W200

01
Main data, operating data and
general design

0936 Page 1
 W200

Main data, operating data and general design.....................................................................5

01.1.W200 engine main data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

01.2.Engine description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
01.2.1.Engine block (see chap. 10) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
01.2.2.Main bearings (see chap. 10) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
01.2.3.Cylinder liner (see chap. 10) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
01.2.4.Flywheel housing (see chap. 10) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
01.2.5.Free end cover (see chap. 10) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
01.2.6.Crankshaft (see chap. 11). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
01.2.7.Connecting rod (see chap. 11) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
01.2.8.Piston (see chap. 11) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
01.2.9.Piston rings (see chap. 11) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
01.2.10.Cylinder head (see chap. 12). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
01.2.11.Camshaft drive (see chap. 13) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
01.2.12.Camshaft & valve mechanism (see chap. 14) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
01.2.13.Fuel-oil system (see chap. 17) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
01.2.14.Lubricating oil system (see chap. 18) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
01.2.15.Cooling water system (see chap. 19). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
01.2.15.1.Low temperature circuit (see chap. 19) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
01.2.15.2.High temperature circuit (see chap. 19) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
01.2.15.3.Cooling water unit (see chap. 19) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

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 W200

01.2.16.Exhaust gas and turbocharging system (see chap. 15 and 20) . . . . . . . . . . . . . . . . . . 11

01.2.17.Starting system (see chap. 21) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
01.2.18.Emergency shutdown device (see chap. 22) . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
01.2.19.Automation system (see chap. 23) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

01.3.Engine views . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
01.3.1.A side (W200 PhD). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
01.3.2.B side (W200 PhD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
01.3.3.A side (W200 PhC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
01.3.4.B side (W200 PhC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
01.3.5.A side (W200 Ph1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
01.3.6.B side (W200 Ph1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
01.3.7.Free end side (W200 PhC and W200 PhD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
01.3.8.Flywheel end (W200 PhC and W200 PhD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
01.3.9.Free end side (W200 Ph1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
01.3.10.Flywheel side (W200 Ph1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
01.3.11.Top view . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

01.4.Reference and derating conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

01.4.1.Reference conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
01.4.2.Rating and service conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
01.4.2.1.COP : Continuous Output Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
01.4.2.2.PRP : Prime Rate Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
01.4.2.3.LTP : Limited Time Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

01.4.3.Derating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
01.4.3.1.Reference conditions for engine output derating . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
01.4.3.2.Engine output derating calculation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
01.4.3.3.Derating calculation in accordance with the altitude . . . . . . . . . . . . . . . . . . . . . . . . . . 26

01.4.4.Maximum limits for operating conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

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 W200

Page 4 0936
 W200 Main data, operating data and general design 01.

01. Main data, operating data and general

design
01.1. W200 engine main data

Diesel engine
Engine type Single stage supercharging
aftercooler
Number of cycles 4
Number of cylinders 12 12 16 18
Bore stroke mm 200 x 240
Displacement per cylinder liter 7.54
Total displacement liter 90.5 90.5 120.6 135.7
Compression ratio 14.5/1
Vee angle 60°
Number of inlet valves/cyl. 2
Number of exhaust
2
valves/cyl
Number of turbochargers 1 2
Counterclockwise
Rotation from flywheel end

Firing order
Engine
Counter-clockwise rotation
type
12V200 See chapter 06
16V200 See chapter 06
18V200 See chapter 06

Lubricating oil volume in the engine

Engine type 12V200 16V200 18V200
Sump lube oil volume in liters 575 800 900
Oil volume between max. and min. marks
85 105 115
(in liters)
ca litres/mm 1,7 2,2 2,5

Aproximative cooling water volume in the engine (in liters)

Engine type 12V200 16V200 18V200
Engine only 350 450 550

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 01. Main data, operating data and general design W200

01.2. Engine description

01.2.1. Engine block (see chap. 10)
The engine block is made of nodular casted iron and cast in one
piece. It has a high rigidity and it is designed for minimum stress
concentration and deformation.
The engine has an underslung crankshaft held in place by main
bearing caps. The main bearing caps are of nodular cast iron and are
guided laterally by the engine block.
The air receiver is integrated into the top middle of the block be-
tween the cylinder banks in a vee angle of 60°. The cooling water
jackets are integrated in the engine block and can be changed.
The lubricating oil is supplied to the bearings and to the piston for
cooling occurs through a drilled channel in the middle of the engine
block and via the piston oil jets.
There is one camshaft in different parts per cylinder bank including
inlet and exhaust valve cams.
The bearing housings for the camshaft are fully integrated into the
engine block and located outside the cylinders.
There are large crankcase doors at the crankshaft and camshaft le-
vels on the two sides of the engine block in order to facilitate the
maintenance.

