, it may in some cases be permissible to use the emergency
generator. HFO engines without engine driven fuel feed pump can reach sufficient fuel pressure
to enable black out start by means of:
● A gravity tank located min. 15 m above the crankshaft
● A pneumatically driven fuel feed pump (1P11)
● An electrically driven fuel feed pump (1P11) powered by an emergency power source

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6. Fuel System Wärtsilä 46DF Product Guide

6.4.2.6 Fuel feed system - HFO installations

Fig 6-17 Example of fuel oil system, HFO (DAAF366913 B)

System components:

01 Diesel engine Wärtsilä V46DF 1P04 Fuel feed pump (booster unit)

02 Diesel engine Wärtsilä L46DF 1P06 Circulation pump (booster unit)

03 Adapter 1P13 Pilot fuel feed pump (MDF)

1E02 Heater (booster unit) 1T03 Day tank (HFO)

1E03 Cooler (booster unit) 1T06 Day tank (MDF)

1E04 Cooler (MDF) 1T08 De-aeration tank (booster unit)

1F03 Safety filter (HFO) 1V01 Changeover valve

1F06 Suction filter (booster unit) 1V02 Pressure control valve (MDF)

1F08 Automatic filter (booster unit) 1V03 Pressure control valve (booster unit)

1F10 Pilot fuel fine filter (MDF) 1V07 Venting valve (booster unit)

1F11 Suction strainer for pilot fuel (MDF) 1V10 Quick closing valve (fuel oil tank)

1I01 Flow meter (booster unit) 1V13 Change over valve for leak fuel

1I02 Viscosity meter (booster unit) 1H0X Flexible pipe connections

1N01 Feeder/booster unit

Pipe connections:

101 Fuel inlet 103 Leak fuel drain, clean fuel 112 Pilot fuel inlet

102 Fuel outlet 104 Leak fuel drain, dirty fuel 117 Pilot fuel outlet

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Wärtsilä 46DF Product Guide 6. Fuel System

Fig 6-18 Example of fuel oil system, HFO (DAAF366915 B)

System components:

01 Diesel engine Wärtsilä V46DF 1P04 Fuel feed pump (booster unit)

02 Diesel engine Wärtsilä L46DF 1P06 Circulation pump (booster unit)

1E02 Heater (booster unit) 1P13 Pilot fuel feed pump (MDF)

1E03 Cooler (booster unit) 1T03 Day tank (HFO)

1E04 Cooler (MDF) 1T06 Day tank (MDF)

1F03 Safety filter (HFO) 1T08 De-aeration tank (booster unit)

1F06 Suction filter (booster unit) 1V01 Change over valve

1F08 Automatic filter (booster unit) 1V03 Pressure control valve (booster unit)

1F10 Pilot fuel fine filter (MDF) 1V05 Overflow valve (HFO/MDF)

1F11 Suction strainer for pilot fuel (MDF) 1V07 Venting valve (booster unit)

1I01 Flow meter (booster unit) 1V10 Quick closing valve (fuel oil tank)

1I02 Viscosity meter (booster unit) 1V13 Change over valve for leak fuel

1N01 Feeder/booster unit 1H0X Flexible pipe connections

1N13 Black start fuel oil pump unit

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6. Fuel System Wärtsilä 46DF Product Guide

Pipe connections:

101 Fuel inlet 103 Leak fuel drain, clean fuel 112 Pilot fuel inlet

102 Fuel outlet 104 Leak fuel drain, dirty fuel 117 Pilot fuel outlet

Fig 6-19 Example of fuel oil system, HFO (DAAF366916 B)

System components:

01 Diesel engine Wärtsilä V46DF 1P04 Fuel feed pump (booster unit)

02 Diesel engine Wärtsilä L46DF 1P06 Circulation pump (booster unit)

1E02 Heater (booster unit) 1P12 Circulating pump (HFO/MDF)

1E03 Cooler (booster unit) 1P13 Pilot fuel feed pump (MDF)

1E04 Cooler (MDF) 1T03 Day tank (HFO)

1F03 Safety filter (HFO) 1T06 Day tank (MDF)

1F06 Suction filter (booster unit) 1T08 De-aeration tank (booster unit)

1F08 Automatic filter (booster unit) 1V01 Change over valve

1F10 Pilot fuel fine filter (MDF) 1V03 Pressure control valve (booster unit)

1F11 Suction strainer for pilot fuel (MDF) 1V05 Overflow valve (HFO/MDF)

1I01 Flow meter (booster unit) 1V05- Overflow valve (HFO/MDF)

1
1I02 Viscosity meter (booster unit) 1V07 Venting valve (booster unit)

1N01 Feeder/booster unit 1V10 Quick closing valve (fuel oil tank)

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Wärtsilä 46DF Product Guide 6. Fuel System

System components:

1N13 Black start fuel oil pump unit 1V13 Change over valve for leak fuel

1HX0 Flexible pipe connections

Pipe connections:

101 Fuel inlet 103 Leak fuel drain, clean fuel 112 Pilot fuel inlet

102 Fuel outlet 104 Leak fuel drain, dirty fuel 117 Pilot fuel outlet

HFO pipes shall be properly insulated. If the viscosity of the fuel is 180 cSt/50°C or higher,
the pipes must be equipped with trace heating. It shall be possible to shut off the heating of
the pipes when operating on MDF (trace heating to be grouped logically).

Starting and stopping

In diesel mode operation, the engine can be started and stopped on HFO provided that the
engine and the fuel system are pre-heated to operating temperature. The fuel must be
continuously circulated also through a stopped engine in order to maintain the operating
temperature. Changeover to MDF for start and stop is not required.
Prior to overhaul or shutdown of the external system the engine fuel system shall be flushed
and filled with MDF.

Changeover from HFO to MDF

The control sequence and the equipment for changing fuel during operation must ensure a
smooth change in fuel temperature and viscosity. When MDF is fed through the HFO
feeder/booster unit, the volume in the system is sufficient to ensure a reasonably smooth
transfer.
When there are separate circulating pumps for MDF, then the fuel change should be performed
with the HFO feeder/booster unit before switching over to the MDF circulating pumps. As
mentioned earlier, sustained operation on MDF usually requires a fuel oil cooler. The viscosity
at the engine shall not drop below the minimum limit stated in chapter Technical data.

Number of engines in the same system

When the fuel feed unit serves a single Wärtsilä 46DF engine only, a feeder/booster unit (1N01)
shall be installed. On multiple installation of W46DF engines, it’s possible to install a single
feeder/booster unit (1N01) followed by one individual circulation pump before each W46DF
engine (1P12). It’s anyhow recommended to consider redundancy of feeder/booster unit (1N01)
for higher installation reliability.
In addition the following guidelines apply:
Twin screw vessels with two engines should have a separate fuel circuit for each propeller
shaft. Twin screw vessels with four engines should have the engines on the same shaft
connected to different fuel circuits. One engine from each shaft can be connected to the same
circuit.
Main engines and auxiliary engines should preferably have separate feeder/booster units
(1N01). Regardless of special arrangements it is not recommended to supply more than
maximum two main engines and two auxiliary engines, or one main engine and three auxiliary
engines from the same fuel feed unit. Pilot line of multiple W46DF engines can have a single
pilot fuel feed pump (1P13), at condition that any flow balancing distribution is prevented.

Feeder/booster unit (1N01)

A completely assembled feeder/booster unit can be supplied. This unit comprises the following
equipment:

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6. Fuel System Wärtsilä 46DF Product Guide

● Two suction strainers

● Two fuel feed pumps of screw type, equipped with built-on safety valves and electric motors
● One pressure control/overflow valve
● One pressurized de-aeration tank, equipped with a level switch operated vent valve
● Two circulating pumps, same type as the fuel feed pumps
● Two heaters, steam, electric or thermal oil (one heater in operation, the other as spare)
● One automatic back-flushing filter with stand-by filter
● One viscosimeter for control of the heaters
● One control valve for steam or thermal oil heaters, a control cabinet for electric heaters
● One temperature sensor for emergency control of the heaters
● One control cabinet including starters for pumps
● One alarm panel
The above equipment is built on a steel frame, which can be welded or bolted to its foundation
in the ship. The unit has all internal wiring and piping fully assembled. All HFO pipes are
insulated and provided with trace heating.

Fig 6-20 Feeder/booster unit, example (DAAE006659)

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Wärtsilä 46DF Product Guide 6. Fuel System

Fuel feed pump, booster unit (1P04)

The feed pump maintains the pressure in the fuel feed system. It is recommended to use a
screw pump as feed pump. The capacity of the feed pump must be sufficient to prevent
pressure drop during flushing of the automatic filter.
A suction strainer with a fineness of 0.5 mm should be installed before each pump. There
must be a positive static pressure of about 30 kPa on the suction side of the pump.

Design data:
Total consumption of the connected engines added with
Capacity the flush quantity of the automatic filter (1F08) and 15%
margin.
Design pressure 1.6 MPa (16 bar)

Max. total pressure (safety valve) 0.7 MPa (7 bar)

Design temperature 100°C

Viscosity for dimensioning of electric motor 1000 cSt

Pressure control valve, booster unit (1V03)

The pressure control valve in the feeder/booster unit maintains the pressure in the de-aeration
tank by directing the surplus flow to the suction side of the feed pump.

Design data:

Capacity Equal to feed pump

Design pressure 1.6 MPa (16 bar)

Design temperature 100°C

Set-point 0.3...0.5 MPa (3...5 bar)

Automatic filter, booster unit (1F08)

It is recommended to select an automatic filter with a manually cleaned filter in the bypass
line. The automatic filter must be installed before the heater, between the feed pump and the
de-aeration tank, and it should be equipped with a heating jacket. Overheating (temperature
exceeding 100°C) is however to be prevented, and it must be possible to switch off the heating
for operation on MDF.

Design data:

Fuel viscosity According to fuel specification

Design temperature 100°C

Preheating If fuel viscosity is higher than 25 cSt/100°C

Design flow Equal to feed pump capacity

Design pressure 1.6 MPa (16 bar)

Fineness:

- automatic filter 35 μm (absolute); 20 μm ß20=10, ISO16889

- by-pass filter 35 μm (mesh size)

Maximum permitted pressure drops at 14 cSt:

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6. Fuel System Wärtsilä 46DF Product Guide

- clean filter 20 kPa (0.2 bar)

- alarm 80 kPa (0.8 bar)

Flow meter, booster unit (1I01)

If a fuel consumption meter is required, it should be fitted between the feed pumps and the
de-aeration tank. When it is desired to monitor the fuel consumption of individual engines in
a multiple engine installation, two flow meters per engine are to be installed: one in the feed
line and one in the return line of each engine.
There should be a by-pass line around the consumption meter, which opens automatically in
case of excessive pressure drop.
If the consumption meter is provided with a prefilter, an alarm for high pressure difference
across the filter is recommended.

De-aeration tank, booster unit (1T08)

It shall be equipped with a low level alarm switch and a vent valve. The vent pipe should, if
possible, be led downwards, e.g. to the overflow tank. The tank must be insulated and equipped
with a heating coil. The volume of the tank should be at least 100 l.

Circulation pump, booster unit (1P06)

The purpose of this pump is to circulate the fuel in the system and to maintain the required
pressure at the injection pumps, for single-engine circuit, or before circulation pumps (1P12)
for multi-engines circuit. Pressure is stated in the chapter Technical data. By circulating the
fuel in the system it also maintains correct viscosity, and keeps the piping and the injection
pumps at operating temperature.

Design data:

Capacity:
- single engine, without circulation pumps
LFO:2cSt HFO:20cSt: See chapter "Technical data"
(1P12)
- with circulation pumps (1P12) 15% more than total capacity of all circulation pumps

Frequency Converter:
- HFO/ Gas single engine, without circulation
Not needed
pumps (1P12)
- Tri-fuel single engine, without circulation
Required
pumps (1P12)
- with circulation pumps (1P12) Not needed on 1P06

Design pressure: 1.6 MPa (16 bar)

1.0 MPa with 1P12
Max. total pressure (safety valve)
1.2 MPa without 1P12

Design temperature 150°C

Viscosity for dimensioning of electric motor 500cSt

When more than two engines are connected to the same feeder/booster unit, individual
circulation pumps (1P12) must be installed before each engine.

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Wärtsilä 46DF Product Guide 6. Fuel System

Heater, booster unit (1E02)

The heater must be able to maintain a fuel viscosity of 14 cSt at maximum fuel consumption,
with fuel of the specified grade and a given day tank temperature (required viscosity at injection
pumps stated in Technical data). When operating on high viscosity fuels, the fuel temperature
at the engine inlet may not exceed 135°C however.
The power of the heater is to be controlled by a viscosimeter. The set-point of the viscosimeter
shall be somewhat lower than the required viscosity at the injection pumps to compensate
for heat losses in the pipes. A thermostat should be fitted as a backup to the viscosity control.
To avoid cracking of the fuel the surface temperature in the heater must not be too high. The
heat transfer rate in relation to the surface area must not exceed 1.5 W/cm2.
The required heater capacity can be estimated with the following formula:

where:

P = heater capacity (kW)

Q = total fuel consumption at full output + 15% margin [l/h]

ΔT = temperature rise in heater [°C]

Viscosimeter, booster unit (1I02)

The heater is to be controlled by a viscosimeter. The viscosimeter should be of a design that
can withstand the pressure peaks caused by the injection pumps of the diesel engine.

Design data:

Operating range 0...50 cSt

Design temperature 180°C

Design pressure 4 MPa (40 bar)

Pump and filter unit (1N03)

There must be a by-pass line over the pump to permit circulation of fuel through the engine
also in case the pump is stopped. The diameter of the pipe between the filter and the engine
should be the same size as between the feeder/booster unit and the pump and filter unit.

Circulation pump (1P12)

The purpose of the circulation pump is to ensure equal circulation through all engines and to
maitain the required pressure at the injection pumps.

Design data:

Capacity LFO:2cSt HFO:20cSt

Frequency converter:
- Not needed
- HFO/Gas engines
- Required
- Tri - fuel engines
Design pressure 1.6 MPa (16 bar)

Design temperature 150°C

Pressure for dimensioning of electric motor
(ΔP):

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6. Fuel System Wärtsilä 46DF Product Guide

- if all fuel is fed through feeder/booster unit 0.3 MPa (3 bar)

Viscosity for dimensioning of electric motor 500 cSt

Safety filter (1F03)

The safety filter is a full flow duplex type filter with steel net. The filter should be equipped with
a heating jacket. The safety filter or pump and filter unit shall be installed as close as possible
to the engine.

Design data:

Fuel viscosity according to fuel specification

Design temperature 150°C

Design flow Equal to circulation pump capacity

Design pressure 1.6 MPa (16 bar)

Filter fineness 37 μm (mesh size)

Maximum permitted pressure drops at 14 cSt:

- clean filter 20 kPa (0.2 bar)

- alarm 80 kPa (0.8 bar)

Overflow valve, HFO (1V05)

When several engines are connected to the same feeder/booster unit an overflow valve is
needed between the feed line and the return line. The overflow valve limits the maximum
pressure in the feed line, when the fuel lines to a parallel engine are closed for maintenance
purposes.
The overflow valve should be dimensioned to secure a stable pressure over the whole operating
range.

Design data:

Capacity Equal to circulation pump (1P06)

Design pressure 1.6 MPa (16 bar)

Design temperature 150°C

Set-point (Δp) 0.2...0.7 MPa (2...7 bar)

Pilot fuel feed pump, MDF (1P13)

The pilot fuel feed pump is needed in HFO installations. The pump feed the engine with MDF
fuel to the pilot fuel system. No HFO is allowed to enter the pilot fuel system.
It is recommended to use a screw pump as circulation pump. A suction strainer with a fineness
of 0.5 mm should be installed before each pump. There must be a positive static pressure of
about 30 kPa on the suction side of the pump.
Piping connecting one pilot fuel feed pump to multiple engines must secure equal flow
distribution.

Design data:

Capacity, one engine Allowed range at 2 cSt: 0.75…1.5 m3/h

Capacity, "N" engines Allowed range at 2 cSt: (0.85…1.5) x N m3/h

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Wärtsilä 46DF Product Guide 6. Fuel System

Design pressure 1.6 MPa (16 bar)

Max. total pressure (safety valve) 1.0 MPa (10 bar)

Nominal pressure see chapter "Technical Data"

Design temperature 50°C

Viscosity for dimensioning of electric 90 cSt

motor

6.4.2.7 Flushing
The external piping system must be thoroughly flushed before the engines are connected and
fuel is circulated through the engines. The piping system must have provisions for installation
of a temporary flushing filter.
The fuel pipes at the engine (connections 101 and 102) are disconnected and the supply and
return lines are connected with a temporary pipe or hose on the installation side. All filter
inserts are removed, except in the flushing filter of course. The automatic filter and the
viscosimeter should be bypassed to prevent damage.
The fineness of the flushing filter should be 35 μm or finer.

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Wärtsilä 46DF Product Guide 7. Lubricating Oil System

7. Lubricating Oil System

7.1 Lubricating oil requirements

7.1.1 Engine lubricating oil
The lubricating oil must be of viscosity class SAE 40 and have a viscosity index (VI) of minimum
95. The lubricating oil alkalinity (BN) is tied to the fuel grade, as shown in the table below. BN
is an abbreviation of Base Number. The value indicates milligrams KOH per gram of oil.

Table 7-1 Fuel standards and lubricating oil requirements, gas and MDF operation

Fuel S content, [%
Category Fuel standard Lubricating oil BN
m/m]

ASTM D 975-01, GRADE 1-D, 2-D, 4-D

BS MA 100: 1996 DMX, DMA, DMB 10...15
A < 0.4
CIMAC 2003 DX, DA, DB 16-20*
ISO 8217:2017(E) ISO-F-DMX - DMB

ASTM D 975-01 GRADE 1-D, 2-D, 4-D

BS MA 100: 1996 DMX, DMA, DMB 15...20
B 0.4 - 1.5
CIMAC 2003 DX, DA, DB 10-14**)
ISO 8217:2017(E) ISO-F-DMX - DMB

*) In case low sulphur distillate fuels are used, lubricating oils with BN 10 – 15 are preferred in
the first place.
**) Due to low lubricating oil consumption BN 10 – 14 lubricating oils will cause shortened oil
changed intervals resulting from BN depletion if operating takes place on > 0,40 % m/m
sulphur distillate fuels. On the other hand use of BN 10 – 14 lubricating oils can have a positive
influence on deposit formation on combustion chamber component surfaces and reduce the
risk of preignition.
If gas oil or MDF is continuously used as fuel, lubricating oil with a BN of 10-20 is recommended
to be used. In periodic operation with natural gas and MDF, lubricating oil with a BN of 10-15
is recommended.
If the engine is equipped with either an SCR or oxidation catalyst, lubricating oil with lower
BN decreases the risk of fouling and may result in longer maintenance intervals of the catalyst.
The required lubricating oil alkalinity in HFO operation is tied to the fuel specified for the engine,
which is shown in the following table.

