INSTRUCTION MANUAL

Number 00000

Installation SHI 1727

Engine type WÄRTSILA 16V32

Engine number PAAE058977 - PAAE058982

Specification 17136

This manual is intended for the personal use of engine operators

and should always be at their disposal. The content of this manual
shall neither be copied nor communicated to a third person.

Wärtsila Finland Oy
Vaasa Factory
Tarhaajantie 2, FIN-65101 Vaasa, Finland
Tel. +358 10 709 0000, Tlx 74251 wva sf
Fax (Service) +358 6 356 7355
Fax (Spare Parts) +358 10 709 1380
© Copyright by Wärtsilä Finland Oy

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 Wärtsilä Finland Oy, Services
Services Office Vaasa
Tarhaajantie 2
FI-65380
Vaasa
P.O. Box 252
FI-65101
Finland

Wärtsilä service numbers

24 hours

24hrs Phone +358 10 709 080

Fax +358 10 709 1380
Switchboard +358 10 709 0000
(Office hours 7.30 - 16.30)
E-mail [email protected]
Homepage www.wartsila.com/services
 Table of Contents

Table of Contents

00. Contents, Instructions, Terminology..................................................................................00 -1

00.1. Operating and maintaining the engine...............................................................................................00 -1
00.1.1. Explanation of terminology..........................................................................................................00 -2

00A. Risk Reduction..............................................................................................................00A -1

00A.1. General identified hazards, hazardous situations or events..........................................................00A -2
00A.1.1. Hazards that may be due to moving parts..............................................................................00A -2
00A.1.2. Hazards that may be due to incorrect operating conditions....................................................00A -3
00A.1.3. Hazards that may be due to leakages, breakdown or component improper assembly..........00A -3
00A.1.4. Hazards that may be due to electricity or incorrect connections of electricity........................00A -5
00A.1.5. Other hazards and use of personal safety equipment............................................................00A -5

00B. Welding Precautions.....................................................................................................00B -1

00B.1. Welding safety...............................................................................................................................00B -1
00B.1.1. Hazards and precautions........................................................................................................00B -1
00B.2. Main principles:.............................................................................................................................00B -3
00B.2.1. Prevention of uncontrolled current loops................................................................................00B -3
00B.2.2. Prevention of radiation............................................................................................................00B -3
00B.2.3. Prevention of damage due to sparkles...................................................................................00B -4
00B.3. Precaution checklists.....................................................................................................................00B -4
00B.3.1. Basic ECU (Despemes/Spemos) checklist.............................................................................00B -4
00B.3.2. WECS 2000 checklist.............................................................................................................00B -4
00B.3.3. WECS 3000 checklist.............................................................................................................00B -4
00B.3.4. WECS 7000/8000 checklist....................................................................................................00B -5
00B.3.5. UNIC Precautions checklist....................................................................................................00B -5

01. Main Data, Operating Data and General Design...............................................................01 -1

01.1. Main data for Wärtsilä 32...................................................................................................................01 -1
01.2. Recommended operating data...........................................................................................................01 -2
01.3. Reference conditions.........................................................................................................................01 -3
01.4. General engine design.......................................................................................................................01 -4

02. Fuel, Lubricating Oil, Cooling Water..................................................................................02 -1

02.1. Fuel....................................................................................................................................................02 -1
02.1.1. Fuel treatment.............................................................................................................................02 -2
02.1.2. Maximum limits of fuel characteristics.........................................................................................02 -5
02.1.3. Comments on fuel characteristics...............................................................................................02 -7
02.1.4. Measures to avoid difficulties when running on heavy fuel.......................................................02 -11
02.1.5. General advice..........................................................................................................................02 -12
02.2. Lubricating oil...................................................................................................................................02 -13
02.2.1. System oil characteristics..........................................................................................................02 -13
02.2.2. Lubricating oil qualities..............................................................................................................02 -15
02.2.3. Maintenance and control of the lubricating oil...........................................................................02 -16
02.2.4. Lubricating oil for the governor..................................................................................................02 -18
02.2.5. Lubricating oils for turbochargers..............................................................................................02 -19
02.2.6. Lubricating oils for engine turning device..................................................................................02 -20
02.2.7. Handling of oil samples.............................................................................................................02 -20
02.2.8. Dispatch and transportation.......................................................................................................02 -21
02.3. Cooling water...................................................................................................................................02 -22

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02.3.1. Additives....................................................................................................................................02 -22

02.3.2. Treatment.................................................................................................................................. 02 -24

02A. Environmental Hazards.................................................................................................02A -1

02A.1. Fuel oils.........................................................................................................................................02A -1
02A.1.1. Handling..................................................................................................................................02A -1
02A.1.2. Personal protection equipment...............................................................................................02A -2
02A.1.3. First aid measures..................................................................................................................02A -2
02A.2. Natural gas....................................................................................................................................02A -3
02A.3. Lubricating oils..............................................................................................................................02A -3
02A.3.1. Handling..................................................................................................................................02A -3
02A.3.2. Personal protection equipment...............................................................................................02A -4
02A.3.3. First aid measures..................................................................................................................02A -4
02A.4. Cooling water additives, nitrite based............................................................................................02A -5
02A.4.1. Handling..................................................................................................................................02A -5
02A.4.2. Personal protection equipment...............................................................................................02A -5
02A.4.3. First aid measures..................................................................................................................02A -6
02A.5. Fly ashes and exhaust gas dust contaminated components.........................................................02A -6
02A.5.1. Personal protection equipment...............................................................................................02A -7
02A.5.2. First aid measures..................................................................................................................02A -7
02A.6. Lead in bearings............................................................................................................................02A -8
02A.7. Fluoride rubber products...............................................................................................................02A -8
02A.7.1. Handling instructions - normal sealing applications................................................................02A -8
02A.7.2. Handling instructions in case of overheated seats and valve blow-by....................................02A -8
02A.7.3. Special conditions...................................................................................................................02A -9
02A.7.4. Personal protection equipment...............................................................................................02A -9
02A.7.5. First aid measures..................................................................................................................02A -9

02B. Oil requirements & oil quality........................................................................................02B -1

02B.1. Requirements and oil quality.........................................................................................................02B -1
02B.2. Condemning limits for used lubricating oil.....................................................................................02B -4
02B.3. Change of lubricating oil brand......................................................................................................02B -4
02B.4. Approved lubricating oil qualities for Wärtsilä 32 engines............................................................02B -5

02C. Raw water quality.........................................................................................................02C -1

02C.1. Raw water quality and approved cooling water additives.............................................................02C -1
02C.2. Raw water quality..........................................................................................................................02C -1
02C.3. Approved cooling water additives.................................................................................................02C -2
02C.4. Use of glycol.................................................................................................................................02C -5

03. Start, Stop and Operation..................................................................................................03 -1

03.1. Turning of crankshaft.........................................................................................................................03 -1
03.1.1. Electrically driven turning device.................................................................................................03 -1
03.2. Start....................................................................................................................................................03 -2
03.2.1. Local start....................................................................................................................................03 -3
03.2.2. Remote and automatic start........................................................................................................03 -4
03.2.3. Emergency start..........................................................................................................................03 -4
03.3. Stop....................................................................................................................................................03 -4
03.3.1. Shutting down engine manually...................................................................................................03 -4
03.3.2. Engine manual stop.....................................................................................................................03 -4
03.4. Normal operation supervision............................................................................................................03 -5
03.4.1. Every second day or after every 50 running hours......................................................................03 -6
03.4.2. Other maintenance works............................................................................................................03 -7
03.4.3. In connection with maintenance work..........................................................................................03 -8
03.5. Start after a prolonged stop (more than 8 h)......................................................................................03 -8

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03.5.1. Manual start.................................................................................................................................03 -8

03.6. Start after overhaul.............................................................................................................................03 -9
03.7. Operation supervision after overhaul...............................................................................................03 -10
03.8. Running-in........................................................................................................................................03 -10
03.9. Maintenance of turning device.........................................................................................................03 -11

04. Maintenance Schedule......................................................................................................04 -1

04.1. How to select application and fuel quality..........................................................................................04 -2
04.2. Every second day...............................................................................................................................04 -3
04.3. Once a week......................................................................................................................................04 -3
04.4. Interval: 50 operating hours...............................................................................................................04 -3
04.5. Interval: 100 operating hours.............................................................................................................04 -5
04.6. Interval: 500 operating hours.............................................................................................................04 -5
04.7. Interval: 1000 operating hours...........................................................................................................04 -6
04.8. Interval: 2000 operating hours...........................................................................................................04 -7
04.9. Interval: 4000 operating hours...........................................................................................................04 -8
04.10. Interval: 8000 operating hours.........................................................................................................04 -9
04.11. Interval: 12000 operating hours.....................................................................................................04 -10
04.12. Overhaul interval............................................................................................................................04 -11
04.13. Interval: 12000 - 16000 operating hours........................................................................................04 -12
04.14. Interval: 16000 operating hours.....................................................................................................04 -12
04.15. Overhaul interval............................................................................................................................04 -13
04.16. Interval: 24000 operating hours.....................................................................................................04 -13
04.17. Interval: 48000 operating hours.....................................................................................................04 -14

05. Maintenance tools..............................................................................................................05 -1

05.1. Using of Spare Parts Catalogue.........................................................................................................05 -1
05.2. Ordering maintenance tools...............................................................................................................05 -1

06. Adjustments, Clearances and Wear Limits .......................................................................06 -1

06.1. Adjustments.......................................................................................................................................06 -1
06.2. Clearances and wear limits (at 20°C).................................................................................................06 -3

07. Tightening Torques and Use of Hydraulic Tools................................................................07 -1

07.1. Tightening torques for screws and nuts.............................................................................................07 -1
07.1.1. A: Crankshaft and flywheel..........................................................................................................07 -2
07.1.2. B: Intermediate gear and camshaft.............................................................................................07 -4
07.1.3. C: Cylinder head..........................................................................................................................07 -6
07.1.4. D: Injection pump.........................................................................................................................07 -7
07.1.5. E: Fuel injection valve................................................................................................................07 -10
07.1.6. F: Piston....................................................................................................................................07 -16
07.1.7. G: Turbocharger fastening screws............................................................................................07 -19
07.1.8. H, I: Engine driven pumps.........................................................................................................07 -20
07.1.9. J: Free end of crankshaft...........................................................................................................07 -22
07.2. Use of locking fluid...........................................................................................................................07 -22
07.3. Hydraulically tightened connections.................................................................................................07 -24
07.3.1. Tightening pressures.................................................................................................................07 -24
07.3.2. Hydraulic Tool Safety Instructions.............................................................................................07 -26
07.3.3. Filling, venting and control of the high pressure hydraulic tool set............................................07 -27
07.3.4. Dismantling hydraulically tightened screw connections.............................................................07 -28
07.3.5. Reassembling hydraulically tightened screw connections.........................................................07 -29
07.4. Use of hydraulic extractor cylinder...................................................................................................07 -30
07.5. Low pressure pump for lifting purposes in the crankcase................................................................07 -31

08. Operating Troubles, Emergency Operation.......................................................................08 -1

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08.1. Troubleshooting.................................................................................................................................08 -1
08.2. Emergency operation.........................................................................................................................08 -6
08.2.1. Operation with defective air cooler(s)..........................................................................................08 -6
08.2.2. Operation with defective turbocharger(s)....................................................................................08 -6
08.2.3. Operation with defective cams....................................................................................................08 -7
08.2.4. Operation with removed piston and connecting rod....................................................................08 -7
08.2.5. Torsional vibrations.....................................................................................................................08 -8

09. Specific Installation Data...................................................................................................09 -1

09.1. Marine installations............................................................................................................................09 -1
09.2. Power installations.............................................................................................................................09 -1

10. Engine Block with Bearings, Oil Sump and Cylinder liner.................................................10 -1
10.1. Oil sump.............................................................................................................................................10 -1
10.2. Main bearings.....................................................................................................................................10 -2
10.2.1. Dismantling of the main bearing..................................................................................................10 -2
10.2.2. Inspection of main bearings and journals....................................................................................10 -6
10.2.3. Assembly of main bearing...........................................................................................................10 -7
10.3. Flywheel/trust bearing......................................................................................................................10 -10
10.3.1. Dismantling of flywheel/thrust bearing.......................................................................................10 -10
10.3.2. Assembling of flywheel/thrust bearing.......................................................................................10 -12
10.4. Cylinder liner....................................................................................................................................10 -15
10.4.1. Maintenance of cylinder liner.....................................................................................................10 -15
10.4.2. Removing the cylinder liner.......................................................................................................10 -15
10.4.3. Mounting of the cylinder liner.....................................................................................................10 -16

11. Crank Mechanism: Crankshaft, Connecting Rod, Piston...................................................11 -1

11.1. Counterbalancing of crankshaft.........................................................................................................11 -1
11.2. Crankshaft..........................................................................................................................................11 -1
11.2.1. Crankshaft alignment...................................................................................................................11 -1
11.2.2. Measurement of thrust bearing axial clearance...........................................................................11 -3
11.3. Connecting rod and piston.................................................................................................................11 -4
11.3.1. Removing of piston and upper part of connecting rod for overhaul.............................................11 -5
11.3.2. Changing of big end bearings......................................................................................................11 -8
11.3.3. Maintenance of piston, rings and connecting rod bearings.......................................................11 -13
11.3.4. Assembling and mounting of piston and connecting rod...........................................................11 -14

11B. Piston Overhaul............................................................................................................11B -1

11B.1. Pistons...........................................................................................................................................11B -1
11B.2. Piston crown..................................................................................................................................11B -2
11B.2.1. Visual inspection.....................................................................................................................11B -2
11B.2.2. Crack detection test................................................................................................................11B -2
11B.2.3. Measurements........................................................................................................................11B -2
11B.2.4. Reconditioning........................................................................................................................11B -2
11B.3. Piston skirt.....................................................................................................................................11B -3
11B.3.1. Visual inspection.....................................................................................................................11B -3
11B.3.2. Support surfaces.....................................................................................................................11B -3
11B.3.3. Crack detection test................................................................................................................11B -3
11B.3.4. Measuring of piston crown and piston skirt.............................................................................11B -4
11B.3.5. Assembling of pistons (All types)............................................................................................11B -4

12. Cylinder Head with Valves.................................................................................................12 -1

12.1. Functional description of cylinder head with valves...........................................................................12 -2
12.2. Removing of the cylinder head...........................................................................................................12 -3
12.3. General maintenance of the cylinder head........................................................................................12 -5

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12.4. Mounting the cylinder head screws....................................................................................................12 -6

12.5. Mounting of the cylinder head............................................................................................................12 -7
12.6. Adjusting valve clearance and yoke...................................................................................................12 -8
12.7. Exhaust and inlet valves and seat rings...........................................................................................12 -11
12.7.1. Dismantling valves.....................................................................................................................12 -11
12.7.2. Checking and reconditioning of valves and seats..................................................................... 12 -12
12.7.3. Lapping of inlet valves...............................................................................................................12 -13
12.7.4. Machine grinding of exhaust and inlet valves............................................................................12 -13
12.7.5. Change of seat ring...................................................................................................................12 -14
12.8. Indicator valve..................................................................................................................................12 -18
12.8.1. Operation and maintenance of the indicator valve....................................................................12 -18
12.8.2. Pf "Maximum firing pressure", measured at the indicator valve................................................12 -19

12A. Testing of cylinder tightness.........................................................................................12A -1

12A.1. Connecting of the tool for Wärtsilä 32...........................................................................................12A -1
12A.2. Measurement................................................................................................................................12A -1

13. Camshaft Driving Gear......................................................................................................13 -1

13.1. Intermediate gears and camshaft gear..............................................................................................13 -2
13.1.1. Maintenance of camshaft gearing...............................................................................................13 -2
13.1.2. Basic adjustment of valve timing.................................................................................................13 -2
13.1.3. Removing of camshaft gearing....................................................................................................13 -6
13.1.4. Mounting of the camshaft gearing...............................................................................................13 -8
13.2. Crankshaft gear wheel.....................................................................................................................13 -10
13.2.1. Removing of the split gear wheel.............................................................................................. 13 -10
13.2.2. Mounting of the split gear wheel................................................................................................13 -10

14. Valve Mechanism and Camshaft.......................................................................................14 -1

14.1. Valve mechanism...............................................................................................................................14 -1
14.1.1. Function.......................................................................................................................................14 -2
14.1.2. Maintenance of valve mechanism...............................................................................................14 -2
14.2. Camshaft............................................................................................................................................14 -4
14.2.1. Removing of camshaft piece.......................................................................................................14 -5
14.2.2. Mounting of camshaft piece.........................................................................................................14 -6
14.3. Camshaft bearing...............................................................................................................................14 -6
14.3.1. Inspection of the camshaft bearing bush.....................................................................................14 -6
14.3.2. Removing of camshaft bearing bush...........................................................................................14 -6
14.3.3. Mounting of camshaft bearing bush............................................................................................14 -7

15. Turbocharging and Air Cooling..........................................................................................15 -1

15.1. Turbocharger maintenance................................................................................................................15 -2
15.2. Water cleaning of turbocharger during operation...............................................................................15 -3
15.2.1. Water cleaning of turbine.............................................................................................................15 -3
15.2.2. Turbine cleaning procedure.........................................................................................................15 -5
15.2.3. Water cleaning of compressor.....................................................................................................15 -6
15.2.4. Compressor cleaning procedure.................................................................................................15 -6
15.3. Operation with damaged turbocharger...............................................................................................15 -7
15.3.1. Mounting of blanking device........................................................................................................15 -8
15.4. Charge air cooler................................................................................................................................15 -9
15.4.1. Maintenance of Charge Air Cooler............................................................................................15 -10
15.4.2. Dismantling (V-engines)............................................................................................................15 -10
15.4.3. Cleaning of air cooler.................................................................................................................15 -14
15.4.4. Pressure testing of air cooler.....................................................................................................15 -15
15.4.5. Assembling (V-engines)............................................................................................................ 15 -17
15.4.6. Charge air pressure difference over air cooler..........................................................................15 -19

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15J. Exhaust Gas Wastegate................................................................................................15J -1

15J.1. Function of Exhaust Gas Wastegate..............................................................................................15J -1
15J.1.1. Built-In-Test..............................................................................................................................15J -2
15J.2. Maintenance of Exhaust Gas Wastegate.......................................................................................15J -3
15J.2.1. Check of wear of the wastegate system..................................................................................15J -3
15J.2.2. Change of positioner pilot valve...............................................................................................15J -3
15J.3. Adjustment of wastegate positioner................................................................................................15J -4
15J.4. Calibrating the wastegate I/P converter..........................................................................................15J -5
15J.4.1. Manually with mA calibrator.....................................................................................................15J -5

16. Injection System................................................................................................................16 -1

16.1. Injection pump....................................................................................................................................16 -1
16.1.1. Functional description of injection pump.....................................................................................16 -2
16.2. Maintenance of injection pump..........................................................................................................16 -3
16.2.1. Removing of injection pump and guide block..............................................................................16 -3
16.2.2. Mounting of injection pump and guide block...............................................................................16 -4
16.2.3. Adjusting clearance of the injection pump...................................................................................16 -5
16.2.4. Overhauling of injection pump.....................................................................................................16 -6
16.2.5. Changing of erosion plugs...........................................................................................................16 -8
16.2.6. Cleaning of fuel injection pump...................................................................................................16 -8
16.3. Injection line.....................................................................................................................................16 -10
16.4. Injection valve..................................................................................................................................16 -10
16.4.1. Removing the injection valve.....................................................................................................16 -11
16.4.2. Overhauling the injection valve..................................................................................................16 -12
16.4.3. Injection nozzle function test.....................................................................................................16 -14
16.4.4. Booster unit for testing the nozzle function................................................................................16 -15
16.4.5. Mounting the injection valve......................................................................................................16 -17
16.5. Pneumatic overspeed trip device.....................................................................................................16 -18

17. Fuel System.......................................................................................................................17 -1

17.1. Functional description of fuel system.................................................................................................17 -1
17.2. Maintenance of fuel system...............................................................................................................17 -4
17.3. Venting of fuel system........................................................................................................................17 -4
17.4. Adjustments of fuel feed system........................................................................................................17 -4
17.4.1. Adjusting fuel feed pumps in unit (A)...........................................................................................17 -4
17.4.2. Adjusting fuel circulating pumps in unit (B)..................................................................................17 -5
17.4.3. Adjusting fuel feed pressure at each engine (C).........................................................................17 -5
17.4.4. System operating values.............................................................................................................17 -5
17.4.5. Start and stop procedure with different fuels...............................................................................17 -6

18. Lubricating Oil System.......................................................................................................18 -1

18.1. General maintenance of lubricating oil system..................................................................................18 -3
18.2. Lubricating oil pump...........................................................................................................................18 -4
18.2.1. Removing of lubricating oil pump................................................................................................18 -5
18.2.2. Dismantling of lubricating oil pump..............................................................................................18 -6
18.2.3. Inspection of lubricating oil pump................................................................................................18 -6
18.2.4. Assembling of lubricating oil pump..............................................................................................18 -6
18.2.5. Mounting of lubricating oil pump..................................................................................................18 -7
18.3. Lubricating oil pressure regulating valve and safety valve.................................................................18 -8
18.3.1. Maintenance of the regulating valve............................................................................................18 -8
18.3.2. Adjusting of the lubricating oil pressure.......................................................................................18 -8
18.4. Lubricating oil cooler..........................................................................................................................18 -9
18.4.1. General maintenance of lubricating oil cooler.............................................................................18 -9
18.4.2. Dismantling of lubricating oil cooler.............................................................................................18 -9

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18.4.3. Assembling of lubricating oil cooler...........................................................................................18 -10

18.4.4. Cleaning oil side of lubricating oil cooler...................................................................................18 -11
18.4.5. Cleaning water side of lubricating oil cooler..............................................................................18 -11
18.5. Thermostatic valve...........................................................................................................................18 -12
18.5.1. Maintenance of the oil thermostatic valve.................................................................................18 -12
18.6. Lubricating oil automatic filter...........................................................................................................18 -13
18.6.1. Maintenance of lubricating oil automatic filter............................................................................18 -15
18.6.2. Filter candle inspection and cleaning........................................................................................18 -16
18.7. Centrifugal filter................................................................................................................................18 -17
18.7.1. Cleaning of cenrifugal filter........................................................................................................18 -18
18.8. Prelubricating pump.........................................................................................................................18 -20
18.8.1. Dismantling of prelubricating pump...........................................................................................18 -21
18.8.2. Inspection of prelubricating pump..............................................................................................18 -21
18.8.3. Assembling of prelubricating pump...........................................................................................18 -22
18.9. Pressure regulating valve for prelubricating oil pump......................................................................18 -22
18.9.1. Maintenance of pressure regulating valve for prelubricating pump...........................................18 -22

19. Cooling Water System.......................................................................................................19 -1

19.1. HT circuit............................................................................................................................................19 -1
19.2. Venting and pressure control of HT-circuit.........................................................................................19 -2
19.3. LT circuit.............................................................................................................................................19 -2
19.4. Preheating of cooling water system...................................................................................................19 -2
19.5. Monitoring of cooling water system....................................................................................................19 -3
19.6. Maintenance of cooling water system................................................................................................19 -3
19.6.1. Cleaning of cooling water system................................................................................................19 -3
19.7. Water pump........................................................................................................................................19 -5
19.7.1. Maintenance of Water Pump.......................................................................................................19 -6
19.8. Temperature control system..............................................................................................................19 -9
19.8.1. LT thermostatic valve..................................................................................................................19 -9
19.8.2. HT thermostatic valve................................................................................................................19 -11
19.8.3. Maintenance of HT thermostatic valve......................................................................................19 -13

20. Exhaust system.................................................................................................................20 -1

20.1. Changing expansion bellows.............................................................................................................20 -2
20.2. Assembling the expansion bellows between turbocharger and exhaust pipe....................................20 -3

21. Starting Air System............................................................................................................21 -1

21.1. Main starting valve.............................................................................................................................21 -2
21.1.1. Maintenance of Main Starting Valve............................................................................................21 -3
21.2. Starting air distributor (Fig 21-1)........................................................................................................21 -4
21.2.1. Maintenance of Starting Air Distributor........................................................................................21 -4
21.3. Starting valve.....................................................................................................................................21 -5
21.3.1. Maintenance of Starting Valve.....................................................................................................21 -6
21.4. Starting air vessel and piping.............................................................................................................21 -6
21.5. Pneumatic system..............................................................................................................................21 -7
21.5.1. Maintenance of Pneumatic System.............................................................................................21 -8
21.5.2. Maintenance of pneumatic components......................................................................................21 -9
21.6. Slow turning device............................................................................................................................21 -9

22. Control Mechanism............................................................................................................22 -1

22.1. Overview of Control Mechanism........................................................................................................22 -1
22.2. Maintenance of Control Mechanism...................................................................................................22 -1
22.3. Check and adjustment.......................................................................................................................22 -2
22.3.1. Stop lever stop position...............................................................................................................22 -2
22.3.2. Governor stop position................................................................................................................22 -2

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22.3.3. Electro-pneumatic overspeed trip device....................................................................................22 -4

22.4. Speed governor..................................................................................................................................22 -5
22.4.1. Hydraulic governor drive..............................................................................................................22 -5
22.4.2. Removal of governor...................................................................................................................22 -6
22.4.3. Mounting of governor...................................................................................................................22 -6
22.5. Electro-pneumatic overspeed trip device...........................................................................................22 -7
22.5.1. Check and adjustment of stop position........................................................................................22 -8
22.5.2. Check of tripping speed...............................................................................................................22 -8
22.5.3. Maintenance of Three-way solenoid valve and Air cylinder........................................................22 -9

23. Instrumentation and Automation........................................................................................23 -1

23.1. UNIC C2 System Description.............................................................................................................23 -1
23.2. Mechanical design.............................................................................................................................23 -4
23.3. Parts of the UNIC C2 system.............................................................................................................23 -5
23.3.1. LCP (Local Control Panel)...........................................................................................................23 -5
23.3.2. Main control module MCM.........................................................................................................23 -15
23.3.3. Engine Safety Module ESM.......................................................................................................23 -18
23.3.4. Power supply and module PDM................................................................................................23 -26
23.3.5. Input/Output Module IOM..........................................................................................................23 -29
23.4. Functionality of UNIC C2..................................................................................................................23 -30
23.4.1. Speed controller........................................................................................................................23 -30
23.4.2. Dynamics...................................................................................................................................23 -30
23.4.3. Limiters......................................................................................................................................23 -30
23.4.4. Synchronizing/clutch-in..............................................................................................................23 -31
23.4.5. Engine loading, general.............................................................................................................23 -32
23.4.6. Droop mode...............................................................................................................................23 -32
23.4.7. kW control mode........................................................................................................................23 -34
23.4.8. Isochronous load sharing mode (optional)................................................................................23 -36
23.5. Start/stop management....................................................................................................................23 -38
23.5.1. Emergency stop mode...............................................................................................................23 -39
23.5.2. Shutdown mode.........................................................................................................................23 -40
23.5.3. Run mode..................................................................................................................................23 -40
23.5.4. Start mode.................................................................................................................................23 -42
23.5.5. Stop mode.................................................................................................................................23 -42
23.5.6. Stand-by mode..........................................................................................................................23 -43
23.5.7. Timing rack control (optional)....................................................................................................23 -43
23.6. Waste-gate/by-pass valve control (optional)....................................................................................23 -44
23.6.1. Waste-gate valve control...........................................................................................................23 -45
23.6.2. Air by-pass valve control...........................................................................................................23 -46
23.7. Water thermostat control on engine (only W46F)............................................................................23 -47
23.7.1. LT water thermostat control.......................................................................................................23 -47
23.7.2. HT water thermostat control......................................................................................................23 -48
23.8. Sensors and safety handling............................................................................................................23 -49
23.8.1. Alarm.........................................................................................................................................23 -49
23.8.2. Shutdown...................................................................................................................................23 -50
23.8.3. Emergency stop.........................................................................................................................23 -50
23.8.4. Start blocking.............................................................................................................................23 -51
23.8.5. Load reduction...........................................................................................................................23 -51
23.9. External interface.............................................................................................................................23 -54
23.9.1. Binary inputs..............................................................................................................................23 -54
23.9.2. Binary outputs............................................................................................................................23 -57
23.9.3. Analogue inputs.........................................................................................................................23 -61
23.9.4. Analogue outputs.......................................................................................................................23 -61
23.9.5. Frequency outputs.....................................................................................................................23 -62

Table of Contents - viii

 Contents, Instructions, Terminology

00. Contents, Instructions, Terminology V3

This Manual contains data, maintenance, and instructions for correct

and economical operation of the engine. It also contains instruction
for handling, personal protection and first aid when fuel-, lubricating
oils, and cooling water additives are handled during normal operation
and maintenance work.
Basic general knowledge has not been entered. Consequently, it is
assumed that the engine operation and maintenance staff is well in‐
formed of the care of diesel or gas engines.
Wärtsilä reserves for itself the right to minor alterations and improve‐
ments owing to engine development without being obliged to enter
the corresponding changes in this Manual.
The diesel or gas engines will be equipped as agreed upon in the
sales documents. No claim can be made on the basis of this Manual
as here are described also components not included in every delivery.
The system diagram plans (fuel, oil, cooling etc.) are just indicative
and thus do not cover all installations. See installation specific system
drawings for more details.
Exact engine build-up in all details is defined by the engine number
which is located on the engine name plate.