01.2.2. Main bearings (see chap. 10)

The main bearings consist of two replaceable precision type bearing
shells : the upper and the lower shell.
Both shells are peripherally slightly longer than the housing, thus
providing the shell fixation.
The main bearing located closest to the flywheel is an extra support
both to the flywheel and the coupling.
It is provided with four thrust washers for the axial guidance of the
crankshaft.

01.2.3. Cylinder liner (see chap. 10)

The cylinder liner is made of centrifugal casting of cast iron and
plateau-honed.
The jacket water is sealed off by two gaskets in the lower part and
dedicated paste at the collar level.
There is only metallic contact between the liner collar and the en-
gine block.
An antipolishing ring is located at the top of the cylinder liner.

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 W200 Main data, operating data and general design 01.

01.2.4. Flywheel housing (see chap. 10)

The flywheel housing includes several functions. It serves as a pro-
tection for the flywheel.
Several integrated channels transport cooling water and lubricating
oil.

01.2.5. Free end cover (see chap. 10)

The torsional vibration damper is fully covered by the free end
cover. All engine driven pumps are installed on the free end cover.
There are as standard the twin cooling water pump and the lub-oil
pump unit including the main lubricating oil pump, the electric
pre-lubricating pump, and the fuel feed pump.

01.2.6. Crankshaft (see chap. 11)

The crankshaft is forged in one piece of a high tensile steel. Both the
journals and the crankpins have recessed fillets.
The counterweights are each bolted on by three screws, two coun-
terweights per crankthrow. They are positioned by locating pins
which avoid sliding due to torsional vibrations.
Both the gear wheel for pump drive and the torsional vibration
damper are bolted on at the free end.

Note : The extreme counterweight of the last crankshaft arm for V18
is made of tungsten with a reduced dimension and an equiva-
lent mass compared to the other counterweight.

01.2.7. Connecting rod (see chap. 11)

The connecting rod is forged in one piece and the cap is hydrauli-
cally tightened by two studs.

Note : The conrod totally machined for the last generation is forged.
The conrods are juxtaposed in the engine.

01.2.8. Piston (see chap. 11)

The piston is of composite type with an aluminium skirt and a steel
crown which are connected together by four studs and nuts.
The piston gallery is cooled via large flow oil jets. The piston skirt
and cylinder liner are lubricated by two holes in a groove of the pis-
ton skirt.

01.2.9. Piston rings (see chap. 11)

The piston ring set includes 1 chromium-ceramic plated compres-
sion ring, 1 chromium plated second ring and one chromium scraper
ring spring loaded. All piston rings are assembled in the crown.

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 01. Main data, operating data and general design W200

01.2.10. Cylinder head (see chap. 12)

The cylinder head is made of grey cast iron. The thermally loaded
flame plate is efficiently water cooled.
The intermediate deck improves the cylinder head cooling as well as
the absorption of the mechanical loads on the cylinder head.
The high and robust design of the cylinder head enables only four
hydraulically tightened studs. The cylinder head features two inlet
and two exhaust valves per cylinder. The exhaust valve seat is water
cooled. The valves have stellite-coated seat faces and
chromium-plated stems.

01.2.11. Camshaft drive (see chap. 13)

The camshaft drive is fully integrated in the engine block.
The drive components are identical for the two camshaft sides.
The drive gear is shrunk on the crankshaft in case of Ph1 and
bolt-fitted for the other types.

01.2.12. Camshaft & valve mechanism (see chap.

14)
The camshafts are made of two pieces for the 12V, and three pieces
for the 16V or 18V.
The cams and bearing surfaces are case hardened. The pieces are
connected to one another by a flange connection and dowel pins.
The camshaft is supported by bearing bushes assembled in the en-
gine block.
The valve tappets are roller type.