Table 7-2 Fuel standards and lubricating oil requirements, HFO operation

Category Fuel standard Lubricating oil BN Fuel S content, [% m/m]

ASTM D 975-01 GRADE NO. 4D

ASTM D 396-04, GRADE NO. 5-6
30...55
C BS MA 100: 1996 DMC, RMA10-RMK55 ≤ 4.5
20***)
CIMAC 2003, DC, A30-K700
ISO 8217:2017(E) RMA10-RMK700

***) Use of BN 20 lubricating oils is allowed provided that the operating conditions are followed:
Residual fuel qualities fulfilling ISO 8217:2017(E) ISO-F-RMA 10 – RMK 700 standard and
having sulphur content of max. 1,0 % m/m:
- Max. operating hours per month: 15% of total monthly operating hours
Residual fuel qualities fulfilling ISO 8217:2017(E) ISO-F-RMA 10 – RMK 700 standard and
having sulphur content of 1,0 - 2,5 % m/m:

DBAD209883 7-1
7. Lubricating Oil System Wärtsilä 46DF Product Guide

- Max. operating hours per month: 5% of total monthly operating hours

In installation where engines are running periodically with different fuel qualities, i.e. natural
gas, MDF and HFO, lubricating oil quality must be chosen based on HFO requirements. BN
50-55 lubricants are to be selected in the first place for operation on HFO. BN 40 lubricants
can also be used with HFO provided that the sulphur content of the fuel is relatively low, and
the BN remains above the condemning limit for acceptable oil change intervals. BN 30
lubricating oils should be used together with HFO only in special cases; for example in SCR
(Selective Catalyctic Reduction) installations, if better total economy can be achieved despite
shorter oil change intervals. Lower BN may have a positive influence on the lifetime of the
SCR catalyst.
Different oil brands may not be blended, unless it is approved by the oil suppliers. Blending
of different oils must also be validated by Wärtsilä, if the engine is still under warranty.
An updated list of validated lubricating oils is supplied for every installation. Please refer to
Service Bulletin WS15S475.
Engine oil selection
For the recommendation considering the lubrication oil BN, please refer to the table below.
Recommendation is for engines running mainly in gas mode.

Table 7-3 Engine oil selection

Fuel Recommended Oil BN

Mainly gas / occasionally LFO BN 4–7

Mainly gas / occasionally HFO BN 20

For more information about oil selection, please refer to Service Bulletin WS02N001.

7.1.2 Oil in speed governor or actuator

An oil of viscosity class SAE 30 or SAE 40 is acceptable in normal operating conditions. Usually
the same oil as in the engine can be used. At low ambient temperatures it may be necessary
to use a multigrade oil (e.g. SAE 5W-40) to ensure proper operation during start-up with cold
oil.

7.1.3 Oil in turning device

It is recommended to use EP-gear oils, viscosity 400-500 cSt at 40°C = ISO VG 460.
An updated list of approved oils is supplied for every installation.

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Wärtsilä 46DF Product Guide 7. Lubricating Oil System

7.2 Internal lubricating oil system

Fig 7-1 Internal lubricating oil system, in-line engines (DAAF447415)

System components:

01 Centrifugal filter for indication 05*** Lube oil cooler 09 VIC-Half VIC Activation

02 Turbocharger 06**** Lube oil automatic filter 10 Pressure valve for 3-Timing VIC

03 Crankcase breather 07 VIC- Variable inlet valve closing 11*** LO Thermostatic valve

04* Main lube oil pump (engine driven) 08 VIC- Control valve 12***** Balancing device

* Alternatively: Lube oil pump off-engine

*** Alternatively: Lube oil pump off-engine. Sensor included
**** Alternatively: Oil filter off-engine, lube oil cooler on-engine
***** Default on 7L and 9L. Option on 6L and 8L with TFRS

Sensors and indicators:

PT201 LO press. engine inlet PT291A Control oil pressure after VIC valve

PTZ201 LO press. engine inlet TE272 LO temp. TC A outlet

TE231*** LO temperature, LOC inlet PT700 Crankcase pressure

TE201 LO temp. engine inlet ST199***** Speed, balancing system monitoring

CV381 VIC control valve, A -bank TE199***** Temperature, balanving system monitoring

PT210** LO press.stand by pump TE700-TE7## Main bearing 00...## temperature

PT241**** LO press, filter inlet TE7016A- Big end bearing temp, cyl 01A...0#A
70#6A

CV382 Half VIC activation PT294A Control oil pressure, after half VIC valve

PT271 LO pressure, TC A inlet

** For stand- by oil pump

*** Alternatively: Lube oil pump off-engine. Sensor included
**** Alternatively: Oil filter off-engine, lube oil cooler on-engine
***** Default on 7L and 9L. Option on 6L and 8L with TFRS

Pipe connections

202 Lube oil outlet, (from oil sump), driving end 208 LO from electric driven pump
AD/BD

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7. Lubricating Oil System Wärtsilä 46DF Product Guide

Pipe connections

202 Lube oil outlet, (from oil sump), free end 219 LO, Sample
AF/BF

203 Lube oil to engine driven pump 223**** Flushing oil from automatic filter

206 Lubre oil from priming pump 701 Crankcase air vent

**** Alternatively: Oil filter off-engine, lube oil cooler on-engine

Fig 7-2 Typical lubricating oil system, V-engines (DAAF381080A)

System components:

01 Centrifugal filter for indication 05*** Lube oil cooler 09 VIC-Half VIC Activation

02 Turbocharger 06**** Lube oil automatic filter 10 Pressure valve for 3-Timing VIC

03 Crankcase breather 07 VIC- Variable inlet valve closing 11*** LO Thermostatic valve

04* Main lube oil pump (engine driven) 08 VIC- Control valve 12***** Balancing device

* Alternatively: Lube oil pump off-engine

*** Alternatively: Lube oil pump off-engine. Sensor included
**** Alternatively: Oil filter off-engine, lube oil cooler on-engine
***** Default on 7L and 9L. Option on 6L and 8L with TFRS

Sensors and indicators:

PT201 LO press. engine inlet PT291A/B Control oil pressure after VIC valve, A/B bank

PTZ201 LO press. engine inlet TE272 LO temp. TC A outlet

TE231*** LO temperature, LOC inlet PT700 Crankcase pressure

TE201 LO temp. engine inlet ST199***** Speed, balancing system monitoring

CV381 VIC control valve, A -bank TE199***** Temperature, balanving system monitoring

PT210** LO press.stand by pump TE700-TE7## Main bearing 00...## temperature

PT241**** LO press, filter inlet TE7016A- Big end bearing temp, cyl 01A...0#A
70#6A

CV382 Half VIC activation PT294A/B Control oil pressure, after half VIC valve, A/B bank

PT271 LO pressure, TC A inlet PT281 LO pressure, TC B inlet

TE282 LO temperature, TC B outlet CV392 Half VIC activation, B-bank

CV391 VIC control valve, B-bank

** For stand- by oil pump

*** Alternatively: Lube oil pump off-engine. Sensor included
**** Alternatively: Oil filter off-engine, lube oil cooler on-engine
***** Default on 7L and 9L. Option on 6L and 8L with TFRS

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Wärtsilä 46DF Product Guide 7. Lubricating Oil System

Pipe connections

202 Lube oil outlet, (from oil sump), driving 208 LO from electric driven pump
AD/BD end, A/B bank

202 Lube oil outlet, (from oil sump), free end, 219 LO, Sample
AF/BF A/B bank

203 Lube oil to engine driven pump 223**** Flushing oil from automatic filter

206 Lubre oil from priming pump 701A/B Crankcase air vent

**** Alternatively: Oil filter off-engine, lube oil cooler on-engine

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7. Lubricating Oil System Wärtsilä 46DF Product Guide

The oil sump is of dry sump type. There are two oil outlets at each end of the engine. One
outlet at the free end and both outlets at the driving end must be connected to the system oil
tank.
The direct driven lubricating oil pump is of screw type and is equipped with a pressure control
valve. Concerning suction height, flow rate and pressure of the engine driven pump, see
Technical Data.
All engines are delivered with a running-in filter before each main bearing, before the
turbocharger and before the intermediate gears. These filters are to be removed after
commissioning.

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Wärtsilä 46DF Product Guide 7. Lubricating Oil System

7.3 External lubricating oil system

Fig 7-3 Example of lubricating oil system with engine driven & stand by pumps
(DAAF371772 A)

System components:

01 Diesel engine Wärtsilä L46DF 2N01 Separator unit

02 ** Gas detector 2P02 Prelubricating oil pump

03 Pressure control valve 2P03 Separator pump (separator unit)

2E02 Heater (separator unit) 2P04 Stand-by pump

2F01 Suction strainer (main lube oil pump) 2S01 Separator (separator unit)

2F03 Suction filter (separator unit) 2S02 Condensate trap

2F04 Suction strainer (prelube oil pump) 2T01 System oil tank

2F06 Suction filter (stand-by pump) 2T06 Sludge tank

2F13 Automatic filter (LO backflush) 2H0X Flexible pipe connections

Pipe connections:

202 LO outlet 206 LO from priming pump 223 Flushing oil from autom filter

203 LO to engine driven pump 208 LO from el. driven pump 701 Crankcase air vent

219 Lube oil, sample 723 Inert gas inlet

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7. Lubricating Oil System Wärtsilä 46DF Product Guide

Fig 7-4 Example of lubricating oil system with engine driven & stand by pumps
(DAAF371773 A)

System components:

01 Diesel engine Wärtsilä V46DF 2N01 Separator unit

02 ** Gas detector 2P02 Prelubricating oil pump

03 Pressure control valve 2P03 Separator pump (separator unit)

2E02 Heater (separator unit) 2P04 Stand-by pump

2F01 Suction strainer (main lube oil pump) 2S01 Separator (separator unit)

2F03 Suction filter (separator unit) 2S02 Condensate trap

2F04 Suction strainer (prelube oil pump) 2T01 System oil tank

2F06 Suction filter (stand-by pump) 2T06 Sludge tank

2F13 Automatic filter (LO backflush) 2HX0 Flexible pipe connections

Pipe connections:

202 LO outlet 206 LO from priming pump 223 Flushing oil from autom filter

203 LO to engine driven pump 208 LO from el. driven pump 701 Crankcase air vent
A/B

219 Lube oil, sample 723 Inert gas inlet

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Wärtsilä 46DF Product Guide 7. Lubricating Oil System

Fig 7-5 Example of lubricating oil system with engine driven pump (DAAF371774 A)

System components:

01 Diesel engine Wärtsilä L46DF 2N01 Separator unit

02 ** Gas detector 2P02 Prelubricating oil pump

03 Pressure control valve 2P03 Separator pump (separator unit)

2E02 Heater (separator unit) 2S01 Separator (separator unit)

2F01 Suction strainer (main lube oil pump) 2S02 Condensate trap

2F03 Suction filter (separator unit) 2T01 System oil tank

2F04 Suction strainer (prelube oil pump) 2T06 Sludge tank

2F13 Automatic filter (LO backflush) 2HX0 Flexible pipe connections

Pipe connections:

202 LO outlet 206 LO from priming pump 223 Flushing oil from autom filter

203 LO to engine driven pump 208 LO from el. driven pump 701 Crankcase air vent

219 Lube oil, sample 723 Inert gas inlet

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7. Lubricating Oil System Wärtsilä 46DF Product Guide

Fig 7-6 Example of lubricating oil system with engine driven pump (DAAF371775 A)

System components:

01 Diesel engine Wärtsilä V46DF 2N01 Separator unit

02 ** Gas detector 2P02 Prelubricating oil pump

03 Pressure control valve 2P03 Separator pump (separator unit)

2E02 Heater (separator unit) 2S01 Separator (Separator unit)

2F01 Suction strainer (main lube oil pump) 2S02 Condensate trap

2F03 Suction filter (separator unit) 2T01 System oil tank

2F04 Suction strainer (prelube oil pump) 2T06 Sludge tank

2F13 Automatic filter (LO backflush) 2H0X Flexible pipe connections

Pipe connections:

202 LO outlet 206 LO from priming pump 223 Flushing oil from autom filter

203 LO to engine driven pump 208 LO from el. driven pump 701 Crankcase air vent
A/B

219 Lube oil, sample 723 Inert gas inlet

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Wärtsilä 46DF Product Guide 7. Lubricating Oil System

Fig 7-7 Example of lubricating oil system without automatic filter (DAAF371776 A)

System components:

01 Diesel engine Wärtsilä L46DF 2N01 Separator unit

02 ** Gas detector 2P02 Prelubricating oil pump

2E02 Heater (separator unit) 2P03 Separator pump (separator unit)

2F01 Suction strainer (main lube oil pump) 2P04 Stand by pump

2F02 Automatic filter (LO) 2S01 Separator (Separator unit)

2F03 Suction filter (separator unit) 2S02 Condensate trap

2F04 Suction strainer (prelube oil pump) 2T01 System oil tank

2F05 Safety filter (LO) 2T06 Sludge tank

2F06 Suction filter (Stand by pump) 2HX0 Flexible pipe connections

Pipe connections:

201 Lube oil inlet (to manifold) 206 LO from priming pump 219 Lube oil, sample

202 LO outlet 208 LO from el. driven pump 701 Crankcase air vent

203 LO to engine driven pump 212 Lube oil from cooler 723 Inert gas inlet

DBAD209883 7-11
7. Lubricating Oil System Wärtsilä 46DF Product Guide

Fig 7-8 Example of lubricating oil system without automatic filter (DAAF371777 A)

System components:

01 Diesel engine Wärtsilä V46DF 2N01 Separator unit

02 ** Gas detector 2P02 Prelubricating oil pump

2E02 Heater (separator unit) 2P03 Separator pump (separator unit)

2F01 Suction strainer (main lube oil pump) 2P04 Stand by pump

2F02 Automatic filter (LO) 2S01 Separator (Separator unit)

2F03 Suction filter (separator unit) 2S02 Condensate trap

2F04 Suction strainer (prelube oil pump) 2T01 System oil tank

2F05 Safety filter (LO) 2T06 Sludge tank

2F06 Suction filter (Stand by pump) 2H0X Flexible pipe connections

Pipe connections:

201 Lube oil inlet (to manifold) 206 LO from priming pump 219 Lube oil, sample

202 LO outlet 208 LO from el. driven pump 701 Crankcase air vent
A/B

203 LO to engine driven pump 212 Lube oil from cooler 723 Inert gas inlet

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Wärtsilä 46DF Product Guide 7. Lubricating Oil System

7.3.1 Separation system

7.3.1.1 Separator unit (2N01)
Each main engine must have a dedicated lubricating oil separator and the separators shall be
dimensioned for continuous separating. If the installation is designed to operate on gas/MDF
only, then intermittent separating might be sufficient.
Separators are usually supplied as pre-assembled units.

Typically lubricating oil separator units are equipped with:

● Feed pump with suction strainer and safety valve
● Preheater
● Separator
● Control cabinet
The lubricating oil separator unit may also be equipped with an intermediate sludge tank and
a sludge pump, which offers flexibility in placement of the separator since it is not necessary
to have a sludge tank directly beneath the separator.

Separator feed pump (2P03)

The feed pump must be selected to match the recommended throughput of the separator.
Normally the pump is supplied and matched to the separator by the separator manufacturer.
The lowest foreseen temperature in the system oil tank (after a long stop) must be taken into
account when dimensioning the electric motor.

Separator preheater (2E02)

The preheater is to be dimensioned according to the feed pump capacity and the temperature
in the system oil tank. When the engine is running, the temperature in the system oil tank
located in the ship's bottom is normally 65...75°C. To enable separation with a stopped engine
the heater capacity must be sufficient to maintain the required temperature without heat supply
from the engine.
Recommended oil temperature after the heater is 95°C.
It shall be considered that, while the engine is stopped in stand-by mode without LT water
circulation, the separator unit may be heating up the total amount of lubricating oil in the oil
tank to a value higher than the nominal one required at engine inlet, after lube oil cooler (see
Technical Data chapter). Higher oil temperatures at engine inlet than the nominal, may be
creating higher component wear and in worst conditions damages to the equipment and
generate alarm signal at engine start, or even a load reduction request to PMS.
The surface temperature of the heater must not exceed 150°C in order to avoid cooking of
the oil.
The heaters should be provided with safety valves and drain pipes to a leakage tank (so that
possible leakage can be detected).

Separator (2S01)
The separators should preferably be of a type with controlled discharge of the bowl to minimize
the lubricating oil losses.
The service throughput Q [l/h] of the separator can be estimated with the formula:

where:

DBAD209883 7-13
7. Lubricating Oil System Wärtsilä 46DF Product Guide

Q = volume flow [l/h]

P = total combined output of all engines supplied by the separator

n = 5 for HFO, 4 for MDF

t = operating time [h/day]: 24 for continuous separator operation, 23 for normal dimensioning

Sludge tank (2T06)

The sludge tank should be located directly beneath the separators, or as close as possible
below the separators, unless it is integrated in the separator unit. The sludge pipe must be
continuously falling.

7.3.2 System oil tank (2T01)

Recommended oil tank volume is stated in chapter Technical data.
The system oil tank is usually located beneath the engine foundation. The tank may not protrude
under the reduction gear or generator, and it must also be symmetrical in transverse direction
under the engine. The location must further be such that the lubricating oil is not cooled down
below normal operating temperature. Suction height is especially important with engine driven
lubricating oil pump. Losses in strainers etc. add to the geometric suction height. Maximum
suction ability of the pump is stated in chapter Technical data.
The pipe connection between the engine oil sump and the system oil tank must be flexible to
prevent damages due to thermal expansion. The return pipes from the engine oil sump must
end beneath the minimum oil level in the tank. Further on the return pipes must not be located
in the same corner of the tank as the suction pipe of the pump.
The suction pipe of the pump should have a trumpet shaped or conical inlet to minimise the
pressure loss. For the same reason the suction pipe shall be as short and straight as possible
and have a sufficient diameter. A pressure gauge shall be installed close to the inlet of the
lubricating oil pump. The suction pipe shall further be equipped with a non-return valve of flap
type without spring. The non-return valve is particularly important with engine driven pump
and it must be installed in such a position that self-closing is ensured.
Suction and return pipes of the separator must not be located close to each other in the tank.
The ventilation pipe from the system oil tank may not be combined with crankcase ventilation
pipes.
It must be possible to raise the oil temperature in the tank after a long stop. In cold conditions
it can be necessary to have heating coils in the oil tank in order to ensure pumpability. The
separator heater can normally be used to raise the oil temperature once the oil is pumpable.
Further heat can be transferred to the oil from the preheated engine, provided that the oil
viscosity and thus the power consumption of the pre-lubricating oil pump does not exceed
the capacity of the electric motor.