Note!
In all correspondence or when ordering spare parts, be careful to state
engine type and engine number.

This Manual is supplemented by the Spare Parts Catalogue including

sectional drawings or exterior views of all components (partial as‐
semblies).

00.1. Operating and maintaining the engine V1

1 It is essential that this Manual is read carefully before beginning op‐

eration or maintenance.
2 Keep an engine log book for every engine.
3 Observe utmost cleanliness and order at all maintenance work.
4 Before dismantling, check that all systems concerned are drained or
the pressure released. After dismantling, immediately cover holes for
lubricating oil, fuel oil, and air with tape, plugs, clean cloth or similar.

00 - 1
 Contents, Instructions, Terminology

5 When replacing a worn-out or damaged part provided with an identi‐

fication mark, stating cylinder or bearing number, mark the new part
with the same number on the same spot. Every exchange should be
entered in the engine log and the reason should be clearly stated.
6 In marine engines, all parameter changes, including components and
engine settings, which may influence NOx emission of the engine,
must be recorded in the "Record Book of Engine Parameters" ac‐
cording to "Annex VI to MARPOL 73/78".
7 After reassembling, check that all screws and nuts are tightened and
locked according to stated instructions in this manual.
8 Check that all shields and covers are fully functional and in place and
closed.

Note!
Predictive maintenance is important when it comes to fire protection.
Regular inspection of fuel oil lines, lubricating oil lines and connec‐
tions must be done.

00.1.1. Explanation of terminology V6

The most important terms used in this manual are defined as follows,
see also Fig 00-1:
Operating side and rear side: Details located at the operating side
may be marked with "M" (operating side) and correspondingly "B" for
the back of the engine (B-bank on a V-engine).
Operating side: The longitudinal side of the engine where the instru‐
ment panel (Local Display Unit) or operating devices (start and stop,
local panel, speed governor) are located .
Rear side. The longitudinal side of the engine opposite the manoeu‐
vering side.
Driving end. The end of the engine where the flywheel is located.
Free end. The end opposite the driving end.
Designation of cylinders. According to ISO 1204 and DIN 6265, the
designation of cylinders begins at the driving end. In a V-engine the
cylinders in the left bank, seen from the driving end, are termed A1,
A2 etc. and in the right bank B1, B2 etc., see Fig 00-1.

00 - 2
 Contents, Instructions, Terminology

Terminology

end
Free B6

6
A6 B5

5
A5 B4

4
3
Op A4 B3

2
era A3 B2

1
tin A2 B1
gs A1
ide

end
ing
Driv

Fig 00-1 V1

Designation of bearings.
● Main bearings. The shield bearing (nearest the flywheel) is No. 0,
the first standard main bearing is No. 1, the second No. 2 etc., see
Fig 00-2.
● The thrust bearing rails are located at the shield bearing. The outer
rails close to the flywheel are marked with 00 and the inner rails
with 0.
● The camshaft bearings are designated as the main bearings, the
thrust bearing bushes being designated 00 (outer) and 0.
● Camshaft gear bearings. The bearing bushes are designated 00
(outer) and 0.
● Upper and lower bearings shells. In bearings where both the shells
are identical, the upper one is marked with "UP".

00 - 3
 Contents, Instructions, Terminology

Designation of bearings

7 6 5 4 3 2 1 0

00

0
00

7 6 5 4 3 2 1 0

Fig 00-2 400001 V1

Clockwise rotating engine. When looking at the engine from the driv‐
ing end, the crankshaft rotates clockwise.
Counter-clockwise rotating engine. When looking at the engine from
the driving end, the crankshaft rotates counter-clockwise.
Bottom dead centre, abbreviated BDC, is the bottom turning point of
the piston in the cylinder.
Top dead centre, abbreviated TDC, is the top turning point of the pis‐
ton in the cylinder. TDC for every cylinder is marked on the graduation
of the flywheel. During a complete working cycle, comprising in a four-
stroke engine two crankshaft rotations, the piston reaches TDC twice:
a) For the first time when the exhaust stroke of the previous working
cycle ends and the suction stroke of the following one begins. Exhaust
valves as well as inlet valves are then somewhat open and scaveng‐
ing takes place. If the crankshaft is turned to and fro near this TDC,
both exhaust and inlet valves will move, a fact that indicates that the
crankshaft is near the position which can be named TDC at scaveng‐
ing.
b) The second time is after the compression stroke and before the
working stroke. Slightly before this TDC the fuel injection takes place
(on an engine in operation) and this TDC can therefore be defined
TDC at firing. Characteristic is that all valves are closed and do not
move if the crankshaft is turned.
When watching the camshaft and the injection pump it is possible to
note that the pump tappet roller is on the lifting side of the fuel cam.

00 - 4
 Contents, Instructions, Terminology

00.1.1.1. Markings on the flywheel V3

The flywheel is provided with a 360° scale, starting from TDC at fir‐
ing for cylinder 1. TDC at firing for every cylinder is marked on the
flywheel. There is a common marking for the cylinders in engines with
even cylinder numbers, one cylinder is at TDC at firing and the other
is at TDC at scavenging. See also firing order in chapter 01.
Firing intervals of an in-line engine (in degrees of crank angle) can be
determined by dividing 720° with the number of cylinders.
There are separate scales for A- and B-bank in a V-engine. In V-en‐
gines the scale starts from TDC at firing for cylinder A1. TDC at firing
for cylinder B1 is consequently at 45°. Firing intervals in a bank of a
V-engine can be determined by dividing 720 ° with the number of cyl‐
inders of the bank.

Markings on the flywheel

5 4 3 2 1 0 1 2 3 4 5
10°
110
60
120 CYL A2, 5 TDC

Cyl A2 TDC
70

a
130
80
140
90

a. Clockwise rotating engine.

Fig 00-3 V1

00 - 5
 Contents, Instructions, Terminology

Example:In this example of a clockwise rotating V engine, the fuel

timing is read to 10° for cylinder A2 when the flywheel is in position
shown in the figure above.

00 - 6
 Risk Reduction

00A. Risk Reduction V1

Read the engine manual including this appendix before installing, op‐
erating or servicing the engine and/or related equipment.
Failure to follow the instructions can cause personal injury, loss of life
and/or property damage.
Proper personal safety equipment, e.g. gloves, hard hat, safety
glasses and ear protection must be used in all circumstances. Miss‐
ing, imperfect or defective safety equipment might cause serious per‐
sonal injury or loss of life.
This appendix contains listed general identified hazards, hazardous
situations or events, which are to be noticed during normal operation
and maintenance work.

Identified hazard, hazardous Chapter of engine manual

situation or event 3 4 8 10 11 12 13 14 15 16 17 18 19 20 21 22 23
Dropping parts during main‐ x x x x x x x x x x x x x x x
tenance work
Turning device engaged dur‐ x x x x x x x x
ing maintenance work 1)
Crankcase safety expl. x x x
valves will open if crankcase
explosion
Noise level x x x x x x x x x x x x x x x x
Running engine without cov‐ x x x x x x x x x x
ers
In case of major failure, risk x x x x x x x x
of ejected parts
Contact with electricity during x x x x x x x
maintenance work if power
not disconnected
Electrical hazard if grounding x x x x x
of electrical equipment is in‐
correct
Ejection of components / high x x x x x x x
pressure gas due to high fir‐
ing pressures
Risk of ejected parts due to x x
break down of turbocharger
Overspeed or explosion due x x x
to air-gas mixture in the
charge air 2)

00A - 1
 Risk Reduction

Identified hazard, hazardous Chapter of engine manual

situation or event 3 4 8 10 11 12 13 14 15 16 17 18 19 20 21 22 23
Ejection of fuel injector if not x x x
fastened and crankshaft is
turned
Engine rotating due to en‐ x x x x x x x x
gaged gear box or closed
generator breaker during
overhaul
Fire or explosion due to leak‐ x x x x x x
age on fuel / gas line or lube
oil system
Inhalation of exhaust gases x x x
due to leakage 3)
Inhalation of exhaust gas x x x x x x x
dust
Explosion or fire if flammable x x
gas/vapour is leaking into the
insulation box. 4)
Touching of moving parts x x x x x x x x x x x x x x x
High pressure hoses, risk of x x x x x x x x x x x x x x
oil spray.

1) Warning light when turning device engaged.

2) Suction air to be taken from gas free space.
3) Require proper ventilation of engine room/plant.
4) Require proper ventilation and/or gas detector in the engine.

00A.1. General identified hazards, hazardous

situations or events

00A.1.1. Hazards that may be due to moving parts V1

● Running engine without covers, coming in contact with moving

parts,
● Touching pump parts during unintentional start of el. driven pump
motor,
● Charger starts to rotate due to draft if not locked during
maintenance,

00A - 2
 Risk Reduction

● Somebody sticks his hand into the compressor housing when the
silencer is removed and engine running,
● Unexpected movement of valve or fuel rack(s) due to broken wire
or soft / hardware failure in the control system,
● Unexpected movement of components,
● Turning device engaged during maintenance work,
● Turning device not engaged e.g. Turning device removed for
overhaul, during maintenance work could cause rotating
crankshaft,
● Mechanical breakage (of e.g. speed sensor) due to erratic actuator
assembly to engine or electrical connections.

00A.1.2. Hazards that may be due to incorrect

operating conditions V4

● Overspeed or explosion due to air-gas mixture in the charge air,

● Overspeeding due to air-oil mist mixture in the charge air,
● Malfunction of crankcase ventilation,
● Oil mist detector will trip if water is present in lubricating oil,
● Crankcase explosion if oil mist is mixed with "fresh" air during
inspection after an oil mist shut down,
● Crankcase safety explosion valves will open if there is a crankcase
explosion.

00A.1.3. Hazards that may be due to leakages,

breakdown or component improper
assembly V1

● Fuel or gas pipe will burst and spray fuel / gas,

● Leakage of:
- fuel in joints on low and/or high pressure side,
- lube oil,
- high pressure water on DWI engines,
- HT water,
- charge air,

00A - 3
 Risk Reduction

- exhaust gas,
- pressurised air from air container, main manifold or pipes,
- high pressure gas and sealing oil on GD engines,
● Fire or explosion due to leakage on fuel line,
● Fire due to oil or fuel / gas leakage,
● Explosion or fire if flammable gas/vapour is leaking into the
insulation box,
● Inhalation of exhaust gases or fuel gases due to leakage,
● Failure of pneumatic stop,
● Ejected components due to:
- breakdown of hydraulic tool,
- breakdown of hydraulic bolt,
- breakdown of turbocharger,
- high firing pressures,
- major failure,
● Ejection of:
- pressurised liquids and gases from the block and pipings,
- high pressure fluid due to breakdown of hydraulic tool,
- gas due to high firing pressures,
- pressurised gases from high pressure gas system,
- high pressure fluid due to breakdown of HP sealing oil pipe,
- high pressure air during maintenance of oil mist detector main
air supply piping,
- cooling water or fuel/lube oil if sensor is loosened while the
circuit is pressurised,
- springs during maintenance work,
● Oil spray if running without covers,
● Ejection of fuel injector if not fastened and
- turning device engaged and turned.
- engine turning due to closed generator breaker/coupling

00A - 4
 Risk Reduction

00A.1.4. Hazards that may be due to electricity or

incorrect connections of electricity V1

● Fire or sparks due to damage or short circuit in electrical

equipment,
● Contact with electricity during maintenance work if power not
disconnected,
● Electrical hazard if grounding of electrical equipment is incorrect,
● Electrical shock if electrical equipment has a lead isolation break
or connector damage or is dismantled with power connected,
● Overheating of control system component due to erratic electrical
connections,
● Incorrectly wired or disconnected emergency stop switch,
● Overload of control system components due to damaged control
circuitry or incorrect voltage,
● Engine not controllable if failure in the shutdown circuitry,
● Unexpected start up or overrun,
● Crankcase explosion if:
- engine not safeguarded at high oil mist levels, due to energy
supply failure,
- engine not (fully) safeguarded at high oil mist levels, due to
failure in oil mist detector circuitry,
- engine not (fully) safeguarded at high oil mist levels, due to
erratic electrical connector or leakage in pipe connection.

00A.1.5. Other hazards and use of personal safety

equipment V3

● Slip, trip and fall,

● Water additives and treatment products (see appendix 02A,
section 02A.4),
● Touching the insulation box, turbo-charger, pipes exhaust manifold
or (other) unprotected parts without protection during engine
operation,
● Dropping parts during maintenance work,
● Starting maintenance work too early i.e. causing risk when
handling hot components,
● Neglecting use of cranes and/or lifting tools,
● Not using proper tools during e.g. maintenance work,

00A - 5
 Risk Reduction

● Contact with fuel oil or oily parts during maintenance work (see
appendix 02A),
● Noise level,
● Touching or removing Turbocharger insulation,
● Preloaded fixation springs during check / replacement of sensor.

00A - 6
 Welding Precautions

00B. Welding Precautions

00B.1. Welding safety V1

Before start welding, it is important to read welding safety instructions

and that the welder is instructed on its safe use by a qualified teacher
or welder.

00B.1.1. Hazards and precautions V2

Electrical shock can kill

● Insulate welder from workpiece and ground using dry insulation.
Rubber mat or dry wood.
● Wear dry, hole-free gloves. (Change as necessary to keep dry.)
● Do not touch electrically “hot” parts or electrode with bare skin or
wet clothing.
● If wet area and welder cannot be insulated from workpiece with dry
insulation, use a semiautomatic, constant-voltage welder or stick
welder with voltage reducing device.
● Keep electrode holder and cable insulation in good condition. Do
not use if insulation is damaged or missing.

Fumes and gases can be dangerous

● Use ventilation or exhaust to keep air breathing zone clear,
comfortable.
● Use helmet and positioning of head to minimize fume in breathing
zone.
● Read warnings on electrode container and material safety data
sheet (MSDS) for electrode.
● Provide additional ventilation/exhaust where special ventilation
requirements exist.
● Use special care when welding in a confined area.
● Do not weld unless ventilation is adequate.

00B - 1
 Welding Precautions

Welding sparks can cause fire or explosion

● Do not weld on containers which have held combustible materials.
Check before welding.
● Remove flammable materials from welding area or shield from
sparks, heat.
● Keep a fire watch in area during and after welding.
● Keep a fire extinguisher in the welding area.
● Wear fire retardant clothing and hat. Use earplugs when welding
overhead.

Arc rays can burn eyes and skin

● Select a filter lens which is comfortable for you while welding.
● Always use helmet when welding.
● Provide non-flammable shielding to protect others.
● Wear clothing which protects skin while welding.

Confined space
● Carefully evaluate adequacy of ventilation especially where
electrode requires special ventilation or where gas may displace
breathing air.
● If basic electric shock precautions cannot be followed to insulate
welder from work and electrode, use semiautomatic,
constantvoltage equipment with cold electrode or stick welder with
voltage reducing device.
● Provide welder helper and method of welder retrieval from outside
enclosure.

General work area hazards

● Keep cables, materials, tools neatly organized.
● Connect work cable as close as possible to area where welding is
being performed. Do not allow alternate circuits through scaffold
cables, hoist chains, or ground leads.
● Use only double insulated or properly grounded equipment.
● Always disconnect power to equipment before servicing.

00B - 2
 Welding Precautions

Gas cylinders
● Never touch cylinder with the electrode.
● Keep cylinder upright and chained to support.

00B.2. Main principles: V1

● Prevent uncontrolled current loops

● Prevent radiation
● Prevent sparkles flying around
● If convenient, disconnect all global signals like power supply, data
communication etc.

00B.2.1. Prevention of uncontrolled current loops V1

Welding current path must always be checked, there should be a

straight route from the welding point back to the return connection of
the welding apparatus.
The main current is always going where it meets the lowest resist‐
ance, in certain cases the return current can therefore go via ground‐
ing wires and electronics in the control system.
To avoid this, the distance between the welding point and the return
connection clamp of the welding apparatus should always be shortest
possible and without electronic components in the returning loop path.
Attention must be paid to the connectivity of the return connection
clamp, a bad contact might also cause sparkles and radiation.

00B.2.2. Prevention of radiation V1

The welding current and the arc is emitting a wide spectrum of elec‐
tromagnetic radiation. This might cause damages on sensitive elec‐
tronic equipment.
To avoid these damages all cabinets and terminal boxes must be kept
closed during the welding. Sensitive equipment can also be protected
by means of shielding with a conductive metal plate.
Also avoid having the cables of the welding apparatus going in parallel
with wires and cables in the control system. The high welding current
is easily inducting secondary currents in other conductive materials.

00B - 3
 Welding Precautions

00B.2.3. Prevention of damage due to sparkles V2

Sparkles are commonly flying around from the welding arc. Few ma‐
terials withstand the heat from these sparkles. Therefore all cabinets
and terminal boxes should be kept closed during the welding. Sen‐
sors, actuators, cables and other equipment out on the engine must
be protected by means of proper protection.
Sparkles can also be a problem after they have cooled down, i.e.
causing short circuits, sealing problems etc.

00B.3. Precaution checklists

00B.3.1. Basic ECU (Despemes/Spemos) checklist V1

The following precautions must be paid attention to before welding in

the vicinity of a basic ECU system:
● Close the cover of the cabinet
● Deactive the system by disconnecting all external connectors
(X1...X4).
● If convenient, protect cables, sensors and other equipment from
sparkles with a proper metal sheet.

00B.3.2. WECS 2000 checklist V1

The following precautions must be paid attention to before welding in

the vicinity of a WECS 2000 control system:
● Open all terminal fuses (F1- FX) in the cabinet.
● Close the covers of the cabinet and all the distributed units.
● Deactivate the system by disconnecting all external connectors
(X1...X6).
● If convenient, protect cables, sensors and other equipment from
sparkles with a proper metal sheet.

00B.3.3. WECS 3000 checklist V1

The following precautions must be paid attention to before welding in

the vicinity of a WECS 3000 control system:

00B - 4
 Welding Precautions

● Deactive the system by disconnecting all external connectors

(X1...X5).
● Do not connect the welding apparatus return line to the aluminium
profile containing CCU's, KDU's and ignition modules. The profile
is used as a common ground for these modules.
● Open all terminal fuses (F1...F20) in the cabinet.
● Close the covers of the cabinet and all the distributed units.
● If convenient, protect cables, sensors and other equipment from
sparkles with proper metal sheet.

00B.3.4. WECS 7000/8000 checklist V1

The following precautions must be paid attention to before welding in

the vicinity of a WECS 7000 or 8000 control system:
● Deactive the system by disconnecting all external connectors
(X1...X6).
● If the welding point is close to (approximately within a radius of 2
m) an electronic module disconnect all connectors of the unit.
● If an electronic module is connected through a CIB (Connection
Interface Box) then open the CIB cover and disconnect all
connectors of the unit and close cover again.
● Close the covers of the cabinet
● If engine equipped with harness: Disconnect the interconnections
between the harnesses and the cabinet.
● If convenient, protect harnesses, cables, sensors and other
equipment from sparkles with a proper metal sheet.

00B.3.5. UNIC Precautions checklist V1

The following precautions must be paid attention to before welding in

the vicinity of a UNIC control system:
● Deactivate the system by disconnecting all external connectors
from the PDM-10 or PDM-20 (X11, X12) and from the external
interface connectors (XM#).
● If the welding point is close to (approximately within a radius of 2
m) an electronic module (IOM-10, MCM-10, CCM-20 etc.)
disconnect all connectors of the unit
● Close the covers of the cabinet and all the distributed units.
● If convenient, protect cables, sensors and other equipment from
sparkles with a proper metal sheet.

00B - 5
 Welding Precautions

00B - 6
 Main Data, Operating Data and General Design

01. Main Data, Operating Data and General

Design

01.1. Main data for Wärtsilä 32 V2

Cylinder bore ....................................................................... 320 mm

Stroke .................................................................................. 400 mm
Piston displacement per cylinder ........................................... 32.17 l

Firing order
Engine type Clockwise rotation Counter-clockwise rotation
6L32 1-5-3-6-2-4 1-4-2-6-3-5
8L32 1-3-7-4-8-6-2-5 1-5-2-6-8-4-7-3
9L32 1-7-4-2-8-6-3-9-5 1-5-9-3-6-8-2-4-7
12V32 A1-B1-A5-B5-A3-B3- A1-B4-A4-B2-A2-B6-
A6-B6-A2-B2-A4-B4 A6-B3-A3-B5-A5-B1
16V32 A1-B1-A3-B3-A7-B7-A4-B4- A1-B5-A5-B2-A2-B6-A6-B8-
A8-B8-A6-B6-A2-B2-A5-B5 A8-B4-A4-B7-A7-B3-A3-B1
18V32 A1-B1-A7-B7-A4-B4-A2-B2-A8- A1-B5-A5-B9-A9-B3-A3-B6-A6-
B8-A6-B6-A3-B3-A9-B9-A5-B5 B8-A8-B2-A2-B4-A4-B7-A7-B1
20V32 A1-B1-A4-B4-A3-B3-A2-B2-A6-B6- A1-B5-A5-B9-A9-B8-A8-B7-A7-B10-
A10-B10-A7-B7-A8-B8-A9-B9-A5-B5 A10-B6-A6-B2-A2-B3-A3-B4-A4-B1

Normally the engine rotates clockwise.

Lubricating oil volume in the engine

Engine type 6L32 8L32 9L32 12V32 16V32 18V32
App. oil volume in litres
1630 2050 2270 3050 3860 4270
Wet sump
Oil volume between max. and min. 2.95 3.70 4.05 4.25 5.35 5.90
marks
appr. litres/mm

Lubricating oil volume in the turning device in litres

LKV132 8.5 - 9.5

01 - 1
 Main Data, Operating Data and General Design

Lubricating oil volume in the speed governor in litres

1.4 - 2.2 1)

1)
The lubricating oil volym is depending of the governor type. See
manufacturers instruction.

App. cooling water volume in the engine in litres

Engine type 6L32 8L32 9L32 12V32 16V32 18V32
Engine only 410 510 560 740 840 890

01.2. Recommended operating data V2

Apply to normal operation at nominal speed. See also installation

specific Modbus list.

Temperatures, (°C)
Normal values Alarm (stop) limits
Load 100 % 0 - 100 %
Lube oil before engine 60-65 75 (80) 2)

Lube oil after engine 10 - 13

higher
HT water after engine 91 - 961) 105 (110) 2)3)
HT water before engine 5 - 8 lower 50
HT water rise over turbocharger xx) 8 - 12
LT water before charge air cooler 28 - 38 45 (60)5)
Charge air in air receiver 50 - 60 75
Exhaust gas after cylinder See test records 500 (520) 2)
Exhaust gas before turbocharger -
Preheating of HT water 50 (MDO) 70 (HFO) 45
Cylinder liner temp. 130 - 150 160 (180)2)
Main bearing temp. 90 - 100 110 (120)2)

Gauge pressures (bar)

Normal values Alarm (stop) limits
Load 100 % 0 - 100 %
Lube oil before engine at a speed of 600 4.5 3.0 (2.0)
RPM (10.0 r/s)
720 RPM (12.0 r/s) - 750 RPM (12.5 r/s) 5.0 - 5.5 3.0 (2.0)
HT/LT water before HT/LT pump (=static) 0.7 - 1.5

01 - 2
 Main Data, Operating Data and General Design

Gauge pressures (bar)

Normal values Alarm (stop) limits
Load 100 % 0 - 100 %
HT water before engine 2.5 + static press.1) 1.5 + static press. (2) 2) 4)
LT water before charge air cooler 2.5 + static press. 1) 1.5 + static press.
Fuel before engine 7 -8 (HFO/LFO) 4
Fuel before engine, Common Rail 11 -12 (HFO/LFO) 4
Compressed air (start & control air) max. 30 18
Charge air (CAC, outlet) See test records 3

Other pressures (bar)

Normal values Alarm (stop) limits
Load 100 % 0 - 100 %
CAC, pressure difference 75 mbar
Crankcase pressure 3 mbar
Firing pressure See test records
Opening pressure of safety valve on lube 6 - 8
oil pump
Lube oil filter pressure difference 0.8 - 1.8 0.8 (first) 1.8 (second alarm)

1)Depending on speed and installation

2)Load reduction, main engine
3)Stop, auxiliary engine
4)Stop, on GL installation, main engine
xx)When water cooled turbocharger
5) Only in special conditions

01.3. Reference conditions V1

Reference conditions according to ISO 3046/I (1995):

Air pressure ........................................................... 100 kPa (1.0 bar)
Ambient temperature ................................................... 298 K (25°C)
Relative air humidity ..................................................................30 %
Cooling water temperature of charge air cooler ........... 298 K (25°C)

01 - 3
 Main Data, Operating Data and General Design

In case the engine power can be utilized under more difficult condi‐
tions than those mentioned above, it will be stated in the sales docu‐
ments. Otherwise, the engine manufacturer can give advice about the
correct output reduction. As a guideline additional reduction may be
calculated as follows:

Reduction factor = (a + b + c) %

a = 0.5 % for every °C the ambient temperature exceeds the stated

value in the sales documents.
b = 1 % for every 100 m level difference above stated value in the
sales documents.
c = 0.4 % for every °C the cooling water of the charge air cooler ex‐
ceeds the stated value in the sales documents.