01.2.13. Fuel-oil system (see chap. 17)

• High pressure circuit
The fuel-oil system is based on one cylinder (individual) injection
pumps with built in tappets in the multihousing (common casted
piece for injection pump and valve tappets).
The injection nozzle is located at the centre of the cylinder head.
The low pressure line is fully integrated in the multihousings.
The injection pumps with both low pressure line and high pressure
line are fully integrated in an hermetic “ Hot-Box ”.
• Low pressure circuit
The engine is standard equipped with an engine driven fuel-oil feed
pump, a manual priming fuel pump, full flow prefilters and a duplex
full flow fuel-oil filter.
If required, the priming fuel pump can be electrically driven.

01.2.14. Lubricating oil system (see chap. 18)

The lubricating oil module includes the wet oil sump, the pump unit,
the lubricating oil module and the by-pass centrifuge filter, the tem-

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 W200 Main data, operating data and general design 01.

perature control (valves), the cooling and the filtration of the lubri-
cating oil.
The pump unit, including the driven gear lubricating oil pump and
the electrically driven pre-lubricating pump is externally and di-
rectly mounted on the free end cover.
The lube oil module is made of aluminium casting and assembled on
the block above the flywheel housing. The full flow filters are of
glass fiber cartridge type and horizontally assembled in the lube oil
module.
Additionally, the lubricating oil system includes a by-pass centrifu-
gal filter.
In order to improve engine thermal efficiency, it is possible to use a
lubricating oil cooler external to the engine and get back calories.

01.2.15. Cooling water system (see chap. 19)

The cooling water system consists of two separate cooling circuits :
the low temperature (LT) and the high temperature (HT) circuit.
The high temperature cooling water cools a part of the charge air,
the cylinders (jacket water), cylinder heads and the uninsulated part
of the exhaust system (the multiduct).
Both cooling water circuits are circulated by the twin pump. The
twin pump is a one shaft centrifugal pump with two impellers, one
for the low temperature circuit and the other one for the high tem-
perature circuit.
The temperatures of the cooling water are controlled by thermo-
static valve elements.
The thermostatic valves for both circuits are in the same casting,
CW (Cooling Water) control unit, assembled on the rear side of the
free end cover.
A standard cooling water system is an engine mounted pre-heating
system, including non-return valves, heating resistance and an elec-
trically driven circulating pump in the high temperature circuit.

01.2.15.1. Low temperature circuit (see chap. 19)

Cooling control water unit
From the cooling water control unit, the Low Temperature cooling
water goes to the LT pump and after into the free end cover.
One part of the water cooling system goes to the Charge Air Cooler
and returns to the free end cover through the water manifold and
two outer pipes.
The other part of the Low Temperature cooling water goes to the
flywheel end through an integrated channel in the side A of the en-
gine block.
From the engine block, the water goes further on to the flywheel
end then to the lubricating oil cooler (LOC) in the lub-oil module (if
the engine includes a lub-oil module). The water returns through a

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 01. Main data, operating data and general design W200

pipe to the flywheel housing and through an integrated channel in

the side B of the engine block to the free end cover.
For a cooling water system with communicating LT and HT circuit
(see chap. 19) one part of the LT cooling water coming from the
LOC and the CAC goes to the high temperature cooling water circuit
and the other part goes to the COOLING WATER control unit. The
COOLING WATER control unit controls the temperature of the LT
water flow. If the temperature is “cold”, the water is by-passed to LT
water pump inlet and if the temperature is “hot”, the water is trans-
ferred to the central cooler.The cooled water returns to the LT wa-
ter pump through the cooling water control unit. (see chap. 19).

Preheating
To allow quick load application after starting, the cooling water sys-
tem is fitted out with a preheating system. This system permits to
preheat the cooling water to a temperature as near to the operating
temperature as possible, or to a minimum of 50°C in the HT circuit.
It consists of a group of thermo-plunger of 12kW output, activated
between 45 to 54°C and a circulating electropump.
However the engine can be started without preheating if the air in-
take is over 5°C.