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Wärtsilä 46DF Product Guide 7. Lubricating Oil System

Fig 7-9 Example of system oil tank arrangement (DAAE007020e)

Design data:

Oil tank volume 1.2...1.5 l/kW, see also Technical data

Oil level at service 75...80% of tank volume

Oil level alarm 60% of tank volume

7.3.3 Suction strainers (2F01, 2F04, 2F06)

It is recommended to install a suction strainer before each pump to protect the pump from
damage. The suction strainer and the suction pipe must be amply dimensioned to minimize
pressure losses. The suction strainer should always be provided with alarm for high differential
pressure.

Design data:

Fineness 0.5...1.0 mm

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7. Lubricating Oil System Wärtsilä 46DF Product Guide

7.3.4 Lubricating oil pump (2P04)

A lubricating oil pump of screw type is recommended. The pump must be provided with a
safety valve.
Some classification societies require that spare pumps are carried onboard even though the
ship has multiple engines. Stand-by pumps can in such case be worth considering also for
this type of application.

Design data:

Capacity see Technical data

Design pressure 1.0 MPa (10 bar)

Max. pressure (safety valve) 800 kPa (8 bar)

Design temperature 100°C

Viscosity for dimensioning the electric 500 cSt

motor

Example of required power, oil temperature 40°C. The actual power requirement is determined
by the type of pump and the flow resistance in the external system.

6L46DF 7L46DF 8L46DF 9L46DF 12V46DF 14V46DF 16V46DF

Pump [kW] 45 50 50 60 65 78 78

Electric motor [kW] 55 55 55 75 75 87 87

7.3.5 Pre-lubricating oil pump (2P02)

The pre-lubricating oil pump is a separately installed scew or gear pump, which is to be
equipped with a safety valve.
The installation of a pre-lubricating pump is mandatory. An electrically driven main pump or
standby pump (with full pressure) may not be used instead of a dedicated pre-lubricating
pump, as the maximum permitted pressure is 200 kPa (2 bar) to avoid leakage through the
labyrinth seal in the turbocharger (not a problem when the engine is running). A two speed
electric motor for a main or standby pump is not accepted.
The piping shall be arranged so that the pre-lubricating oil pump fills the main oil pump, when
the main pump is engine driven.
The pre-lubricating pump should always be running, when the engine is stopped.
Depending on the foreseen oil temperature after a long stop, the suction ability of the pump
and the geometric suction height must be specially considered with regards to high viscosity.
With cold oil the pressure at the pump will reach the relief pressure of the safety valve.

Design data:

Capacity see Technical data

Max. pressure (safety valve) 350 kPa (3.5 bar)

Design temperature 100°C

Viscosity for dimensioning of the electric 500 cSt

motor

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Wärtsilä 46DF Product Guide 7. Lubricating Oil System

7.3.6 Lubricating oil cooler (2E01)

The external lubricating oil cooler can be of plate or tube type.
For calculation of the pressure drop a viscosity of 50 cSt at 60°C can be used (SAE 40, VI 95).

Design data:

Oil flow through cooler see Technical data, "Oil flow through engine"

Heat to be dissipated see Technical data

Max. pressure drop, oil 80 kPa (0.8 bar)

Water flow through cooler see Technical data, "LT-pump capacity"

Max. pressure drop, water 60 kPa (0.6 bar)

Water temperature before cooler 49°C

Oil temperature before engine 56°C

Design pressure 1.0 MPa (10 bar)

Margin (heat rate, fouling) min. 15%

Fig 7-10 Main dimensions of the lubricating oil cooler

Weight, dry Dimensions [mm]

Engine
[kg] H W L A B C D

W 6L46DF 840 1675 690 1217 380 1057 330 300

W 7L46DF 890 1675 690 1467 380 1057 330 300

W 8L46DF 950 1675 690 1467 380 1057 330 300

W 9L46DF 1010 1675 690 1717 380 1057 330 300

W 12V46DF 1070 1675 690 1717 380 1057 330 300

W 14V46DF 1190 1675 690 1967 380 1057 330 300

W 16V46DF 1240 1675 690 1967 380 1057 330 300

DBAD209883 7-17
7. Lubricating Oil System Wärtsilä 46DF Product Guide

NOTE
These dimensions are for guidance only.

7.3.7 Temperature control valve (2V01)

The temperature control valve maintains desired oil temperature at the engine inlet, by directing
part of the oil flow through the bypass line instead of through the cooler. When using a
temperature control valve with wax elements, the set-point of the valve must be such that
55°C..58°C at the engine inlet is not exceeded. This means that the set-point should be e.g.
49°C. In which case of 49°C nominal, the valve starts to open at 43°C and at 55°C it is fully
open. If selecting a temperature control valve with wax elements that has a set-point of 57°C,
the valve may not be fully open until the oil temperature is e.g. 63°C, which is too high for the
engine at full load.

Design data:

Temperature before engine, nom 56°C

Design pressure 1.0 MPa (10 bar)

Pressure drop, max 50 kPa (0.5 bar)

7.3.8 Automatic filter (2F02)

When off-engine main filter, it is recommended to select an automatic filter with an insert filter
in the bypass line, thus enabling easy changeover to the insert filter during maintenance of
the automatic filter. The backflushing oil must be filtered before it is conducted back to the
system oil tank. The backflushing filter can be either integrated in the automatic filter or
separate.
Automatic filters are commonly equipped with an integrated safety filter. However, some
automatic filter types, especially automatic filter designed for high flows, may not have the
safety filter built-in. In such case a separate safety filter (2F05) must be installed before the
engine.

Design data:

Oil viscosity 50 cSt (SAE 40, VI 95, appox. 63°C)

Design flow see Technical data, "Oil flow through engine"

Design temperature 100°C

Design pressure 1.0 MPa (10 bar)

Fineness:

- automatic filter 35 µm (absolute)

- insert filter 35 µm (absolute)

Max permitted pressure drops at 50 cSt:

- clean filter 30 kPa (0.3 bar )

- alarm 80 kPa (0.8 bar)

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Wärtsilä 46DF Product Guide 7. Lubricating Oil System

7.3.9 Safety filter (2F05)

When off-engine main filter, a separate safety filter (2F05) must be installed before the engine,
unless it is integrated in the automatic filter. The safety filter (2F05) should be a duplex filter
with steelnet filter elements.

Design data:

Oil viscosity 50 cSt (SAE 40, VI 95, appox. 63°C)

Design flow see Technical data, "Oil flow through engine"

Design temperature 100 °C

Design pressure 1.0 MPa (10 bar)

Fineness (absolute) max. 60 µm (mesh size)

Maximum permitted pressure drop at 50 cSt:

- clean filter 30 kPa (0.3 bar )

- alarm 80 kPa (0.8 bar)

7.3.10 Automatic filter, backflush flow (2F13)

When on-engine filter, It is recommended to select an automatic filter with an insert filter in
the backflushing line, thus enabling easy changeover to the insert filter during maintenance
of the automatic filter. Clean oil from backflush filter can go directly to oil tank. Some backflush
filter models operates properly when they have a moderate counterpressure at clean oil
discharge, thus these models have a simple pressure regulating valve afterwards.
Backflush filter sludge oil must be discharged to sludge tank, when no further post-filtration
occurs. To be re-used, it must be filtered by a sludge cartridge filter before it is conducted
back to the system oil tank. The sludge cartridge filter can be either integrated in the automatic
filter or separate. A bypass line discharging the oil from on-engine filter directly to tank
allowsbackflush filter maintenance, which should be bypassed for less time as possible.

Design data:

Oil viscosity 50 cSt (SAE 40, VI 95, appox. 63°C)

Design flow 17 m3/h for Line engines, 25 m3/h for Vee engines

Design temperature 100 °C

Design pressure 1.0 MPa (10 bar)

Fineness (absolute) max.

- automatic filter 34 µm (mesh size), corresponding to approx 50 µm absolute

- sludge cartridge filter 50 µm (absolute

Maximum permitted pressure drop at 50 cSt:

- clean filter 30 kPa (0.3 bar )

- alarm 80 kPa (0.8 bar)

7.4 Crankcase ventilation system

The purpose of the crankcase ventilation is to evacuate gases from the crankcase in order to
keep the pressure in the crankcase within acceptable limits.

DBAD209883 7-19
7. Lubricating Oil System Wärtsilä 46DF Product Guide

Each engine must have its own vent pipe into open air. The crankcase ventilation pipes may
not be combined with other ventilation pipes, e.g. vent pipes from the system oil tank.
The diameter of the pipe shall be large enough to avoid excessive back pressure. Other possible
equipment in the piping must also be designed and dimensioned to avoid excessive flow
resistance.
A condensate trap must be fitted on the vent pipe near the engine.
The connection between engine and pipe is to be flexible. It is very important that the crankcase
ventilation pipe is properly fixed to a support rigid in all directions directly after the flexible
hose from crankcase ventilation outlet, extra mass on the oil mist detector must be avoided.
There should be a fixing point on both sides of the pipe at the support. Absolutely rigid mounting
between the pipe and the support is recommended. The supporting must allow thermal
expansion and ship’s structural deflections.

Design data:

Flow see Technical data

Backpressure, max. see Technical data

Temperature 80°C

The size of the ventilation pipe (D2) out

from the condensate trap should be
bigger than the ventilation pipe (D) com-
ing from the engine.
For more information about ventilation
pipe (D) size, see the external lubricating
oil system drawing.

The max. back-pressure must also be

considered when selecting the ventilation
pipe size.

Fig 7-11 Condensate trap (DAAF369903)

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7.5 Flushing instructions

Flushing instructions in this Product Guide are for guidance only. For contracted projects,
read the specific instructions included in the installation planning instructions (IPI). The fineness
of the flushing filter and further instructions are found from installation planning instructions
(IPI).

7.5.1 Piping and equipment built on the engine

Flushing of the piping and equipment built on the engine is not required and flushing oil shall
not be pumped through the engine oil system (which is flushed and clean from the factory).
It is however acceptable to circulate the flushing oil via the engine sump if this is advantageous.
Cleanliness of the oil sump shall be verified after completed flushing.

7.5.2 External oil system

Refer to the system diagram(s) in section External lubricating oil system for location/description
of the components mentioned below.

7.5.3 Type of flushing oil

7.5.3.1 Viscosity
In order for the flushing oil to be able to remove dirt and transport it with the flow, ideal viscosity
is 10...50 cSt. The correct viscosity can be achieved by heating engine oil to about 65°C or
by using a separate flushing oil which has an ideal viscosity in ambient temperature.

7.5.3.2 Flushing with engine oil

The ideal is to use engine oil for flushing. This requires however that the separator unit is in
operation to heat the oil. Engine oil used for flushing can be reused as engine oil provided that
no debris or other contamination is present in the oil at the end of flushing.

7.5.3.3 Flushing with low viscosity flushing oil

If no separator heating is available during the flushing procedure it is possible to use a low
viscosity flushing oil instead of engine oil. In such a case the low viscosity flushing oil must
be disposed of after completed flushing. Great care must be taken to drain all flushing oil from
pockets and bottom of tanks so that flushing oil remaining in the system will not compromise
the viscosity of the actual engine oil.

7.5.3.4 Lubricating oil sample

To verify the cleanliness a LO sample shall be taken by the shipyard after the flushing is
completed. The properties to be analyzed are Viscosity, BN, AN, Insolubles, Fe and Particle
Count.
Commissioning procedures shall in the meantime be continued without interruption unless
the commissioning engineer believes the oil is contaminated.

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Wärtsilä 46DF Product Guide 8. Compressed Air System

8. Compressed Air System

Compressed air is used to start engines and to provide actuating energy for safety and control
devices. The use of starting air for other purposes is limited by the classification regulations.
To ensure the functionality of the components in the compressed air system, the compressed
air has to be free from solid particles and oil.

8.1 Instrument air quality

The quality of instrument air, from the ships instrument air system, for safety and control
devices must fulfill the following requirements.

Instrument air specification:

Design pressure 1 MPa (10 bar)

Nominal pressure 0.7 MPa (7 bar)

Max water in air +3°C (vapour pressure dewpoint)

Max. oil content 1 mg/m3

Max. particle size 3 µm

8.2 Internal compressed air system

All engines are started by means of compressed air with a nominal pressure of 3 MPa, the
minimum recommended air pressure is 1.8 MPa. The start is performed by direct injection of
air into the cylinders through the starting air valves in the cylinder heads.
All engines have built-on non-return valves and flame arrestors. The engine can not be started
when the turning gear is engaged.
The main starting valve, built on the engine, can be operated both manually and electrically.
In addition to starting system, the compressed air system is also used for operating the
following systems:
● Electro-pneumatic overspeed trip device
● Starting fuel limiter
● Slow turning
● Fuel actuator booster
● Waste gate valve
● Turbocharger cleaning
● HT charge air cooler by-pass valve
● Charge air shut-off valve (optional)
● Oil mist detector

DBAD209883 8-1
8. Compressed Air System Wärtsilä 46DF Product Guide

Fig 8-1 Internal compressed air system, in-line engines (DAAF447416)

System components:

01 Main starting valve 08 Blocking valve of turnig gear

02 Flame arrestor 09 Starting booster for governor

03 Starting air valve in cylinder head 10 Pilot controlled valves for stopping

04 Starting air distributor 11 Pneumatic stopping cylinders

05 Bursting disc (brek pressure 40bar) 12 Oil mist detector

06 Valve for automatic draining 13 Air filter

07 Starting and slow turning valve 14 Air container

Instruments:

CV153-1 Stop/shutdown solenoid valve 1 PT301 Starting air press. engine inlet

CV153-2 Stop/shutdown solenoid valve 2 PT311 Control air pressure

CV321 Starting solenoid valve PT312 Instrument air pressure, 4...8 bar

CV331 Slow turning solenoid QU700 Oil mist detector

Pipe connections

301 Starting air inlet, 30 bar

302 Control air inlet, 30 bar

303 Driving air inlet to oil mist detector (6-8 bar)

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Wärtsilä 46DF Product Guide 8. Compressed Air System

Pipe connections

320 Instrument air inlet

Fig 8-2 Typical Internal compressed air system, V-engines (DAAF381081A)

System components:

01 Main starting valve 08 Blocking valve of turning gear

02 Flame arrestor 09 Starting booster for governor

03 Starting air valve in cylinder head 10 Pilot controlled valves for stopping

04 Starting air distributor 11 Pneumatic stopping cylinders

05 Bursting disc (break pressure 40 bar) 12 Oil mist detector

06 Valve for automatic draining 13 Air filter

07 Starting and slow turning valve 14 Air container

Sensors and indicators:

CV153-1 Stop / shutdown solenoid valve 1 PT301 Starting air pressure, engine inlet

CV153-2 Stop / shutdown solenoid valve 2 PT311 Control air pressure

CV321 Start solenoid valve PT312 Instrument air pressure

CV331 Slow turning solenoid QU700 Oil mist detector

DBAD209883 8-3
8. Compressed Air System Wärtsilä 46DF Product Guide

Pipe connections

301 Starting air inlet, 30 bar

302 Control air inlet, 30 bar

303 Driving air inlet to oil mist detector (6-8 bar)

320 Instrument air inlet

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Wärtsilä 46DF Product Guide 8. Compressed Air System

8.3 External compressed air system

The design of the starting air system is partly determined by classification regulations. Most
classification societies require that the total capacity is divided into two equally sized starting
air receivers and starting air compressors. The requirements concerning multiple engine
installations can be subject to special consideration by the classification society.
The starting air pipes should always be slightly inclined and equipped with manual or automatic
draining at the lowest points.
Instrument air to safety and control devices must be treated in an air dryer.

Fig 8-3 Example of external compressed air system (DAAF372066 A)

System components Pipe connections

01 Diesel engine WV46DF 301 Starting air inlet

02 Diesel engine WV46DF 302 Control air inlet

3H0X Flexible pipe connection 303 Driving air to oil mist detector

3F02 Air filter (starting air inlet) 311 Control air to bypass / wastegate valve

3N02 Starting air compressor unit

3N06 Air dryer unit

3P01 Compressor (Starting air com-

pressor unit)
3S01 Separator (Stsrting air compressor
unit)
3T01 Starting air vessel

8.3.1 Starting air compressor unit (3N02)

At least two starting air compressors must be installed. It is recommended that the compressors
are capable of filling the starting air vessel from minimum (1.8 MPa) to maximum pressure in

DBAD209883 8-5
8. Compressed Air System Wärtsilä 46DF Product Guide

15...30 minutes. For exact determination of the minimum capacity, the rules of the classification
societies must be followed.

8.3.2 Oil and water separator (3S01)

An oil and water separator should always be installed in the pipe between the compressor
and the air vessel. Depending on the operation conditions of the installation, an oil and water
separator may be needed in the pipe between the air vessel and the engine.

8.3.3 Starting air vessel (3T01)

The starting air vessels should be dimensioned for a nominal pressure of 3 MPa.
The number and the capacity of the air vessels for propulsion engines depend on the
requirements of the classification societies and the type of installation.
It is recommended to use a minimum air pressure of 1.8 MPa, when calculating the required
volume of the vessels.
The starting air vessels are to be equipped with at least a manual valve for condensate drain.
If the air vessels are mounted horizontally, there must be an inclination of 3...5° towards the
drain valve to ensure efficient draining.

Size Dimensions [mm] Weight

[Litres] [kg]
L1 L2 1) L3 1) D

500 3204 243 133 480 450

1000 3560 255 133 650 810

1250 2930 255 133 800 980

1500 3460 255 133 800 1150

1750 4000 255 133 800 1310

2000 4610 255 133 800 1490

1) Dimensions are approximate.

Fig 8-4 Starting air vessel

The starting air consumption stated in technical data is for a successful start. During start the
main starting valve is kept open until the engine starts, or until the max. time for the starting
attempt has elapsed. A failed start can consume two times the air volume stated in technical
data. If the ship has a class notation for unattended machinery spaces, then the starts are to
be demonstrated.
The required total starting air vessel volume can be calculated using the formula:

8-6 DBAD209883
Wärtsilä 46DF Product Guide 8. Compressed Air System

where:

VR = total starting air vessel volume [m3]

pE = normal barometric pressure (NTP condition) = 0.1 MPa

VE = air consumption per start [Nm3] See Technical data

n = required number of starts according to the classification society

pRmax = maximum starting air pressure = 3 MPa

pRmin = minimum starting air pressure = See Technical data

NOTE
The total vessel volume shall be divided into at least two equally sized starting air
vessels.