01.4. General engine design V2

The engine is a turbocharged after cooled 4-stroke diesel engine with

direct fuel injection.
The engine block is cast in one piece.The crankshaft is mounted
underslung the engine. The main bearing cap is supported by two
hydraulically tensioned main bearing screws and two horizontal side
screws.
The charge air receiver as well as the cooling water header are cast
into the engine block. The crankcase covers, made of light metal, seal
against the engine block by means of rubber sealing's.
The lubricating oil sump is welded.
The cylinder liners are cooled only in the upper part. The cooling
effect is optimized to give the correct temperature of the inner surface.
To eliminate the risk of bore polishing, the liner is provided with an
anti polishing ring.
The main bearings are fully interchangeable trimetal or bimetal half
shell bearings which can be removed by removing the main bearing
cap.
The crankshaft is forged in one piece and is balanced by counter‐
weights as required.
The connecting rods are of a three-piece design, so called "Marine
type connecting rod".

01 - 4
Main Data, Operating Data and General Design

The connecting rod is forged and machined of alloyed steel and is

splitted horizontally in three parts to allow removal of piston and con‐
necting rod parts. All connecting rod bolts are hydraulically tightened
to minimize the relative movements between mating surfaces.
The big end bearings are fully interchangeable trimetal or bimetal half
shell bearings.
The pistons are fitted with a Wärtsilä patented skirt lubricating system.
The top ring grooves are hardened. Cooling oil enters the cooling
space through the connecting rod. The cooling spaces are designed
to give an optimal shaker effect.
The piston ring set consists of two chrome-plated compression rings
and one chrome-plated, spring-loaded oil scraper ring.
The cylinder head, made of nodular cast iron, is fixed by four hydraul‐
ically tensioned screws. The head is of the double deck design and
cooling water is forced from the periphery towards the centre giving
efficient cooling in important areas.
The inlet valves are stellited and the stems are chromium-plated. The
valve seat rings are made of a special cast iron alloy and are change‐
able.
The exhaust valves , with Nimonic or stellite seats and chromium-
plated stems, seal against the directly cooled valve seat rings.
The seat rings, made of a corrosion and pitting resistant material, are
changeable.
The camshafts are made up from one-cylinder pieces with integrated
cams.
The engine is available with two different fuel injection systems: com‐
mon rail fuel injection and conventional fuel injection .
● The common rail system consists of one fuel oil high pressure
pump and one fuel accumulator per two cylinders.
● The conventional fuel system consists of injection pumps that have
separated roller followers and can be changed by adjusting the
base measure with the tappet screw.The pumps and piping are
located in a closed space which is heat insulated for heavy fuel
running.
The turbocharger is normally located at the free end of the engine.
The charge air cooler is of a self-supported type.
The lubricating oil system includes a gear pump, automatic oil filter,
centrifugal filter for cleaning the back-flush oil, cooler with thermostat
valve and an electrically driven prelubricating pump.
The oil sump is dimensioned for the entire oil volume needed, and all
cylinder numbers can be run in wet sump configuration. Dry sump
running is also possible.

01 - 5
 Main Data, Operating Data and General Design

The starting system. The air supply to the cylinders is controlled by a

starting air distributor run by the camshaft.
For a conventional fuel system the instrumentation and automation
is handled by the Wärtsilä Engine Control System - WECS 2000.
The instrumentation and automation for common rail system is han‐
dled by WECS 2000 and WECS 7500.
Alternatively the instrumentation and automation can also be handled
by the plant control system.
The cooling water system includes built-on cooling water pumps and
thermostatic valves.

01 - 6
 Main Data, Operating Data and General Design

Cross-section of Wärtsilä 32, in-line engine

Fig 01-1 400101 V1

01 - 7
 Main Data, Operating Data and General Design

Cross-section of Wärtsilä 32, V-engine

Fig 01-2 400102 V1

01 - 8
 Fuel, Lubricating Oil, Cooling Water

02. Fuel, Lubricating Oil, Cooling Water V2

Note!
For preventing and minimising the handling risks, read carefully
chapter 02A., Environmental Hazards.

02.1. Fuel V4

The Wärtsilä® medium-speed diesel engines are designed to operate

on heavy fuel (residual fuel) with a maximum viscosity of 55 cSt at
100 °C (approx. 730 cSt at 50 °C, approx. 7200 Redwood No.1 sec‐
onds at 100 °F) and will operate satisfactorily on blended (intermedi‐
ate) fuels of lower viscosity, as well as on distillate fuel. Avoid the use
of fuels having a lower/higher viscosity than values found in the table
below, as such fuels may cause fuel injection pump plunger or fuel
nozzle needle seizure.

Fuel viscosity limits at engine inlet in running conditions (cSt)

Engine Type Fuel
LFO, min HFO
Vasa 32 & 32LN 2,0 16 - 24
Wärtsilä32®

The maximum limits of fuel characteristics for a certain engine are

stated in the documentation delivered with the engine.
Blended fuels (residuals and distillate) with a viscosity between ap‐
prox. 4 and 7 cSt at 100 °C (12 and 30 cSt at 50 °C, 75 and 200
Redwood No.1 seconds at 100 °F) containing between 30 and 60 %
distillate should, however, be avoided due to the risk of precipitation
of heavy components in the blend, with filter clogging and large
amount of centrifuge sludge as a consequence.
When difficulties with filter clogging are experienced, fuel incompati‐
bility can be tested by the ASTM D4740-93 or ISO 10307-1/93 (LFO)
or ISO 10307-2/A/93 (HFO) test methods.

02 - 1
 Fuel, Lubricating Oil, Cooling Water

02.1.1. Fuel treatment

02.1.1.1. Purification V3

Heavy fuel (residuals, and mixtures of residuals and distillate) must

be purified in an efficient centrifuge before entering the day tank. The
fuel is to be heated before centrifuging.
Recommended temperatures, depending on the fuel viscosity, are
stated in the diagram, chapter 02,Fig 02-1.
Be sure that the correct gravity disc is used. Never exceed the flow
rates recommended for the centrifuge for the grade of fuel in use. The
lower the flow rate the better the efficiency.

Recommended centrifuge flow rate

Fuel in use
Max. viscosity (cSt/100°C) 10 15 25 35 45 55
Approx. viscosity (cSt/50°C) 50 90 205 350 530 730
Centrifuge flow rate 60 40 30 25 20 15
(% of rated capacity)

Note!
Recommended centrifuge flow rates, see separator manufacturers
instruction manual.

In case pure distillate fuel is used, centrifuging is still recommended

as fuel may be contaminated in the storage tanks.
Rated capacity of the centrifuge may be used provided the fuel vis‐
cosity is less than 12 cSt at centrifuging temperature.
Marine Gas Oil viscosity is normally less than 12 cSt at 15 °C.

02.1.1.2. Heating V1

See diagram, Fig 02-1. Keep the fuel temperature about 10 °C above
the minimum storage temperature indicated in the diagram in order
to minimize the risk of wax formation, and the temperature after the
final heater 5 - 10 °C above the recommended temperature before
injection pumps to compensate for heat losses between heater and
engine.

02 - 2
 Fuel, Lubricating Oil, Cooling Water

Fuel oil viscosity-temperature diagram

Centistokes
5000

2000
APPROX. PUMPING LIMIT
1000
600
H 700 cSt at 50 C
400 G
300 380 cSt at 50 C
A B
200 CENTRIFUGING
MINIMUM STORAGE TEMPERATURE
100 TEMPERATURE
80 VISCOSITY BEFORE
FUEL PUMPS
60 C
50
40 K
30 F
25
20 RECOMMENDED
RANGE D
16
14
12 E
10
9 GAS OIL
8 MAX. TEMP
7 MARINE DIESEL OIL
6
180 cSt at 50 C
5
5.5 cSt at 40 C 80 cSt at 50 C
4
11 cSt at 40 C 40 cSt at 50 C

3 14 cSt at 40 C

-10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150

C

Fig 02-1 320261 V1

Example:A fuel oil with a viscosity of 380 cSt (A) at 50 °C (B) or 80

cSt at 80 °C (C) must be preheated to 112 - 126 °C (D-E) before the
fuel injection pumps, to 97 °C (F) at the centrifuge and to minimum
40 °C (G) in storage 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 vis‐
cosity/temperature line in diagram.
Example: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 - 86°C, centrifuging temperature 86 °C,
minimum storage tank temperature 28 °C.

02 - 3
 Fuel, Lubricating Oil, Cooling Water

Conversion from various current and obsolete viscosity units to cen‐

tistokes can be made in the diagram, Fig 02-2. The diagram should
be used only for conversion of viscosities at the same temperature.
The same temperatures should then be used when entering the vis‐
cosity/temperature point into the diagram, Fig 02-1.

Viscosity conversion diagram

Centistokes
5000

2000
1000
600
400
300
200

100
80
60
50
40
30
25
20
16
14
12
10
9
8
7
6
5
4

10 20 50 100 200 500 1000 2000 5000 10000

Sec. Saybolt Furol
1 2 5 10 20 50 100 200 500 1000
¡ Engler
10 20 50 100 200 500 1000 2000 5000 10000
Sec.Redwood I
10 20 50 100 200 500 1000 2000 5000 10000
Sec. Saybolt Universal

Fig 02-2 320253 V1

When converting viscosities from one of the units on the abscissa to

centistokes or vice-versa, keep in mind that the result obtained is valid
only at one and the same temperature. When converting the viscosity
in any unit at a given temperature to a viscosity at another tempera‐
ture, a viscosity-temperature diagram or conversion rule must be
used.

02 - 4
 Fuel, Lubricating Oil, Cooling Water

02.1.1.3. Viscosity control V1

An automatic viscosity controller, or a viscosimeter, at least, should

be installed in order to keep the correct viscosity of the fuel before the
fuel enters the engine fuel system.

02.1.2. Maximum limits of fuel characteristics V4

The diesel engine Wärtsilä® 32, is designed and developed for con‐
tinuous operation, without reduction of the rated output, on fuels with
the following properties:

Fuel characteristics, maximum limits

Kinematic viscosity cSt at 100°C 55
cSt at 50°C 730
Redwood No.1 sec.at 7200
100°F
Density kg/m3 at 15°C 991
Density 1) kg/m3 at 15°C 10101)
Water vol-% 1.0
Water, max. before engine vol-% 0.3
Flash point, min. (PMCC) °C 60
Pour point °C 30
Total sediment potential mass-% 0.1

The limits above also correspond to the demands:

● ISO 8217:1996(E), ISO-F-RMH 55 and RMK 551)
● BS MA 100:1996, RMH 55 and RMK 551)
● CIMAC 1990, class H 55 and K 551).
1) Provided the fuel treatment system can remove water and solids.
Four types of fuels are defined for the Wärtsilä® 32, engines:
● BS MA 100:1996, RMH 55 and RMK 551)
● HFO 1, heavy fuel oil of normal quality
● HFO 2, heavy fuel oil below normal standard quality
● DO, diesel oil or LFO, light fuel oil
● CRO, Crude oil.

02 - 5
 Fuel, Lubricating Oil, Cooling Water

The maintenance intervals are decided by the characteristics of the

used fuel, see Chapter 04 Maintenance Schedule.

Table02-4 The differences between HFO 1 and HFO 2 are seen

below:

Fuel characteristics, maximum limits

HFO 1 HFO 2
Sulphur mass-% 2.0 2.0 - 5.0
Ash mass-% 0.05 0.05 - 0.20
Vanadium mg/kg 100 100 - 600
Sodium mg/kg 50 50 - 100
Sodium, bef. engine mg/kg 30 30
Al + Si mg/kg 30 30 - 80
Al + Si bef. engine mg/kg 15 15
Conradson Carb. Residue mass-% 15 15 - 22
Asphaltens mass-% 8 8 - 14
CCAI 850 850 - 870

Foreign substances or chemical waste, hazardous to the safety of the

installation or detrimental to the performance of engines, should not
be contained in the fuel.

Note!
If any of specified fuel properties exceed HFO 1 maximum value the
fuel should be classified as HFO 2.

02 - 6
 Fuel, Lubricating Oil, Cooling Water

02.1.3. Comments on fuel characteristics V3

a) The viscosity is not a measure of the fuel quality, but determines the
complexibility of the fuel heating and handling system, as the HFO
has to be heated to reach a viscosity of 16 - 24 cSt at the point of
injection. At low viscosities, the flow past the plunger in the injection
pump increases. This leads to a decrease in the amount of injected
fuel, which in bad cases might make it impossible to reach full engine
output. The standard engine fuel system is laid out for max. 55 cSt at
100°C fuel (approx. 730 cSt at 50°C, approx. 7200 Redwood No. 1
seconds at 100°F).
b) The density influences mainly on the fuel separation. Separators can
remove water and to some extent solid particles from fuels having
densities of up to 991 kg/m3at 15°C. There are also separators on the
market that can clean fuel with densities of up to 1010 kg/m3 at 15°C.
The separator capability must be checked before purchasing a fuel
with a very high density, as a bad separation will lead to abnormal
wear due to unremoved particles and water. The separator disc must
be chosen according to the fuel density.

Caution!
Fuels having a low viscosity in combination with a high density usually
have bad ignition properties!
c) Ignition quality. Heavy fuels may have very low ignition quality. This
may cause trouble at start and low load operation, particularly if the
engine is not sufficiently preheated. Low ignition quality may also re‐
sult in a long ignition delay and can cause a fast pressure rise and
very high maximum pressures. This increases the mechanical load
and can even damage engine components such as e.g. piston rings
and bearings severely. Deposits on the piston top, on the exhaust
valves, in the exhaust system, and on the turbine nozzle ring and
turbine blades can also be expected. The turbocharger fouling will
lead to decreased turbocharger efficiency, and increased thermal
load.
A symptom of low ignition quality is diesel knock, i.e. hard, high pitch‐
ed combustion noise. The effects of diesel knocking are increased
mechanical load on components surrounding the combustion space,
increased thermal load, as well as increased lubricating oil consump‐
tion and contamination.

Caution!
Although low ignition quality produces long ignition delay, advancing
the injection timing makes things only worse: fuel is injected at a lower
compression temperature, and this will produce an even longer igni‐
tion delay!

02 - 7
 Fuel, Lubricating Oil, Cooling Water

Ignition quality is not defined, nor limited, in marine residual fuel

standards. The same applies to ISO-F-DMC marine distillate fuel.
The ignition quality of a distillate fuel can be determined according to
several methods, i.e. Diesel Index, Cetane Index, and Cetane Num‐
ber. The ignition quality of a heavy fuel oil can be roughly determined
by calculating the CCAI (= Calculated Carbon Aromaticity Index) from
the viscosity and density of a fuel.
Determining of CCAI:

CCAI =ρ- 81 - 141 log10log10(νk+ 0.85)

where ρ = density (kg/m3 at 15°C)

νk = kinematic viscosity ( cSt at 50 °C)

Note!
An increased CCAI value indicates decreased ignition quality!

CCAI can also be determined (but with limited accuracy) by the nomo‐
gram, see Fig 02-3.
Straight run fuels show CCAI values in the 770 - 840 range, and are
very good igniters. Cracked residues may run from 840 to over 900,
while most bunkers remain in the 840 to 870 range at present.
The CCAI is not an exact tool for judging fuel ignition. Following rough
guidelines can however be given:
● Engines running at constant speed and load over 50 % can without
difficulty use fuels with CCAI-values of up to 870.
● Engines running at variable speed and load can without difficulty
run on fuels with CCAI-values up to 860.
To avoid difficulties with poor ignition quality fuels the following should
be noted:
● Sufficient preheating of the engine before start.
● Proper function of the inverse cooling system.
● Proper function of the injection system, especially the injection
nozzle condition must be good.

02 - 8
 Fuel, Lubricating Oil, Cooling Water

Nomogram

VISCOSITY DENSITY CCAI

cSt (mm2/s) (kg/m3 at 15˚C)
820

50˚C at 100˚C
840
4
860 800
2
5
880 810
6
7 820
900
8 3
9 830
10 920
840
4
15 940 850
5
20 960 860
6
25
30 7 870
8 980
35
40 9 880
50 10 1000
890
75
15 1020 900
100
150 20 910
1040
200 25
250 30 920
300
35
400 40 930
500
50
750 60
1000

Fig 02-3 320259 V1

d) The water content of heavy fuel oils varies widely. Water may come
from several different sources, it can either be fresh or salt. It can also
originate from e.g. condensation in the installation's bunker tanks.
● If the water is sweet and very well emulgated in the fuel, the ef‐
fective energy content of the fuel decreases with increasing water
content, leading to an increase in fuel consumption.
● If the fuel is contaminated with sea water, the chlorine in the salt
will cause corrosion of the fuel handling system, including the in‐
jection equipment. The effects of sodium, that also originates from
salt, are described more in detail below.
To avoid difficulties in the engine fuel injection system the water con‐
tent must be reduced to a max. of 0.3 % prior to the engine.
e) The sulphur in the fuel may cause cold corrosion and corrosive wear,
especially at low loads. Sulphur also contributes to deposit formation
in the exhaust system, normally together with vanadium and/or so‐
dium in the form of sulphates. The deposits can also cause high tem‐
perature corrosion, as described below.

02 - 9
 Fuel, Lubricating Oil, Cooling Water

f) A high ash content may be detrimental in several ways. Different ash

components can cause different problems:
● Aluminium and silicon oxides originate from the refining process,
and can cause severe abrasive wear mainly of the injection pumps
and nozzles, but also of cylinder liners and piston rings. An efficient
fuel separation is a must for minimising wear.
● Oxides of vanadium and sodium , mainly sodium vanadyl vana‐
dates, are formed during the combustion, and mix or react with
oxides and vanadates of other ash components, e.g. nickel, calci‐
um, silicon and sulphur. The sticking temperature of the mixture
may be such, that a deposit is formed on a valve, in the exhaust
gas system, or in the turbo-charger. This deposit is highly corrosive
in the molten state, destroying the protective oxide layer on e.g. an
exhaust valve, and leading to hot corrosion and a burned valve.
Deposits and hot corrosion in the turbocharger, especially on the
nozzle ring and turbine blades will cause a decreased turbocharger
efficiency. The gas exchange will be disturbed, less air flows
through the engine, and thus the thermal load on the engine in‐
creases. The deposit formation increases at increased tempera‐
tures and engine outputs.
To avoid the above mentioned problems when running on high ash
fuels, it is important to:
● Have an efficient fuel separation.
● Clean the turbocharger regularly with water, see section 15.2.
● Have a strict quality control of the bunkered fuel, i.e. to see that the
amounts of ash and dangerous ash constituents stay low.
● Maintain clean air filters and charge air coolers by regular cleaning
based on pressure drop monitoring.
g) High carbon residue content may lead to deposit formation in the
combustion chamber and in the exhaust system, especially at low
loads.
● Deposit formation on injection nozzle tips will disturb the fuel atom‐
isation and deform the fuel sprays, decreasing the combustion
process efficiency, and even leading to locally increased thermal
loads.
● Deposits in the piston ring grooves and on the rings will hinder the
movement of the rings, causing a.o. increased blow-by of com‐
bustion gases down to the crank case, which in turn increases the
fouling of the lubricating oil.
● Deposits in the exhaust gas system and in the turbocharger will
disturb the gas exchange and increase the thermal load.

02 - 10
 Fuel, Lubricating Oil, Cooling Water

h) High asphaltene content may contribute to deposit formation in the

combustion chamber and in the exhaust system, especially at low
loads.Asphaltenes are complex, highly aromatic compounds with a
high molecular weight, that usually contain sulphur, nitrogen and oxy‐
gen, as well as metals like vanadium, nickel, and iron (see "Ash"
above). A high asphaltene content indicates that a fuel may be difficult
to ignite and that it burns slowly.If the fuel is unstable, the asphaltenes
may precipitate from the fuel and block filters and/or cause deposits
in the fuel system, as well as excessive centrifuge sludge.
i) A low flash point (high vapour pressure) is often seen especially for
crude oils.The low flash point will not influence the combustion, but
the fuel can be dangerous to handle and store. This is especially the
case if the pour point is high, and the fuel has to be heated due to
this. Special explosion proof equipment and separators can be used
in extreme cases.A high vapour pressure (low flash point) can also
cause cavitation and gas pockets in the fuel pipes. These can be
avoided by using an elevated pressure in the fuel handling system.It
is to be noted that some insurance companies demand the use of
fuels having a flash point higher than 60°C.
j) The pour point tells below which temperature the fuel does not flow,
and determines how easy it will be to handle the fuel. The whole fuel
handling system, including tanks and pipes, must be heated to a tem‐
perature at least 10 - 15°C above the pour point.
k) Total sediment potential tells something about the fuels stability. If the
TSP is high, the danger of sediment and sludge formation in tanks
and fuel handling systems increase, as well as the probability for filter
clogging.TSP can also be used as a check for the compatibility of two
different fuels: The two fuels are mixed, and if the TSP for the mix
remains low, the fuels are compatible.

02.1.4. Measures to avoid difficulties when running on

heavy fuel V2

Poor fuel quality will influence on wear, engine part lifetime and main‐
tenance intervals adversely.
In order to obtain maximum operating economy it is recommendable:

02 - 11
 Fuel, Lubricating Oil, Cooling Water

a) to limit maximum continuous output as much as operating conditions

allow if fuel is known or suspected to have high vanadium content
(above 200 ppm) and sodium content.
b) to limit low load operation as much as operating conditions allow if
fuel is known or suspected to have high sulphur content (above 3
mass-%), carbon content (Conradson carbon above 12 mass-%) and/
or asphaltene content (above 8 mass-%).
Operating below 20% of rated output should be limited to max. 100
hours continuously, by loading the engine above 70% of rated load
for one hour before continuing the low load operation or shutting down
the engine
Idling (i.e. main engine declutched, generator set disconnected)
should be limited as much as possible. Warming-up of the engine at
no load for more than 3 - 5 minutes before loading, as well as idling
for more than 3 minutes before stopping is unnecessary and should
be avoided.

02.1.5. General advice V1

To avoid stability and incompatibility problems (precipitation of heavy

components in the fuel), avoid, if possible, blending of fuels from dif‐
ferent bunker stations, unless the fuels are known to be compatible.
If stability and compatibility problems occur, never add distillate fuel,
as this will probably increase precipitation. A fuel additive with a highly
powerful dispersing characteristics can be of help until a new fuel de‐
livery takes place.
The characteristics of heavy fuels blended from residuals from mod‐
ern refinery processes like catalytic cracking and visbreaking may
approach at least some of the limits of fuel characteristics given in the
chapter 02., sect. 02.1.2.
Compared with "traditional" heavy fuels blended from straight run re‐
siduals, the "modern" heavy fuels may have reduced ignition and
combustion quality.
Fuels blended from catalytic cracking residuals may contain very
abrasive catalytic fines (silicon and aluminium oxides) which, if al‐
lowed to enter the injection system, may wear down injection pumps
and nozzles in a few hours.
Some of the difficulties that may occur when operating on heavy fuels
blended from cracked residuals can be avoided by:
● Sufficient centrifuging capacity. The best and most disturbance-
free results are obtained with the purifier and clarifier in series.
Alternatively the main and stand-by separators may be run in
parallel, but this makes heavier demands on correct gravity disc

02 - 12
 Fuel, Lubricating Oil, Cooling Water

choice and constant flow and temperature control to achieve

optimum results. Flow rate through the centrifuges should not
exceed the maximum fuel consumption by more than 10 %.
● Sufficient heating capacity to keep centrifuging and injection
temperatures at recommended levels. It is important that the
temperature fluctuations are as low as possible (±2 °C before
centrifuge) when centrifuging high viscosity fuels with densities
approaching or exceeding 991 kg/m3 at 15 °C.
● Sufficient preheating of the engine and the fuel systems before
starting the engine.
● Keeping fuel injection equipment and the inverse cooling system
in good condition.
See also section 02.2.7., Handling of oil samples.

02.2. Lubricating oil

02.2.1. System oil characteristics V3

Viscosity. Viscosity class SAE 40.

Viscosity Index (VI). Min.95.
Alkalinity (BN). The required lubricating oil alkalinity is tied to the fuel
specified for the engine.

02 - 13
 Fuel, Lubricating Oil, Cooling Water

Fuel standards and lubricating oil requirements

Category Fuel standard Lube oil BN
A ASTM D 975-94 GRADE 1D, 2D
ISO 8217: 1996(E) DMX, DMA
10 - 30
BS MA 100:1996 DMX, DMA
CIMAC 1990 DX, DA
B ASTM D 975-94 GRADE 4D
ISO 8217: 1996(E) DMB
15 - 30
BS MA 100:1996 DMB
CIMAC 1990 DB
C ASTM D 396-94 GRADE No. 4-6
ISO 8217: 1996(E) DMC, RMA10-RMK55
30 - 55
BS MA 100:1996 DMC, RMA10-RMK55
CIMAC 1990 DC, A10-K55
D CRUDE OIL
30
(CRO)

It is recommended to use in the first place BN 50-55 lubricants when

operating on heavy fuel. This recommendation is valid especially for
engines having wet lubricating oil sump and using heavy fuel with
sulphur contents above 2.0 % mass. BN 40 lubricants can be used
when operating on heavy fuel as well if experience shows that the
lubricating oil BN equilibrium remains at an acceptable level.
BN 30 lubricants are recommended to be used only in special cases,
such as installations equipped with an SCR catalyst. Lower BN prod‐
ucts eventually have a positive influence on cleanliness of the SCR
catalyst. With BN 30 oils lubricating oil change intervals may be rather
short, but lower total operating costs may be achieved because of
better plant availability provided that the maintenance intervals of the
SCR catalyst can be increased.
BN 30 oils are also a recommended alternative when operating on
crude oil. Though crude oils many times have low sulphur content,
they can contain other acid compounds and thus an adequate alkali
reserve is important.
Additives. The oils should contain additives that give good oxidation
stability, corrosion protection, load carrying capacity, neutralization of
acid combustion and oxidation residues, and should prevent deposit
formation on internal engine parts (piston cooling gallery, piston ring
zone and bearing surfaces in particular).
Foaming characteristics. Fresh lubricating oil should meet the follow‐
ing limits for foaming tendency and stability (according to the ASTM
D 892-92 test method):

02 - 14
 Fuel, Lubricating Oil, Cooling Water

● Sequence I: 100/0 ml
● Sequence II: 100/0 ml
● Sequence III: 100/0 ml
In this test a certain amount of air is blown through the lubricating oil
sample. The first number in the results is the foam volume after a
blowing period of 5 minutes and should be less than or equal to 100
ml. The second number is the foam volume after a settling period of
10 minutes and should always be 0 ml.
Sequences I and III are performed at a temperature of 24 °C and
sequence II at a temperature of 93.5 °C.