01.2.15.2. High temperature circuit (see chap. 19)

From the cooling water control unit, the high temperature cooling
water goes to the HT pump inlet through the free end cover. From
the HT pump outlet and through the free end cover and the water
manifold, the HT cooling water goes into the jackets.
The water circulation between cylinders occurs through openings si-
tuated in the intermediate cylinder walls in the engine block. The
openings are in the lower cooling water space around the cylinder li-
ners. From the lower cooling water space the cooling water goes up
to the upper cooling water space with increased flow velocity for im-
proved cooling. After that the cooling water goes to the cylinder head.
In the cylinder head, the water is forced by the intermediate deck to
flow along the flame plate around the nozzle and the exhaust valve
seats, efficiently cooling all the components.
From the cylinder head, the water goes to the multiduct for cooling
the part of the exhaust gas system, which is not insulated. From the
multiduct the high temperature cooling water returns to the cooling
water control unit by the turbocharger bracket, the water box and a
pipe.
If the temperature is “cold”, the water is by-passed to HT water
pump inlet and if the temperature is “hot”, the water is transferred
to the central cooler.

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 W200 Main data, operating data and general design 01.

01.2.15.3. Cooling water unit (see chap. 19)

The cooling water control unit controls the temperature of the HT
cooling water and the temperature of the LT cooling water thanks to
two thermostatic valve groups.
The thermostatic valve has a three way valve action in which the
water is made to flow in the direction required.
When the engine is started up and is cold, the thermostatic valve
causes all of the water to be positively by-passed back into the en-
gine, providing the quickest warm-up period possible. After
warm-up, the correct amount of water is by-passed and returns to
the HT pump for the HT cooling water and to the LT pump for the
LT water.
If the water temperature is too hot, the thermostatic valves will shut
off on the by-pass line for maximum cooling.
No adjustments are ever required on the HT and LT thermostatic
valve. The temperature is permanently set at the factory. The valve
is entirely self-contained, and no foreign body can damage or break
it.
The power creating medium uses the expansion of the element con-
tents which remains in a half-solid form and is highly sensitive to
temperature changes.
Each thermostatic valve is provided with four elements. If failure of
one element occurs, the remaining elements will take over with only
a slight change in operating temperature. Since flow is diverted ei-
ther to by-pass or heat exchanger, failure of an element would cause
no change in pressure drop.
The contents of the elements have an almost infinite fierce when
heated and are positively sealed. When the elements are heated, this
force is transmitted to the piston thus moving the sliding valve to-
wards the seat to the by-pass closed position. This force is opposed
by a high spring force, which moves the sliding valve to the heat
exchanger closed position when the elements are cooled. The high
force available on heating is the basis of the fail-safe feature in
which failure of the element would cause the engine to run cold.

01.2.16. Exhaust gas and turbocharging system

(see chap. 15 and 20)
The multiduct is a cylinder specific multi-functional part. It is made
of special heat resistant alloy nodular iron.
The multiduct transfers the air from the air receiver, integrated in
the engine block, to the cylinder head.
The exhaust gases are led from the cylinder head through the
multiduct. The exhaust gases are water cooled in the multiduct.
Furthermore the multiduct transfers the exhaust gas from the cylin-
der head to the exhaust gas pipes, and the cooling water from the
cylinder head to the return channel which is integrated in the engine
block.

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 01. Main data, operating data and general design W200

Exhaust pipe, gas piping system, turbocharger(s) are enclosed by

an insulation box in order to ensure low surface temperature.

01.2.17. Starting system (see chap. 21)

The starting system is based on one air starter per engine. A second
one can be added in option.
Additionally both the air consumption and the noise level are very
low. The flywheel is equipped with a gear ring.

01.2.18. Emergency shutdown device (see chap.

22)
The emergency shutdown device is electropneumatic.
The engine is equipped with an air container. In case of emergency,
a solenoid valve is energised and the compressed air from this con-
tainer activates pneumatic cylinders on each injection pump to set
fuel racks at minimum.

01.2.19. Automation system (see chap. 23)

The automation system consists of an electronic local display unit
(analog sensors) and binary sensors. As standard, each cylinder
temperature is measured. All emergency safeties (lubricating oil
pressure, high water temperature...) are managed by binary sensors.
The overspeed trip device is managed by magnetic sensor.

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 W200 Main data, operating data and general design 01.