8.3.4 Air filter, starting air inlet (3F02)

Condense formation after the water separator (between starting air compressor and starting
air vessels) create and loosen abrasive rust from the piping, fittings and receivers. Therefore
it is recommended to install a filter before the starting air inlet on the engine to prevent particles
to enter the starting air equipment.
An Y-type strainer can be used with a stainless steel screen and mesh size 400 µm. The
pressure drop should not exceed 20 kPa (0.2 bar) for the engine specific starting air
consumption under a time span of 4 seconds.

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Wärtsilä 46DF Product Guide 9. Cooling Water System

9. Cooling Water System

9.1 Water quality

The fresh water in the cooling water system of the engine must fulfil the following requirements:

p H ............................... min. 6.5...8.5

Hardness ..................... max. 10 °dH

Chlorides ..................... max. 80 mg/l

Sulphates .................... max. 150 mg/l

Good quality tap water can be used, but shore water is not always suitable. It is recommended
to use water produced by an onboard evaporator. Fresh water produced by reverse osmosis
plants often has higher chloride content than permitted. Rain water is unsuitable as cooling
water due to the high content of oxygen and carbon dioxide.
Only treated fresh water containing approved corrosion inhibitors may be circulated through
the engines. It is important that water of acceptable quality and approved corrosion inhibitors
are used directly when the system is filled after completed installation.

9.1.1 Corrosion inhibitors

The use of an approved cooling water additive is mandatory. An updated list of approved
products is supplied for every installation and it can also be found in the Instruction manual
of the engine, together with dosage and further instructions.

9.1.2 Glycol
Use of glycol in the cooling water is not recommended unless it is absolutely necessary. Glycol
raises the charge air temperature, which may require de-rating of the engine depending on
gas properties and glycol content. Max. 60% glycol is permitted.
Corrosion inhibitors shall be used regardless of glycol in the cooling water.

DBAD209883 9-1
9. Cooling Water System Wärtsilä 46DF Product Guide

9.2 Internal cooling water system

Fig 9-1 Internal cooling water system, in-line engines (DAAF447417)

System components:

01 HT-water pump 04 Charge air cooler (LT)

02 Charge air cooler (HT) 05 Lube oil cooler

03 LT-water pump

Sensors and indicators HT line :

PT401 HT-water press. jacket inlet TE402-2** HT water temp. jacket outlet

PT410* HT-water pressure. stand by pump TEZ402 HT water temp. jacket outlet

TE401 HT water temp. jacket inlet TE432 HT water temp. HT CAC outlet

TE7011A...#1A Liner temperature 1, cyl A-bank CV432*** HT cooling water thermostat valve control (external)

TE7012A...#2A Liner temperature 2, cyl A-bank GT432*** HT cooling water thermostat valve position (external)

TE402 HT water temp. jacket outlet

Sensors and indicators LT line :

PT471 LT water pressure, LT CAC inlet TE482 LT water temp. LOC outlet

PT460* LT-water pressure. stand by pump CV493*** LT cooling water thermostat valve control (external)

TE471 LT water temp. LT CAC inlet GT493*** LT cooling water thermostat valve control (external)

TE472 LT water temp. LT CAC outlet

9-2 DBAD209883
Wärtsilä 46DF Product Guide 9. Cooling Water System

Pipe connections

401 HT-water inlet 424 HT-water air vent from exh. valve and cyl. head

402 HT-water outlet 451 LT-water inlet

406 Water from preheater for HT-circuit 452 LT - water outlet

408 HT-water from stand-by pump 454 LT- water air vent from CAC

411 HT-water drain 457 LT-water from stand by pump

416 HT-water air vent from air cooler 483 LT-water air vent

DBAD209883 9-3
9. Cooling Water System Wärtsilä 46DF Product Guide

Fig 9-2 Typical internal cooling water system, V-engines (DAAF381077A)

System components:

01 HT-water pump 04 Charge air cooler (LT)

02 Charge air cooler (HT) 05 Lube oil cooler

03 LT-water pump

Sensors and indicators HT line :

PT401 HT-water press. jacket inlet TEZ402-2** HT water temp. jacket outlet A-bank

PT410* HT-water pressure. stand by pump TEZ402 HT water temp. jacket outlet A-bank

TE401 HT water temp. jacket inlet TE432 HT water temp. HT CAC outlet

TE7011A...#1A Liner temperature 1, cyl A-bank CV432*** HT cooling water thermostat valve control (external)

TE7012A...#2A Liner temperature 2, cyl A-bank GT432*** HT cooling water thermostat valve position (external)

TE7011B...#1B Liner temperature 1, cyl B-bank TE403 HT water temp. jacket outlet B-bank

TE7012B...#2B Liner temperature 2, cyl B-bank TEZ403 HT water temp. jacket outlet B-bank

TE402 HT water temp. jacket outlet A-bank

Sensors and indicators LT line :

PT471 LT water pressure, LT CAC inlet TE482 LT water temp. LOC outlet

PT460* LT-water pressure. stand by pump CV493*** LT cooling water thermostat valve control (external)

TE471 LT water temp. LT CAC inlet GT493*** LT cooling water thermostat valve control (external)

TE472 LT water temp. LT CAC outlet

9-4 DBAD209883
Wärtsilä 46DF Product Guide 9. Cooling Water System

Pipe connections

401 HT-water inlet 424 HT-water air vent from exh. valve seat A/B bank
A/B

402 HT-water outlet 451 LT-water inlet

404 HT-water air vent 452 LT - water outlet

406 Water from preheater for HT-circuit 454 LT- water air vent from CAC A/B bank
A/B

408 HT-water from stand-by pump 457 LT-water from stand by pump

411 HT-water drain 483 LT-water air vent A/B bank

A/B

416 HT-water air vent from air cooler A/B bank

A/B

9.2.1 Engine driven circulating pumps

The LT and HT cooling water pumps are usually engine driven. In some installations it can
however be desirable to have separate LT/HT pumps, and therefore engines are also available
without built-on LT/HTpumps. Engine driven pumps are located at the free end of the engine.
Connections for stand-by pumps are available with engine driven pumps (option).
Pump curves for engine driven pumps are shown in the diagram. The nominal pressure and
capacity can be found in the chapter Technical data.

Fig 9-3 L46DF engine driven HT- and LT-pumps

DBAD209883 9-5
9. Cooling Water System Wärtsilä 46DF Product Guide

Fig 9-4 V46DF engine driven HT- and LT-pump

9-6 DBAD209883
Wärtsilä 46DF Product Guide 9. Cooling Water System

9.3 External cooling water system

It is recommended to divide the engines into several circuits in multi-engine installations. One
reason is of course redundancy, but it is also easier to tune the individual flows in a smaller
system. Malfunction due to entrained gases, or loss of cooling water in case of large leaks
can also be limited. In some installations it can be desirable to separate the HT circuit from
the LT circuit with a heat exchanger.
The external system shall be designed so that flows, pressures and temperatures are close
to the nominal values in Technical data and the cooling water is properly de-aerated.
Pipes with galvanized inner surfaces are not allowed in the fresh water cooling system. Some
cooling water additives react with zinc, forming harmful sludge. Zinc also becomes nobler
than iron at elevated temperatures, which causes severe corrosion of engine components.

Fig 9-5 Cooling water system, single main engine combined LT/HT (DAAF418507)

System components:

4E05 Heater (preheater) 4S01 Air venting

4E08 Central cooler 4T03 Additive dosing tank

4E12 Cooler (Installation parts) 4T04 Drain tank

4N01 Preheating unit 4T05 Expansion tank

4N02 Evaporator unit 4V01 Temperature control valve (HT)

4P03 Stand-by pump (LT) 4V02 Temp control valve (heat recovery)

4P04 Circulating pump (preheater) 4V08 Temp control valve (central cooler)

4P05 Stand-by pump (LT) 4V09 Temperature control valv (charge air)

4P09 Transfer pump

DBAD209883 9-7
9. Cooling Water System Wärtsilä 46DF Product Guide

System components:

4P14 Circulating pump (HT)

4P15 Circulating pump (LT)

Pipe connections: Size

401 HT-water inlet DN150

402 HT-water outlet DN150

404 HT-water air vent OD15

406 Water from preheater to HT-circuit DN150

408 HT-water from stand-by pump DN150

411 HT-water drain OD22

416 HT-water air vent from CAC OD15

451 LT-water inlet DN150

452 LT-water outlet DN150

454 LT-water air vent from air cooler OD15

457 LT-water from stand-by pump DN150

483 LT-water air vent

9-8 DBAD209883
Wärtsilä 46DF Product Guide 9. Cooling Water System

Fig 9-6 Cooling water system, multiple engine combined LT/HT (DAAF418508)

System components:

4E05 Heater (preheater) 4S01 Air venting

4E08 Central cooler 4T03 Additive dosing tank

4E12 Cooler (Installation parts) 4T04 Drain tank

4N01 Preheating unit 4T05 Expansion tank

4N02 Evaporator unit 4V01 Temperature control valve (HT)

4P09 Transfer pump 4V02 Temp control valve (heat recovery)

4P14 Circulating pump (HT) 4V08 Temp control valve (central cooler)

4P15 Circulating pump (LT) 4V09 Temperature control valv (charge air)

Pipe connections: Size

401 HT-water inlet DN150

402 HT-water outlet DN150

404 HT-water air vent OD15

406 HT-water from preheater to HT-circuit DN150

408 HT-water from stand-by pump DN150

411 HT-water drain OD22

DBAD209883 9-9
9. Cooling Water System Wärtsilä 46DF Product Guide

Pipe connections: Size

416 HT-water air vent from CAC OD15

451 LT-water inlet DN150

452 LT-water outlet DN150

454 LT-water air vent from air cooler OD15

457 LT-water from stand-by pump DN150

483 LT-water air vent

Fig 9-7 Cooling water system, single main engine separeted LT/HT (DAAF418509)

System components:

4E04 Raw water cooler (HT) 4S02 Air dearator (HT)

4E05 Heater (preheater) 4S03 Air dearator (LT)

4E06 Raw water cooler (LT) 4T01 Expansion tank (HT)

4E12 Cooler (Installation parts) 4T02 Expansion tank (LT)

4N01 Preheating unit 4T03 Additive dosing tank

4N02 Evaporator unit 4T04 Drain tank

4P03 Stand-by pump (HT) 4V01 Temperature control valve (HT)

9-10 DBAD209883
Wärtsilä 46DF Product Guide 9. Cooling Water System

System components:

4P04 Circulating pump (preheater) 4V01- Temperature control valve (HT)

1
4P05 Stand-by pump (LT) 4V03 Temperature control valve (LT)

4P09 Transfer pump 4V09 Temperature control valv (charge air)

4P14 Circulating pump (HT)

4P15 Circulating pump (LT)

Pipe connections: Size

401 HT-water inlet DN150

402 HT-water outlet DN150

404 HT-water air vent OD15

406 HT-water from preheater to HT-circuit DN150

408 HT-water from stand-by pump DN150

411 HT-water drain OD22

416 HT-water air vent from CAC OD15

451 LT-water inlet DN150

452 LT-water outlet DN150

454 LT-water air vent from air cooler OD15

457 LT-water from stand-by pump DN150

483 LT-water air vent

DBAD209883 9-11
9. Cooling Water System Wärtsilä 46DF Product Guide

Fig 9-8 Cooling water system, multiple engine separated LT/HT (DAAF418510)

Pipe connections: Size

401 HT-water inlet DN150

402 HT-water outlet DN150

404 HT-water air vent OD15

406 HT-water from preheater to HT-circuit DN150

408 HT-water from stand-by pump DN150

411 HT-water drain OD22

416 HT-water air vent from CAC OD15

451 LT-water inlet DN150

452 LT-water outlet DN150

454 LT-water air vent from air cooler OD15

457 LT-water from stand-by pump DN150

483 LT-water air vent

System components:

4E04 Raw water cooler (HT) 4S02 Air dearator (HT)

4E05 Heater (preheater) 4S03 Air dearator (LT)

4E06 Raw water cooler (LT) 4T01 Expansion tank (HT)

4E12 Cooler (Installation parts) 4T02 Expansion tank (LT)

4N01 Preheating unit 4T03 Additive dosing tank

9-12 DBAD209883
Wärtsilä 46DF Product Guide 9. Cooling Water System

System components:

4N02 Evaporator unit 4T04 Drain tank

4P03 Stand-by pump (HT) 4V01 Temperature control valve (HT)

4P04 Circulating pump (preheater) 4V01- Temperature control valve (HT)

1
4P09 Transfer pump 4V03 Temperature control valve (LT)

4P14 Circulating pump (HT) 4V09 Temperature control valv (charge air)

4P15 Circulating pump (LT)

Fig 9-9 Sea water system DAAE020523

System components

4E08 Central cooler

4F01 Suction strainer (sea water)

4P11 Circulation pump (sea water)

Ships (with ice class) designed for cold sea-water should have provisions for recirculation
back to the sea chest from the central cooler:
● For melting of ice and slush, to avoid clogging of the sea water strainer
● To enhance the temperature control of the LT water, by increasing the seawater temperature
● It is recommended to divide the engines into several circuits in multi-engine installations.
One reason is of course redundancy, but it is also easier to tune the individual flows in a
smaller system. Malfunction due to entrained gases, or loss of cooling water in case of
large leaks can also be limited. In some installations it can be desirable to separate the HT
circuit from the LT circuit with a heat exchanger.
The external system shall be designed so that flows, pressures and temperatures are close
to the nominal values in Technical data and the cooling water is properly de-aerated.
Pipes with galvanized inner surfaces are not allowed in the fresh water cooling system.
Some cooling water additives react with zinc, forming harmful sludge. Zinc also becomes
nobler than iron at elevated temperatures, which causes severe corrosion of engine
components.

DBAD209883 9-13
9. Cooling Water System Wärtsilä 46DF Product Guide

9.3.1 Electrically driven HT and LT circulation pumps (4P03,

4P05, 4P14, 4P15)
Electrically driven pumps should be of centrifugal type. Required capacities and delivery
pressures for stand-by pumps are stated in Technical data.
In installations without engine driven LT pumps, several engines can share a common LT
circulating pump, also together with other equipment such as reduction gear, generator and
compressors. When such an arrangement is preferred and the number of engines in operation
varies, significant energy savings can be achieved with frequency control of the LT pumps.
Note
Some classification societies require that spare pumps are carried onboard even though the
ship has multiple engines. Stand-by pumps can in such case be worth considering also for
this type of application.

9.3.2 Sea water pump (4P11)

The sea water pumps are always separate from the engine and electrically driven.
The capacity of the pumps is determined by the type of coolers and the amount of heat to be
dissipated.
Significant energy savings can be achieved in most installations with frequency control of the
sea water pumps. Minimum flow velocity (fouling) and maximum sea water temperature (salt
deposits) are however issues to consider.

9.3.3 Temperature control valve for central cooler (4V08)

The temperature control valve is installed after the central cooler and it controls the temperature
of the LT water before the engine, by partly bypassing the cooler. The control valve can be
either self-actuated or electrically actuated. Normally there is one temperature control valve
per circuit.
The set-point of the control valve is 35 ºC, or lower if required by other equipment connected
to the same circuit.

9.3.4 Charge air temperature control valve (4V09)

The temperature of the charge air is maintained on desired level with an electrically actuated
temperature control valve in the external LT circuit. The control valve regulates the recirculating
water flow (after the LO Cooler) through (to) the LT-stage of the charge air cooler in order to
reach and maintain the correct charge air receiver temperature.

9.3.5 Temperature control valve for heat recovery (4V02)

The temperature control valve after the heat recovery controls the maximum temperature of
the water that is mixed with HT water from the engine outlet before the HT pump. The control
valve can be either self-actuated or electrically actuated.
The set-point is usually somewhere close to 75 ºC.
The arrangement shown in the example system diagrams also results in a smaller flow through
the central cooler, compared to a system where the HT and LT circuits are connected in parallel
to the cooler.

9.3.6 Coolers for other equipment and MDF coolers

The engine driven LT circulating pump can supply cooling water to one or two small coolers
installed in parallel to the engine charge air and lubricating oil cooler, for example a MDF cooler
or a generator cooler. Separate circulating pumps are required for larger flows.
Design guidelines for the MDF cooler are given in chapter Fuel system.

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Wärtsilä 46DF Product Guide 9. Cooling Water System

9.3.7 Fresh water central cooler (4E08)

Plate type coolers are most common, but tube coolers can also be used. Several engines can
share the same cooler.
If the system layout is according to one of the example diagrams, then the flow capacity of
the cooler should be equal to the total capacity of the LT circulating pumps in the circuit. The
flow may be higher for other system layouts and should be calculated case by case.
It can be necessary to compensate a high flow resistance in the circuit with a smaller pressure
drop over the central cooler.

Design data:

Fresh water flow see chapter Technical Data

Heat to be dissipated see chapter Technical Data

Pressure drop on fresh water side max. 60 kPa (0.6 bar)

Sea-water flow acc. to cooler manufacturer, normally 1.2 - 1.5 x the fresh
water flow
Pressure drop on sea-water side, norm. acc. to pump head, normally 80 - 140 kPa (0.8 - 1.4 bar)

Fresh water temperature after cooler max. 38°C

Margin (heat rate, fouling) 15%

Fig 9-10 Central cooler main dimensions. Example for guidance only

Engine type A [mm] C [mm] D [mm] Weight [kg]

6L46DF 690 1005 2149 860

7L46DF 690 1005 2149 900

8L46DF 690 1005 2149 900

9L46DF 690 1255 2149 960

12V46DF 690 1255 2149 990

14V46DF 690 1505 2149 1120

DBAD209883 9-15
9. Cooling Water System Wärtsilä 46DF Product Guide

Engine type A [mm] C [mm] D [mm] Weight [kg]

16V46DF 690 1505 2149 1120

9.3.8 Waste heat recovery

The waste heat in the HT cooling water can be used for fresh water production, central heating,
tank heating etc. The system should in such case be provided with a temperature control
valve to avoid unnecessary cooling, as shown in the example diagrams. With this arrangement
the HT water flow through the heat recovery can be increased.
The heat available from HT cooling water is affected by ambient conditions. It should also be
taken into account that the recoverable heat is reduced by circulation to the expansion tank,
radiation from piping and leakages in temperature control valves.

9.3.9 Air venting

Air may be entrained in the system after an overhaul, or a leak may continuously add air or
gas into the system. The engine is equipped with vent pipes to evacuate air from the cooling
water circuits. The vent pipes should be drawn separately to the expansion tank from each
connection on the engine, except for the vent pipes from the charge air cooler on V-engines,
which may be connected to the corresponding line on the opposite cylinder bank.
Venting pipes to the expansion tank are to be installed at all high points in the piping system,
where air or gas can accumulate.
The vent pipes must be continuously rising.