02.2.2. Lubricating oil qualities V2

Lubricating oil is an integrated engine component and thus the quality

of it is upmost important. All lubricating oils, which have been ap‐
proved for use in Wärtsilä® engine type, have gone through an ap‐
proval test according to the engine manufacturer's procedure.
The use of approved lubricating oil qualities during the warranty pe‐
riod is mandatory and is also strongly recommended after the war‐
ranty period.
The list of approved lubricating oils can be found in the end of this
chapter.

Note!
Never blend different oil brands unless approved by the oil supplier,
and during the warranty period, by the engine manufacturer.

Note!
Before using a lubricating oil not listed in the table, the engine man‐
ufacturer must be contacted. Lubricating oils that are not approved
have to be tested according to the engine manufacturer's procedures.

02 - 15
 Fuel, Lubricating Oil, Cooling Water

02.2.3. Maintenance and control of the lubricating oil V3

a) Centrifuging of the system oil is recommended in order to separate

water and insolubles from the oil. Water must not be added when
centrifuging ("washing"). The oil should be pre-heated to 80 - 95 °C.
Many oil manufacturers recommend a separation temperature of 90
- 95 °C for an effective separation. Please check with the supplier of
your lubricating oil what the optimal temperature is. Use the highest
recommended temperature. For efficient centrifuging, use only about
20% of the rated flow capacity of the separator. For optimum condi‐
tions the centrifuge should be capable of passing the entire oil quan‐
tity in circulation 4 - 5 times every 24 hour at 20% of rated flow. Gravity
disc should be chosen acc. to oil density at separation temperature.
Follow the operation instructions given by the separator manufacturer
for optimal performance of the separator.

Note!
The lubricating oil separation efficiency influences the condition of the
lubricating oil and the change interval of the lubricating oil batch. De‐
pending on type of application and from the different lubricating oil
system arrangements point of view, the following separation routines
are adviced:- Continous running of the separator(s) when the en‐
gine(s) is running, recommended in the first place.- Periodical sepa‐
ration of auxiliary engine in stand-by or running mode in installation
equipped with one or more separator(s), which treats lubricating oil of
more than one engine.

Caution!
Defects on automatic, "self-cleaning" separators can quickly increase
the water content of the oil under certain circumstances! (The water
control valve fails.)
b) During the first year of operation it is advisable to take samples of the
lubricating oil at 500 operating hours intervals. The sample should be
sent to the oil supplier for analysis. On the basis of the results it is
possible to determine suitable intervals between oil changes. Fre‐
quent oil analysis at 500 - 1000 operating hours intervals is also rec‐
ommended after the first year of operation to ensure safe engine op‐
eration. See also section 02.2.7., Handling of oil samples. When es‐
timating the condition of the used oil, the following properties should
be observed. Compare with guidance values (type analysis) for new
oil of the brand used.
Viscosity. Should not decrease by more than 20% and not rise by
more than 25% above the guidance value at 100 °C.Should not de‐
crease by more than 25 % and not rise by more than 45% above the
guidance value at 40 °C.

02 - 16
 Fuel, Lubricating Oil, Cooling Water

Flash point. Should not fall by more than 50 °C below the guidance
value. Min. permissible flash point 190 °C (open cup) and 170 °C
(closed cup) . At 150 °C risk of crankcase explosion.
Water content. Should not exceed 0.3%. A value higher than 0.3%
can not be accepted for longer periods, but measures must be taken;
either centrifuging or oil change.
BN (Base Number).
● Fuel category A and B:The minimum allowable BN value of a used
oil is 50% of the nominal value of a new oil.
● Fuel categories C and D:The minimum allowable value of used oil
is BN 20.
Insolubles. The quantity allowed depends on various factors. The oil
supplier's recommendations should be followed. However, an n-Pen‐
tane insoluble value above 1.5% calls for attention. A value higher
than 2% cannot be accepted for longer periods.
In general it can be said that the changes in the analyses give a better
basis of estimation than the absolute values.
Fast and great changes may indicate abnormal operation of the en‐
gine or of a system.
c) Compensate for oil consumption by adding max. 10% new oil at a
time. Adding larger quantities can disturb the balance of the used oil
causing, for example, precipitation of insolubles. Measure and record
the quantity added.Attention to the lubricating oil consumption may
give valuable information about the engine condition.A continuous
increase may indicate that piston rings, pistons and cylinder liners are
getting worn, and a sudden increase motivates pulling the pistons, if
no other reason is found.
d) Guidance values for oil change intervals are to be found in chapter
04. Intervals between changes are influenced by system size (oil vol‐
ume), operating conditions, fuel quality, centrifuging efficiency and
total oil consumption. Efficient centrifuging and large systems (dry
sump operation) generally allow for long intervals between changes.
It is recommended to follow up that the BN value of the lubricating oil
keeps within engine manufacturer's limits during the whole oil change
interval.

02.2.3.1. When changing oil the following procedure is

recommended V2

1 Empty oil systemwhile oil is still hot. Be sure that oil filters and coolers
are also emptied.
2 Clean oil spaces,including filters and camshaft compartment. Insert
new filter cartridges.
3 Fill a small quantity of new oilin the oil sump and circulate with the
pre-lubricating pump. Drain!

02 - 17
 Fuel, Lubricating Oil, Cooling Water

4 Fill required quantity of oilin the system, see chapter 01, section
01.1. Oil samples taken at regular intervals analyzed by the oil sup‐
plier, and the analysis results plotted as a function of operating hours
is an efficient way of predicting oil change intervals. Send or ask the
oil supplier to send copies of oil analyses to the engine manufacturer
who will then assist in the evaluation. In order to minimize the risk of
lubricating oil foaming, deposit formation, blocking of lubricating oil
filters, damage of engine components, etc., the following procedure
should be followed when lubricating oil brand is changed from one to
another:
● If possible, change the lubricating oil brand in connection with an
engine (piston) overhaul.
● Drain old lubricating oil from the lubricating oil system.
● Clean the lubricating oil system in case of an excessive amount of
deposits on the surfaces of engine components, like crankcase,
camshaft compartment, etc.
● Fill the lubricating oil system with fresh lubricating oil.
If the procedure described above is not followed, responsibility of
possible damage and malfunctions caused by lubricating oil change
should always be agreed between the oil company and customer.

02.2.4. Lubricating oil for the governor V4

See the Instruction Book for the governor, attached. An oil of viscosity
class SAE 30 or SAE 40 is suitable, and the same oil can be used as
in the engine. Turbocharger oil can also be used in the governor. In
low ambient conditions it may be necessary to use multigrade oil (e.g.
SAE 5W-40) to get a good control during start-up. Oil change interval,
see maintenance schedule chapter 04.
Condensed water, high temperature or leaking drive shaft seal may
cause the oil to deteriorate, or internal surfaces of the governor to
collect deposits. If the reason cannot be clarified and rectified, a
shorter oil change interval or change of oil type should be considered.
The governor should be flushed with the oil in use or gasoil if heavy
contamination of the oil is evident.
Examples of suitable lubricating oils for governor can be found from
the end of this chapter, where the lists of approved lubricating oils for
an engine and turbocharger are available.

02 - 18
 Fuel, Lubricating Oil, Cooling Water

● If the system is equipped with a start booster, then this should also
be emptied when changing oil.
● In installations whereby the actuator is equipped with a filter, it has
to be cleaned when changing oil.
● Depending on the governor type, oil should be separately emptied
from the power cylinder. This is done by removing the plug in the
bottom of the power cylinder.
● Some governors are equipped with a magnetic oil plug, this plug
should be cleaned in connection with an oil change.

Caution!
If turbine oil is used in the governor, take care not to mix it with engine
lubricating oil. Only a small quantity of engine lubricating oil into the
turbine oil may cause heavy foaming.

02.2.5. Lubricating oils for turbochargers V3

Please note that different types of turbochargers can be used for the
engine. The lubricating system is different for the different turbo‐
charger. One type of chargers has a common lubricating oil system
with the engine, see , while the other type of chargers has an internal
lubricating system for the bearings, see chapter 15. See the Instruc‐
tion Book for the turbocharger, attached.

Note!
In the ABB VTR..4 series turbochargers the use of synthetic low fric‐
tion lubricating oils is strongly recommended by the engine and the
turbocharger manufacturers!

Oil change interval is1500 h service for special mineral oils and 2500
h service for synthetic lubricating oils.

Caution!
Take care that the turbine oil is not mixed with engine lubricating oil.
Only a small quantity may cause heavy foaming.

The list of approved lubricating oils for the ABB VTR..4 series turbo‐
chargers can be found in the end of this chapter. These lubricating
oils are, regarding viscosity and quality, according to the recommen‐
dations.

02 - 19
 Fuel, Lubricating Oil, Cooling Water

02.2.6. Lubricating oils for engine turning device V1

It is recommended to use EP-gear oils, viscosity 400-500 cSt at 40

°C=ISO VG 460 as lubricating oils for the turning device.
The list of lubricating oils for the engine turning device approved by
the turning device manufacturer can be found in the end of this chap‐
ter.

02.2.7. Handling of oil samples V1

When taking fuel oil or lubricating oil samples the importance of prop‐
er sampling can not be over-emphasised. The accuracy of the anal‐
ysis results is significantly dependent on proper sampling and the re‐
sults will only be as good as the quality of the sample.
Use clean sample containers holding approximately 1 litre. Clean
sample containers and accessories (IATA carton boxes for transpor‐
tation, ready made address labels, etc.) are available for example
from Wärtsilä local network office. Rinse the sampling line properly
before taking the actual sample. Preferably also rinse the sample
bottles with the oil a couple of times before taking the sample, espe‐
cially if "unknown" sample bottles need to be used. Close the bottles
tightly using the screw caps provided. Seal all bottles and record all
the separate seal numbers carefully. Put the bottles to be sent for
analysing in "Ziploc" plastic bags to prevent any spillage. Gently
squeeze the "Ziploc" bag to minimise any air content prior to sealing.
The background information for the fuel oil/lubricating sample is as
important as the sample itself. Oil samples with no background infor‐
mation are of very limited value. The following data are essential to
note when taking the sample:
● Installation name
● Engine type and number
● Engine operating hours
● Lubricating oil brand/fuel oil type
● Lubricating oil operating hours
● Where in the system the lubricating oil/fuel oil sample was taken
● Sampling date and seal number of the separate samples if seals
are available
● Reason for taking and analysing the sample
● Contact information: Name (of the person who took the sample),
telephone, fax, e-mail, etc.

02 - 20
 Fuel, Lubricating Oil, Cooling Water

Use for example the ready made "Oil Analyse Application" form, see
Instruction Manual attachments .
Observe personal safety precautions when taking and handling fuel
oil and lubricating oil samples. Avoid breathing oil fumes and mist,
use respirator if necessary. Use strong, heat and hydrocarbon resist‐
ant gloves (nitrile rubber for example). Wear eye goggles if splash risk
exists. Wear facial screen and protecting clothes if hot product is
handled.

02.2.7.1. Lubricating oil sampling V1

Lubricating oil samples should be taken with the engine in operation

immediately after the lubricating oil filter on the engine. Always take
lubricating oil samples before adding fresh oil to the system.

02.2.7.2. Fuel oil sampling V1

Fuel oil samples can be drawn from different places in the fuel oil
system. Fuel samples "as bunkered" or "before the engine" (after fuel
oil separation and filtration) are perhaps the most common sample
types. From the engines point of view the most important fuel oil sam‐
ple is naturally the one which enters the engine, i.e. taken after fuel
oil separation and filtration. But if for example fuel oil separator effi‐
ciency needs to be checked samples should be taken just before and
after the separator. It is not advisable to take samples from tank bot‐
tom drain valves, since these will probably contain high levels of water
and sediment and thus the samples will not be representative of the
bulk phase.

02.2.8. Dispatch and transportation V1

Place the bottle with the "Ziploc" bag inside the IATA carton box and
fold the box according to the assembly instructions given on the box.
Enclose a copy of the "Bunker Receipt", if available, before closing
the last flap on the IATA carton.
Check the DNVPS Air Courier Directory and use appropriate label for
the IATA carton box to ensure that the sample is forwarded to the
nearest DNVPS laboratory. Complete the courier dispatch instruc‐
tions on the side of the IATA carton. Fill in the DNVPS universal ac‐
count number (950 500 010) to prevent rejection from the courier
company (DHL). Complete the Proforma Invoice Form and tape it to
the outside of the IATA carton.
Call the air courier directly at the number as indicated in the Air Cou‐
rier Directory and request urgent pick-up, if necessary. When the
courier arrives you will need to complete an Airway Bill.

02 - 21
 Fuel, Lubricating Oil, Cooling Water

It is recommendable to handle the dispatching of the fuel oil and lu‐

bricating oil samples at site. The results will be achieved faster when
the dispatching is handled at site and additionally it is illegal to carry
fuel oil samples as personal luggage on normal aeroplanes.
Support with interpretation of the analysis results and advice on pos‐
sible corrective actions is available from Wärtsilä, if needed.

02.3. Cooling water V1

In order to prevent corrosion, scale deposits or other deposits in

closed circulating water systems, the water must be treated with ad‐
ditives.
Before treatment, the water must be limpid and meet the specification
found in the end of this chapter. Further, the use of an approved cool‐
ing water additive or treatment system is mandatory.

Caution!
Distilled water without additives absorbs carbon dioxide from the air,
which involves great risk of corrosion.

Sea water will cause severe corrosion and deposit formation even if
supplied to the system in small amounts.
Rain water has a high oxygen and carbon dioxide content; great risk
of corrosion; unsuitable as cooling water.
If risk of freezing occurs, please contact the engine manufacturer for
use of anti-freeze chemicals.
Fresh water generated by a reverse osmosis plant onboard often has
a high chloride content (higher than the permitted 80 mg/l) causing
corrosion.

Caution!
The use of glycol in the cooling water is not recommended, if it is not
necessary. Since glycol alone does not protect the engine against
corrosion, additionally an approved cooling water additive must al‐
ways be used!

02.3.1. Additives V2

As additives, use products from well-known and reliable suppliers with

vast distribution nets. Follow thoroughly the instructions of the sup‐
plier.

02 - 22
 Fuel, Lubricating Oil, Cooling Water

Caution!
The use of emulsion oils, phosphates and borates (sole) is not ac‐
cepted.

In an emergency, if compounded additives are not available, treat the

cooling water with sodium nitrite (NaNO2) in portions of 5 kg/m3. To
obtain a pH value of 9, add caustic soda (NaOH), if necessary.

Warning!
Sodium nitrite is toxic.

Corrosion rate as a function of nitrite concentration

To give full protection the Nitrite level

Corrosion rate

should be kept above X ppm. The

actual concentration is additive
supplier dependent.
A permanent lower level will lead to
an accelerated corrosion rate.

Nitrite Concentration
X ppm

Fig 02-4 320260 V1

Nitrite based cooling water additives are so called anodic inhibitors

and require proper dosing and maintenance in order to serve as in‐
tended. The nitrite of the additive is as such a salt and it will increase
the conductivity of the water. The conductivity is on the other hand
one of the main parameters affecting the corrosion rate once a cor‐
rosion process gets started, the higher the conductivity the higher the
corrosion rate.
If the conditions (nitrite level, chlorides, pH, etc.) in the systems are
such that the nitrite based additive is no longer able to protect the
entire surface of the system there may occur a rapid, local corrosion

02 - 23
 Fuel, Lubricating Oil, Cooling Water

in the areas that are not protected. The corrosion rate at the attacked
areas will even be much greater than it would be with no additive at
all present in the system, see schematic graph of the corrosion rate
as a function of the nitrite dosage in Fig 02-4. Observe that the posi‐
tion of the curve peak on the x-axis (= dangerous condition for corro‐
sion) is not stable, but will shift depending on temperature, pH, chlor‐
ides and sulphates contents, etc. in the cooling water.
The table below shows shows examples of the most common cooling
water additive types.

Summary of the most common cooling water additives

Additive Advantages Disadvantages
Sodium - good efficiency, if dosage is con‐ - suitable as additive except in air cooled heat exchang‐
trolled carefully ers with large soft solder surfaces
nitrite
- small active quantities, 0.5 % by - toxic
mass
- risk of spot corrosion when too low concentration
- cheap
Nitrite - no increased risk of corrosion at - tendency to attack zinc coverings and soft solderings
over doses
+ - toxic: lethal dosage 3 - 4 g solid nitrite
- innocuous for the skin
borate - risk of spot corrosion when too low concentration
Sodium - not toxic - not active when water velocity exceeds 2 m/s
silicate - harmless to handle - commercial products very expensive
- increased risk of corrosion when too low concentration;
spot corrosion
- limited suitability
Sodium - not toxic - more expensive than toxic additives
molybdate - harmless to handle - increased risk of corrosion, if unsufficently dosed
- can cause deposit formation (molybdates can collect to
ferrous sulphates)
Organic and inor‐ - not toxic - more expensive than sodium nitrite and molybdate
canic synergistic based additives
based
- big active quantitives by mass

02.3.2. Treatment V1

When changing the additive or when entering an additive into a sys‐

tem where untreated water has been used, the complete system must
be cleaned (chemically) and rinsed before fresh treated water is pour‐
ed into the system. If, against our recommendations, an emulsion oil
has been used, the complete system must be absolutely cleaned of
oil and greasy deposits.

02 - 24
 Fuel, Lubricating Oil, Cooling Water

Evaporated water should be compensated by untreated water; if trea‐

ted water is used the content of additives may gradually become too
high. To compensate for leakage or other losses, add treated water.
In connection with maintenance work calling for drainage of the water
system, take care of and reuse the treated water.
The list of approved cooling water additives and treatment systems
can be found in the end of this chapter.

Note!
Ask the supplier of the treatment product for instructions about treat‐
ment procedure, dosage and concentration control.

Most suppliers will provide a test kit for the concentration control.
Additionally a frequent laboratory analysis of cooling water at 3
months interval is recommended to ensure safe engine operation.

02 - 25
 Fuel, Lubricating Oil, Cooling Water

02 - 26
 Environmental Hazards

02A. Environmental Hazards V1

Fuel oils, lubricating oils and cooling water additives are environmen‐
tally hazardous. Take great care when handling these products or
systems containing these products. Detailed information and han‐
dling instructions can be found in the text below.

02A.1. Fuel oils V1

Prolonged or repetitive contact with the skin may cause irritation and
increase the risk of skin cancer (polyaromatic hydrocarbons, etc.).
Fumes, like hydrogen sulphide or light hydrocarbons, that are irritating
for eyes and respiratory organs may be released during loading/bun‐
kering. Fuel oils are mainly non-volatile burning fluids, but may also
contain volatile fractions. Risk for fire and explosion. May cause long-
term harm and damages in water environments. Risk of contamina‐
tion of the soil and the ground water. Take every appropriate measure
to prevent water and soil contamination.

02A.1.1. Handling V1

● Isolate from ignition sources, like sparks from static electricity for
example.
● Avoid breathing evaporated fumes (may contain hydrogen
sulphide, etc.) during pumping and opening of storage tanks for
example. Use gas mask if necessary.
● The handling and storage temperatures must not exceed the flash
point of the product. Should be stored in tanks or containers
designed for flammable fluids.
● Must not be let into the sewage system, water systems or onto the
ground.

02A - 1
 Environmental Hazards

● Methane may during long-term storage be formed in tanks, due to

bacterial activities. Risk of explosions during unloading or storage
tank opening for example.
● Cloths, paper or any other absorbent material used to soak up
spills are fire hazards. Do not allow these to accumulate.
● Waste that contains the product is hazardous and has to be
disposed of according to directives issued by the local or national
environmental authorities. Collection, regeneration and burning
should be handled by authorized disposal plants.

02A.1.2. Personal protection equipment V1

● Respiratory organs protection: Oil mist: Use respirator, combined

particle and gas filter. Evaporated fumes (hydrogen sulphide, etc.):
Use respirator, inorganic gas filter.
● Hands protection: Strong, heat and hydrocarbon resistant gloves
(nitrile rubber for example).
● Eye protection: Wear goggles if splash risk exists.
● Skin and body protection: Wear facial screen and covering clothing
as required. Use safety footwear when handling barrels. Wear
protecting clothes if hot product is handled.

02A.1.3. First aid measures V1

● Inhalation of fumes: Move victim to fresh air, keep warm and lying
still. Give oxygen or mouth to mouth resuscitation as needed. Seek
medical advice after significant exposures. Inhalation of oil mist:
Seek medical advice.
● Skin contact: Hot oil on the skin should be cooled immediately with
plenty of cold water. Wash immediately with plenty of water and
soap. Do not use solvents, the oil is spread and may be absorbed
into the skin. Remove contaminated clothing. Seek medical advice
if irritation develops.
● Eye contact: Rinse immediately with plenty of water, for at least 15
minutes and seek medical advice. If possible, keep rinsing until eye
specialist has been reached.
● Ingestion: Rinse mouth with water. Do not induce vomiting, in order
not to risk aspiration into respiratory organs. Seek medical advice.

Note!
Complete safety data sheets for the specific products used at your
installation should be available from the fuel oil delivering company.

02A - 2
 Environmental Hazards

02A.2. Natural gas V1

Natural gas is non-toxic and will not harm anyone breathing in the low
concentrations near minor fuel leaks. Heavy concentrations, howev‐
er, can cause drowsiness and eventual suffocation.
In a gas engine installation, gas may cause danger situations in some
cases. The most serious situations are caused by gas leaks into the
engine room, gas fires and gas explosions caused by unburned gas
in the exhaust system.
If a gas explosion occurs, it is important to protect people, equipment
and environment from damages. Damages are caused by shock
wave and burning effect of the expanding and partly burning gases.
Damages can be avoided by preventing pressure build up in equip‐
ment and guiding the released pressure to an open area.
Read the Gas Safety Manual that can be found at the end of chapter
03 for gas engine installations.

02A.3. Lubricating oils V1

Fresh lubricating oils normally present no particular toxic hazard, but

all lubricants should always be handled with great care. Used lubri‐
cating oils may contain significant amounts of harmful metal and PAH
(polyaromatic hydrocarbons) compounds. Avoid prolonged or repet‐
itive contact with the skin. Prevent any risk of splashing and keep
away from heat, ignition sources and oxidizing agents. Risk of long
term contamination of the soil and the ground water. Take every ap‐
propriate measure to prevent water and soil contamination.

02A.3.1. Handling V1

● Ensure adequate ventilation if there is a risk of release of vapours,

mists or aerosols. Do not breathe vapours, fumes or mist.
● Keep away from flammable materials and oxidants.
● Keep away from food and drinks. Do not eat, drink or smoke while
handling.
● Use only containers, piping, etc. which are resistant to
hydrocarbons. Open the containers in well ventilated
surroundings.
● Immediately take off all contaminated clothing.

02A - 3
 Environmental Hazards

● Empty packaging may contain flammable or potentially explosive

vapours.
● Cloths, paper or any other absorbent material used to recover spills
are fire hazards. Do not allow these to accumulate. Keep waste
products in closed containers.
● Waste that contains the product is hazardous and has to be
disposed of according to directives issued by the local or national
environmental authorities. Collection, regeneration and burning
should be handled by authorized disposal plants.

02A.3.2. Personal protection equipment V1

● Hand protection: Impermeable and hydrocarbon resistant gloves

(nitrile rubber for example).
● Eye protection: Wear goggles if splash risk exists.
● Skin and body protection: Wear facial screen and covering clothing
as required. Use safety footwear when handling barrels. Wear
protecting clothes if hot product is handled.

02A.3.3. First aid measures V1

● Inhalation of fumes: Move victim to fresh air, keep warm and lying
still.
● Skin contact: Wash immediately with plenty of water and soap or
cleaning agent. Do not use solvents (the oil is spread and may be
absorbed into the skin). Remove contaminated clothing. Seek
medical advice if irritation develops.
● Eye contact: Rinse immediately with plenty of water, continue for
at least 15 minutes and seek medical advice.
● Ingestion: Do not induce vomiting, in order not to risk aspiration
into respiratory organs. Seek medical advice immediately.
● Aspiration of liquid product: If aspiration into the lungs is suspected
(during vomiting for example) seek medical advice immediately.

Note!
Complete safety data sheets for the specific products used at your
installation should be available from the lubricating oil manufacturer
or your local dealer.

02A - 4
 Environmental Hazards

02A.4. Cooling water additives, nitrite based V1

The products are toxic if swallowed. Concentrated product may cause

serious toxic symptoms, pain giddiness and headache. Significant
intake results in greyish/blue discoloration of the skin and mucus
membranes and a decreasing blood pressure. Skin and eye contact
of the undiluted product can produce intense irritation. Diluted solu‐
tions may be moderately irritating.

02A.4.1. Handling V1

● Avoid contact with skin and eyes.

● Keep away from food and drinks. Do not eat, drink or smoke while
handling.
● Keep in well ventilated place with access to safety shower and eye
shower.
● Soak liquid spills in absorbent material and collect solids in a
container. Wash floor with water as spillage may be slippery.
Contact appropriate authorities in case of bigger spills.
● Bulk material can be land dumped at an appropriate site in
accordance with local regulations.

02A.4.2. Personal protection equipment V1

● Respiratory protection: Not normally required. Avoid exposure to

product mists.
● Hands protection: Rubber gloves should be worn (PVC or natural
rubber for example).
● Eye protection: Eye goggles should be worn.
● Skin and body protection: Use protective clothing and take care to
minimize splashing. Use safety footwear when handling barrels.

02A - 5
 Environmental Hazards

02A.4.3. First aid measures V1

● Inhalation: In the event of over exposure to spray mists move victim

to fresh air, keep warm and lying still. If effects persists, seek
medical advice.
● Skin contact: Wash immediately with plenty of water and soap.
Remove contaminated clothing. If irritation persists, seek medical
advice.
● Eye contact: Rinse immediately with plenty of clean water and seek
medical advice. If possible, keep rinsing until eye specialist has
been reached.
● Ingestion: Rinse mouth with water. Drink milk, fruit juice or water.
Do not induce vomiting without medical advice. Immediately seek
medical advice. Do not give anything to drink to an unconscious
person.

Note!
Complete safety data sheets for the specific products used at your
installation should be available from the cooling water additive man‐
ufacturer or local representative.

02A.5. Fly ashes and exhaust gas dust

contaminated components V1

When handling the fly ashes, exhaust gas dusts and when working
inside the exhaust gas system or when handling any component con‐
taminated with exhaust gas dust, at least the following minimum pre‐
cautions and safety procedures must be applied:

Note!
Inhaling, eye contacts, skin contacts and swallowing of fly ashes and
dusts must be avoided.