01.3. Engine views

01.3.1. A side (W200 PhD)

1 2 3 4 5 6

7
17

16

18

15 14 13 12 11 10

Fig. 01-01

1 Turbocharger air filter 10 Oil sump

2 Turbocharger 11 Crankcase door
3 Insulation box of turbochager 12 Camshaft cover
4 Exhaust pipe insulation box 13 Engine foot
5 Cylinder head 14 Water box
6 Lube oil module 15 Lube oil pump
7 Crankcase breather 16 Charge air cooler water pipes
8 Water pipes for lubricating oil module cooling 17 Charge air box
9 Flywheel housing 18 Air starter

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 01. Main data, operating data and general design W200

01.3.2. B side (W200 PhD)

3 2 1 7 8

Fig. 01-02
1 Oil dipstick
2 Overpressure crankcase safety door
3 Air starter
4 Flywheel
5 Engine oil filter door
6 Centrifugal filter
7 Fuel filters
8 Manual fuel feed pump

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 W200 Main data, operating data and general design 01.

01.3.3. A side (W200 PhC)

2 3 4 5 21

6
1

19

18

9
22

16

17 14 13 12 11 10 20

Fig. 01-03

1 Turbocharger air filter 12 Overpressure crankcase door

2 Turbocharger 13 Camshaft cover
3 Insulation box of turbochager 14 Engine foot
4 Exhaust pipe insulation box 16 Water box
5 Cylinder head 17 Lube oil pump
6 Lube oil module 18 Charge air cooler water pipes
7 Crankcase breather 19 Charge air box
8 Water pipes for lubricating oil module cooling 20 Air starter
9 Flywheel housing 21 Centrifugal filter
10 Oil sump 22 Manual fuel feed pump
11 Crankcase door

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 01. Main data, operating data and general design W200

01.3.4. B side (W200 PhC)

7

1
6

4 3

Fig. 01-04

1 Circulating water pump

2 Preheating box
3 Oil dipstick
4 Overpressure crankcase safety door
5 Flywheel
6 Engine oil filter door
7 Centrifugal filter

Page 16 0936
 W200 Main data, operating data and general design 01.

01.3.5. A side (W200 Ph1)

Fig. 01-05
1 Thermoplunger
2 Manual fuel feed pump
3 Fuel filters
4 Water box
5 Preheating water pipes
6 Fuel pipes
7 Free end cover
8 Water circulating pump

0936 Page 17
 01. Main data, operating data and general design W200

01.3.6. B side (W200 Ph1)

4
1

12
3
11

6 8 6 5 7 9 13 10

Fig. 01-06

1 Turbocharger filter
2 Turbocharger
3 Flywheel
4 Engine oil filter door
5 Oil dipstick
6 Overpressure crankcase door
7 Camshaft door
8 Engine foot
9 Oil sump
10 Lube oil pump
11 Lube oil filling
12 Centrifugal filter
13 Water box

Page 18 0936
 W200 Main data, operating data and general design 01.

01.3.7. Free end side (W200 PhC and W200 PhD)

2
1 1 2
1
10

13 9

13 7
6 12
8
11
9
12
4
4

7 3
10
3 5
5 11
8

Phase D Phase C

Fig. 01-07

1 Turbocharger air filter

2 Insulation box of turbocharger
3 Oil sump draining point
4 Water box
5 Lube oil pump
6 Charge air cooler water pipes
7 Circulating water pump
8 Preheater box
9 Water pump
10 Oil pipe for turbocharger
11 Fuel pump
12 Sea water pump (option)
13 Charge air cooler

0936 Page 19
 01. Main data, operating data and general design W200

01.3.8. Flywheel end (W200 PhC and W200 PhD)

5 1
5 1

2 6

6
2 4
4

3
Phase C
Phase D

Fig. 01-08

1 Lube oil module

2 Water pipes for lubricating oil module cooling
3 Oil sump
4 Flywheel
5 Lube oil cooler
6 Oil pipe

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 W200 Main data, operating data and general design 01.

01.3.9. Free end side (W200 Ph1)

2

5
8

6
7

9
4

Fig. 01-09

1 Turbocharger air filter

2 Insulation box of turbocharger
3 Water box
4 Lube oil pump
5 Charge air cooling water pipes
6 Water pump
7 Sea water pump location (in option)
8 Charge air cooler
9 Fuel pump

0936 Page 21
 01. Main data, operating data and general design W200

01.3.10. Flywheel side (W200 Ph1)

1

5
8

4
4
2
2

3
6

Fig. 01-10

1 Lube oil module

2 Water pipes for lubricating oil module cooling
3 Flywheel housing
4 Camshaft lube oil pipe
5 Lube oil cooler
6 Air starter location
7 Flywheel
8 Lube oil pipe
9 Engine oil filter door

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 W200 Main data, operating data and general design 01.