9-16 DBAD209883
Wärtsilä 46DF Product Guide 9. Cooling Water System

Fig 9-11 Example of air venting device (V60D0343)

9.3.10 Expansion tank (4T05)

The expansion tank compensates for thermal expansion of the coolant, serves for venting of
the circuits and provides a sufficient static pressure for the circulating pumps.

Design data:

Volume min. 10% of the total system volume

NOTE
The maximum pressure at the engine must not be exceeded in case an electrically
driven pump is installed significantly higher than the engine.

Concerning the water volume in the engine, see chapter Technical data.
The expansion tank should be equipped with an inspection hatch, a level gauge, a low level
alarm and necessary means for dosing of cooling water additives.

DBAD209883 9-17
9. Cooling Water System Wärtsilä 46DF Product Guide

The vent pipes should enter the tank below the water level. The vent pipes must be drawn
separately to the tank (see air venting) and the pipes should be provided with labels at the
expansion tank.
Small amounts of fuel gas may enter the DF-engine cooling water system. The gas (just like
air) is separated in the cooling water system and will finally be released in the cooling water
expansion tank. Therefore, the cooling water expansion tank has to be of closed-top type, to
prevent release of gas into open air.
The DF-engine cooling water expansion tank breathing has to be treated similarly to the gas
pipe ventilation. Openings into open air from the cooling water expansion tank other than the
breather pipe have to be normally either closed or of type that does not allow fuel gas to exit
the tank (e.g. overflow pipe arrangement with water lock). The cooling water expansion tank
breathing pipes of engines located in same engine room can be combined.
The structure and arrangement of cooling water expansion tank may need to be approved by
Classification Society project-specifically.
The balance pipe down from the expansion tank must be dimensioned for a flow velocity not
exceeding 1.0...1.5 m/s in order to ensure the required pressure at the pump inlet with engines
running. The flow through the pipe depends on the number of vent pipes to the tank and the
size of the orifices in the vent pipes. The table below can be used for guidance.

Table 9-1 Minimum diameter of balance pipe

Nominal pipe size Max. flow velocity Max. number of vent

(m/s) pipes with ø 5 mm ori-
fice
DN 40 1.2 6

DN 50 1.3 10

DN 65 1.4 17

DN 80 1.5 28

9.3.11 Drain tank (4T04)

It is recommended to collect the cooling water with additives in a drain tank, when the system
has to be drained for maintenance work. A pump should be provided so that the cooling water
can be pumped back into the system and reused.
Concerning the water volume in the engine, see chapter Technical data. The water volume in
the LT circuit of the engine is small.

9.3.12 HT preheating
The cooling water circulating through the cylinders must be preheated to at least 60 ºC,
preferably 70 ºC. This is an absolute requirement for installations that are designed to operate
on heavy fuel, but strongly recommended also for engines that operate exclusively on marine
diesel fuel.
The energy required for preheating of the HT cooling water can be supplied by a separate
source or by a running engine, often a combination of both. In all cases a separate circulating
pump must be used. It is common to use the heat from running auxiliary engines for preheating
of main engines. In installations with several main engines the capacity of the separate heat
source can be dimensioned for preheating of two engines, provided that this is acceptable
for the operation of the ship. If the cooling water circuits are separated from each other, the
energy is transferred over a heat exchanger.

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Wärtsilä 46DF Product Guide 9. Cooling Water System

9.3.12.1 HT heater (4E05)

The energy source of the heater can be electric power, steam or thermal oil.
It is recommended to heat the HT water to a temperature near the normal operating
temperature. The heating power determines the required time to heat up the engine from cold
condition.
The minimum required heating power is 12 kW/cyl, which makes it possible to warm up the
engine from 20 ºC to 60...70 ºC in 10-15 hours. The required heating power for shorter heating
time can be estimated with the formula below. About 6 kW/cyl is required to keep a hot engine
warm.

Design data:
Preheating temperature min. 60°C for starts at LFO or gas; Min 70°C for startings at HFO
Required heating power 12 kW/cyl
Heating power to keep hot engine warm 6 kW/cyl

Required heating power to heat up the engine, see formula below:

where:
P = Preheater output [kW]
T1 = Preheating temperature = 60...70 °C

T0 = Ambient temperature [°C]

meng = Engine weight [ton]

VFW = HT water volume [m3]

t = Preheating time [h]

keng = Engine specific coefficient = 3 kW

ncyl = Number of cylinders

The formula above should not be used for P < 10 kW/cyl

9.3.12.2 Circulation pump for HT preheater (4P04)

Design data:
Capacity 1.6 m3/h per cylinder

Delivery pressure 80...100 kPa (0.8...1.0 bar)

9.3.12.3 Preheating unit (4N01)

A complete preheating unit can be supplied. The unit comprises:
● Electric or steam heaters
● Circulating pump
● Control cabinet for heaters and pump
● Set of thermometers
● Non-return valve
● Safety valve

DBAD209883 9-19
9. Cooling Water System Wärtsilä 46DF Product Guide

Fig 9-12 Example of preheating unit, electric (4V47K0045)

Table 9-2 Example of preheating unit

Capacity [kW] B C SA Z Water content [kg] Weight [kg]

72 665 1455 950 900 67 225

81 665 1455 950 900 67 225

108 715 1445 1000 900 91 260

135 715 1645 1000 1100 109 260

147 765 1640 1100 1100 143 315

169 765 1640 1100 1100 142 315

203 940 1710 1200 1100 190 375

214 940 1710 1200 1100 190 375

247 990 1715 1250 1100 230 400

270 990 1715 1250 1100 229 400

All dimensions are in mm

9-20 DBAD209883
Wärtsilä 46DF Product Guide 9. Cooling Water System

Fig 9-13 Example of preheating unit, steam

Type kW L1 [mm] L2 [mm] Dry weight [kg]

KVDS-72 72 960 1160 190

KVDS-96 96 960 1160 190

KVDS-108 108 960 1160 190

KVDS-135 135 960 1210 195

KVDS-150 150 960 1210 195

KVDS-170 170 1190 1210 200

KVDS-200 200 1190 1260 200

KVDS-240 240 1190 1260 205

KVDS-270 270 1430 1260 205

9.3.13 Throttles
Throttles (orifices) are to be installed in all by-pass lines to ensure balanced operating conditions
for temperature control valves. Throttles must also be installed wherever it is necessary to
balance the waterflow between alternate flow paths.

DBAD209883 9-21
9. Cooling Water System Wärtsilä 46DF Product Guide

9.3.14 Thermometers and pressure gauges

Local thermometers should be installed wherever there is a temperature change, i.e. before
and after heat exchangers etc. in external system.
Local pressure gauges should be installed on the suction and discharge side of each pump.

9-22 DBAD209883
Wärtsilä 46DF Product Guide 10. Combustion Air System

10. Combustion Air System

10.1 Engine room ventilation

To maintain acceptable operating conditions for the engines and to ensure trouble free operation
of all equipment, attention to shall be paid to the engine room ventilation and the supply of
combustion air.
The air intakes to the engine room must be located and designed so that water spray, rain
water, dust and exhaust gases cannot enter the ventilation ducts and the engine room. For
the minimum requirements concerning the engine room ventilation and more details, see the
Dual Fuel Safety Concept and applicable standards.
The amount of air required for ventilation is calculated from the total heat emission Φ to
evacuate. To determine Φ, all heat sources shall be considered, e.g.:
● Main and auxiliary diesel engines
● Exhaust gas piping
● Generators
● Electric appliances and lighting
● Boilers
● Steam and condensate piping
● Tanks
It is recommended to consider an outside air temperature of no less than 35°C and a
temperature rise of 11°C for the ventilation air.
The amount of air required for ventilation (note also that the earlier mentioned demand on 30
air exchanges/hour has to be fulfilled) is then calculated using the formula:

where:

qv = air flow [m³/s]

Φ = total heat emission to be evacuated [kW]
ρ = air density 1.13 kg/m³
c = specific heat capacity of the ventilation air 1.01 kJ/kgK
ΔT = temperature rise in the engine room [°C]
The heat emitted by the engine is listed in chapter Technical data.
The engine room ventilation air has to be provided by separate ventilation fans. These fans
should preferably have two-speed electric motors (or variable speed). The ventilation can then
be reduced according to outside air temperature and heat generation in the engine room, for
example during overhaul of the main engine when it is not preheated (and therefore not heating
the room).
The ventilation air is to be equally distributed in the engine room considering air flows from
points of delivery towards the exits. This is usually done so that the funnel serves as exit for
most of the air. To avoid stagnant air, extractors can be used.
It is good practice to provide areas with significant heat sources, such as separator rooms
with their own air supply and extractors.

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10. Combustion Air System Wärtsilä 46DF Product Guide

Under-cooling of the engine room should be avoided during all conditions (service conditions,
slow steaming and in port). Cold draft in the engine room should also be avoided, especially
in areas of frequent maintenance activities. For very cold conditions a pre-heater in the system
should be considered. Suitable media could be thermal oil or water/glycol to avoid the risk
for freezing. If steam is specified as heating medium for the ship, the pre-heater should be in
a secondary circuit.

10.2 Combustion air system design

Usually, the combustion air is taken from the engine room through a filter on the turbocharger.
This reduces the risk for too low temperatures and contamination of the combustion air. It is
important that the combustion air is free from sea water, dust, fumes, etc.
For the required amount of combustion air, see section Technical data.
The combustion air shall be supplied by separate combustion air fans, with a capacity slightly
higher than the maximum air consumption. The combustion air mass flow stated in technical
data is defined for an ambient air temperature of 25°C. Calculate with an air density
corresponding to 30°C or more when translating the mass flow into volume flow. The expression
below can be used to calculate the volume flow.

where:

qc = combustion air volume flow [m³/s]

m' = combustion air mass flow [kg/s]

ρ = air density 1.15 kg/m³

The fans should preferably have two-speed electric motors (or variable speed) for enhanced
flexibility. In addition to manual control, the fan speed can be controlled by engine load.
In multi-engine installations each main engine should preferably have its own combustion air
fan. Thus the air flow can be adapted to the number of engines in operation.
The combustion air should be delivered through a dedicated duct close to the turbocharger,
directed towards the turbocharger air intake. The outlet of the duct should be equipped with
a flap for controlling the direction and amount of air. Also other combustion air consumers,
for example other engines, gas turbines and boilers shall be served by dedicated combustion
air ducts.
If necessary, the combustion air duct can be connected directly to the turbocharger with a
flexible connection piece. With this arrangement an external filter must be installed in the duct
to protect the turbocharger and prevent fouling of the charge air cooler. The permissible total
pressure drop in the duct is max. 1.5 kPa. The duct should be provided with a step-less
change-over flap to take the air from the engine room or from outside depending on engine
load and air temperature.
For very cold conditions arctic setup is to be used. The combustion air fan is stopped during
start of the engine and the necessary combustion air is drawn from the engine room. After
start either the ventilation air supply, or the combustion air supply, or both in combination
must be able to maintain the minimum required combustion air temperature. The air supply
from the combustion air fan is to be directed away from the engine, when the intake air is cold,
so that the air is allowed to heat up in the engine room.

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Wärtsilä 46DF Product Guide 10. Combustion Air System

10.2.1 Condensation in charge air coolers

Air humidity may condense in the charge air cooler, especially in tropical conditions. The
engine equipped with a small drain pipe from the charge air cooler for condensed water.
The amount of condensed water can be estimated with the diagram below.

Example, according to the diagram:

At an ambient air temperature of 35°C and a relative humidity of
80%, the content of water in the air is 0.029 kg water/ kg dry air.
If the air manifold pressure (receiver pressure) under these condi-
tions is 2.5 bar (= 3.5 bar absolute), the dew point will be 55°C.
If the air temperature in the air manifold is only 45°C, the air can
only contain 0.018 kg/kg. The difference, 0.011 kg/kg (0.029 -
0.018) will appear as condensed water.

Fig 10-1 Condensation in charge air

coolers

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Wärtsilä 46DF Product Guide 11. Exhaust Gas System

11. Exhaust Gas System

11.1 Internal exhaust gas system

Fig 11-1 Internal combustion air and exhaust gas system, in-line engines
(DAAF447418)

System components:

01 Air filter 05 Water mist catcher 09* Charge air by-pass valve

02 Turbocharger 06 Orifice 10** Charge air wastegate valve

03 Charge air cooler (HT) 07 Cylinder head and valves

04 Charge air cooler (LT) 08 Exh. wastegate valve

Sensors and indicators

TE50#1A Exh. gas temperature cyl 0#A CV519 Exhaust wastegate control

TE511 Exh. gas temperature TC inlet GT519 Exhaust wastegate position

TE517 Exh. gas temperature TC outlet CV643* Charge air by pass control

SE518 TC A speed GT643* Charge air by pass position

PT601 Charge air pressure, engine inlet CV656** Charge air wastegate control

TE600 Air temperature TC inlet GT656** Charge air wastegate position

TE601 Charge air temp engine inlet SE520*** TC vibration

TE601-2**** Charge air temp engine inlet

PDI623 CAC pressure difference

Pipe connections

501 Exhaust gas outlet 601 Air inlet to TC

DBAD209883 11-1
11. Exhaust Gas System Wärtsilä 46DF Product Guide

Pipe connections

502 Cleaning water to turbine 611** Charge air wastegate outlet

509 Cleaning water to compressor 614 Scavenging air outlet to TC cleaning valve unit

607 Condensate after air cooler

11-2 DBAD209883
Wärtsilä 46DF Product Guide 11. Exhaust Gas System

Fig 11-2 Typical Internal charge air/exh gas system, V-engines (DAAF381076A)

System components:

01 Air filter 05 Water mist catcher 09* Charge air by-pass valve

02 Turbocharger 06 Orifice 10** Charge air wastegate valve

03 Charge air cooler (HT) 07 Cylinder head and valves

04 Charge air cooler (LT) 08 Exh. wastegate valve

Sensors and indicators

TE50#1A/B Exh. gas temperature cyl 0#A/B CV519 Exhaust wastegate control

TE511 Exh. gas temperature TC A inlet GT519 Exhaust wastegate position

TE517 Exh. gas temperature TC A outlet CV643* Charge air by pass control

TE521 Exh. gas temperature TC B inlet PDI633 CAC pressure difference B bank

TE527 Exh. gas temperature TC B outlet GT643* Charge air by pass position

SE518 TC A speed CV656** Charge air wastegate control

SE528 TC B speed GT656** Charge air wastegate position

PT601 Charge air pressure, engine inlet SE520*** TC A vibration

TE600 Air temperature TC inlet SE530*** TC B vibration

TE601 Charge air temp engine inlet

TE601-2**** Charge air temp engine inlet

PDI623 CAC pressure difference A bank

Pipe connections

501 A/B Exhaust gas outlet A/B bank 601 A/B Air inlet to TC A/B bank

502 Cleaning water to turbine 611** Charge air wastegate outlet

509 Cleaning water to compressor 614 Scavenging air outlet to TC cleaning valve unit

607 A/B Condensate after air cooler A/B bank

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11. Exhaust Gas System Wärtsilä 46DF Product Guide

11.2 Exhaust gas outlet

Fig 11-3 Exhaust pipe, diameters and support

Engine type TC type A [mm] B [mm]

W 6L46DF A170 650 DN900

W 7L46DF A170 650 DN1000

W 8L46DF A175 750 DN1000

W 9L46DF A175 750 DN1100

W 12V46DF A170 650 DN1300

W 14V46DF A170 650 DN1400

W 16V46DF A175 750 D1500

Fig 11-4 Exhaust pipe, diameters and

support

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Wärtsilä 46DF Product Guide 11. Exhaust Gas System

11.3 External exhaust gas system

Each engine should have its own exhaust pipe into open air. Backpressure, thermal expansion
and supporting are some of the decisive design factors.
Flexible bellows must be installed directly on the turbocharger outlet, to compensate for
thermal expansion and prevent damages to the turbocharger due to vibrations.

1 Duel Fuel engine

2 Exhaust gas ventilation unit

3 Rupture discs

4 Exhaust gas boiler

5 Silencer

Fig 11-5 External exhaust gas sys-

tem

11.3.1 System design - safety aspects

Natural gas may enter the exhaust system if a malfunction occurs during gas operation. The
gas may accumulate in the exhaust piping and it could be ignited in case a source of ignition
(such as a spark) appears in the system. The external exhaust system must therefore be
designed so that the pressure build-up in case of an explosion does not exceed the maximum
permissible pressure for any of the components in the system. The engine can tolerate a
pressure of at least 200 kPa. Other components in the system might have a lower maximum
pressure limit. The consequences of a possible gas explosion can be minimized with proper
design of the exhaust system; the engine will not be damaged and the explosion gases will
be safely directed through predefined routes. The following guidelines should be observed,
when designing the external exhaust system:
● The piping and all other components in the exhaust system should have a constant upward
slope to prevent gas from accumulating in the system. If horizontal pipe sections cannot
be completely avoided, their length should be kept to a minimum. The length of a single
horizontal pipe section should not exceed five times the diameter of the pipe. Silencers
and exhaust boilers etc. must be designed so that gas cannot accumulate inside.
● The exhaust system must be equipped with explosion relief devices, such as rupture discs,
in order to ensure safe discharge of explosion pressure. The outlets from explosion relief
devices must be in locations where the pressure can be safely released.
In addition the control and automation systems include the following safety functions:
● Before start the engine is automatically ventilated, i.e. rotated without injecting any fuel.
● During the start sequence, before activating the gas admission to the engine, an automatic
combustion check is performed to ensure that the pilot fuel injection system is working
correctly.

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11. Exhaust Gas System Wärtsilä 46DF Product Guide

● The combustion in all cylinders is continuously monitored and should it be detected that
all cylinders are not firing reliably, then the engine will automatically trip to diesel mode.
● The exhaust gas system is ventilated by a fan after the engine has stopped, if the engine
was operating in gas mode prior to the stop.

11.3.2 Exhaust gas ventilation unit (5N01)

An exhaust gas ventilation system is required to purge the exhaust piping after the engine has
been stopped in gas mode. The exhaust gas ventilation system is a class requirement. The
ventilation unit is to consist of a centrifugal fan, a flow switch and a butterfly valve with position
feedback. The butterfly valve has to be of gas-tight design and able to withstand the maximum
temperature of the exhaust system at the location of installation.
The fan can be located inside or outside the engine room as close to the turbocharger as
possible. The exhaust gas ventilation sequence is automatically controlled by the GVU.