Employees must be required to study the safety instructions before

they start to overhaul the exhaust gas system or engine components
that have been in contact with exhaust gases.

Note!
Spreading and spillage of the fly ashes and dusts to the environment
must be avoided.

02A - 6
 Environmental Hazards

When opening the manholes of the exhaust gas system and specially
the SCR avoid spreading the dust in the surrounding area. During
replacement of components in the exhaust gas system and during
handling as well as during normal operation of the system, dust
spreading must be avoided.
Appropriate flue gas dust spillage disposal instructions must be ap‐
plied. The dusts collected from the exhaust gas system must be con‐
sidered as hazardous waste and must be treated according to the
local regulations and legislation.

02A.5.1. Personal protection equipment V1

● Respiratory organs protection: Toxic particles: Use P3 filter

respirator or for work inside the SCR or other places in the exhaust
gas system, where the dust concentration is high, a respiration
mask with fresh filtered compressed air supply is recommended.
● Hands protection: Gloves.
● Eye protection: Wear goggles.
● Skin and body protection: Wear covering clothing.
Also when machining or cleaning engine components that have been
in contact with exhaust gases, proper protection according to the
above must be used.
Consideration must also be given to whether the ventilation is suitable
for collecting dust from the machining and cleaning of the compo‐
nents.

02A.5.2. First aid measures V1

● Inhalation of ashes: Move victim to fresh air, keep warm and lying
still. Give oxygen or mouth to mouth resuscitation as needed. Seek
medical advice after significant exposures.
● Skin contact: Hot ash on the skin should be cooled immediately
with plenty of cold water. Wash immediately with plenty of water
and soap. Do not use solvents, the ash is spread and may be
absorbed into the skin. Remove contaminated clothing. Seek
medical advice if irritation develops.
● Eye contact: Rinse immediately with plenty of water, for at least 15
minutes and seek medical advice. If possible, keep rinsing until eye
specialist has been reached.
● Ingestion: Rinse mouth with water. Do not induce vomiting, in order
not to risk aspiration into respiratory organs. Seek medical advice.

02A - 7
 Environmental Hazards

02A.6. Lead in bearings V1

Lead has valuable lubricating properties and therefore it is incorpo‐

rated into many bearing alloys.
The bearings in Wärtsilä engines consists of lead and are therefore
a toxic hazardous waste. Lead containing bearings that are not used
anymore must be wasted according to local waste disposal plant in‐
structions.

02A.7. Fluoride rubber products

02A.7.1. Handling instructions - normal sealing

applications V1

In normal sealing applications the use of fluoride rubber products

does not cause any health hazards. The handling of products, e.g.
installation and service, can be made without any risk provided that
normal industrial hygiene is applied.

02A.7.2. Handling instructions in case of overheated

seats and valve blow-by V1

When changing O-rings, for instance after a valve blow-by, operators

handling the remains of burnt fluoride rubber must wear impenetrable
acidproof gloves to protect the skin from the high corrosive remains.
Appropriate glove materials are neoprene or PVC. All liquid state re‐
mains must be considered to be extremely corrosive.
Neutralisation of the remains can be done by using large amounts of
calcium hydroxide solution (lime water). Used gloves must be dis‐
posed off.

02A.7.2.1. Use of fluoride rubber products at temperature

above 275 °C (527 °F) V1

Fluoride rubber can be used in most applications (up to 275 °C) with‐
out any substantial degradation or health hazard. Use of or test of
fluoride rubber at temperatures above 275 °C must be avoided. If the
material, in spite of above recommendations, is exposed to higher
temperatures, or in case of an accident, there is a risk that the tem‐
perature will rise out of control.

02A - 8
 Environmental Hazards

02A.7.3. Special conditions

02A.7.3.1. Grinding dust V1

Dust and particles which originates from grinding or abrasion (wear)

of fluoride rubber can cause the formation of toxic degradation prod‐
ucts when burned (incinerated). Smoking must therefore be prohibi‐
ted in areas where there is fluoride rubber dust and particles present.

02A.7.3.2. Fire V1

In case of a fire, burning fluoride rubber can cause the formation of

toxic and corrosive degradation products (e.g. hydrofluoric acid, car‐
bonyl fluoride, carbon monoxide and carbon fluoride fragments of low
molecular weight).
Burning (incineration) of fluoride rubber is allowed only when using
approved incinerators equipped with gas emission reduction sys‐
tems.

02A.7.3.3. Decontamination V1

Operators handling the remains of burnt fluoride rubber must wear

impenetrable acid-proof gloves to protect the skin from the high cor‐
rosive remains of burnt fluoride rubber. Appropriate glove materials
are neoprene or PVC. All liquid state remains must be considered to
be extremely corrosive.

02A.7.4. Personal protection equipment V1

● Hand protection: Impenetrable acidproof gloves (neoprene or

PVC).
● Inhalation protection: Breathing mask.

02A.7.5. First aid measures V1

● Inhaling: Move the patient from the danger zone. Make sure that
he blows his nose. Consult medical personnel.
● Eye contact: Rinse immediately with water. Contact medical
personnel.
● Skin contact: Rinse immediately with water, put a 2%-solution of
calcium gluconate gel on the exposed skin. If calcium gluconategel
is not available, continue to rinse with water. Contact medical
personnel.

02A - 9
 Environmental Hazards

02A - 10
 Oil requirements & oil quality

02B. Oil requirements & oil quality

02B.1. Requirements and oil quality V1

SYSTEM OIL REQUIREMENTS AND QUALITY FOR WÄRTSILÄ 32

ENGINES
Viscosity
Viscosity class SAE 40
Viscosity Index (VI)
Min. 95
Alkalinity (BN)
The required lubricating oil alkalinity is tied to the fuel specified for the
engine, which is shown in the table below.

FUEL STANDARDS AND LUBRICATING OIL REQUIREMENTS

Category Fuel standard Lube oil BN
ASTM D 975-01, GRADE NO. 1-D, 2-D
BS MA 100: 1996 DMX, DMA
A 10 -30
CIMAC 2003 DX, DA
ISO 8217: 2005(E) ISO-F-DMX, DMA
BS MA 100: 1996 DMB
B CIMAC 2003 DB 15 - 30
ISO 8217: 2005(E) ISO-F-DMB
ASTM D 975-01, GRADE NO. 4-D
ASTM D 396-04, GRADE NO. 5-6
BS MA 100: 1996 DMC, RMA10-RMK55
C 30 - 55
CIMAC 2003 DC, A30-K700
ISO 8217: 2005(E) ISO-F-DMC, RMA10-
RMK55
D CRUDE OIL (CRO) 30 - 55
F LIQUID BIO FUEL (LBF) 10 - 20

In case a low sulphur (S max. 0.2 % m/m) distillate fuel is used, it’s
recommended to use a lubricating oil with BN of 10 – 15.
It is recommended to use in the first place BN 50-55 lubricants when
operating on heavy fuel. This recommendation is valid especially for
engines having wet lubricating oil sump and using heavy fuel with

02B - 1
 Oil requirements & oil quality

sulphur content above 2.0 % mass. BN 40 lubricants can be used

when operating on heavy fuel as well if experience shows that the
lubricating oil BN equilibrium remains at an acceptable level.
BN 30 lubricants are recommended to be used only in special cases,
such as installations equipped with an SCR catalyst. Lower BN prod‐
ucts eventually have a positive influence on cleanliness of the SCR
catalyst. With BN 30 oils lubricating oil change intervals may ber ather
short, but lower total operating costs may be achieved because of
better plant availability provided that the maintenance intervals of the
SCR catalyst can be increased. BN 30 oils are also a recommended
alternative when operating on crude oil having low sulphur content.
Though crude oils many times have low sulphur content, they can
contain other acid compounds and thus an adequate alkali reserve is
important. With crude oils having higher sulphur content BN 40 – 55
lubricating oils should be used.
If both distillate fuel and residual fuel are used periodically as fuel,
lubricating oil quality has to be chosen according to instructions being
valid for residual fuel operation, i.e. BN 30 is the minimum. Optimum
BN in this kind of operation depends on the length of operating periods
on both fuel qualities as well as of sulphur content of fuels in question.
Thus in particular cases BN 40 or even higher BN lubricating oils
should be used.
The intervals between lubricating oil changes may be extended by
adding oil daily to keep the oil level constantly close to the maximum
level.
An example of BN depletion curve with different BN lubricating oils is
shown below.

02B - 2
 Oil requirements & oil quality

Additives
The oils should contain additives that give good oxidation stability,
corrosion protection, load carrying capacity, neutralisation of acid
combustion and oxidation residues and should prevent deposit for‐
mation on internal engine parts (piston cooling gallery, piston ring
zone and bearing surfaces in particular).
Foaming characteristics
Fresh lubricating oil should meet the following limits for foaming ten‐
dency and stability, according to the ASTM D 892-92 test method:
Sequence I: 100/0 ml
Sequence II: 100/0 ml
Sequence III: 100/0 ml
Base oils
Use of virgin base stocks only is allowed, i.e. recycled or re-refined
base oils are not allowed.

02B - 3
 Oil requirements & oil quality

02B.2. Condemning limits for used lubricating oil V1

When estimating the condition of used lubricating oil, the following

properties along with the corresponding limit values must be noted. If
the limits are exceeded, measures must be taken. Compare also with
guidance values for fresh lubricating of the brand used.

Property Unit Limit Test method

Viscosity cSt at 40 °C max. 25% decrease ASTM D 445
max. 45% increase
Viscosity cSt at 100 °C max. 20% decrease ASTM D 445
max. 25% increase
Water % V/V max. 0.30 ASTM D 95 or D 1744
Base Number mg KOH/g min. 20 in HFO operation, ASTM D 2896
max. 50% depletion in LFO
operation
Insolubles % m/m in n-Pentane max. 2.0 ASTM D 893b
Flash Point, PMCC °C min. 170 ASTM D 93
Flash Point, COC °C min. 190 ASTM D 92

02B.3. Change of lubricating oil brand V2

In order to minimize the risk of lubricating oil foaming, deposit forma‐

tion, blocking of lubricating oil filters, damage of engine components,
etc., the following procedure should be followed when lubricating oil
brand is changed from one to another:
● If possible, change the lubricating oil brand in connection with an
engine (piston) overhaul
● Drain old lubricating oil from the lubricating oil system
● Clean the lubricating oil system in case of an excessive amount of
deposits on the surfaces of engine components, like crankcase,
camshaft compartment, etc.
● Fill the lubricating oil system with fresh lubricating oil

If the procedure described above is not followed, responsibility of

possible damage and malfunctions caused by lubricating oil change
should always be agreed between the oil company and customer.

02B - 4
 Oil requirements & oil quality

02B.4. Approved lubricating oil qualities for

Wärtsilä 32 engines V1

Revision: l
Document No: Should unapproved lubricating oils be used during the engine war‐
4V92A0645 ranty period, and there exist no agreement with the engine manufac‐
turer about testing, the engine guarantee does not hold.

GAS OIL, MARINE DIESEL OIL AND LIQUID BIO FUEL

OPERATION
If gas oil, marine diesel oil or liquid bio fuel is used as fuel, lubricating
oils with a BN of 10-20 are recommended to be used. Also BN 30
lubricating oils included in Table 3 can be used in gas oil and marine
diesel oil fuelled engines.
Table 1.
Approved system oils - fuel categories A and B, recommended in the
first place in gas oil, marine diesel oil or liquid bio fuel installations:

SUPPLIER BRAND NAME VISCOSITY BN FUEL CATEG.

BP Energol HPDX 40 SAE 40 12 A,F
Energol IC-HFX 204 SAE 40 20 A,B,F
Castrol HLX 40 SAE 40 12 A,F
MHP 154 SAE 40 15 A,B,F
Seamax Extra 40 SAE 40 15 A,B,F
TLX Plus 204 SAE 40 20 A,B,F
Chevron (Texaco + Caltex Delo 1000 Marine 40 SAE 40 12 A,F
+ FAMM)
Delo 2000 Marine 40 SAE 40 20 A,B,F
Taro 12 XD 40 SAE 40 12 A,F
Taro 20 DP 40 SAE 40 20 A,B,F
ExxonMobil Delvac 1640 SAE 40 12 A,F
Mobilgard ADL 40 SAE 40 15 A,B,F
Mobilgard 412 SAE 40 15 A,B,F
Mobilgard 1 SHC SAE 40 15 A,B,F
Indian Oil Corporation Servo Marine 1040 SAE 40 10 A,F
Servo Marine 2040 SAE 40 20 A,B,F
Petrobras Marbrax CCD-410-AP SAE 40 12 A,F
Marbrax CCD-415 SAE 40 15 A,B,F
Marbrax CCD-420 SAE 40 20 A,B,F

02B - 5
 Oil requirements & oil quality

SUPPLIER BRAND NAME VISCOSITY BN FUEL CATEG.

Shell Gadinia Oil 40 SAE 40 12 A,F
Statoil MarWay 1040 SAE 40 10.6 A,F
Total / Lubmarine Disola M 4015 SAE 40 14 A,F
Disola M 4020 SAE 40 20 A,B,F

HEAVY FUEL AND CRUDE OIL OPERATION

Today’s modern trunk piston diesel engines are stressing the lubri‐
cating oils heavily due to a.o. low specific lubricating oil consumption.
Also ingress of residual fuel combustion products into the lubricating
oil can cause deposit formation on the surface of certain engine com‐
ponents resulting in severe operating problems. Due to this many lu‐
bricating oil suppliers have developed new lubricating oil formulations
with better fuel and lubricating oil compatibility.
Table 2.
Approved system oils - fuel categories C and D, recommended in the
first place when operating on heavy fuel, on crude oil having high
sulphur content in order to reach full service intervals. BN 50-55 lu‐
bricating oils are preferred in the first place.

SUPPLIER BRAND NAME VISCOSITY BN FUEL CATEG.

BP Energol IC-HFX 404 SAE 40 40 C,D
Energol IC-HFX 504 SAE 40 50 C,D
Castrol TLX Plus 404 SAE 40 40 C,D
TLX Plus 504 SAE 40 50 C,D
TLX Plus 554 SAE 40 55 C,D
Cepsa Troncoil 4040 PLUS SAE 40 40 C,D
Troncoil 5040 PLUS SAE 40 50 C,D
Ertoil Koral 4040 SHF SAE 40 40 C,D
Ertoil Koral 5040 SHF SAE 40 50 C,D
Chevron (Texaco + Caltex Taro 40 XL 40 SAE 40 40 C,D
+ FAMM)
Taro 50 XL 40 SAE 40 50 C,D
Delo 3400 Marine 40 SAE 40 40 C,D
Delo 3550 Marine 40 SAE 40 55 C,D
Chinese Petroleum Marilube Oil W 404 SAE 40 40 C,D
Corporation
Marilube Oil W 504 SAE 40 50 C,D
ENI S.p.A. Cladium 400 S SAE 40 SAE 40 40 C,D
Cladium 500 S SAE 40 SAE 40 50 C,D
Cladium 550 S SAE 40 SAE 40 55 C,D

02B - 6
 Oil requirements & oil quality

SUPPLIER BRAND NAME VISCOSITY BN FUEL CATEG.

ExxonMobil Exxmar 40 TP 40 SAE 40 40 C,D
Exxmar 50 TP 40 SAE 40 50 C,D
Mobilgard M 440 SAE 40 40 C,D
Mobilgard M50 SAE 40 50 C,D
FL Selenia S.p.A. MAEO 4040 SAE 40 40 C,D
MAEO 4050 SAE 40 50 C,D
Fuchs Titan PSW 40 SAE 40 SAE 40 40 C,D
Titan PSW 55 SAE 40 SAE 40 55 C,D
Indian Oil Corporation Servo Marine K-4040 SAE 40 40 C,D
Servo Marine K-5040 SAE 40 50 C,D
Servo Marine K-5540 SAE 40 55 C,D
Morris Lubricants Aquamor 140MD SAE 40 40 C,D
Aquamor 150MD SAE 40 50 C,D
Nippon Oil Corporation Marine T404 SAE 40 40 C,D
Marine T504 SAE 40 50 C,D
Pertamina Martron 440 SAE 40 40 C,D
Martron 450 SAE 40 50 C,D
Salyx 440 SAE 40 40 C,D
Salyx 450 SAE 40 50 C,D
Petrobras Marbrax CCD-440 SAE 40 40 C,D
Marbrax CCD-450 SAE 40 50 C,D
Petron Petromar XC 4040 SAE 40 40 C,D
Petromar XC 5540 SAE 55 55 C,D
Repsol YPF Neptuno W NT 4000 SAE 40 SAE 40 40 C,D
Neptuno W NT 5500 SAE 40 SAE 40 55 C,D
Petronas Disrol 400 SAE 40 SAE 40 40 C,D
Disrol 500 SAE 40 SAE 40 50 C,D
Saudi Arabian Lubricating Petromin Petropower 3-40 SAE 40 40 C,D
Oil Company (Petrolube)
Petromin Petropower 4-40 SAE 40 55 C,D
Shell Argina X 40 SAE 40 40 C,D
Argina XL 40 SAE 40 50 C,D
Total / Lubmarine Aurelia XL 4040 SAE 40 40 C,D
Aurelia XL 4055 SAE 40 55 C,D
Aurelia TI 4040 SAE 40 40 C,D
Aurelia TI 4055 SAE 40 55 C,D

Table 3.

02B - 7
 Oil requirements & oil quality

Approved system oils - fuel categories A, B, C and D. Lubricating oils

with BN 30 included in Table 3 are designed to be used when oper‐
ating on crude oil with low sulphur content (< 1 % m/m). Further, on
heavy fuelled installations BN 30 lubricants have eventually a positive
influence on cleanliness of the SCR catalyst .However, due to low
lubricating oil consumption, with BN 30 oils lubricating oil change in‐
tervals will be shorter than with higher BN lubricating oils.

SUPPLIER BRAND NAME VISCOSITY BN FUEL CATEG.

BP Energol IC-HFX 304 SAE 40 30 A,B,C,D
Castrol TLX Plus 304 SAE 40 30 A,B,C,D
Cepsa Troncoil 3040 PLUS SAE 40 30 A,B,C,D
Ertoil Koral 3040 SHF SAE 40 30 A,B,C,D
Chevron (Texaco + Caltex Taro 30 DP 40 SAE 40 30 A,B,C,D
+ FAMM
Delo 3000 Marine 40 SAE 40 30 A,B,C,D
Chinese Petroleum Marilube Oil W 304 SAE 40 30 A,B,C,D
Corporation
ENI S.p.A. Cladium 300 S SAE 40 SAE 40 30 A,B,C,D
ExxonMobil Exxmar 30 TP 40 SAE 40 30 A,B,C,D
Mobilgard M 430 SAE 40 30 A,B,C,D
Indian Oil Corporation Servo Marine K-3040 SAE 40 30 A,B,C,D
Morris Lubricants Aquamor 130MD SAE 40 30 A,B,C,D
Nippon Oil Corporation Marine T304 SAE 40 30 A,B,C,D
Pertamina Martron 430 SAE 40 30 A,B,C,D
Salyx 430 SAE 40 30 A,B,C,D
Petrobras Marbrax CCD-430 SAE 40 30 A,B,C,D
Petron Petromar XC 3040 SAE 40 30 A,B,C,D
Petronas Disrol 300 SAE 40 SAE 40 30 A,B,C,D
Saudi Arabian Lubricating Petromin Petropower 2-40 SAE 40 30 A,B,C,D
Oil Company (Petrolube)
Shell Argina T 40 SAE 40 30 A,B,C,D
Total / Lubmarine Aurelia XL 4030 SAE 40 30 A,B,C,D
Aurelia TI 4030 SAE 40 30 A,B,C,D

Before using a lubricating oil not listed in Tables 1-3, the engine man‐
ufacturer must be contacted. Lubricating oils that are not approved
have to be tested according to engine manufacturer’s procedures.

02B - 8
 Oil requirements & oil quality

APPROVED LUBRICATING OILS FOR ENGINE TURNING DEVICE

It is recommended to use EP-gear oils, viscosity 400-500 cSt at 40
°C = ISO VG 460 as lubricating oils for turning device.

LUBRICATING OILS FOR ENGINE TURNING DEVICE

SUPPLIER BRAND NAME VISCOSITY cSt at VISCOSITY cSt at VISCOSITY
40 °C 100 °C INDEX (VI)
BP Energol GR-XP 460 460 30.5 95
Castrol Alpha SP 460 460 30.5 95
Chevron (Texaco + Meropa 460 460 31.6 100
Caltex + FAMM)
ENI S.p.A. Blasia 320 300 23.0 95
ExxonMobil Mobilgear 600 XP 460 460 30.6 96
Mobilgear 634 437 27.8 96
Shell Omala Oil 460 460 30.8 97
Total / Lubmarine Epona Z 460 470 30.3 93

LUBRICATING OILS FOR GOVERNOR / ACTUATOR

An oil of viscosity class SAE 30 or SAE 40 is suitable and usually the
same oil can be used as in the engine. Turbocharger oil can also be
used in the governor. In low ambient conditions it may be necessary
to use a multigrade oil (e.g. SAE 5W-40) to get a good control during
start-up. Oil change interval: 2000 service hours.

02B - 9
 Oil requirements & oil quality

02B - 10
 Raw water quality

02C. Raw water quality

02C.1. Raw water quality and approved cooling

water additives V4

Revision: e
Document No: FOR WÄRTSILÄ®32, ENGINE TYPES
4V92A0765

02C.2. Raw water quality V2

Raw water quality to be used in the closed cooling water circuits of

engines has to meet the following specification.

Property Limit
pH min. 6.5
Hardness max. 10 °dH
Chlorides max. 80 mg/l
Sulphates max. 150 mg/l

For raw water evaporated water and a good quality tap water are
normally recommended. If a reverse osmosis process results in water
quality specified above, that can be used as well. Untreated sea water
and fresh water as well as rain water are unsuitable raw water quali‐
ties.

02C - 1
 Raw water quality

02C.3. Approved cooling water additives V3

Manufacturer Additive name

S.A. Arteco N.V. Havoline XLi
Technologiepark-Zwijnaarde 2
B-9052 Ghent/Zwijnaarde, Belgium
Ashland Specialty Chemical Drewgard 4109
Drew Industrial
One Drew Plaza
Boonton, NJ 07005, USA
Ashland Specialty Chemical DEWT-NC powder
Drew Marine Liquidewt
One Drew Plaza Maxigard
Boonton, NJ 07005, USA
Chevron Global Lubricants Havoline XLi
6101 Bollinger Canyon Road
San Ramon, CA 94583
GE Water and Process Technologies CorrShield NT 4293
Interleuvenlaan 25
B-3001 Heverlee, Belgium
GE Water and Process Technologies CorrShield NT 4200
4636 Somerton Road
Trevose
PA 19053, United States
Houseman Ltd Cooltreat 651
The Priory, Burnham
Slough SL1 7LS, UK
Kuwait Petroleum (Danmark) AS Q8 Corrosion Inhibitor Long-Life
Hummetoftveij 49
DK-2830 Virum, Denmark
Maritech AB Marisol CW
Box 143
S-29122 Kristianstad, Sweden
Nalco Chemical Company Nalcool 2000
One Nalco Centre
Naperville, Illinois
60566-1024 USA

02C - 2
 Raw water quality

Manufacturer Additive name

Nalfleet Marine Chemicals Nalcool 2000
PO Box 11 Nalfleet EWT 9-108
Winnington Avenue, Northwich
Cheshire, CW8 4DX, UK
Rohm & Haas RD11
La Tour de Lyon RD11M
185, Rue de Bercy RD25
75579 Paris, Cedex 12, France
Suomen KL-Lämpö Oy Korrostop KV
Keisarinviitta 22
33960 Pirkkala, Finland
Total WT Supra
Diamant B, 16, rue de la République
92922 Paris La Défense Cedex, France
Unitor ASA Dieselguard NB
P.O. Box 300 Skøyen Rocor NB liquid
N-0212 Oslo, Norway Cooltreat AL
Vecom Holding BV Vecom CWT Diesel QC-2
PO Box 27
3140 AA Maassluis, The Netherlands

In order to prevent corrosion in the cooling water system, the instruc‐

tions of right dosage and concentration of active corrosion inhibitors
should always be followed. The information can be found in the table
below.

Product designation Dosage per 1 m³ of system capacity Concentration of active corrosion

inhibitor
Corrshield NT 4293 10 litres 670 – 1000 ppm as NO2
CorrShield NT 4200
Drewgard 4109 16 – 30 litres 640 – 1200 ppm as NO2
DEWT-NC powder 3 – 4.5 kg 1500 – 2250 ppm as NO2
Drewgard 4109 16 – 30 litres 640 – 1200 ppm as NO2
Liquidewt 8 – 12 litres 470 – 700 ppm as NO2
Maxigard 16 – 30 litres
640 – 1200 ppm as NO2
Cooltreat 651 5 litres 800 ppm as NO2
Q8 Corrosion Inhibitor 50 – 100 litres 1.8 – 3.7 Brix° of active compounds
Long-Life measured with a supplier’s refrac‐
tometer

02C - 3
 Raw water quality

Product designation Dosage per 1 m³ of system capacity Concentration of active corrosion

inhibitor
Maricol CW 6 – 9 litres 1000 – 1500 ppm as NO2
Nalco 39 (L) 16 - 36 litres 550 - 1200 ppm as NO2
Nalcool 2000 32 - 48 litres 1000 - 1500 ppm as NO2
Nalfleet EWT 9 - 108 2.25 - 3.4 litres 670 - 1000 ppm as NO2
Korrostop KV 20 – 25 litres 120 - 150 ppm as Mo
RD11 (RD11M) 5 kg 1250 ppm as NO2
RD25 50 litres 710 ppm as Mo
Havoline XLi 50 - 100 litres 1.8 – 3.7 Brix° of active compounds
measured with a supplier’s refrac‐
tometer
WT Supra 50 - 100 litres 1.8 – 3.7 Brix° of active compounds
measured with a supplier’s refrac‐
tometer
Dieselguard NB 2.0 - 4.8 kg 1000 - 2400 ppm as NO2
Rocor NB Liquid 9.5 - 24 litres 1000 - 2400 ppm as NO2
Cooltreat AL 50 – 100 litres 1.8 – 3.7 Brix° of active compounds
measured with a supplier’s refrac‐
tometer
Vecom CWT Diesel QC-2 6 - 10 litres 1500 – 2500 ppm as NO2

Note!
For many products the recommended minimum and maximum limits
are listed in the table above. Since the amount of active corrosion
inhibitors, especially nitrites, is decreasing during the service of en‐
gines, the engine manufacturer recommends to start the dosage from
the upper level of indicated range.

Note!
The nitrite content of nitrite-based cooling water additives tends to
decrease in use. The risk of local corrosion increases substantially
when nitrite content goes below the recommended limit.

Note!
Cooling water additive manufacturers can indicate the required nitrite
content measured either as sodium nitrite, NaNO2 or as nitrite, NO2.
1 mg/l as NO2 equals to 1.5 mg/l as NaNO2.