01.3.11. Top view

1 2 3

Fig. 01-11

1 Turbocharger air filter

2 Turbocharger
3 Centrifugal filter
4 Lube oil module
5 Location of lube oil cooler

0936 Page 23
 01. Main data, operating data and general design W200

01.4. Reference and derating conditions

01.4.1. Reference conditions
Suction air temperature 25 °C
Altitude or atmospheric pressure 110 or 100 m or kPa
Fuel oil temperature 50 °C
Fuel oil quality DMX
Glycol percentage 0 %
Drop pressure across the clean air filter 25 mbar
Exhaust gas pressure 30 mbar
CAC inlet cooling water temperature 50 °C
HT outlet cooling water temperature 100 °C
Fuel heat value 42700 KJ/kg

01.4.2. Rating and service conditions

Service conditions according to ISO 8528/1, reference conditions ac-
cording to ISO 3046/1 (see section 01.4.1).
Depending of the site conditions, three engine exploitation types are
possible :

01.4.2.1. COP : Continuous Output Power

Continu power without time limitation between the stated mainte-
nance intervals, no overload allowed.

01.4.2.2. PRP : Prime Rate Power

Prime power output without time limitation between the stated
maintenance intervals but with load limitation ; maximum permissi-
ble average power during 24 hours is 90 % of full load.

01.4.2.3. LTP : Limited Time Power

Limited time running output for up to 500 hours per year, no over-
load allowed.

Note : Use will be strictly limited to stand-by applications.

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 W200 Main data, operating data and general design 01.

01.4.3. Derating
01.4.3.1. Reference conditions for engine output derat-
ing
Application PRP LTP COP
Output @ 1500 rpm 195 kW/cyl 215 kW/cyl 180 kW/cyl
Output @ 1200 rpm 167 kW/cyl 183 kW/cyl 150 kW/cyl
90 kPa 90 kPa 90 kPa
Pra
(1000 m) (1000 m) (1000 m)
Tra 45°C 25°C 35°C
Tcra 50°C 50°C 50°C
nm 0.80 0.80 0.80

01.4.3.2. Engine output derating calculation

According to ISO 3046 part 1, engine output on site (Px) is calcu-
lated from reference output (Pr) with the following formula :

Fig. 01-12

Designation and symbols :

• Pra reference pressure
• Psite site pressure
• Tra reference ambient air temperature (°C)
• Tx site ambient air temperature (°C)
• Tcra reference CAC inlet cooling water temp (°C)
• Tcx site CAC inlet cooling water temperature (°C)

0936 Page 25
 01. Main data, operating data and general design W200

01.4.3.3. Derating calculation in accordance with the al-

titude
For projects at high altitude, the following guidelines shall be
respected :
Altitude [m]
Guideline
Min Max
0 3500 m Derating according to 01.4.3.2.
- Derating according to 01.4.3.2.
- Multiply result by safety factor for getting site output
3500 m 5000 m - Forward derating calculation to your Wärtsilä representative
- If necessary, due to surging problem, ask your Wärtsilä representative for turbochar-
ger adaptation.

a) calculate α according to 01.4.3.2.

b) calculate β according to altitude
β = [(100 - 0.0053 * (H site m - 3500)]/100
Px = α x β x Pr

Example for derating calculation :

Site hypotesis :
Px : 4000 m
Tx : 25°C
Tcx : 50°C

= 0,768

Fig. 01-13

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 W200 Main data, operating data and general design 01.

01.4.4. Maximum limits for operating conditions

Condition Reference Min. value Max. value
Fuel (ISO-F) DMX - DMB
Suction air temperature (°C) 25 0 60
Altitude / air pressure (m/kPa) 110 / 100 - 5000 / 54.0
Glycol percentage (%) 0 - 40
Pressure drop across filter (mbar) 25 - 50
Exhaust gas back pressure (mbar) 30 - 50
LT inlet cooling water temp. (°C) 50 0 65
LT outlet cooling water temp. (°C) 100 100
Fuel inlet temperature (°C) 50 30 63
Time-unlimited engine load (% of COP) - 100

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 01. Main data, operating data and general design W200

Page 28 0936