Fig 11-6 Exhaust gas ventilation arrangement (DAAF315146A)

Unit components

1 Switch 4 Drain

2 Fan 5 Bellow

3 Butterfly valve 6 Flange

11.3.3 Relief devices - rupture discs

Explosion relief devices such as rupture discs are to be installed in the exhaust system. Outlets
are to discharge to a safe place remote from any source of ignition. The number and location
of explosion relief devices shall be such that the pressure rise caused by a possible explosion
cannot cause any damage to the structure of the exhaust system.
This has to be verified with calculation or simulation. Explosion relief devices that are located
indoors must have ducted outlets from the machinery space to a location where the pressure
can be safely released. The ducts shall be at least the same size as the rupture disc. The ducts
shall be as straight as possible to minimize the back-pressure in case of an explosion.

11-6 DBAD209883
Wärtsilä 46DF Product Guide 11. Exhaust Gas System

For under-deck installation the rupture disc outlets may discharge into the exhaust casing,
provided that the location of the outlets and the volume of the casing are suitable for handling
the explosion pressure pulse safely. The outlets shall be positioned so that personnel are not
present during normal operation, and the proximity of the outlet should be clearly marked as
a hazardous area.

11.3.4 Piping
The piping should be as short and straight as possible. Pipe bends and expansions should
be smooth to minimise the backpressure. The diameter of the exhaust pipe should be increased
directly after the bellows on the turbocharger. Pipe bends should be made with the largest
possible bending radius; the bending radius should not be smaller than 1.5 x D.
The recommended flow velocity in the pipe is maximum 35…40 m/s at full output. If there are
many resistance factors in the piping, or the pipe is very long, then the flow velocity needs to
be lower. The exhaust gas mass flow given in chapter Technical data can be translated to
velocity using the formula:

where:

v = gas velocity [m/s]

m' = exhaust gas mass flow [kg/s]

T = exhaust gas temperature [°C]

D = exhaust gas pipe diameter [m]

The exhaust pipe must be insulated with insulation material approved for concerned operation
conditions, minimum thickness 30 mm considering the shape of engine mounted insulation.
Insulation has to be continuous and protected by a covering plate or similar to keep the
insulation intact.
Closest to the turbocharger the insulation should consist of a hook on padding to facilitate
maintenance. It is especially important to prevent the airstream to the turbocharger from
detaching insulation, which will clog the filters.
After the insulation work has been finished, it has to be verified that it fulfils SOLAS-regulations.
Surface temperatures must be below 220°C on whole engine operating range.

11.3.5 Supporting
It is very important that the exhaust pipe is properly fixed to a support that is rigid in all
directions directly after the bellows on the turbocharger. There should be a fixing point on
both sides of the pipe at the support. The bellows on the turbocharger may not be used to
absorb thermal expansion from the exhaust pipe. The first fixing point must direct the thermal
expansion away from the engine. The following support must prevent the pipe from pivoting
around the first fixing point.
Absolutely rigid mounting between the pipe and the support is recommended at the first fixing
point after the turbocharger. Resilient mounts can be accepted for resiliently mounted engines
with “double” variant bellows (bellow capable of handling the additional movement), provided
that the mounts are self-captive; maximum deflection at total failure being less than 2 mm
radial and 4 mm axial with regards to the bellows. The natural frequencies of the mounting
should be on a safe distance from the running speed, the firing frequency of the engine and
the blade passing frequency of the propeller. The resilient mounts can be rubber mounts of
conical type, or high damping stainless steel wire pads. Adequate thermal insulation must be

DBAD209883 11-7
11. Exhaust Gas System Wärtsilä 46DF Product Guide

provided to protect rubber mounts from high temperatures. When using resilient mounting,
the alignment of the exhaust bellows must be checked on a regular basis and corrected when
necessary.
After the first fixing point resilient mounts are recommended. The mounting supports should
be positioned at stiffened locations within the ship’s structure, e.g. deck levels, frame webs
or specially constructed supports.
The supporting must allow thermal expansion and ship’s structural deflections.

11.3.6 Back pressure

The maximum permissible exhaust gas back pressure is stated in chapter Technical Data. The
back pressure in the system must be calculated by the shipyard based on the actual piping
design and the resistance of the components in the exhaust system. The exhaust gas mass
flow and temperature given in chapter Technical Data may be used for the calculation.
Each exhaust pipe should be provided with a connection for measurement of the back pressure.
The back pressure must be measured by the shipyard during the sea trial.

11.3.7 Exhaust gas bellows (5H01, 5H03)

Bellows must be used in the exhaust gas piping where thermal expansion or ship’s structural
deflections have to be segregated. The flexible bellows mounted directly on the turbocharger
outlet serves to minimise the external forces on the turbocharger and thus prevent excessive
vibrations and possible damage. All exhaust gas bellows must be of an approved type.

11.3.8 SCR-unit (11N14)

The SCR-unit requires special arrangement on the engine in order to keep the exhaust gas
temperature and backpressure into SCR-unit working range. The exhaust gas piping must be
straight at least 3...5 meters in front of the SCR unit. If both an exhaust gas boiler and a SCR
unit will be installed, then the exhaust gas boiler shall be installed after the SCR. Arrangements
must be made to ensure that water cannot spill down into the SCR, when the exhaust boiler
is cleaned with water.
More information about the SCR-unit can be found in the Wärtsilä Environmental Product
Guide.

11.3.9 Exhaust gas boiler

If exhaust gas boilers are installed, each engine should have a separate exhaust gas boiler.
Alternatively, a common boiler with separate gas sections for each engine is acceptable.
For dimensioning the boiler, the exhaust gas quantities and temperatures given in chapter
Technical data may be used.

11.3.10 Exhaust gas silencer (5R09)

The yard/designer should take into account that unfavorable layout of the exhaust system
(length of straight parts in the exhaust system) might cause amplification of the exhaust noise
between engine outlet and the silencer. Hence the attenuation of the silencer does not give
any absolute guarantee for the noise level after the silencer.
When included in the scope of supply, the standard silencer is of the absorption type, equipped
with a spark arrester. It is also provided with an explosion relief vent (option), a soot collector
and a condense drain, but it comes without mounting brackets and insulation. The silencer
should be mounted vertically.
The noise attenuation of the standard silencer is either 25 or 35 dB(A).

11-8 DBAD209883
Wärtsilä 46DF Product Guide 12. Turbocharger Cleaning

12. Turbocharger Cleaning

Regular water cleaning of the turbine and the compressor reduces the formation of deposits
and extends the time between overhauls. Fresh water is injected into the turbocharger during
operation. Additives, solvents or salt water must not be used and the cleaning instructions in
the operation manual must be carefully followed.
Regular cleaning of the turbine is not necessary when operating on gas.
Wärtsilä 46DF engines are delivered with an automatic cleaning system, which comprises a
valve unit mounted in the engine room close to the turbocharger and a common control unit
for up to six engines. Cleaning is started from the control panel on the control unit and the
cleaning sequence is then controlled automatically. A flow meter and a pressure control valve
are supplied for adjustment of the water flow.
The water supply line must be dimensioned so that the required pressure can be maintained
at the specified flow. If it is necessary to install the valve unit at a distance from the engine,
stainless steel pipes must be used between the valve unit and the engine. The valve unit should
not be mounted more than 5 m from the engine. The water pipes between the valve unit and
the turbocharger are constantly purged with charge air from the engine when the engine is
operating above 25% load. External air supply is needed below 25% load.

DBAD209883 12-1
12. Turbocharger Cleaning Wärtsilä 46DF Product Guide

12.1 Turbocharger cleaning system

Fig 12-1 Turbocharger cleaning system (DAAF363744)

System components:

01 W46DF

02 W46DF

5Z03 TC cleaning device

03 Air filter

04 TC wash unit control

05 Male stud GR18LR71

06 Flow meter / control (10-105 l/min)

07 Constant flow valve

Engine Air

Engine Turbocharger Nominal water inlet Water inlet flow rate Water consump- System air for scav-
press before cleaning (l/min) tion/wash (l) ening at low load
device (bar) (l/min)

6L46DF A170-M 4 30 300 -

7L46DF A170-M 4 30 300 -

8L46DF A175-M 4 41 410 -

9L46DF A175-M 4 41 410 -

12-2 DBAD209883
Wärtsilä 46DF Product Guide 12. Turbocharger Cleaning

12V46DF 2* 4 60 600 -
A170-M

14V46DF 2* 4 60 600 -
A170-M

16V46DF 2* - - - -
A175-M

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Wärtsilä 46DF Product Guide 13. Exhaust Emissions

13. Exhaust Emissions

Exhaust emissions from the dual fuel engine mainly consist of nitrogen, carbon dioxide (CO2)
and water vapour with smaller quantities of carbon monoxide (CO), sulphur oxides (SOx) and
nitrogen oxides (NOx), partially reacted and non-combusted hydrocarbons and particulates.

13.1 Dual fuel engine exhaust components

Due to the high efficiency and the clean fuel used in a dual fuel engine in gas mode, the exhaust
gas emissions when running on gas are extremely low. In a dual fuel engine, the air-fuel ratio
is very high, and uniform throughout the cylinders. Maximum temperatures and subsequent
NOx formation are therefore low, since the same specific heat quantity released to combustion
is used to heat up a large mass of air. Benefitting from this unique feature of the lean-burn
principle, the NOx emissions from the Wärtsilä DF engine is very low, complying with most
existing legislation. In gas mode most stringent emissions of IMO, EPA and SECA are met,
while in diesel mode the dual fuel engine is a normal diesel engine.
To reach low emissions in gas operation, it is essential that the amount of injected diesel fuel
is very small. The Wärtsilä DF engines therefore use a "micro-pilot" with less than 1% diesel
fuel injected at nominal load. Thus the emissions of SOx from the dual fuel engine are
negligable. When the engine is in diesel operating mode, the emissions are in the same range
as for any ordinary diesel engine, and the engine will be delivered with an EIAPP certificate to
show compliance with the MARPOL Annex VI.

13.2 Marine exhaust emissions legislation

13.2.1 International Maritime Organization (IMO)
The increasing concern over the air pollution has resulted in the introduction of exhaust
emission controls to the marine industry. To avoid the growth of uncoordinated regulations,
the IMO (International Maritime Organization) has developed the Annex VI of MARPOL 73/78,
which represents the first set of regulations on the marine exhaust emissions.
The IMO Tier 3 NOx emission standard will enter into force from year 2016. It will by then apply
for new marine diesel engines that:
● Are > 130 kW
● Installed in ships which keel laying date is 1.1.2016 or later
● Operating inside the North American ECA and the US Caribbean Sea ECA
From 1.1.2021 onwards Baltic sea and North sea will be included in to IMO Tier 3 NOx
requirements.

13.2.2 Other Legislations

There are also other local legislations in force in particular regions.

13.3 Methods to reduce exhaust emissions

All standard Wärtsilä engines meet the NOx emission level set by the IMO (International Maritime
Organisation) and most of the local emission levels without any modifications. Wärtsilä has
also developed solutions to significantly reduce NOx emissions when this is required.
Diesel engine exhaust emissions can be reduced either with primary or secondary methods.
The primary methods limit the formation of specific emissions during the combustion process.

DBAD209883 13-1
13. Exhaust Emissions Wärtsilä 46DF Product Guide

The secondary methods reduce emission components after formation as they pass through
the exhaust gas system.
For dual fuel engines same methods as mentioned above can be used to reduce exhaust
emissions when running in diesel mode. In gas mode there is no need for scrubber or SCR.
Refer to the "Wärtsilä Environmental Product Guide" for information about exhaust gas emission
control systems.

13-2 DBAD209883
Wärtsilä 46DF Product Guide 14. Automation System

14. Automation System

Wärtsilä Unified Controls - UNIC is a fully embedded and distributed engine management
system, which handles all control functions on the engine; for example start sequencing, start
blocking, fuel injection, cylinder balancing, knock control, speed control, load sharing, normal
stops and safety shutdowns.
The distributed modules communicate over an internal communication bus.
The power supply to each module is physically doubled on the engine for full redundancy.
Control signals to/from external systems are hardwired to the terminals in the main cabinet
on the engine. Process data for alarm and monitoring are communicated over a Modbus TCP
connection to external systems.

14.1 Technical data and system overview

14.1.1 Ingress protection
The ingress protection class of the system is IP54.

14.1.2 Ambient temp for automation system

The system design and implementation of the engine allows for an ambient engine room
temperature of 55°C.
Single components such as electronic modules have a temperature rating not less than 70°C.

Fig 14-1 Architecture of UNIC

Short explanation of the modules used in the system:

COM Communication Module. Handles strategic control functions (such as start/stop sequen-
cing and speed/load control, i.e. "speed governing") of the engine.
The communication modules handle engine internal and external communication, as
well as hardwired external interfaces.

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14. Automation System Wärtsilä 46DF Product Guide

LOP The LOP (local operator panel) shows all engine measurements (e.g. temperatures and
pressures) and provides various engine status indications as well as an event history.
IOM Input/Output Module handles measurements and limited control functions in a specific
area on the engine.
CCM Cylinder Control Module handles fuel injection control and local measurements for the
cylinders.
ESM Engine Safety Module handles fundamental engine safety, for example shutdown due
to overspeed or low lubricating oil pressure.

The above equipment and instrumentation are prewired on the engine.

14.1.3 Local operator panel

● The Local operator panel (LOP) consist of a display unit (LDU) with touch screen and
pushbuttons as well as an emergency stop button built on the engine.
The local operator panel shows all engine measurements (e.g. temperatures and pressures)
and provides various engine status indications as well as an event history
The following control functions are available:
- Local/remote control selection
- Local start & stop
- Emergency stop
● Local emergency speed setting (mechanical propulsion):

Fig 14-2 Local operator panel

14.1.4 Engine safety system

The engine safety module handles fundamental safety functions, for example overspeed
protection.
Main features:

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Wärtsilä 46DF Product Guide 14. Automation System

● Redundant design for power supply, speed inputs and stop solenoid control
● Fault detection on sensors, solenoids and wires
● Led indication of status and detected faults
● Digital status outputs
● Shutdown latching and reset
● Shutdown pre-warning
● Shutdown override (configuration depending on application)

14.1.5 Power unit

A power unit is delivered with each engine. The power unit supplies DC power to the automation
system on the engine and provides isolation from other power supply systems onboard. The
cabinet is designed for bulkhead mounting, protection degree IP44, max. ambient temperature
50°C.
The power unit contains redundant power converters, each converter dimensioned for 100%
load. At least one of the two incoming supplies must be connected to a UPS. The power unit
supplies the automation system on the engine with 24 VDC and 110 VDC.
Power supply from ship's system:
● Supply 1: 230 VAC / abt. 750 W
● Supply 2: 230 VAC / abt. 750 W

14.1.6 Ethernet communication unit

Ethernet switch and firewall/router are installed in a steel sheet cabinet for bulkhead mounting,
protection class IP44.

14.2 Functions
14.2.1 Engine operating modes
The operator can select two different fuel operating modes:
● Gas operating mode (gas fuel + pilot fuel injection)
● Diesel operating mode (conventional diesel fuel injection + pilot fuel injection)
In addition, engine control and safety system or the blackout detection system can force the
engine to run in backup operating mode (conventional diesel fuel injection only).
It is possible to transfer a running engine from gas- into diesel operating mode. Below a certain
load limit the engine can be transferred from diesel- into gas operating mode. The engine will
automatically trip from gas- into diesel operating mode (gas trip) in several alarm situations.
Request for diesel operating mode will always override request for gas operating mode.
The engine control system automatically forces the engine to backup operating mode
(regardless of operator choice of operating mode) in two cases:
● Pilot fuel injection system related fault is detected (pilot trip)
● Engine is started while the blackout start mode signal (from external source) is active

DBAD209883 14-3
14. Automation System Wärtsilä 46DF Product Guide

Fig 14-3 Principle of engine operating modes

14.2.2 Start
14.2.2.1 Start blocking
Starting is inhibited by the following functions:
● Turning device engaged
● Pre-lubricating pressure low (override if black-out input is high and within last 30 minutes
after the pressure has dropped below the set point of 0.8 bar)
● Stop signal to engine activated (safety shut-down, emergency stop, normal stop)
● External start block active
● Exhaust gas ventilation not performed
● HFO selected or fuel oil temperature > 70°C (Gas mode only)
● Charge air shut-off valve closed (optional device)

14.2.2.2 Start in gas operating mode

If the engine is ready to start in gas operating mode the output signals "engine ready for gas
operation" (no gas trips are active) and "engine ready for start" (no start blockings are active)
are activated. In gas operating mode the following tasks are performed automatically:
● A GVU gas leakage test
● The starting air is activated
● Pilot fuel injection and pilot fuel pressure control is enabled
● A combustion check (verify that all cylinders are firing)
● Gas admission is started and engine speed is raised to nominal
The start mode is interrupted in case of abnormalities during the start sequence. The start
sequence takes about 1.5 minutes to complete.

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Wärtsilä 46DF Product Guide 14. Automation System

14.2.2.3 Start in diesel operating mode

When starting an engine in diesel operating mode the GVU check is omitted. The pilot
combustion check is performed to ensure correct functioning of the pilot fuel injection in order
to enable later transfer into gas operating mode. The start sequence takes about one minute
to complete.

14.2.2.4 Start in blackout mode

When the blackout signal is active, the engine will be started in backup operating mode. The
start is performed similarly to a diesel engine, i.e. after receiving start signal the engine will
start and ramp up to nominal speed using only the diesel fuel system. The blackout signal
disables some of the start blocks to get the engine running as quickly as possible. All checks
during start-up that are related to gas fuel system or pilot fuel system are omitted. Therefore
the engine is not able to transfer from backup operating mode to gas- or diesel operating
mode before the gas and pilot system related safety measures have been performed. This is
done by stopping the engine and re-starting it in diesel- or gas operating mode.
After the blackout situation is over (i.e. when the first engine is started in backup operating
mode, connected to switchboard, loaded, and consequently blackout-signal cleared), more
engines should be started, and the one running in backup mode stopped and re-started in
gas- or diesel operating mode.

14.2.3 Gas/diesel transfer control

14.2.3.1 Transfer from gas- to diesel-operating mode
The engine will transfer from gas to diesel operating mode at any load within 1s. This can be
initiated in three different ways: manually, by the engine control system or by the gas safety
system (gas operation mode blocked).

14.2.3.2 Transfer from diesel- to gas-operating mode

The engine can be transferred to gas at engine load below 80% in case no gas trips are active,
no pilot trip has occurred and the engine was not started in backup operating mode (excluding
combustion check).
Fuel transfers to gas usually takes about 2 minutes to complete, in order to minimize
disturbances to the gas fuel supply systems.
The engine can run in backup operating mode in case the engine has been started with the
blackout start input active or a pilot trip has occurred. A transfer to gas operating mode can
only be done after a combustion check, which is done by restarting the engine.
A leakage test on the GVU is automatically done before each gas transfer.