02C - 4
 Raw water quality

02C.4. Use of glycol V2

If a freezing risk exists, glycol needs to be added to cooling water.

Since glycol alone does not protect the engine and cooling water sys‐
tem against corrosion, additionally an approved cooling water additive
must always be used. All approved cooling water additives are com‐
patible with glycol.
Ready-to-use mixtures containing both glycol and corrosion inhibitors
are not allowed to use, since those are normally designed to be used
as strong (30 –) 50% / 50% mixtures. However, in Wärtsilä engines
normally a much lower glycol amount is adequate to protect the cool‐
ing water system against freezing. But when decreasing the glycol
amount, simultaneously also the concentration of corrosion inhibitors
will decrease to too low level resulting in an increased risk of corro‐
sion.
The amount of glycol in closed cooling water system shall always be
minimized since heat transfer of water containing glycol has deterio‐
rated significantly. The engine may therefore be subject to additional
output derating when using glycol in the cooling water, see document
DAAE062266 for more information.
There are commercially available two types glycol qualities, monop‐
ropylene glycol (MPG) and monoethyleneglycol (MEG). So called in‐
dustrial qualities of both glycol types can be used, but MPG is con‐
sidered to be a more environmental alternative.

02C - 5
 Raw water quality

02C - 6
 Start, Stop and Operation

03. Start, Stop and Operation

03.1. Turning of crankshaft V2

Turning is performed by means of an electrically driven turning device

built on the engine.

03.1.1. Electrically driven turning device V2

The turning device consists of an electric motor which drives the turn‐
ing gear through a gear drive and a worm gear. There is a control box
available, including a cable, which allows the turning to be accom‐
plished from any position near the engine. The turning speed of the
flywheel is about 0.6 RPM.
The engaging and disengaging of the turning gear is made by the
lever (1) with yellow ball knob. The turning gear is spring-loaded out‐
wards in order to prevent it from meshing with the flywheel when out
of operation.
The turning device is provided with a start blocking valve which pre‐
vents starting in case the turning gear is engaged. See chapter 21.
For careful adjustment of the crankshaft position there is a hand wheel
(2) with which it is possible to perform manual turning.

03 - 1
 Start, Stop and Operation

Electrically driven turning device

3
5

2
4

1.Lever with yellow ball knob 2.Hand wheel 3.Vent hole 4.Drain hole 5. Filling
hole 6. Gauge glass

Fig 03-1 400301 V1

03.2. Start V2

1. Remote start
2. Local start
3. Emergency start (solenoid valve)
4. Emergency start (starting valve)

Before starting the engine, check that:

03 - 2
 Start, Stop and Operation

● the lubricating oil level is correct

● the fuel system is in running order (correct preheating, correct
pressure, sufficient precirculation to heat the fuel injection pumps)
● both cooling water system circuits, LT and HT water circuit, are in
running order (correct pressures, circulating water preheated and
pre-circulated sufficiently to heat the engine)
● the oil level in the governor is correct
● the starting air pressure exceeds 15 bar
● the starting air system is drained of condensate
● the drain pipe of the air cooler casing is open, no leakage
● stop lever is in work position
● prelubricating oil pump is running and pressure is over 0.3 bar
● turning device is disengaged
● indicator valves are closed
● that the automation system indicates ready for start.
All covers and protecting shields are to be mounted and closed before
starting the engine. Covers should be removed or opened occasion‐
ally only for measurements and checks, and they must be immedi‐
ately mounted again.

Note!
Never leave the engine running when covers are removed.

03.2.1. Local start V2

1 Start the prelubricating oil pumpto obtain a lubricating oil pressure,

over 0.3 bar.
2 Open the valve in the starting air supply systemand drain condensate
via the blow-off valve. Close the blow-off valve when there is no more
condensate.
3 Turn the crankshaft either two revolutionsby using the turning device
or run the engine on starting air for some revolutions by pressing the
button on the solenoid valve and keeping the stop lever in stop posi‐
tion (red ball knob) and the indicator valves open. In doing so the risk
of water locks is eliminated. After blowing, close the indicator valves.
4 Disengage the turning gearfrom the flywheel (yellow ball kob).
5 Check start blocking on the LDU.Remove blockings and return to the
main page.
6 Check that the automation systemindicates ready for start.
7 Check that the stop lever is in work position.

03 - 3
 Start, Stop and Operation

8 Local/Remote switch in local position.

9 Push the start button.If the engine does not start after starting se‐
quence, the reason should be checked.
10 Check that the automation system indicates that the engine is running
and that the running parameters are normal.

Note!
The starting air supply should be open when the engine is running,
otherwise the pneumatic stop may not work.

03.2.2. Remote and automatic start V1

See installation specific instructions.

03.2.3. Emergency start V2

Emergency situation engine can also be start manually by pushing

the button on the starting solenoid or main starting valve.

03.3. Stop

03.3.1. Shutting down engine manually V2

1 Idle the engine 1 minbefore stopping.

2 Stop the engineby moving the stop lever into stop position or by
pressing the stop button (LCP). The time of slowing down offers a
good opportunity to detect possible disturbing sounds.
3 Prelubricating oil pumpshould be operated 10 min. after stop.

03.3.2. Engine manual stop V2

The engine can always be stopped manually (with the stop lever) in‐
dependent of the remote control or automation system.

03 - 4
 Start, Stop and Operation

Caution!
When overhauling the engine, make absolutely sure that the auto‐
matic start and the priming pump are disconnected. Make also sure
that the starting air shut-off valve located before main starting valve
is closed and the starting air line drained. Otherwise it might cause
engine damage and/or personal injury.

Move the stop lever into STOP position .

If the engine is to be stopped for a lengthy time , close the indicator
valves. It is also advisable to cover the exhaust pipe opening.
The lubricating oil system on a stopped engine should be filled with
oil every second day by priming the engine. At the same time, turn
the crankshaft into a new position. This reduces the risk of corrosion
on journals and bearings when the engine is exposed to vibrations.
Blow the engine with open indicator valves and start the engine once
a week to check that everything is in order.

03.4. Normal operation supervision V1

If an alarm limit is reached and an alarm is activated, the engine sit‐

uation is already serious. All necessary countermeasures must be
taken to remove this emergency condition and return to normal op‐
erating conditions. As the abnormal operating situation may cause
damages to the engine, all efforts must be put into returning to the
normal operating situation instead of just waiting for an automatic shut
down of the engine.
There is no automatic supervision or control arrangement that can
replace an experienced engineer's observations. LOOK at and LIS‐
TEN to the engine!
Strong gas blow-by past the pistons is one of the most dangerous
things that can occur in a diesel engine. If gas blow-by is suspected
(e.g. because of a sudden increase of the lubricating oil consumption)
check the crankcase pressure. If the pressure exceeds 30 mm H2O,
check the crankcase venting system, if in order, pull the pistons!
Operation at loads below 20 % of rated output should be limited to
maximum 100 hours continuously when operating on heavy fuel by
loading the engine above 70 % of the rated load for one hour before
continuing the low load operation or stopping the engine. Idling (i.e.
main engine declutched, generator set disconnected) should be limi‐
ted as much as possible. Warming-up of the engine for more than 3
- 5 minutes before loading, as well as idling more than 3 minutes be‐
fore stopping is unnecessary and should be avoided.

03 - 5
 Start, Stop and Operation

03.4.1. Every second day or after every 50 running

hours V2

1 Read all temperatures and pressures as well as the load of the en‐
gine. All temperatures are more or less dependent on the load, and
the lubricating oil, cooling water pressures (built-on pumps) are de‐
pendent on the speed. Therefore, always compare the values read
with those at corresponding load and speed in the Acceptance Test
Records and curves. Guidance values are stated in chapter 01.
The charge air temperature should, in principle, be as low as possible,
however, not so low that condensation occurs, see Fig 03-2
2 Check pressure dropover the lubricating oil filter. Too large of a pres‐
sure drop indicates clogged candles, which results in reduced oil fil‐
tration when the by-pass valve is open. Reduced oil filtration results
in increased wear. Change the candles.
3 Check the oil levelin the oil sump/oil tank. Estimate the appearance
and consistency of the oil. A simple control of the water content: A
drop of oil on a hot surface (about 150°C), e.g. a hot-plate. If the drop
keeps "quiet", it does not contain water; if it "frizzles" it contains water.
Compensate for oil consumption by adding max. 10 % fresh oil at a
time.
4 Check the ventilation(de-aerating) of the engine cooling water sys‐
tem. Check that the leakage from the telltale hole of the HT-water-
and the LT-water pump is normal (slight).
5 Check the quantity of leak-fuelfrom the draining pipes and from the
telltale hole of the fuel feed pump.
6 Check that the drain pipesof the air coolers are open.
7 Check that the telltale holesof the oil coolers and the cooling water
coolers are open.
8 Clean the compressor sideof the turbocharger by injecting water. See
the instruction manual of the turbocharger.
9 Drain the fuel day tankof water and sediments, if any, and drain the
starting air receiver of water.

03 - 6
 Start, Stop and Operation

Condensation in charge air coolers

Amb air temperature ˚C

60 f=40
50 f=60 f=80 f=100

40
30
f=Relative humidity %
20
10
0
10
Water dewpoint ˚C

P=Air manifold pressure

20 bar abs

30
40
50 P=1,5
60 P=4,5 P=3,5 P=2,5

70
.01 .02 .03 .04 .05 .06 .07 .08 .09
Water content (kg water/kg dry air)

Fig 03-2 320352 V1

Example: If the ambient air temperature is 35°C and the relative hu‐
midity is 80 % the water content in the air can be read from the dia‐
gram (0.029 kg water/kg dry air). If the air manifold pressure (receiver
pressure) under these conditions is 2.5 bar, i.e. absolute air pressure
in the air manifold is abt. 3.5 bar (ambient pressure + air manifold
pressure), the dew point will be 55°C ( from diag.). If the air temper‐
ature in the air manifold is only 45°C, the air can only contain 0.018
kg/kg (from diag.). The difference, 0.011 kg/kg (0.029-0.018) will ap‐
pear as condensed water.

03.4.2. Other maintenance works V1

To avoid malfunction of the engine a regulary maintenance work must

be done, see chapter 04.

03 - 7
 Start, Stop and Operation

03.4.3. In connection with maintenance work V2

1 Record the following stepsand the running hours in the engine log:
● lubricating oil sampling (record also operating time of oil). Lubri‐
cating oil analyses without statement of operating time is of limited
value ("go - no go" only)
● lubricating oil changes
● cleaning of centrifugal lubricating oil filter, see section 18.7
● cleaning or changing of lubricating oil automatic filter candles, see
section 18.6
● change of parts in connection with maintenance according to chap‐
ter 04.

03.5. Start after a prolonged stop (more than 8 h)

03.5.1. Manual start V2

1 Check
● the lubricating oil level
● the cooling water level in the expansion tank
● the water supply to heat exchangers
● the fuel oil level in the day tank (troublesome and time consuming
job to vent the fuel system if the feed pump has sucked air!)
● the starting air pressure - min. 15 bar
● that the parts of the fuel control shaft system and the injection pump
racks move freely. Otherwise risk of overspeed
2 Observe all pointsin section 03.2.1. Point 3 grows
more important the longer the engine has been stopped.
3 After starting,check that the starting air distributing pipe is not heated
at any cylinder (leakage from the starting valve in the cylinder head).

03 - 8
 Start, Stop and Operation

03.6. Start after overhaul V2

1 Check that the connectionbetween the speed governor and injection

pumps are set correctly (especially the injection pump rack position)
and does not jam, that all connections are properly locked and the
injection pump racks move freely in the pumps.
2 The speed governor control leverbeing in max. position and the stop
lever in work position and press the stop button in Local Control Panel
(LCP). Check that all injection pump racks move to a value less than
2 mm.
3 If the injection pumps,the adjusting screws in the guide blocks, cam‐
shaft or its driving mechanism have been touched, check the injection
timing.
4 Check the cooling water systemfor leakage, especially:
● the oil cooler
● the charge air cooler
5 Check/adjust the valve clearances.If the camshaft or its driving mech‐
anism have been touched, check the valve timing of one cylinder, at
least (on each cylinder bank in a V-engine). Guidance values, see
chapter 06.
6 Vent the fuel oil systemif it was opened.
7 Start the priming pump.Vent the lubricating oil filter. Check that lubri‐
cating oil appears from all bearings and lubricating nozzles, from the
piston cooling oil outlet and from the valve mechanism. Check that
there is no leakage from the pipe connections inside or outside the
engine.

Note!
Observe that the crankshaft has to be turned in order to get oil through
all connecting rods.
8 Rags or tools left in the crankcase,untensioned or unlocked screws
or nuts (those which are to be locked), worn-out self-locking nuts, may
cause total breakdown.
Well cleaned oil spaces (oil sump and camshaft spaces) save the oil
pump and oil filter.
9 See the instructionsin section 03.2 and 03.5.1 when starting.

03 - 9
 Start, Stop and Operation

03.7. Operation supervision after overhaul V2

1 At the first start,listen carefully for possible jarring sounds. If anything

is suspected, stop the engine immediately, otherwise stop the engine
after 5 minutes idling at normal speed. Check at least the tempera‐
tures of the main and big end bearing and of all other bearings which
have been opened. If everything is in order, restart.
2 Check that there is no leakageof gas, water, fuel or lubricating oil.
Especially observe the fuel lines, injection pumps and injection
valves. Watch the quantities emerging from the leak oil pipes!
3 Check that the starting air distributing block is not heatedat any cyl‐
inder (leaky starting valve). May cause explosion!
4 After overhauling,the following instructions are especially important:
● Check pressures and temperatures
● Check the automatic alarm and stop devices
● Check the pressure drop over the lubricating oil automatic filter
● Check the oil level in the oil sump/oil tank. Estimate the condition
of the oil
● Check the ventilation (de-aerating) of the engine cooling water
system
● Check the quantity of leak fuel
● Check the telltale holes of the coolers
● Check the content of additives in the cooling water
● Check the cylinder pressures
● Listen for jarring sounds
● Check the crankcase pressure.

03.8. Running-in V3

The running-in of a new engine must be performed according to pro‐

gramme inFig 03-3. It is also recommended that running-in procedure
is performed after following maintenance jobs.

03 - 10
 Start, Stop and Operation

1 After changing piston rings, pistons or cylinder liners, after honing of

cylinder liners,follow programme in Fig 03-3 as closely as possible. If
the programme cannot be followed,
do not load the engine fully for at least 10 h.

Warning!
Avoid "running-in" at continuous and constant low load!

The important thing is to vary the load several times. The ring groove
will have a different tilting angle at each load stage, and consequently
the piston ring a different contact line to the cylinder liner.
The running-in may be performed either on distillate or heavy fuel,
using the normal lubricating oil specified for the engine.

Running-in programme

Engine
load %
After change of piston rings, pistons or cylinder liners,
after honing cylinder liners
100
90
80
70
60
50 1
40
30
20
10
0
2

1 2 3 4 5 6 7h
1 Stop. Check big end bearing temperatures Operating hours

2 End of running-in programme. Engine may be put on normal mode

Fig 03-3 400302 V1

03.9. Maintenance of turning device V2

The turning device needs no other maintenance than change of the

gear box lubricating oil and regreasing of the drive shaft. Change the
lubricating oil once during the first year of operation. After that, the oil
should be changed according to chapter 04. Regrease the drive shaft
according to chapter 04.

03 - 11
 Start, Stop and Operation

The list of lubricating oils for the engine turning device approved by
the turning device manufacturer can be found in the end of chapter
02.
Check also that the vent hole (3), Fig 03-1 is open.
1 Drain old oil,preferably when warm, through the drain hole (4).
2 Rinse the gear boxwith clean, thinly fluid oil.
3 Fill the gear box with oil(according to the table in section 01.1) through
the filling hole (5) until the oil level reaches the level gauge glass (6).
Utmost cleanliness should be observed.
4 Close the oil holesand drive the turning device a few revolutions.
5 Check the oil leveland fill, if necessary.

03 - 12
 Maintenance Schedule

04. Maintenance Schedule V4

The actual operating conditions, and above all the quality of the fuel
used, will largely determine the maintenance necessary for the en‐
gine. Because of the difficulty in anticipating the various operating
conditions that may be encountered in the field, the periods stated in
the schedule should be used for guidance purposes only, but must
not be exceeded during the warranty period. Where any indications
are encountered that the performance of a maintenance procedure is
required in advance of the recommended time period, prudent indus‐
try practice dictates that the suggested maintenance procedure be
performed. Additionally, where inspection or observation reveals that
a part shows wear or use beyond the prescribed tolerances, that part
should be renewed immediately.
See also the instruction books of the turbocharger separate instruc‐
tions for additional equipment and chapter 03.1.

Note!
Note the Risk Reduction in chapter 00A

Note!
Note the Environmental Hazards in chapter 02A

● Before any steps are taken, carefully read the corresponding item
in this Manual.
● At all maintenance work, observe the utmost cleanliness and order.

Caution!
Disconnect the injection valve 110V power supply if equipped before
dismantling any of the cylinder head covers.

● Before dismantling, check that all systems concerned are drained

or the pressure released. After dismantling, immediately cover
holes for lubricating oil, fuel oil, gas and air with tape, plugs, clean
cloth or the like.
● When exchanging a worn-out or damaged part provided with an
identification mark stating cylinder or bearing number, mark the
new part with the same number on the same spot. Every exchange
should be entered in the engine log and the reason should be
clearly stated.
● Always renew all gaskets, sealing rings and O-rings at
maintenance work.

04 - 1
 Maintenance Schedule

Note!
The O-rings in the cooling water system must not be lubricated with
oil based lubricants, use soap or similar.

● After reassembling, check that all screws and nuts are tightened
and locked, if necessary.

Caution!
When overhauling the engine, make absolutely sure that the auto‐
matic start and the priming pump are disconnected. Make also sure
that the starting air shut-off valve located before main starting valve
is closed. Then drain the engine starting air system to avoid engine
damage and/or personal injury.

Caution!
When overhauling the engine, make absolutely sure that the gener‐
ator breaker is secured/gear box is not engaged to avoid accidental
turning of engine.

Caution!
Accidental turning of engine may cause engine damage and/or per‐
sonal injjury.

04.1. How to select application and fuel quality V1

There are two different types of applications defined:

● Average load is above 75 % of nominal engine output.
● Average load is below 75 % of nominal engine output

Three types of fuel are defined:

● HFO 1 Heavy fuel oil of normal quality.
● HFO 2 Heavy fuel oil of below normal standard quality.
● DO Diesel oil or light fuel oil (LFO).

Fuel characteristics, maximum limits

HFO 1 HFO 2
Sulphur mass-% 2.0 2.0 - 5.0
Ash mass-% 0.05 0.05 - 0.20
Vanadium mg/kg 100 100 - 600

04 - 2
 Maintenance Schedule

Fuel characteristics, maximum limits

HFO 1 HFO 2
Sodium mg/kg 20 20 - 50
Al + Si mg/kg 30 30 - 80
CCAI 850 850 - 870

Note!
If any of specified fuel properties exceed HFO 1 maximum value the
fuel should be classified as HFO 2.

04.2. Every second day V1

Every second day, irrespective of the engine being in operation or not

Automatic prelubrication Check operation 03.218.8
Crankshaft Marine engine: In a stopped engine, turn the crankshaft into a 03.1
new position.

04.3. Once a week V1

Once a week irrespective of the engine being in operation or not

Start process Test start (if the engine on stand-by). 03.2

04.4. Interval: 50 operating hours V2

Interval: 50 operating hours

Air coolers Check draining of air coolers 15.4
Check that the draining pipe is open, check if any leakage. 03.4.1
Cooling water system Check water level in cooling system 19.2
Check the water level in the expansion tank(s) and/or the static
pressure in the engine cooling circuits.
Connecting rod Check tightening of the connecting rod screws 11.3.4
Check the tightening of the connecting rod screws after the first 07.3
50 operating hours on a new engine and, after overhaul, those
screws that have been opened.
Note! Pump to stated pressure. Tighten if possible. Do not loosen!

04 - 3
 Maintenance Schedule

Interval: 50 operating hours

Crankshaft Check tightening of the counterweight fastening nuts 07.3
Check tightening of the counterweight fastening nuts after 50 run‐
ning hours. Pump to stated pressure. Tighten the nuts if possible.
Do not loosen.
Gauges and indicators Take readings 03.4.1
Read and record (using eg. form No. WV98V091) all tempera‐
tures and pressures, and at the same time the load of the engine.
Governor, actuator Check oil level in governor 02.2.4
Check oil level, and look for leaks 22.4
Fuel filter Check pressure drop
The cartridges are to be replaced when the pressure difference
indicator shows too high pressure drop. See manufacturers in‐
structions.
Injection and fuel system Check leak fuel quantity 03.4.1
Check the amount of leak fuel from the injection pumps and noz‐ 17
zles.
Injection pipes Check tightening of injection pipe connections 16.3
Check the tightening of injection pipe connections on a hot engine 07.1
after the first 50 operating hours on a new engine and, after over‐
haul, those connections that have been opened.
Lubricating oil filter Check pressure drop 03.4.1
Clean or change filter candles if high pressure drop is indicated. 18.6
Lubricating oil sump Check oil level in sump 18.1
Check oil level by means of dip stick, compensate for consump‐ 02.2.1
tion.
Main bearings Check tightening of main bearing screws 10.2.3
Check the tightening of main bearing screws after the first 50 op‐ 07.3
erating hours on a new engine and, after overhaul, those screws
that have been opened.
Note! Pump to stated pressure. Tighten if possible. Do not loosen!
Multiduct Check tightening of the multiduct screws 07.1
Check the tightening of the multiduct screws after the first 50 op‐
erating hours on a new engine and, after overhaul, those screws
that have been opened. The engine should be in normal operating
temperature.
Running-in filter Remove the running-in filter
After the first 50 operating hours, remove the running-in filter and
pump up the hydraulic jack, tight and secure the screws of the
hydraulic jack.
Max. running hours with running-in filters is 100 hours.

04 - 4
 Maintenance Schedule

Interval: 50 operating hours

Turbocharger Water cleaning of compressor 15.2.3
Clean the compressor by injecting water.
Valve mechanism Check valve clearances 12.5
Check the valve clearances after 50 hours' running in new and 06.1
overhauled engines.

04.5. Interval: 100 operating hours V2

Interval: 100 operating hours

Turbocharger Water cleaning of turbine 15.2.2
Clean the turbine by injecting water; more often if necessary.

04.6. Interval: 500 operating hours V2

Interval: 500 operating hours

Centrifugal filter Clean centrifugal filter(s) 18.7.1
Clean more often if necessary. Remember to open the valve be‐
fore the filter after cleaning.
Control mechanism Maintenance of control mechanism 22.2
Check for free movement, clean and lubricate.
Cooling water Check water quality 19.6
Check content of additives. 02.3
Cylinder pressure Check cylinder pressure 12.8
Record firing pressures of all cylinders. 03.4.3

04 - 5
 Maintenance Schedule

Interval: 500 operating hours

Injection pumps Washing of injection pumps running on heavy fuel 16.2
Wash the injection pumps running on heavy fuel with a cleaning
device. Note! If the injection pumps are very dirty, mechanical
cleaning and opening of drain holes etc. may be required before
using the cleaning device .
Lubricating oil Take oil sample 02.2.3
During the first year of operation it is advisable to take samples 18.1
of the lubricating oil at 500 operating hours intervals. The sample
should be sent to the oil supplier for analysis. On the basis of the
results it is possible to determine suitable intervals between oil
changes.
Frequent oil analysis at 500 - 1000 operating hours intervals is
also recommended after the first year of operation to ensure safe
engine operation.
Use of lubricating oil can be prolonged as long as the analysis
results are within the specified limits set by the engine manufac‐
turer.
Clean all oil spaces with a high quality fibre-free / lint free cloth
when changing lubricating oil.

04.7. Interval: 1000 operating hours V2

Interval: 1000 operating hours

Air filter (on-built) Clean turbocharger air filter 15.1
Remove the filter(s) and clean according to instructions of the
manufacturer (more often, if necessary).
Automation Functional check of automation 23.2
Check function of the alarm and automatic stop devices. 01.2
Electrical fuel feed pump Regrease electrical fuel feed pump
Regrease the pump under running condition.
Flexible coupling Oil change/check of the coupling
Geislinger (Oil filled) At first interval, change oil of the coupling.
Following (1000h) intervals, check oil level. See manufacturers
instructions.
Fuel filter Replace fuel oil filter cartridges
Clean the wire gauze and filter housing. Replace the filter car‐
tridges. (The cartridges are to be replaced when the pressure dif‐
ference indicator shows too high pressure drop). See manufac‐
turers instructions.

04 - 6
 Maintenance Schedule

Interval: 1000 operating hours

Valves Check valve condition 12.5
Check that the inlet and exhaust valves move freely in their 06.1
guides. This should preferably be done when the engine has been
out of operation for a couple of hours. Check valve clearances.
Check cylinder tightness (valves, piston rings) with a pneumatic 12A
test.

04.8. Interval: 2000 operating hours V2

Interval: 2000 operating hours

Air cooler(s) Check waterside of charge air cooler(s) 15.4
The first time check and possible cleaning of the waterside .
If in good condition and deposits insignificant: future intervals
4000 running hours.
Electro-pneumatic overspeed Check el.-pneumatic overspeed trip device 22.123
trip device Check function and tripping speed of engine or plant automation 06.1
controlled overspeed trip device.
Electro-pneumatic overspeed Check el.-pneumatic overspeed trip device 22.123
trip device Check function and tripping speed of relay module controlled 06.1
overspeed trip device.
Governor Change oil in governor 02.2.4
Change lubricating oil. 22.4
Injection valves Inspect injection valves 16.3.3
Test the opening pressure. Dismantle and clean nozzles. Check
the effective needle lift. Check the springs. Replace the O-rings.
Check the nozzle condition in a test pump.
Replace the nozzles if necessary.
Injection valves Inspect injection valves 16.4
Direct Water Injection Test the opening pressure. Dismantle and clean nozzles. Check
the effective needle lift. Check the springs. Replace the O-rings.
Check the nozzle condition in a test pump.
Replace the nozzles if necessary.
Measuring instruments Check sensors
Check pressure and temperature sensors. Replace faulty ones.
Turning device Regrease the drive shaft 02.2.6
Regrease the drive shaft when turning device is connected (en‐ 03.9
gine stopped).