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14. Automation System Wärtsilä 46DF Product Guide

Fig 14-4 Operating modes are load dependent

14.2.3.3 Points for consideration when selecting fuels

When selecting the fuel operating mode for the engine, or before transferring between operating
modes, the operator should consider the following:
● To prevent an overload of the gas supply system, transfer one engine at a time to gas
operating mode
● Before a transfer command to gas operating mode is given to an engine, the PMS or
operator must ensure that the other engines have enough ‘spinning reserve’ during the
transfers. This because the engine may need to be unloaded below the upper transfer limit
before transferring
● If engine load is within the transfer window, the engine will be able to switch fuels without
unloading
● Whilst an engine is transferring, the starting and stopping of heavy electric consumers
should be avoided

14.2.4 Stop, shutdown and emergency stop

14.2.4.1 Stop mode
Before stopping the engine, the control system shall first unload the engine slowly (if the engine
is loaded), and after that open the generator breaker and send a stop signal to the engine.
Immediately after the engine stop signal is activated in gas operating mode, the GVU performs
gas shut-off and ventilation. The pilot injection is active during the first part of the deceleration
in order to ensure that all gas remaining in engine is burned.
In case the engine has been running on gas within two minutes prior to the stop the exhaust
gas system is ventilated to discharge any unburned gas.

14.2.4.2 Shutdown mode

Shutdown mode is initiated automatically as a response to measurement signals.
In shutdown mode the clutch/generator breaker is opened immediately without unloading.
The actions following a shutdown are similar to normal engine stop.
Shutdown mode must be reset by the operator and the reason for shutdown must be
investigated and corrected before re-start.

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Wärtsilä 46DF Product Guide 14. Automation System

14.2.4.3 Emergency stop mode

The sequence of engine stopping in emergency stop mode is similar to shutdown mode,
except that also the pilot fuel injection is de-activated immediately upon stop signal.
Emergency stop is the fastest way of manually shutting down the engine. In case the emergency
stop push-button is pressed, the button is automatically locked in pressed position.
To return to normal operation the push button must be pulled out and alarms acknowledged.

14.2.5 Speed control

14.2.5.1 Main engines (mechanical propulsion)
The electronic speed control is integrated in the engine automation system.
The remote speed setting from the propulsion control is an analogue 4-20 mA signal. It is also
possible to select an operating mode in which the speed reference can be adjusted with
increase/decrease signals.
The electronic speed control handles load sharing between parallel engines, fuel limiters, and
various other control functions (e.g. ready to open/close clutch, speed filtering). Overload
protection and control of the load increase rate must however be included in the propulsion
control as described in the chapter Operating Ranges.

14.2.5.2 Generating sets

The electronic speed control is integrated in the engine automation system.
The load sharing can be based on traditional speed droop, or handled independently by the
speed control units without speed droop. The later load sharing principle is commonly referred
to as isochronous load sharing. With isochronous load sharing there is no need for load
balancing, frequency adjustment, or generator loading/unloading control in the external control
system.
In a speed droop system each individual speed control unit decreases its internal speed
reference when it senses increased load on the generator. Decreased network frequency with
higher system load causes all generators to take on a proportional share of the increased total
load. Engines with the same speed droop and speed reference will share load equally. Loading
and unloading of a generator is accomplished by adjusting the speed reference of the individual
speed control unit. The speed droop is typically 4%, which means that the difference in
frequency between zero load and maximum load is 4%.
In isochronous mode the speed reference remains constant regardless of load level. Both
isochronous load sharing and traditional speed droop are standard features in the speed
control and either mode can be easily selected. If the ship has several switchboard sections
with tie breakers between the different sections, then the status of each tie breaker is required
for control of the load sharing in isochronous mode.

14.3 Alarm and monitoring signals

Regarding sensors on the engine, the actual configuration of signals and the alarm levels are
found in the project specific documentation supplied for all contracted projects.

14.4 Electrical consumers

14.4.1 Motor starters and operation of electrically driven pumps
Motor starters are not part of the control system supplied with the engine, but available as
loose supplied items.

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14.4.1.1 Engine turning device (9N15)

The crankshaft can be slowly rotated with the turning device for maintenance purposes. The
motor starter must be designed for reversible control of the motor. The electric motor ratings
are listed in the table below.

Table 14-1 Electric motor ratings for engine turning device

Engine type Voltage [V] Frequency [Hz] Power [kW] Current [A]

Wärtsilä 46DF 3 x 400/440 50 / 60 2.2/2.6 5

(6L,7L,8L)
Wärtsilä 46DF 3 x 400/440 50 / 60 5.5/6.4 12
(9L,V-engines)

14.4.1.2 Pre-lubricating oil pump

The pre-lubricating oil pump must always be running when the engine is stopped. The pump
shall start when the engine stops, and stop when the engine starts. The engine control system
handles start/stop of the pump automatically via a motor starter.
It is recommended to arrange a back-up power supply from an emergency power source.
Diesel generators serving as the main source of electrical power must be able to resume their
operation in a black out situation by means of stored energy. Depending on system design
and classification regulations, it may be permissible to use the emergency generator.

14.4.1.3 Stand-by pump, lubricating oil (if applicable) (2P04)

The engine control system starts the pump automatically via a motor starter, if the lubricating
oil pressure drops below a preset level when the engine is running. There is a dedicated sensor
on the engine for this purpose.
The pump must not be running when the engine is stopped, nor may it be used for
pre-lubricating purposes. Neither should it be operated in parallel with the main pump, when
the main pump is in order.

14.4.1.4 Stand-by pump, HT cooling water (if applicable) (4P03)

The engine control system starts the pump automatically via a motor starter, if the cooling
water pressure drops below a preset level when the engine is running. There is a dedicated
sensor on the engine for this purpose.

14.4.1.5 Stand-by pump, LT cooling water (if applicable) (4P05)

The engine control system starts the pump automatically via a motor starter, if the cooling
water pressure drops below a preset level when the engine is running. There is a dedicated
sensor on the engine for this purpose.

14.4.1.6 Circulating pump for preheater (4P04)

The preheater pump shall start when the engine stops (to ensure water circulation through
the hot engine) and stop when the engine starts. The engine control system handles start/stop
of the pump automatically via a motor starter.

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Wärtsilä 46DF Product Guide 14. Automation System

Wärtsilä Unified Controls – UNIC is a modular embedded automation system. UNIC C3 is

used for engines with electronically controlled fuel injection and has a hardwired interface for
control functions and a bus communication interface for alarm and monitoring.

14.5 Guideline for electrical and automation system

Load increase during ship acceleration, manoeuvring, and load transfer between generators
must be controlled according to instructions in chapter 2.2 Loading Capacity. The total load
increase rate on a recently connected generator (preheated engine) is the sum of the uploading
that is performed by the load sharing control and by the propulsion control.
Fastest possible loading up to high load in diesel mode should only be available by activating
an “emergency loading” function, which is indicated by an alarm in the control room and on
the bridge. In applications with highly cyclic load, e.g. dynamic positioning, maximum loading
can be used in operating modes that require fast response. Other operating modes should
have slower loading rates. Maximum possible loading and unloading is also required for e.g.
tugs.
Load reductions from high load must be rate limited in normal operation as described in chapter
2.2 Loading Capacity. Crash stop can be recognised by for example a large lever movement
from ahead to astern. In the low load range, which is typically used during manoeuvring, the
load can be reduced without rate limitation.
The response to increase and decrease pulses from PMS or synchroniser is 0.1 Hz per second
by default, but the rate is adjustable. This is the rate for the speed setting. Actual speed and/or
load change at a much slower rate, especially when the adjustments are small. Recommended
deadband for load balancing (PMS control) is ±2% of rated power.
The engine can absorb 5% reverse power. Recommended setting for the reverse power
protection is 5% of rated power with 10 s delay.
There can be significant load swings between parallel generators in gas engine installations
(short peaks, frequency >1.5 Hz). This is a harmless phenomenon, which is caused by cycle
to cycle variations in cylinder pressure when the engines run on gas fuel. Load limitation and
load reduction functions should therefore act on the average generator load, not short spikes
on individual generators. It is however recommended to monitor also network frequency,
because it is possible that an engine loses power, but not to the extent that the generator trips
on reverse power. In such a situation the average power is on an acceptable level, but the
parallel engines might still be overloaded.
The load should be kept as stable as possible while an engine is transferring from diesel to
gas mode. Since the engines are running in speed control, they will all respond to rapid load
changes. The load variations on a transferring engine can be significantly reduced (but not
totally eliminated) by running the transferring engine in speed droop and the parallel engines
in isochronous load sharing mode.

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Wärtsilä 46DF Product Guide 15. Foundation

15. Foundation
Engines can be either rigidly mounted on chocks, or resiliently mounted on steel spring
elements. If resilient mounting is considered, Wärtsilä must be informed about existing
excitations such as propeller blade passing frequency. Dynamic forces caused by the engine
are listed in the chapter Vibration and noise.

15.1 Steel structure design

The system oil tank should not extend under the reduction gear or generator, if the oil tank is
located beneath the engine foundation. Neither should the tank extend under the support
bearing, in case there is a PTO arrangement in the free end. The oil tank must also be
symmetrically located in transverse direction under the engine.
The foundation and the double bottom should be as stiff as possible in all directions to absorb
the dynamic forces caused by the engine, reduction gear and thrust bearing.
The foundation should be dimensioned and designed so that harmful deformations are avoided.
The foundation of the driven equipment should be integrated with the engine foundation.

15.2 Engine mounting

The mounting arrangement is similar for diesel electric installations and conventional propulsion.

15.2.1 Rigid mounting

Engines can be rigidly mounted to the foundation either on steel chocks or resin chocks.
The holding down bolts are through-bolts with a lock nut at the lower end and a hydraulically
tightened nut at the upper end. The tool included in the standard set of engine tools is used
for hydraulic tightening of the holding down bolts. Bolts number two and three from the flywheel
end on each side of the engine are to be Ø46 H7/n6 fitted bolts. The rest of the holding down
bolts are clearance bolts.
A distance sleeve should be used together with the fitted bolts. The distance sleeve must be
mounted between the seating top plate and the lower nut in order to provide a sufficient
guiding length for the fitted bolt in the seating top plate. The guiding length in the seating top
plate should be at least equal to the bolt diameter.
The design of the holding down bolts appear from the foundation drawing. It is recommended
that the bolts are made from a high-strength steel, e.g. 42CrMo4 or similar. A high strength
material makes it possible to use a higher bolt tension, which results in a larger bolt elongation
(strain). A large bolt elongation improves the safety against loosening of the nuts.
To avoid a gradual reduction of tightening tension due to unevenness in threads, the threads
should be machined to a finer tolerance than normal threads. The bolt thread must fulfil
tolerance 6g and the nut thread must fulfil tolerance 6H. In order to avoid bending stress in
the bolts and to ensure proper fastening, the contact face of the nut underneath the seating
top plate should be counterbored.
Lateral supports must be installed for all engines. One pair of supports should be located at
the free end and one pair (at least) near the middle of the engine. The lateral supports are to
be welded to the seating top plate before fitting the chocks. The wedges in the supports are
to be installed without clearance, when the engine has reached normal operating temperature.
The wedges are then to be secured in position with welds. An acceptable contact surface
must be obtained on the wedges of the supports.

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15. Foundation Wärtsilä 46DF Product Guide

15.2.1.1 Resin chocks

The recommended dimensions of the resin chocks are 600 x 180 mm. The total surface
pressure on the resin must not exceed the maximum value, which is determined by the type
of resin and the requirements of the classification society.
It is recommended to select a resin type that is approved by the relevant classification society
for a total surface pressure of 5 N/mm2. (A typical conservative value is Ptot 3.5 N/mm2 ).
During normal conditions, the support face of the engine feet has a maximum temperature of
about 75°C, which should be considered when selecting the type of resin.
The bolts must be made as tensile bolts with a reduced shank diameter to ensure a sufficient
elongation since the bolt force is limited by the permissible surface pressure on the resin. For
a given bolt diameter the permissible bolt tension is limited either by the strength of the bolt
material (max. stress 80% of the yield strength), or by the maximum permissible surface
pressure on the resin.
Locking of the upper nuts is required when the total surface pressure on the resin chocks is
below 4 MPa with the recommended chock dimensions. The lower nuts should always be
locked regardless of the bolt tension.

15.2.1.2 Steel chocks

The top plates of the engine girders are normally inclined outwards with regard to the centre
line of the engine. The inclination of the supporting surface should be 1/100. The seating top
plate should be designed so that the wedge-type steel chocks can easily be fitted into their
positions. The wedge-type chocks also have an inclination of 1/100 to match the inclination
of the seating. If the top plate of the engine girder is fully horizontal, a chock is welded to each
point of support. The chocks should be welded around the periphery as well as through holes
drilled for this purpose at regular intervals to avoid possible relative movement in the surface
layer. The welded chocks are then face-milled to an inclination of 1/100. The surfaces of the
welded chocks should be large enough to fully cover the wedge-type chocks.
The supporting surface of the seating top plate should be machined so that a bearing surface
of at least 75% is obtained. The chock should be fitted so that they are approximately equally
inserted under the engine on both sides.
The chocks should always cover two bolts, except the chock closest to the flywheel, which
accommodates only one bolt. Steel is preferred, but cast iron chocks are also accepted.
Holes are to be drilled and reamed to the correct tolerance for the fitted bolts after the coupling
alignment has been checked and the chocks have been lightly knocked into position.

15.2.1.3 Steel chocks with adjustable height

As an alternative to resin chocks or conventional steel chocks it is also permitted to install the
engine on adjustable steel chocks. The chock height is adjustable between 45 mm and 65
mm for the approved type of chock. There must be a chock of adequate size at the position
of each holding down bolt.

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Wärtsilä 46DF Product Guide 15. Foundation

Fig 15-1 Seating and fastening, rigidly mounted in-line engine on resin chocks
(DAAE012078a)

Fig 15-2 Seating and fastening, rigidly mounted V-engine on resin chocks
(DAAE074226A)

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15. Foundation Wärtsilä 46DF Product Guide

Fig 15-3 Seating and fastening, rigidly mounted in-line engine on resin chocks
(DAAE012078a)

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Wärtsilä 46DF Product Guide 15. Foundation

Fig 15-4 Seating and fastening, rigidly mounted V-engine on resin chocks
(DAAE074226A)

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15. Foundation Wärtsilä 46DF Product Guide

15.2.2 Resilient mounting

In order to reduce vibrations and structure borne noise, engines can be resiliently mounted
on steel spring elements. The transmission of forces emitted by the engine is 10-20% when
using resilient mounting. Typical structure borne noise levels can be found in chapter 17.
The resilient elements consist of an upper steel plate fastened directly to the engine, vertical
steel springs, and a lower steel plate fastened to the foundation. Resin chocks are cast under
the lower steel plate after final alignment adjustments and drilling of the holes for the fastening
screws. The steel spring elements are compressed to the calculated height under load and
locked in position on delivery. Compression screws and distance pieces between the two
steel plates are used for this purpose.
Rubber elements are used in the transverse and longitudinal buffers. Steel chocks must be
used under the horizontal buffers.
The speed range is limited to 450-600 rpm for resiliently mounted 8L46DF engines. For other
cylinder configurations a speed range of 400-600 rpm is generally available.

Fig 15-5 Seating and fastening, resiliently mounted in-line engine (DAAE029031 A)

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Wärtsilä 46DF Product Guide 15. Foundation

Fig 15-6 Seating and fastening, resiliently mounted V-engine (DAAE057412)

15.2.2.1 Flexible pipe connections

When the engine is resiliently mounted, all connections must be flexible and no grating nor
ladders may be fixed to the engine. Especially the connection to the turbocharger must be
arranged so that the above mentioned displacements can be absorbed, without large forces
on the turbocharger.
Proper fixing of pipes next to flexible pipe connections is not less important for resiliently
mounted engines. See the chapter Piping design, treatment and installation for more detailed
information.

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Wärtsilä 46DF Product Guide 16. Vibration and Noise

16. Vibration and Noise

Resiliently mounted engines comply with the requirements of the following standards regarding
vibration level on the engine:

Main engine ISO 10816-6 Class 5

Generating set (not on a com- ISO 8528-9

mon base frame)

16.1 External forces and couples

Some cylinder configurations produce dynamic forces and couples. These are listed in the
tables below.
The ship designer should avoid natural frequencies of decks, bulkheads and superstructures
close to the excitation frequencies. The double bottom should be stiff enough to avoid
resonances especially with the rolling frequencies.

Fig 16-1 Coordinate system

Table 16-1 External forces

Engine Speed Fre- FY FZ

[rpm] quency [kN] [kN]
[Hz]
8L46DF 600 40 – 12.3

– forces are zero or insignificant

Table 16-2 External couples

Engine Speed Fre- MY MZ Fre- MY MZ Fre- MY MZ

[rpm] quency [kNm] [kNm] quency [kNm] [kNm] quency [kNm] [kNm]
[Hz] [Hz] [Hz]
7L46DF 600 10 63 63 20 104.2 – 1) 40 12.4 –

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16. Vibration and Noise Wärtsilä 46DF Product Guide

Engine Speed Fre- MY MZ Fre- MY MZ Fre- MY MZ

[rpm] quency [kNm] [kNm] quency [kNm] [kNm] quency [kNm] [kNm]
[Hz] [Hz] [Hz]
9L46DF 600 10 30 30 20 163 – 40 11 –

14V46DF 600 10 103 103 20 155 86 40 5 13

14V46DF2) 600 10 – – 20 155 86 40 5 13

1) zero or insignificant value marked as "-"
2) balancing device adopted

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Wärtsilä 46DF Product Guide 16. Vibration and Noise

16.2 Torque variations

Table 16-3 Torque variation at full load

Engine Speed Frequency MX Frequency MX Frequency MX

[rpm] [Hz] [kNm] [Hz] [kNm] [Hz] [kNm]
6L46DF 600 30 67 60 65 90 16

7L46DF 600 35 221 70 47 105 10

8L46DF 600 40 202 80 34 120 6

9L46DF 600 45 185 90 24 135 4

12V46DF 600 30 35 60 112 90 22

14V46DF 600 30 20 60 90 90 2

16V46DF 600 40 65 80 63 120 6

16.3 Mass moments of inertia

These typical inertia values include the flexible coupling part connected to the flywheel and
the torsional vibration damper, if needed.

Table 16-4 Polar mass moments of inertia

Engine type Inertia

[kgm2]
6L46DF 3620

7L46DF 2920

8L46DF 4160

9L46DF 4110

12V46DF 4660

14V46DF 5350

16V46DF 6100

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16. Vibration and Noise Wärtsilä 46DF Product Guide

16.4 Structure borne noise

Fig 16-2 Typical structure borne noise levels

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Wärtsilä 46DF Product Guide 16. Vibration and Noise

16.5 Air borne noise

The airborne noise from the engine is measured as a sound power level according to ISO
3746. The results are presented with A-weighting in octave bands, reference level 1 pW. The
values are applicable with an intake air filter on the turbocharger and 1m from the engine. 90%
of all measured noise levels are below the values in the graphs. The values presented in the
graphs below are typical values, cylinder specific graphs are included in the Installation Planning
Instructions (IPI) delivered for all contracted projects.

Fig 16-3 Typical sound power levels of engine noise, W6L46DF

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Fig 16-4 Typical sound power levels of engine noise, W12V46DF

16.6 Exhaust noise

The exhaust noise is measured as a sound power level according to ISO 9614-2. The results
are presented with A-weighting in octave bands, reference level 1 pW. The values presented
in the graphs below are typical values, cylinder specific graphs are included in the Installation
Planning Instructions (IPI) delivered for all contracted projects.

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Wärtsilä 46DF Product Guide 16. Vibration and Noise

Fig 16-5 Typical sound power levels of exhaust noise, W6L46DF

Fig 16-6 Typical sound power levels of exhaust noise, W12V46DF

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Wärtsilä 46DF Product Guide 17. Power Transmission

17. Power Transmission

17.1 Flexible coupling

The power transmission of propulsion engines is accomplished through a flexible coupling or
a combined flexible coupling and clutch mounted on the flywheel. The crankshaft is equipped
with an additional shield bearing at the flywheel end. Therefore also a rather heavy coupling
can be mounted on the flywheel without intermediate bearings.
The type of flexible coupling to be used has to be decided separately in each case on the
basis of the torsional vibration calculations.
In case of two bearing type generator installations a flexible coupling between the engine and
the generator is required.

17.2 Clutch
In dual fuel engine installations with mechanical drive, it must be possible to disconnect the
propeller shaft from the engine by using a clutch. The use of multiple plate hydraulically
actuated clutches built into the reduction gear is recommended.
A clutch is also required when two or more engines are connected to the same driven machinery
such as a reduction gear.
To permit maintenance of a stopped engine clutches must be installed in twin screw vessels
which can operate on one shaft line only.

17.3 Shaft locking device

To permit maintenance of a stopped engine clutches must be installed in twin screw vessels
which can operate on one shaft line only. A shaft locking device should also be fitted to be
able to secure the propeller shaft in position so that wind milling is avoided. This is necessary
because even an open hydraulic clutch can transmit some torque. Wind milling at a low
propeller speed (<10 rpm) can due to poor lubrication cause excessive wear of the bearings.
The shaft locking device can be either a bracket and key or an easier to use brake disc with
calipers. In both cases a stiff and strong support to the ship’s construction must be provided.

Fig 17-1 Shaft locking device and brake disc with calipers

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17. Power Transmission Wärtsilä 46DF Product Guide

17.4 Input data for torsional vibration calculations

A torsional vibration calculation is made for each installation. For this purpose exact data of
all components included in the shaft system are required. See list below.
Installation
● Classification
● Ice class
● Operating modes
Reduction gear
A mass elastic diagram showing:
● All clutching possibilities
● Sense of rotation of all shafts
● Dimensions of all shafts
● Mass moment of inertia of all rotating parts including shafts and flanges
● Torsional stiffness of shafts between rotating masses
● Material of shafts including tensile strength and modulus of rigidity
● Gear ratios
● Drawing number of the diagram
Propeller and shafting
A mass-elastic diagram or propeller shaft drawing showing:
● Mass moment of inertia of all rotating parts including the rotating part of the OD-box, SKF
couplings and rotating parts of the bearings
● Mass moment of inertia of the propeller at full/zero pitch in water
● Torsional stiffness or dimensions of the shaft
● Material of the shaft including tensile strength and modulus of rigidity
● Drawing number of the diagram or drawing
Main generator or shaft generator
A mass-elastic diagram or an generator shaft drawing showing:
● Generator output, speed and sense of rotation
● Mass moment of inertia of all rotating parts or a total inertia value of the rotor, including
the shaft
● Torsional stiffness or dimensions of the shaft
● Material of the shaft including tensile strength and modulus of rigidity
● Drawing number of the diagram or drawing
Flexible coupling/clutch
If a certain make of flexible coupling has to be used, the following data of it must be informed:
● Mass moment of inertia of all parts of the coupling
● Number of flexible elements
● Linear, progressive or degressive torsional stiffness per element
● Dynamic magnification or relative damping
● Nominal torque, permissible vibratory torque and permissible power loss

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Wärtsilä 46DF Product Guide 17. Power Transmission

● Drawing of the coupling showing make, type and drawing number

Operational data
● Operational profile (load distribution over time)
● Clutch-in speed
● Power distribution between the different users
● Power speed curve of the load

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Wärtsilä 46DF Product Guide 18. Engine Room Layout

18. Engine Room Layout

18.1 Crankshaft distances

Minimum crankshaft distances have to be followed in order to provide sufficient space between
engines for maintenance and operation.

18.1.1 In-line engines

Fig 18-1 Crankshaft distances, in-line engines (DAAR039225)

Engine type Min. A [mm]

W 6L46DF 3600

W 7L46DF 3600

W 8L46DF 3600

W 9L46DF 3600

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18. Engine Room Layout Wärtsilä 46DF Product Guide

18.1.2 V-engines

Fig 18-2 Crankshaft distances, V-engines (DAAR038996)

Engine type Min. A [mm]

W 12V46DF 5900

W 14V46DF 5900

W 16V46DF 6200

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Wärtsilä 46DF Product Guide 18. Engine Room Layout

18.1.3 Four-engine installations

Fig 18-3 Main engine arrangement, 4 x L46DF (DAAR039322)

Engine type A [mm] B [mm] C [mm]

6L46DF 1100 2200 3600

7L, 8L, 9L46DF 1100 2200 3600

1) Minimum free space.

Intermediate shaft diameter to be determined case by case.
Dismantling of big end bearing requires 1500 mm on one side and 2300 mm on the other side.
Direction may be freely chosen.

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18. Engine Room Layout Wärtsilä 46DF Product Guide

Fig 18-4 Main engine arrangement, 4 x V46DF (DAAR038996)

Engine type Turbochar- A

ger
12V46DF ABB-A170 5900

14V46DF ABB-A170 5900

16V46DF ABB-A175 6200

Engine type A [mm] 1) B [mm] 2) C [mm]

12V46DF 5900 3200 min. 1900

14V46DF 5900 3200 min. 1900

16V46DF 6200 3200 min. 1900

1) Minimum distance between engines.

2) Depending on the type of gearbox.
Intermediate shaft diameter to be determined case by case.

18.2 Space requirements for maintenance

18.2.1 Working space around the engine
The required working space around the engine is mainly determined by the dismounting
dimensions of engine components, and space requirement of some special tools. It is especially

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Wärtsilä 46DF Product Guide 18. Engine Room Layout

important that no obstructive structures are built next to engine driven pumps, as well as
camshaft and crankcase doors.
However, also at locations where no space is required for dismounting of engine parts, a
minimum of 1000 mm free space is recommended for maintenance operations everywhere
around the engine.

18.2.2 Engine room height and lifting equipment

The required engine room height is determined by the transportation routes for engine parts.
If there is sufficient space in transverse and longitudinal direction, there is no need to transport
engine parts over the rocker arm covers or over the exhaust pipe and in such case the
necessary height is minimized.
Separate lifting arrangements are usually required for overhaul of the turbocharger since the
crane travel is limited by the exhaust pipe. A chain block on a rail located over the turbocharger
axis is recommended.

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18. Engine Room Layout Wärtsilä 46DF Product Guide

18.2.3 Maintenance platforms

In order to enable efficient maintenance work on the engine, it is advised to build the
maintenance platforms on recommended elevations. The width of the platforms should be at
minimum 800 mm to allow adequate working space. The surface of maintenance platforms
should be of non-slippery material (grating or chequer plate).

NOTE
Working Platforms should be designed and positioned to prevent personnel slipping,
tripping or falling on or between the walkways and the engine

Fig 18-5 Maintenance platforms, in-line engine (3V69C0246a)

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Wärtsilä 46DF Product Guide 18. Engine Room Layout

Fig 18-6 Maintenance platforms, V-engine (3V69C0244)

18.3 Transportation and storage of spare parts and tools

Transportation arrangements from engine room to workshop and storage locations must be
provided for heavy engine components, for example by means of several chain blocks on
rails, or by suitable routes for trolleys.
The engine room maintenance hatch must be large enough to allow transportation of all main
components to/from the engine room.
It is recommended to store heavy engine components on a slightly elevated and adaptable
surface, e.g. wooden pallets. All engine spare parts should be protected from corrosion and
excessive vibration.

18.4 Required deck area for service work

During engine overhaul a free deck area is required for cleaning and storing dismantled
components. The size of the service area depends on the overhaul strategy , e.g. one cylinder
at time or the whole engine at time. The service area should be a plain steel deck dimensioned
to carry the weight of engine parts.

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18. Engine Room Layout Wärtsilä 46DF Product Guide

18.4.1 Service space requirement for the in-line engine

Fig 18-7 Service space requirement (DAAR038989)

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Wärtsilä 46DF Product Guide 18. Engine Room Layout

Services spaces in mm 6-7L46DF 8L-9L46DF

A1 Height needed for overhauling cylinder head over accumulator 4060

A2 Height needed for transporting cylinder head freely over adjacent cylinder head covers 4470

B1 Height needed for overhauling cylinder liner 4700

B2 Height needed for transporting cylinder liner freely over adjucent cylinder head covers 4020 / 5120

C1 Height needed for overhauling piston and connecting rod 4350

C2 Height needed for transporting piston and connecting rod freely over adjacent cylinder 4020 / 4770
head covers
D1 Recommended location of rail for removing the CAC on engine rear side 1900 2100

D2 Recommended location of starting point for rails 400

D3 Minimum width needed for CAC overhauling 1950 2300

D4 Minimum width needed for turning of overhauled CAC 2120 2510

E Width needed for removing main bearing side screw 1470

F Width needed for dismantling connecting rod big end bearing 1450

G Width of lifting tool for hydraulic cylinder / main bearing nuts 1100

H Distance needed to dismantle lube oil pump 1125

J Distance needed to dismnatle water pumps 1300

K Dimension between cylinder head cap and TC flange 378 404

L1 Minimum maintenance space for TC dismantling and assembly. Values include minimum 1250 1500
clearances 140 mm for A170 and 180 for A175 from silencer. The recommended axial
clearance from silencer is 500 mm.
L2 Recommended lifting point for the turbocharger 180

L3 Recommended lifting point sideways for the turbocharger 385 340

L4 Height needed for dismantling the turbocharger. Recommended space needed to 4450 4650
dismantle insulation, minimum space is 330 mm.
M1 Recommended height of lube oil module lifting tool eye 2940

M3 Width needed for dismantling lube oil module insert 1915

M4 Recommended lifting point for the lube oil module insert 365

N Space necessary for opening the side cover 1500

NOTE
If component is transported over TC, dimension K to be added to height values

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18. Engine Room Layout Wärtsilä 46DF Product Guide

18.4.2 Service space requirement for the V-engine

Fig 18-8 Service space requirement (DAAR038988)

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Wärtsilä 46DF Product Guide 18. Engine Room Layout

Services spaces in mm 12V 14V 16V

A1 Height needed for overhauling cylinder head over accumulator 3800

A2 Height needed for transporting cylinder head freely over adjacent cylinder head covers 5010

B1 Height needed for transporting cylinder liner 4100

B2 Height needed for transporting cylinder liner freely over adjacent cylinder head covers 5360 / 4500

C1 Height needed for overhauling piston and connecting rod 3800

C2 Height needed for transporting piston and connecting rod freely over exhaust gas in- 5010
sulation box
D1 Recommended location of rail for removing the CAC either on A- or B-bank 2400 2600

D2 Recommended location of starting point for rails 1200 1300

D3 Minimum width needed for CAC overhauling from A / B-bank 3225

D4 Minimum width needed for turning of overhauled CAC from A / B-bank 3555

E Width needed for removing main bearing side screw 1800

F Width needed for dismantling connecting rod big end bearing 1550

H Distance needed to dismantle lube oil pump 1600

J Distance needed to dismnatle water pumps 1600

K Dimension between cylinder head cap and TC flange 460 650

L1 Minimum maintenance space for TC dismantling and assembly. Values include minimum 2400 2750
clearances 140 mm for A170 and 180 for A175 from silencer. The recommended axial
clearance from silencer is 500 mm.
L2 Recommended lifting point for the turbocharger 684 701

L3 Recommended lifting point sideways for the turbocharger 760 892

L4 Height needed for dismantling the turbocharger. 4700 4900

M1 Recommended height of lube oil module lifting tool eye 3500

M3 Width needed for dismantling lube oil module insert 2440

M4 Recommended lifting point for the lube oil module insert 100

N Space necessary for opening the side cover 2450

NOTE
If component is transported over TC, dimension K to be added to height values

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Wärtsilä 46DF Product Guide 19. Transport Dimensions and Weights

19. Transport Dimensions and Weights

19.1 Lifting of engines

Fig 19-1 Lifting of rigidly mounted in-line engines (4V83D0212c)

X Y H Weights without flywheel [ton]

[mm] [mm] [mm]
Engine Lifting Transport Total
Engine type device cradle weight
W 6L46DF 8115 1600 5510 96 3.5 6.5 106

W 8L46DF 9950 1860 5510 128 3.5 6.5 138

W 9L46DF 10800 1860 5675 148 3.5 9.5 161

DBAD209883 19-1
19. Transport Dimensions and Weights Wärtsilä 46DF Product Guide

19.2 Engine components

Fig 19-2 Turbocharger (DAAR038993)

Weight,
Engine type Turbocharger A B C D E F G com-
plete
W 6L46DF ABB A170-M 2256 1154 275 1215 650 584 Ø650 3100

W 7L46DF ABB A170-M 2256 1154 275 1215 650 584 Ø650 3100

W 8L46DF ABB A175-M 2568 1332 317 1366 750 674 Ø750 4600

W 9L46DF ABB A175-M 2568 1332 317 1366 750 674 Ø750 4600

W 12V46DF ABB A170-M 2256 1154 275 1215 650 584 Ø584 3100

W 14V46DF ABB A170-M 2256 1154 275 1215 650 584 Ø584 3100

W 16V46DF ABB A175-M 2568 1332 317 1366 750 674 Ø750 4600

All dimensions in mm. Weight in kg.

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Wärtsilä 46DF Product Guide 19. Transport Dimensions and Weights

Fig 19-3 Major spare parts (DAAR039305)

Item Description Weight [kg] Item Description Weight [kg]

1 Connecting rod 615 9 Starting valve 4.2

2 Piston 211 10 Main bearing shell 12

3 Cylinder liner 935.5 11 Split gear wheel -

4 Cylinder head 1170 12 Smaller intermediate gear 111

5 Inlet valve 10 13 Bigger intermediate gear 214

6 Exhaust valve 10.6 14 Gear wheel to camshaft 252

7 Injection pump 142 15 Piston ring set 2.5

8 Injection valve 25 Piston ring 0.5

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Wärtsilä 46DF Product Guide 20. Product Guide Attachments

20. Product Guide Attachments

This and all other product guides can be accessed on the internet, at www.wartsila.com.
Product guides are available both in web and PDF format. Engine outline drawings are available
not only in 2D drawings (in PDF, DXF format), but also in 3D models in near future. Please
consult your sales contact at Wärtsilä for more information.
Engine outline drawings are not available in the printed version of this product guide.

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Wärtsilä 46DF Product Guide 21. ANNEX

21. ANNEX

21.1 Unit conversion tables

The tables below will help you to convert units used in this product guide to other units. Where
the conversion factor is not accurate a suitable number of decimals have been used.

Length conversion factors Mass conversion factors

Convert from To Multiply by Convert from To Multiply by
mm in 0.0394 kg lb 2.205
mm ft 0.00328 kg oz 35.274

Pressure conversion factors Volume conversion factors

Convert from To Multiply by Convert from To Multiply by
kPa psi (lbf/in2) 0.145 m3 in3 61023.744

kPa lbf/ft2 20.885 m3 ft3 35.315

kPa inch H2O 4.015 m3 Imperial gallon 219.969

kPa foot H2O 0.335 m3 US gallon 264.172

kPa mm H2O 101.972 m3 l (litre) 1000

kPa bar 0.01

Power conversion Moment of inertia and torque conversion factors

Convert from To Multiply by Convert from To Multiply by
kW hp (metric) 1.360 kgm2 lbft2 23.730

kW US hp 1.341 kNm lbf ft 737.562

Fuel consumption conversion factors Flow conversion factors

Convert from To Multiply by Convert from To Multiply by
g/kWh g/hph 0.736 m3/h (liquid) US gallon/min 4.403

g/kWh lb/hph 0.00162 m3/h (gas) ft3/min 0.586

Temperature conversion factors Density conversion factors

Convert from To Multiply by Convert from To Multiply by
°C F F = 9/5 *C + 32 kg/m3 lb/US gallon 0.00834

°C K K = C + 273.15 kg/m3 lb/Imperial gallon 0.01002

kg/m3 lb/ft3 0.0624

21.1.1 Prefix
Table 21-1 The most common prefix multipliers

Name Symbol Factor Name Symbol Factor Name Symbol Factor

tera T 1012 kilo k 103 nano n 10-9

giga G 109 milli m 10-3

mega M 106 micro μ 10-6

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21. ANNEX Wärtsilä 46DF Product Guide

21.2 Collection of drawing symbols used in drawings

Fig 21-1 List of symbols (DAAF406507 - 1)

Fig 21-2 List of symbols (DAAF406507 - 2)

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Wärtsilä 46DF Product Guide 21. ANNEX

Fig 21-3 List of symbols (DAAF406507 - 3)

Fig 21-4 List of symbols (DAAF406507 - 4)

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21. ANNEX Wärtsilä 46DF Product Guide

Fig 21-5 List of symbols (DAAF406507 - 5)

Fig 21-6 List of symbols (DAAF406507 - 6)

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Wärtsilä 46DF Product Guide 21. ANNEX

Fig 21-7 List of symbols (DAAF406507 - 7)

DBAD209883 21-5
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solutions for the marine and energy markets. By emphasising sustainable
innovation, total efficiency and data analytics, Wärtsilä maximises the
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of its customers. Wärtsilä is listed on the NASDAQ OMX Helsinki, Finland.
See also www.wartsila.com

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