04 - 7
 Maintenance Schedule

04.9. Interval: 4000 operating hours V3

Interval: 4000 operating hours

Air cooler(s) Clean charge air cooler(s) 15.4
Clean and pressure test. Look carefully for corrosion. Check for
possible leakage. Replace parts if necessary.
Check accurate pressure difference over the charge air cooler (air
side) by using u-tube.
Camshaft Inspect contact faces of camshaft 14.1.2
Check the contact faces of the cams and tappet rollers. Check 03.1
that the rollers rotate. Rotate the engine with the turning gear.
Cooling water spaces Inspect HT-water spaces on engine with cooled turbocharger 15.1
Inspect turbocharger cooling water ducts for possible deposits. 19.6 19.1
Clean if the deposits are 1mm or thicker.
Remove air venting pipe and adapter plug on the multiduct, in‐ 2.310.4
spect the water side of one duct . If the deposits are thicker than
1 mm, clean all liners and engine block water space. Improve the
cooling water treatment.
Inspect HT-water spaces on engine with uncooled turbocharger 15.1
Remove air venting pipe and adapter plug on the multiduct, in‐ 19.6
spect the water side of one duct . If the deposits are thicker than 19.102.3,1
1 mm, clean all liners and engine block water space. Improve the 0.4
cooling water treatment.
Control mechanism Check control mechanism 22.2
Check for wear in all connecting links between the governor and
all injection pumps.
Crankshaft Check crankshaft alignment 11.2.1
Check alignment, use form WV98V036. Alignment check is per‐
formed on a warm engine.
Crankshaft Check thrust bearing clearance 11.2.2
Check axial clearance 06.2
Exhaust manifold Check for leaks 20
Check for leaks once a year. Replace parts if necessary.
Flexible coupling Oil change of the coupling
Geislinger (Oil filled) Change oil of the coupling. See manufacturers instructions.
Fuel system Check and adjust fuel system 17.
Check the adjustment of fuel system. Check for possible leakage.
Replace parts if necessary.

04 - 8
 Maintenance Schedule

Interval: 4000 operating hours

Injection valves Inspect injection valves 16.4
Test the opening pressure. Dismantle and clean nozzles. Check
the effective needle lift. Check the springs.
Check and change the push rod if necessary. Replace the O-
rings. Check the nozzle condition in a test pump.
HFO: Recommendation: Replace the nozzle by new ones on
6000h at the latest.
DO (LFO): Recommendation: Replace the nozzle by new ones
on 8000h at the latest.
Lubricating oil cooler Check lubricating oil cooler 18.4
Check that the lubricating oil temperature before the engine is
within normal operating values (Section 01.1). Check for possible
leakage.
Starting fuel limiter Check starting fuel limiter 2223.1
23.4.3
Check the function.

04.10. Interval: 8000 operating hours V2

Interval: 8000 operating hours

Flexible coupling Check the flexible coupling
Centax Check the flexible rubber elements visually according to manu‐
facturers instructions. Dismantle if necessary.
Lubricating oil automatic filter Replace lubricating oil filter candles 18.6.1
Drain the filter housing. Clean the wire gauze. Replace the filter 18.1
candles.
Lubricating oil coolers Clean lubricating oil cooler 18.4
If the lubricating oil temperature before the engine is within normal 19.6
operating values (Section 01.1), the interval can be prolonged.
Unnecessary opening of the cooler should be avoided. Clean the
lubricating oil cooler before the alarm limit is reached. Examine
carefully for corrosion.
Rigsaver Check the function of air throttle valve and actuator
Wastegate Check the function of the wastegatevalve and actuator
Replace the positioner pilot valve.

04 - 9
 Maintenance Schedule

04.11. Interval: 12000 operating hours V2

Interval: 12000 operating hours

Fuel system Replace fuel feed pipes between A- and B-bank 17
(Only V-engines) The fuel pipes between A- and B-bank has to be replaced.
Governor driving gear Inspect governor driving gear 22.4
Replace parts if necessary. 06.2
HT-water pump Inspect HT-water pump 19.7
Dismantle and check. Replace worn parts. 19.7.1
HT-water pump driving gear Inspect HT-water pump driving gear 19.7
Replace parts if necessary. 06.2
HT-water thermostatic valve Clean and inspect HT-water thermostatic valve 19.8.2
Clean and check the thermostatic element, valve cone-casing and
O-rings.
LT-water pump Inspect LT-water pump 19.7
Dismantle and check. Replace worn parts. 19.7.1
LT-water pump driving gear Inspect LT-water pump driving gear 19.7
Replace parts if necessary. 06.2
LT-water thermostatic valve Clean and inspect LT-water thermostatic valve 19.8.1
Clean and check the thermostatic element, valve cone-casing and
O-rings.
Lubricating oil pump Inspect the lubricating oil pump 18.2.2
Replace parts if necessary.
Lubricating oil pump driving gear Inspect lubricating oil pump driving gear 18.2.2
Replace parts if necessary. 06.2
Oil thermostatic valve Clean and inspect oil thermostatic valve 18.5
Clean and check the thermostatic element, valve cone-casing and
O-rings.
Prelubricating oil pump Inspect the prelubricating oil pump 18.8.2
Replace parts if necessary.
Turbocharger Inspect and clean 15.1
Clean the turbocharger mechanically if necessary.
Turbocharger Inspect turbocharger bearings 15.1
ABB TPL-chargers Inspect and replace the bearings if necessary.
Replace the bearings by new ones on 36000h at the latest.
See manufacturers instructions.
Turbocharger Inspect turbocharger bearings 15.1
Napier NA-chargers Check and change if necessary.
See manufacturers instructions.

04 - 10
 Maintenance Schedule

04.12. Overhaul interval V2

Fuel Overhaul interval

Average load > 75 % Average load < 75 %
HFO 2 12 000 16 000
HFO 1 16 000 20 000
DO 20 000 24 000

Interval: see table above

Connecting rods Replace big end bearings 11.3.3
Replace big end bearings. Measure the big end bore, use form 06.2
3211V017.
Connecting rods Replace connecting rod screws
Replace connecting rod screws by new ones at every second 11.3
overhaul when doing piston overhauls at 12 - 16 000 h intervals
and at every overhaul when doing piston overhauls at longer in‐
tervals than 16 000 h.
Connecting rods Replace connecting rod shims
Replace connecting rod shims by new ones at every second 11.3
overhaul when doing piston overhauls at 12 - 16 000 h intervals
and at every overhaul when doing piston overhauls at longer in‐
tervals than 16 000 h.
Connecting rods Inspect the small end bearings 11.3.3
Inspect the small end bearings. Replace if necessary. 06.2
Cylinder heads Overhaul of cylinder head 12.3
Dismantle and clean the underside, inlet and exhaust valves and 12.2,12.7
ports. Inspect cooling spaces and clean, if necessary. Grind the
valves . Inspect the valve rotators. Check rocker arms.
Replace the O-rings in the valve guides.
Replace the O-rings at bottom of cylinder head screws at every
overhaul.
Cylinder liners Inspect the cylinder liners 10.4.1
Measure the bore using form No. 3210V018, replace liner if wear 06.2
limits are exceeded. Hone the liners. Renew the anti-polishing
ring.
Lubricating oil Change lubricating oil 18.1
Change oil in connection with every pistom overhaul or every 02.2.1
fourth year whatever comes first, independently of oil analysis re‐
sults. Clean all oil spaces with a high quality fibre-free/lint-free
cloth when changing lubricating oil.
Pistons Inspect the pistons 11.3.3
Composite pistons must be dismantled for inspection of mating
surfaces between piston skirt and piston crown. Inspect and clean
oil spaces.

04 - 11
 Maintenance Schedule

Interval: see table above

Piston, piston rings Inspect pistons and piston rings 11.3.3
Pull, inspect and clean. Check the height of the ring grooves (the 11.3 06.2
height clearance of the rings), use form No. 3211V022.
Check the retainer rings of the gudgeon pins. Replace complete 03.8
set of piston rings. Note the running-in programme.
Starting valves Check starting valves 21.3
Check starting valves in cylinder head. Replace parts if necessa‐
ry.

04.13. Interval: 12000 - 16000 operating hours V2

Interval: 12000 - 16000 operating hours

Electro-pneumatic overspeed Overhaul of overspeed trip device cylinder on injection pump 22.3.3
trip device Replace worn parts. Replace sealing and O-ring.
Injection pumps Overhaul of injection pumps 16.2.5
Clean and inspect injection pumps, replace worn parts. Replace
the erosion plugs.
Injection pump guide block Overhaul of injection pump guide block 16.2
Check tappets. Replace worn/damaged parts if necessary.

04.14. Interval: 16000 operating hours V3

Interval: 16000 operating hours

Camshaft driving gear Inspect intermediate gears 13
Replace parts if necessary. 06.2
Flexible coupling Check the flexible coupling
(Oil filled) Dismantle and check flexible coupling according to manufacturers
recommendations.
Fuel feed pump General overhaul of fuel feed pump
Dismantle and check, replace worn parts. See manufacturers in‐
structions.
Booster servomotor General overhaul of the booster servomotor
for governor Replace worn parts. See manufacturers instructions.
Governor drive Check governor drive bearing 22.4.1
Check governor driving shaft bearing clearance in situ. 06.2
Governor General overhaul of the governor
Can be sent to engine manufacturer for overhaul.

04 - 12
 Maintenance Schedule

Interval: 16000 operating hours

Hydraulic jack for main Check function 10.2.1
bearing caps Change O-rings in the hydraulic jack at every second overhaul
interval.
Turning device Change oil in turning device 02.2.5
Regrease the drive shaft. 03.9
Vibration damper Take oil sample from vibration damper 11.2
Viscous type Take oil sample for analyzing.
Vibration damper Check vibration damper 11.2
Geislinger Dismantle and check vibration damper every 32000 hours.

04.15. Overhaul interval V2

Fuel Overhaul interval

Average load > 75 % Average load < 75 %
- 16 000 20 000

Interval: See table above

Camshaft Inspect camshaft bearings 10.3.1
Replace if necessary. 06.2
Crankshaft Inspect main bearings 10.2.2
One main bearing to be inspected, if in bad condition, change and 06.2
check/change all main bearings. Note the type of bearing in use
and do the inspection accordingly.
Change the main bearings at every second overhaul interval.
Valve mechanism Check valve mechanism parts 14.1.2
Check tappets. 06.2

04.16. Interval: 24000 operating hours V3

Interval: 24000 operating hours

Engine fastening bolts Check tightening of engine fastening bolts 07.3.1
Retight if necessary
Exhaust manifold Check expansion bellows 20.1
Replace if necessary.
Flexible coupling Check the flexible coupling
(Oil supply from engine) Dismantle and check flexible coupling according to manufacturers
recommendations.

04 - 13
 Maintenance Schedule

Interval: 24000 operating hours

Main starting valve General overhaul of main starting valve 21.1
Replace worn parts.
Starting air distributor General overhaul of starting air distributor 21.2.1
Replace worn parts.
Turbocharger Inspect turbocharger bearings 15.1
ABB TPL-chargers Inspect the nozzle ring, turbine diffuser/cover ring, the gasinlet/
outlet casings and replace if necessary. See manufacturers in‐
structions.

04.17. Interval: 48000 operating hours V2

Interval: 48000 operating hours

Camshaft driving gear Replace intermediate gear bearings 13
Replace bearings, replace other parts if necessary. 06.2
Crankshaft Inspect crankshaft
Inspect the crankshaft for wear. 06.2
Engine foundation Check flexible elements of engine foundation
Flexible mounted Replace if necessary.
Flexible coupling Check the flexible coupling
Dismantle and check flexible coupling according to manufacturers
instructions.
Replace spring packs/inner star if necessary.
Turbocharger Replace rotor and rotating parts 15.1
Lifetime dependent of operating conditions.
See manufacturers instructions.

04 - 14
 Maintenance tools

05. Maintenance tools V1

Maintenance of an engine requires some special tools. Some of these

tools are supplied with the engine; others are available through our
service stations.
Tool requirements for particular installation may vary greatly; de‐
pending on the use and service area. Standard tool sets are selected
to meet basic requirements.
The list presented in Spare Parts Catalogue has an comprehensive
selection of tools for Wärtsilä engines.
Tool sets are grouped in order to simplify the selection for specific
service operations. This makes the job for the end-user much easier.
Regarding maintenance tools for governor and turbocharger, we refer
to lists in the special instructions enclosed with Instruction Manual.

05.1. Using of Spare Parts Catalogue V1

1 Read the corresponding itemin Instruction Manual before any main‐

tenance work is started.
2 Check with listin Spare Parts Catalogue that all the maintenance tools
are available.
3 Checkthat necessary spare- and consumable parts are available.

05.2. Ordering maintenance tools V1

1 Find the part(s)that interests you in the Spare Parts Catalogue.

2 Select the tools or parts required;note that tools which are part of
standard deliveries are mentioned in the installation specific delivery
list.
3 Make notes of the specificationsand other information as in the list
above or in "Inquiry/Order List".

05 - 1
 Maintenance tools

4 Send the orderto Wärtsilä Service Office, printed on the Inquiry/Order

List. All commercial terms are stated in the Inquiry/Order List.

Note!
All available tools are listed in the Spare Parts Catalogue; see also
the installation specific tool lists. Some of the tools are only useable
for certain cylinder numbers and only with certain engine mounting
equipment.

In order to make deliveries on time, please state spare parts number

and name of part according to Spare Parts Catalogue. Also state en‐
gine type, specification- and engine- number, when ordering. These
statements are found on the engine name plate.
When ordering special equipment or tool that is not included in Spare
Parts Catalogue or Instruction Manual, please give manufacturer's
type designation and serial number of the tool. If such indication is
missing, describe the tool as clearly as possible and/or a picture
should accompany the order.
Name of consignee and purchaser, their exact addresses as well as
method of forwarding should be stated. All orders given by telephone
should be confirmed by email or letter.
The tools required should be ordered directly from Wärtsilä. Adress
and telephone numbers are given on title page of this manual.
A complete order of maintenance tools should include the following
indications: (example)

Engine type Wärtsilä 9L20

Specification number 173176
Engine number PAAE035380
Tool number 832 004
Name of part Lifting tool for cylinder head
Quantity 1
Consignee Engineer A. Clipper
M/S Brigitte
C/O Seaforwarding
Sea Port, Hull
Method of forwarding Express air line
Purchaser Shipowner Atlanta
Head Square,
Birmingham E.C.

05 - 2
 Adjustments, Clearances and Wear Limits

06. Adjustments, Clearances and Wear

Limits

06.1. Adjustments V3

Valve timing
The valve timing is fixed and cannot be changed individually, cylinder
by cylinder.

Valve timing

TDC
Inlet valve opens Exhaust valves closes
VE

IN LET V ALVE
AUST VAL
EXH

Inlet valve Exhaust valve

closes opens
BDC

Fig 06-1 400603 V1

Set values:

06 - 1
 Adjustments, Clearances and Wear Limits

● Valve clearances: inlet valves 0.4 mm, exhaust valves 0.8 mm

● Fuel delivery commencement: See test records
● Opening pressure of fuel injection valve: 600 bar (not Common
Rail)

Electro-pneumatic tripping speed (Std engines):

Nominal speed WECS or Plant Relay-Module
automation
720 RPM 820 ± 10 RPM 840 ± 10 RPM
750 RPM 860 ± 10 RPM 880 ± 10 RPM

Tripping speed (Common Rail engines):

Nominal speed WECS 2000 WECS 7500
720 RPM 820 ± 10 RPM 850 ± 10 RPM
750 RPM 860 ± 10 RPM 885 ± 10 RPM

06 - 2
 Adjustments, Clearances and Wear Limits

06.2. Clearances and wear limits (at 20°C) V2

Part, measuring point Normal clearance (mm) Wear limit (mm)

10 Main bearing clearance 0.225-0.346
(also flywheel bearing)
Journal, diameter 339.85
Journal, out of circularity 0.05
Journal, taper 0.025/100
Main bearing shell thickness Section
Trimetal shells 10.2.2
Bimetal shells 7.35 mm
Assembled bearing bore 340.360
Thrust bearing, axial clearance 0.30 -0.50 0.80
Thrust washer thickness 14.60
Camshaft bearing clearance 0.160-0.269
(camshaft bearing piece: 230mm )
Camshaft bearing clearance 0.150-0.255
(camshaft bearing piece: 190mm )
Assembled bearing bore (Vertical direction) 230.350
Camshaft thrust bearing, axial clearance 0.250-0.700 1.0
(camshaft: 230mm )
Camshaft thrust bearing, axial clearance 0.350-0.600
(camshaft: 190mm )
Cylinder liner, diameter top: 320.80
bottom: 320.30
Cylinder liner, out of cylindricity at TDC 0.25

06 - 3
 Adjustments, Clearances and Wear Limits

Part, measuring point Normal clearance (mm) Wear limit (mm)

11 Big end bearing clearance 0.210-0.307
Crank pin, out of circularity 0.05
Crank pin, taper 0.035/100
Big end bearing shell thickness Section
Trimetal shells 11.3.3
Bimetal shells 7.37
Big end bore 324.90
ovality 0.10
Assembled bearing bore (Rod assembled) 310.400
Gudgeon pin bearing clearance 0.09-0.159
Assembled bearing bore 150.180
Connecting rod axial clearance in piston 0.5 -1.0
Clearance gudgeon pin - piston 0.050-0.084
Bore diameter in piston 135.1
Piston ring gap I (Clamped ø 320) 0.7 -1.1
Piston ring gap II (Clamped ø 320) 1.3 -1.6
Oil scraper ring gap (Clamped ø 320) 1.2 - 1.5
Piston ring height clearance:
0.143-0.185 0.50
Compression ring I (C84)
0.143-0.185 0.50
Compression ring II (C99)
0.063-0.105 0.35
Oil scraper ring (C79)
Piston ring groove height: Groove I 8.50
Groove II 8.50
Groove III 8.30
12 Valve guide diameter assembled 24.25
Valve stem diameter 23.90
Valve stem clearance 0.100-0.156 00.30
13 Intermediate gear of camshaft drive (camshaft:
0160-0.269 0.35
230mm)
0.35-0.55 0.9
bearing clearance
axial clearance
Camshaft driving gear backlash:
Crankshaft gear wheel (6)/
0.33-0.76
large intermediate gear wheel (3)
Small intermediate gear wheel (5)/
0.33-0.66
camshaft gear wheel (1)

06 - 4
 Adjustments, Clearances and Wear Limits

Part, measuring point Normal clearance (mm) Wear limit (mm)

13 Intermediate gear of camshaft drive (camshaft:
0.160-0.269 0.35
190mm )
0.4-0.6 0.9
bearing clearance
axial clearance
Camshaft driving gear backlash:
Crankshaft gear wheel (6)/
0.25-0.55
large intermediate gear wheel (3)
Small intermediate gear wheel (5)/
0.25-0.55
camshaft gear wheel (1)
14 Valve tappet, diameter clearance 0.072-0.161
Bush diameter, bore 40.09
Bearing clearance bush-tappet pin
0.034-0.066
before 08/1999
0.059-0.091
after 08/1999
Rocker arm bore 75.35
Clearance rocker arm-shaft 0.01-0.075
Yoke bore diameter 30.1
Yoke diameter clearance 0.065-0.103
16 Nozzle needle lift (std engines)
0.68-0.72 0.77
Nozzles stamped, before 04/99
0.83-0.87 0.92
Nozzles stamped, after 04/99
Nozzle needle lift (DWI, diesel) 0.85-0.90 0.95
Nozzle needle lift (DWI, water) 0.70-0.75 0.80
Injection pump tappet
80 ±0.05
Distance (X) between adjusting screw and the
upper surface of the tappet housing, see Fig 16-1.
Prelift of the tappet 6
16 CR Nozzle needle lift (Common Rail engines) 0,85 ±0.02 0,95
Prelift of the high pressure pump 5,8
(Common Rail engines)
17 Fuel feed pump backlash for driving gear - L32 0.26-0.61
Base tangent length
62.027-61.939
over three (3) teeth, spanned - L32

06 - 5
 Adjustments, Clearances and Wear Limits

Part, measuring point Normal clearance (mm) Wear limit (mm)

18 Lubricating oil pump bearing clearance - L32 0.13-0.17 0.20
- V32 0.19-0.25 0.30
Axial clearance 0.20-0.40
Backlash for driving gear - L32 0.24-0.62
- V32 0.27-0.75
Base tangent length (driving gear)
86.312-86.4
over four (4) teeth, spanned - L32
160.084-160.156
over seven (7) teeth, spanned - V32
Prelubricating oil pump bearing clearance - L32 0.01-0.10
- V32 0.02-0.17
Axial clerance - L32 0.07-0.15
- V32 0.10-0.30
Backlash for pump gears - L32 0.10-0.30
- V32 0.15-0.40
18A Control oil pressure on Common Rail engines 200 ±2.5 bar
Backlash for control oil pump gear 0.35-0.72
19 Water pump backlash for driving gear
0.35-0.72
- L32
0.30-0.63
- V32
Base tangent length over three (3) teeth, spanned 61.939-62.027
22 Bearing clearance for governor driving shaft 0.08-0.121 00.15
Axial clearance 0.2-0.5
Backlash for driving gear 0.10-0.40
Control shaft bearing clearance 0.010-0.126 0.25

06 - 6
 Tightening Torques and Use of Hydraulic Tools

07. Tightening Torques and Use of Hydraulic

Tools

07.1. Tightening torques for screws and nuts V1

Note!
See section 07.3 for hydraulically tightened connections!

The position numbers in the tables below refer to the corresponding

figures A to K, which are located in the engine according to Fig
07-1. Always tighten to stated torque shown in the tables. A loosen
screw connection might cause serious damages/human in‐
jury.Threads and contact faces of nuts and screw heads should be
oiled with lubricating oil unless otherwise stated. Note that locking
fluids are used in certain cases.

Note!
Molycote or similar low friction lubricants must not be used for any
screws or nuts. Great risk of over tensioning of screws.

1 Nm = 0.102 kpm

Tightening torques

K F E D

H, I
A

Fig 07-1 400701 V1

07 - 1
 Tightening Torques and Use of Hydraulic Tools

07.1.1. A: Crankshaft and flywheel V2

3
1

5
2

Fig 07-2 400702 V2

Pos. Screw connection Torque (Nm)

1. Flywheel bolts, fitted bolts, M30 600±30
2. Flywheel elongation bolts, M30 1200±60
3. Split gear on crankshaft, M20*190, 10.9 screws(M2) 550±30
Torque wrench setting (M1) with tool combination, see 488
Fig 07-3
Lubricate threads with engine lubricating oil.
4. Split gear on crankshaft, M20*120, 12.9 screws(M2) 600±30
Torque wrench setting (M1) with tool combination, see 532
Fig 07-3
Lubricate threads with engine lubricating oil.
5. Flywheel mounting bolts, M20 390±20

Note!
Torque wrench settings must be recalculated if an other tool combi‐
nation than Fig 07-3 is used for the split gear wheel screws.

07 - 2
Tightening Torques and Use of Hydraulic Tools

Torque wrench

Tool 2V-T26987 Torque wrench 721/80

M1
M2
Example:
L1
M = 550 *
1 L1+125
L2= 125 mm L1= 975 mm

Fig 07-3 400716 V1

07 - 3
 Tightening Torques and Use of Hydraulic Tools

07.1.2. B: Intermediate gear and camshaft V2

6 2

Fig 07-4 400704 V1

Pos Screw connection Torque (Nm)

.
1. Camshaft flange connection screws 290±10
2. Camshaft driving gear screws 290±10
3. Governor gear wheel screws 117±10
4. Intermediate gear wheel screws 560±30
Hydraulically tensioned screw, see section 07.3
5. Flange fastening screws 80±5
6. Camshaft flange connection nuts 290±10

Note!
See section 13.1 for intermediate gears and camshaft drive.

07 - 4
Tightening Torques and Use of Hydraulic Tools

B: Governor drive

Fig 07-5 400714 V1

Pos. Screw connection Torque (Nm)

1. Governor drive shaft screw 80±5

07 - 5
 Tightening Torques and Use of Hydraulic Tools

07.1.3. C: Cylinder head V2

10
1 4 7

5
8
6
III I V

IV II VI
2

Fig 07-6 400705 V1

Pos. Screw connection Torque (Nm)

1. Rocker arm console, fastening screws 400±20
2. Starting valve fastening screws 55±5
3. Nut for starting valve spindle 35±5
4. Nuts for injection valve 125±10
5. Safety valve in cylinder head, fastening nuts 85±5
6. Fastening screws, cylinder head/multiduct 195±10
Note! Tightening order. Recheck the screws. Apply No‐
va Lube or similar heat resistant grease on threads.
7. Fastening screws for flange connections 79±5
8. Fastening screws, multiduct/exhaust manifold 195±10
9. Fastening screws, multiduct/engine block 195±10
10. Fastening screws, rocker arms 300

07 - 6
Tightening Torques and Use of Hydraulic Tools

07.1.4. D: Injection pump V2

2
A

Fig 07-7 400706 V1

Pos. Screw connection Torque (Nm)

DELPHI L'Orange
1. Fastening screws for head piece, 105±10 160±10
M16
2. Fastening screws for head piece, 120±10
M12
3. Erosion plugs 215±10 200±10
Note!. The erosion plugs must be se‐
cured! See section 16.2.5
4. Flange fastening screws 19±3 30±5
5. Locking screws for injection pump ad‐ 50±5 50±5
justing screw
6. Fastening nuts for injection pump 400±20 400±20
Lubricate threads and contact surfa‐
ces with engine oil.
7. Locking screw for roller pin 80±5 80±5
Apply Loctite 2701 on threads , see
section 07.2.

07 - 7
 Tightening Torques and Use of Hydraulic Tools

D: Injection pump, Common Rail

3
2

4
7

Fig 07-8 400734 V1

Pos. Screw connection Torque (Nm)

1. Fastening screw for pump element M10. 80±8
2. Fastening screw for head piece M8 . 33±3
Fastening screw for head piece M10 . 60±6
3. Fastening screw for control valve coil. 11±1
4. Fastening screws for control valve. 39±4
5. Spring holder fastening screw. 9±1
6. Locking screw for roller pin. 70±7
Apply Loctite 2701 on threads, see section 07.2.
7. Fastening nut for injection pump 400±20
Lubricate threads and contact surfaces with engine oil

07 - 8
Tightening Torques and Use of Hydraulic Tools

D: Valve tappet housing

Fig 07-9 400713 V1

Pos. Screw connection Torque (Nm)

1. Valve tappet housing fastening screw 200±10
2. Guide plate fastening screw 23±5
Apply Loctite 242 on threads , see section 07.2.

07 - 9
 Tightening Torques and Use of Hydraulic Tools

07.1.5. E: Fuel injection valve V2

Injection valve counter nut

250 ± 20 Nm

1 2 3 4

1 2 3 4 5

A. Friction ring

Fig 07-10 400707 V1

Pos. Screw connection Torque (Nm)

1. Injection pipe cap nut to injection pump 140±10
2. Injection pipe cap nut to connection piece 90±10
3. Connection piece to nozzle holder 160±10
4. Screws for protecting sleeve 80±5
5. Injection nozzle cap nut (L'Orange) 450±20
5. Injection nozzle cap nut (Woodward) 678±40

Torque value updated to Fuel injection pipe of Friction ring type

370 ± 5 Nm
Pos. Screw connection Torque (Nm)
1. Injection pipe cap nut to injection pump 265±10
Torque value updated to 2. Injection pipe cap nut to connection piece 180±10
265 ± 5 Nm 3. Connection piece to nozzle holder 160±10
4. Screws for flange 80±5
5. Injection nozzle cap nut (L'Orange) 450±20
5. Injection nozzle cap nut (Woodward) 678±40

07 - 10
Tightening Torques and Use of Hydraulic Tools

E: Fuel injection valve, DWI

9
6

1 2 3 4

7
5

Fig 07-11 400729 V1

Pos. Screw connection Torque (Nm)

1. Injection pipe cap nut to injection pump 265±10
2. Injection pipe cap nut to connection piece 180±10
3. Connection piece to nozzle holder 70±5
4. Screws for flange 80±5
5. Injection nozzle cap nut 600±20
6. Screw for high pressure water connection 100±10
Lubricate with Molykote G-Rapid Plus
7. Screw for leakage water connection 35±5
Lubricate with Molykote G-Rapid Plus
8. Screws for valve body 70±5
9. Water accumulator fastening screws 75±5
Lubricate with Molykote G-Rapid Plus

07 - 11
 Tightening Torques and Use of Hydraulic Tools

E: Fuel injection valve, Common Rail

1 2 3 4

Fig 07-12 400743 V1

Pos. Screw connection Torque (Nm)

1. Injection pipe cap nut to injection pump 290±30
2. Injection pipe cap nut to connection piece 210±20
Apply engine oil on threads and seat cones.
3. Connection piece to nozzle holder 160±10
4. Screws for protecting sleeve 80±5
5. Injection nozzle cap nut 600±20

07 - 12
Tightening Torques and Use of Hydraulic Tools

E: Water injection flow fuse, DWI

FLOW FUSE #5 A B
1

2
3

Fig 07-13 400732 V1

A: Flow fuse #5
Pos. Screw connection Torque (Nm)
1. Fastening screw 79±5
2. Fastening nut 80±5
3. Limiter screw for shut off stem 5±1
4. Fastening screw for plug 7±1

B: Flow fuse #7
Pos. Screw connection Torque (Nm)
1. Fastening nut 25±2
2. Nut 34±2

07 - 13
 Tightening Torques and Use of Hydraulic Tools

E: High pressure pipes, Common Rail

Distances X for HP pipe ends (positions A - E)

PS x

3 D

A D
3
C

B 5
E

Fig 07-14 400733 V1

Pos. Connection Torque (Nm)

3. Injection pipe cap nut to accumulator and pump 290±30
Apply engine oil on threads and seat cones.
4. Rail pipe cap nut to accumulator 140±15
Apply engine oil on threads and seat cones.
5. Plug 140±15
Apply engine oil on threads

Pos. Connection Distance X (mm)

A. Distance (X) Pipe end - Power Sleeve (PS). Apply 7,8(+0,5/-0)
Loctite 2701 on threads .
B. Distance (X) Pipe end - Power Sleeve (PS). Apply 6,4(+0,5/-0)
Loctite 2701 on threads .
C. Distance (X) Pipe end - Power Sleeve (PS). Apply 7,8(+0,5/-0)
Loctite 2701 on threads .
D. Distance (X) Pipe end - Power Sleeve (PS). Apply 10,9(+0,5/-0)
Loctite 2701 on threads .
E. Distance (X) Pipe end - Power Sleeve (PS). Apply 7,6(+0,5/-0)
Loctite 2701 on threads .

Note!
The high pressure pipes must be re-tightened according to intervals
stated in chapter 04 and as described in chapter 16.

07 - 14
Tightening Torques and Use of Hydraulic Tools

E: Accumulator, Common Rail

5 1 6

Fig 07-15 400735 V1

Pos. Connection Torque (Nm)

1. SSV-valve connection piece fastening screw 80±5
Apply Loctite 243 on threads .
2. Fastening screws for air bottle. 80±5
3. Fastening screws for SSV-valve. 110±10
4. Fastening screws for head piece. 520±20
5. Reducing plug Apply Loctite 542on threads . 1±0,1
6. Air bottle top piece. 350±20
7. Air bottle. 350±20
8. Fastening screws for leak detecting ring. 20±5
9. Air bottle bottom plug. 270±10

07 - 15
 Tightening Torques and Use of Hydraulic Tools

07.1.6. F: Piston V2

I II

1 2

Fig 07-16 400708 V1

I: Piston type 1 (piston with 4 screws)

Pos. Screw connection Torque (Nm)
1. Piston crown connection screws.
1. Lubricate threads and contact surfaces with engine
oil.
2. Tighten the screws crosswise. 155 Nm
3. Loosen the screws.
4. Pre-tighten the screws crosswise. 40 Nm
5. Tighten the screws crosswise further with an angle 80°±5°
of
6. Test for the right tightness. Screw should not move
when tightening by 125 Nm torque.
Note! When changing piston top renew the screws if
overall lenght exceeds 169.5 mm

07 - 16
Tightening Torques and Use of Hydraulic Tools

II: Piston type 2 (piston with 2 screws)

Pos. Screw connection Torque (Nm)
2. Piston crown connection screws.
1. Lubricate threads and contact surfaces with engine
oil.
2. Tighten the screws. 250Nm
3. Loosen the screws.
4. Tighten the screws. 80 Nm
5. Tighten the screws further with an angle of 90°(+0°/-10°)
7. Test for the right tightness. Screw should not move
when tightening by 250 Nm torque
Note! When changing piston top renew the screws if
overall lenght exceeds 131.4 mm

07 - 17
 Tightening Torques and Use of Hydraulic Tools

F: Piston

A III

1 2

4 3

Fig 07-17 400730 V1

III: Piston type 3 (piston with 4 screws)

Pos. Screw connection Torque (Nm)
3. Piston crown connection screws.
1. Lubricate threads and contact surfaces with engine
oil.
2. Tighten all screws. 30±1 Nm
3. Tighten all screws further with an angle of 96° (+5°/-0°)
4. Loosen screws 1 and 3.
5. Tighten screws 1 and 3. 30±1 Nm
6. Tighten screws 1 and 3 further with an angle of 81° (+5°/-0°)
7. Loosen screws 2 and 4.
8. Tighten screws 2 and 4. 30±1 Nm
9. Tighten screws 2 and 4 further with an angle of 81° (+5°/-0°)
10. Test for the right tightness. Screw should not move
when tightening by 165 Nm torque.
Note! When changing piston crown renew all screws

07 - 18
Tightening Torques and Use of Hydraulic Tools

07.1.7. G: Turbocharger fastening screws V2

Fig 07-18 400712 V1

Pos. Screw connection Torque (Nm)

1. Turbocharger fastening screw
- TPL61, TPL65, M20 560±20
- NA295, NA297, M20 560±30
- NA355, M24 650±30
- TPL69, M24 920±40
- NA357, M24 920±40
2. Fastening screws for turbo charger bracket
- L32, M16 195±10
- V32, M24 650±30

07 - 19
 Tightening Torques and Use of Hydraulic Tools

07.1.8. H, I: Engine driven pumps V2

1
3

1
2

Fig 07-19 400709 V1

Pos. Screw connection Torque (Nm)

1. Driving gear of engine driven pumps:
Tighten screws crosswise
- Fuel feed pump (* ) 32±2
- Lubricating oil pump L32 (* ) 75±5
- Lubricating oil pump V32 (* ) 150±5
- Water pump L32 (* ) 32±2
- Water pump V32 (* ) 50±2
Tighten the screws crosswise (0 - 20 - 40 - 50 Nm)
(*) The screws are treated with locking compound and
can be used only once. Replace the screws with new,
treated ones. Only Driloc 201 or Driloc 211 should be
used.
2. Impeller screw for HT and LT water pump
Pump type WD-90/ -91/ -120: 85±5
Pump type WD-121: 110±5
Apply Loctite 2701 on threads , see section 07.2.
3. Screws for bearing retainer 10±3
Apply Loctite 242 on threads , see section 07.2.

Note!
To avoid damaging the threads (Pos. 2 and 3), heat up the screws
before loosening.

07 - 20
Tightening Torques and Use of Hydraulic Tools

H, I Engine driven control oil pump, Common Rail

Fig 07-20 400736 V1

Pos. Screw connection Torque (Nm)

1. Fastening screws for driving gear 35±2
Tighten the screws crosswise. The screws are treated
with locking compound and can be used only once.
Replace the screws with new, treated ones. Only Dri‐
loc 201 or Driloc 211 should be used.

07 - 21
 Tightening Torques and Use of Hydraulic Tools

07.1.9. J: Free end of crankshaft V2

Fig 07-21 400710 V1

Pos. Screw connection Torque (Nm)

1. Screws of pump driving gear at free end of crankshaft. 1800±25
Lubricate threads with engine lubricating oil.

We recommend the use of torque measuring tools also when tight‐

ening other screws and nuts. The following torques apply to screws
of the strength class 8.8; when oiled with lubricating oil or treated with
Loctite.

Screw di‐ Width across flats Key width of hexa‐ Torque

mension of hexagon gon socket head (Nm) (kpm)
screws (mm) screws (mm)
M8 13 6 23 2.3
M10 17 8 45 4.6
M12 19 10 80 8.1
M16 24 14 190 19.3
M20 30 17 370 37.5
M24 36 19 640 65.0

07.2. Use of locking fluid V2

When using locking fluid (Loctite), clean parts carefully in degreasing

fluid and let then dry completely before applying locking fluid.

07 - 22
Tightening Torques and Use of Hydraulic Tools

K: Sensors for HT-water

Fig 07-22 400745 V1

Pos. Screw connection Torque (Nm)

1. Temperature sensor pocket 40±5
2. Temperature sensor pocket 1.2

07 - 23
 Tightening Torques and Use of Hydraulic Tools

07.3. Hydraulically tightened connections V2

07.3.1. Tightening pressures V3

Hydraulically tightened connections

1
8

4
5
4
6

Fig 07-23 400715 V1

Pos. Screw connection Max. hydraulic pressure Hydraulic cylinder

(bar)
tightening loosening
1. Cylinder head screws M56 in two steps: 800047
First step 520
Second step 520 540
2. Main bearing screws M56 in two steps: 800046
First step 250
Second step 615 635
3. Lateral screws of main bear. M42 in two steps: 800041
First step 250
Second step 615 635

07 - 24
 Tightening Torques and Use of Hydraulic Tools

Pos. Screw connection Max. hydraulic pressure Hydraulic cylinder

(bar)
tightening loosening
4. Connecting rod screws : 1st 400B 870B 800020
- Upper- and lower con. M27 in two steps: 2nd 850B Max
First step 3rd 850B
400
Second step Re HQS-OPS-TIB-ENG-070
800 820
5. Counterweight screws M42 in two steps: 800041
V32 First step 300
Second step 700 720
5. L32 (Screw stamped:940)
First step 300 800041
Second step 700 720
L32 (Screw stamped:1569)
First step 400 800041
Second step 800 820
6. Engine fastening screws x)

7. Intermediate gears M80 in two steps: 800112

8. Camshaft driving gear M80 in two steps: 800112
First step 760
Second step 760 780

X) Pos. 6 see installation instructions.

The stud bolts are tightened to the casting at the following torques:

Screw dimension Tightening torque (Nm)

M56 Cylinder head 400±20
M56 Main Bearing 300±10
All M27 studs on connecting rod 100±10
M42 and M48 x 3 200±10
M80 Intermediate gear 200±10

Note!
Screws acc. to pos. 3 and 6.Pos. 3 see chapter 10, section 10.2.3

Caution!
The screws will be overloaded if the maximum hydraulic pressure is
exceeded. It is recommended to change the screws if maximum hy‐
draulic pressure is exceeded for some reason.

07 - 25
 Tightening Torques and Use of Hydraulic Tools

07.3.2. Hydraulic Tool Safety Instructions V3

Since the hydraulic tools operate under high pressure and produce
great force, proper safety precautions must be taken to reduce the
risk of injury to persons and damage to material during work on the
engine and in the workshop.

Hydraulic tool lifetime

Tool Load cycles (approx.)
Piston in cylindrical hydraulic tools 1 000
(see Fig 07-25)
Screws in "twin cylinder" hydraulic tool 1 000
(see Fig 07-24)
Hydraulic hoses and couplings 10 000

There are two types of hydraulic tools for the connecting rod shank
screws, see Fig 07-24. The screws and nuts in the tool of new design
(introduced in year 2001) should be replaced before reaching 1000
loading cycles, i.e raising the pressure to nominal value 1000 times).
The screws and nuts of previous design, see Fig 07-24, should be
replaced before reaching 250 loading cycles.
If the hydraulically tensioned nuts not easily can be turned when the
maximum hydraulic pressure is reached: check for corrosion in
threads; check tool condition and manometer error.

Hydraulic tightening tool for connecting rod shank screw

3 A B
2 2
2

3 3

A. Previous design B. New design 1. Hydraulic tightening tool 2. Nut 3. Screw

Fig 07-24 400731 V2

07 - 26
Tightening Torques and Use of Hydraulic Tools

Cylindrical hydraulic tool

1
2
3

1. Cylinder 2. Piston 3. Sleeve

Fig 07-25 400744 V1

07.3.3. Filling, venting and control of the high

pressure hydraulic tool set V2

The hydraulic tool set consists of a high pressure hand pump with an
integrated oil container, hoses fitted with quick-coupling's and non-
return valves, cylinders and a pressure gauge mounted on the hand
pump but not connected to the pressure side of the pump.
The components are coupled in series with the pressure gauge being
the last component thus securing that every cylinder is fed with the
correct pressure.
The non-return valves in the hoses are integrated with the quick-cou‐
pling's and are opened by the pins located in the centre of the male
and female parts. If these pins get worn the coupling must be replaced
because of the risk of blocking.

07 - 27
 Tightening Torques and Use of Hydraulic Tools

● In the high pressure hydraulic tool set it is recommended to use a

special hydraulic oil or in any case an oil with a viscosity of about
12cSt at 20°C.
● During the filling of the container of the high pressure pump it is
recommendable to couple the set according to scheme B, Fig
07-26. Before filling, open the release valve (2) and empty the
cylinders (4) by pressing the piston and cylinder together. After
that, the container can be filled through the filling plug (1).
● After filling, vent the system by pressing in, with a finger, the centre
pin of the female part of the last quick-coupling, the coupling being
disconnected from the pressure gauge. Keep on pumping until air
free oil emerges from the coupling.
● Check the pressure gauge of the hydraulic tool set regularly. For
this purpose a comparison pressure gauge is delivered. This
pressure gauge can be connected to the plug hole (7), the outlet
hose of the pump being connected direct to the pressure gauges.

07.3.3.1. Instructions for high pressure hydraulic tools V2

Caution!
Pay special attention to cleanliness and carefulness when using and
maintaining the hydraulic high pressure tools.

● When the hoses are pressurised, any maintenance, adjustments

nor repairing are allowed, not even tightening of the connections.
● Before rising the pressure in the high pressure tool, all hydraulic
parts (pump, pipes, hoses, regulating units) has to be vented.
● The weakest parts maximum allowed pressure must not be
exceeded.
● Keep a logbook or similar of the hydraulic tools.

07.3.4. Dismantling hydraulically tightened screw

connections V2

Warning!
Do not stand absolute next to a pressurized hydraulic tool.

1 Attach distance sleeves and hydraulic cylindersaccording toFig

07-26A. Screw on cylinders by hand.
2 Connect the hoses to the pump and cylindersaccording to schemeFig
07-26B. Open the release valve (2) and screw cylinders in clockwise
direction to expel possible oil.

07 - 28
 Tightening Torques and Use of Hydraulic Tools

3 Screw the cylindersin counter-clockwise direction about half a revo‐

lution (180°), otherwise the nut is locked by the cylinder and impos‐
sible to loosen.
4 Close the release valve and pump pressureto the stated value.
5 Screw the nutin counter-clockwise direction about half a revolution
with the pin.
6 Open the release valve and remove the hydraulic tool set.
7 Screw off the nutsby hand.

Hydraulic cylinder

1 6 3

Hydraulic oil

A B 7 2 5

1.Filling plug 2.Release valve 3.Hose 4.Hydraulic cylinder 5.Hose 6.Pressure

gauge 7.Plug hole

Fig 07-26 320752 V1

07.3.5. Reassembling hydraulically tightened screw

connections V2

Check that the threads and contact surfaces are clean and free from
particles.
1 Screw on nuts and attach distance sleeves.Screw on cylinders by
hand.
2 Connect the hoses to the pump and cylinders.Check that the release
valve is open and screw the cylinders in clockwise direction to expel
possible oil.
3 Close the release valve and pump pressureto the stated value.
4 Screw the nutsin a clockwise direction until in close contact with the
face. Use the pin intended for this purpose and tighten the nut as
much as possible without breaking the pin. Keep the pressure con‐
stant at the stated value.

07 - 29
 Tightening Torques and Use of Hydraulic Tools

5 Open the release valve and remove the hydraulic tool set. To ensure
that the nut will be properly tightened, the pressure can be raised in
two steps. Pump the pressure according to section07.3.1and screw
the nut in a clockwise direction until in close contact with the face.
Increase the pressure further to the stated pressure, and screw the
nut until in close contact with the face again. This time the nut should
move just a limited angle but approximately the same angle for all
nuts of the same kind.

Note!
Before the engine is started, ensure that all screw connections that
have been opened are properly tightened and locked.

07.4. Use of hydraulic extractor cylinder V2

For some power demanding operations a hydraulic extractor cylinder

800063 is used. In connection with this cylinder, the hydraulic high
pressure hand pump is utilized, coupling scheme acc. to Fig 07-27.

Hydraulic extractor cylinder

1
B

Hydraulic oil

Fig 07-27 320753 V1

According to the design of the cylinder, the outer cylinder (1) must not
be loaded, but the force is created between the surfaces A and B.
The piston is prevented from running out of the cylinder by an expan‐
sion ring (2). The strength of this ring is limited, and it is recommended
to be careful when operating at the end of the stroke.

07 - 30
 Tightening Torques and Use of Hydraulic Tools

The effective area of the piston is 32,2 cm2 which gives the following
relation between pressure and force (using tool 2V83E0186), seeFig
07-28,(1)
In the previous tool (marked with 3V83E0061) the effective area of
the piston is 14,42 cm2. The relation between pressure and force is
shown inFig 07-28,(2) .

Relation between pressure and force

Bar Max pressure

800

600
(2) (1)

400

200

2000 4000 6000 8000 10000 12000 14000 16000 18000 20000 22000 24000 26000 kp

20000 40000 60000 80000 100000 120000 140000 160000 180000 200000 220000 240000 N

Fig 07-28 400727 V1

07.5. Low pressure pump for lifting purposes in

the crankcase V2

A special low pressure pump (150 bar) 800 059 is delivered for lifting
tools used in the crankcase. Normal engine oil, which is used in the
engine lubricating system (sump) must be used in this pump because
the drain oil from the tools is led to the sump of the engine.

07 - 31
 Tightening Torques and Use of Hydraulic Tools

07 - 32
 Operating Troubles, Emergency Operation

08. Operating Troubles, Emergency

Operation

08.1. Troubleshooting V2

Preventive measures, see chapter 03 and 04. Some possible oper‐

ating troubles require prompt action. Operators should acquire knowl‐
edge of this chapter for immediate action when needed.

Trouble See chapter,

section
Possible reason
1. Crankshaft does not rotate at starting attempt
a) Turning device is connected. 03.1.1, 21
NOTE! Engine cannot be started when turning device is connected. However, before
starting, always check that turning device is disconnected.
b) Starting air pressure too low, shut-off valve on starting air inlet pipe closed 21, 21.4
c) Jamming of starting valve in cylinder head 21.3
d) Jamming of starting air distributor piston 21.2
e) Jamming of blocking valve on turning device. 21
f) Starting air solenoid valve faulty 21.1
g) Inlet or exhaust valve jamming when open. "Negative" valve clearance (strong blowing 12
noise).
h) Starting automation on outside engine faulty 03.2, 23.1

2. Crankshaft rotates but engine fails to fire

a) Too low speed (1b),
b) Automatic shut-down device is not in start position 23.5.2
c) Load limit of control shaft or of governor is set at too low a value Fig 22-1
d) Starting fuel limiter wrongly adjusted 23.4.3
e) Some part of fuel control mechanism jamming and prevents fuel admission 22.1
f) Fuel and injection system not vented, pipe connections between injection pumps and 16.3, 17
valves not tightened
g) Fuel filter outside the engine clogged
h) Three-way cock of fuel filter wrongly set, valve in fuel inlet pipe closed, fuel day tank
empty, fuel feed pump not started or faulty
i) Stop lever in stop position

08 - 1
 Operating Troubles, Emergency Operation

2. Crankshaft rotates but engine fails to fire

j) Very low air and engine temperatures (preheat circulating water!) in connection with fuel 02.1
of low ignition quality
k) Fuel insufficiently preheated or precirculated 02.1Fig 02-1
l) Too low compression pressure (1f)

3. Engine fires irregularly, some cylinders do not fire at all

a) See point 1f, 2f, g, h, k, l, 4d
b) Injection pump control rack wrongly adjusted
c) Injection pump control sleeve does not mesh properly with rack (may cause overspeed 22.3.1
if set in direction towards increased fuel quantity)
d) Injection pump faulty (plunger or tappet sticking; delivery valve spring broken, delivery 16
valve sticking, constant pressure relief valve leaking)
e) Injection valve faulty; nozzle holes clogged 16
f) Piston rings ruined; too low compression pressure 11.3.2
g) 8...18-cylinder engines. It may be troublesome to make these fire on all cylinders when
idling, due to the small quantity of fuel required. In normal operation this is acceptable.
In special cases, in engines which have to idle continuously for longer periods (several
hours), for some reason, it is advisable to adjust the rack positions carefully (reduce rack
position somewhat on those cylinders having the highest exhaust gas temperatures, in‐
crease somewhat on those cylinders not firing). This adjustment should be done in small
steps and the difference between rack positions of various cylinders should not exceed
0.5 mm.

4. Engine speed not stable

a) Governor adjustment faulty (normally too low compensation) 22.4
b) See point 2f
c) Fuel feed pressure too low 01.2
d) Water in preheated fuel (vapour lock in injection pumps)
e) Loading automation (e.g. controllable pitch propeller) outside engine faulty 23.1

5. Knocks or detonations occur in engine

(if reason cannot be found immediately, stop the engine!)
a) Big end bearing clearance too large (loose screws!) 06.2 pos. 11,
07.3, 11.3.3
b) Valve springs or injection pump tappet spring broken 12, 16
c) Inlet or exhaust valve jamming when open
d) Too large valve clearances 06.1, 12.6
e) One or more cylinders badly overloaded (3b, c)
f) Injection pump or valve tappet guide block loose 16.3,
14.1.2.3,
07.1
g) Initial phase of piston seizure
h) Insufficient preheating of engine in combination with fuel of low ignition quality
i) Fuel injection timing wrong. See point 9c.

08 - 2
 Operating Troubles, Emergency Operation

6. Dark exhaust gases

a) Late injection (wrongly set camshaft drive) 06.1, 16.2.2,
13.1.2
b) See points 3b, c, d, e
c) Insufficient charge air pressure: Test Records
- air intake clogged 15.1
- turbocharger compressor dirty 15.1, 15.2.4
- charge air cooler clogged on air side 15.4.3
- turbocharger turbine badly fouled
Note! Engines starting on heavy fuel may smoke if left idling.

7. Engine exhaust gases blue-whitish or gray-whitish

a) Excessive lubricating oil consumption due to: gas blow-by past piston rings; worn or bro‐ 03.4, 11.3.2
ken oil scraper rings or worn cylinder liners; sticking compression rings; compression
rings turned upside-down; ring scuffing (burning marks on sliding surfaces)
b) Blue-whitish exhaust gases may occasionally occur when engine has been idling for a
lengthy time or at low ambient temperature, or for a short time after starting
c) Gray-whitish exhaust gases due to water leakage from exhaust boiler, turbocharger/ wa‐
ter in fuel

8. Exhaust gas temperature of all cylinders abnormally high

a) Engine badly overloaded (check injection pump rack positions) Test Records
b) See point 6c
c) Charge air temperature too high Test Rec,
01.2
- charge air cooler clogged on water side or dirty on air side
01.3
- water temperature to air cooler too high, water quantity insufficient
01.3
- engine room temperature abnormally high
d) Excessive deposits in cylinder head inlet or exhaust ports
15.3
e) Exhaust pipe pressure after turbine high

9. Exhaust gas temperature of one cylinder above normal Test Records

a) Faulty exhaust gas temperature measurement 23.8 03.4.1
b) Exhaust valve
- jamming when open
- "negative" valve clearance
- sealing surface blown by (burned)
c) Faulty injection valve
06.1
- opening pressure much too low
16.4.4
- sticking of nozzle needle when open
- broken spring
- nozzle cracked
d) Late injection 06.1, 16.2.3

08 - 3
 Operating Troubles, Emergency Operation

9. Exhaust gas temperature of one cylinder above normal Test Records

e) Fuel supply insufficient (filter clogged) 17.2
f) Injection pump faulty , fuel rack sticking in high 16
g) Screw in injection pump lifter loose, check hight of screw 16.2

10. Exhaust gas temperature of one cylinder below normal

a) Faulty exhaust gas temperature sensor ,23.8, 03.4.1
b) See points 2f, h, 3b, c, d, e
c) Leaky injection pipe or pipe fittings 16.3
d) When idling, see point 3g 03.4.1

11. Exhaust gas temperatures very unequal

a) See points 9a, c, e
b) Too low fuel feed pressure; too small flow through injection pumps. (see points 2h, i). May 01.2
cause great load differences between cylinders although injection pump rack positions
are the same. Dangerous! Causes high thermal overload in individual cylinders.
c) See points 1f, 6b
d) When idling, see point 3g
e) Exhaust pipe or turbine nozzle ring partly clogged
f) Apply to 8- and 16-cylinder engines. The difference in exhaust gas temperatures between
two cylinders is normally higher.

12. Lubricating oil pressure lacking or too low 01.2

a) Faulty pressure sensor 23.8
b) Lubricating oil level in oil sump too low 01.1, 18.1
c) Lubricating oil pressure control valve out of adjustment or jamming 18.4
d) Leakage in lubricating oil suction pipe connections 18
e) Lubricating oil badly diluted with diesel oil, viscosity of oil too low 02.2.1 ,
02.2.3
f) Lubricating oil pipes inside engine loose or broken 18
g) Lubricating oil filter clogged 18

13. Too high lubricating oil pressure

a) See points 12a and c

14. Too high lubricating oil temperature 01.2

a) Faulty thermometer
b) Insufficient cooling water flow through oil cooler (faulty pump, air in system, valve closed), 19.3
too high raw water temperature
01.3
c) Oil cooler clogged, deposits on tubes 18.5
d) Faulty thermostat valve 18.6

08 - 4
 Operating Troubles, Emergency Operation

15. Abnormally high cooling water outlet temperature, 01.2

difference between cooling water inlet and outlet temperatures too large
a) One of temperature sensors faulty
b) Circulating water cooler clogged, deposits on tubes
c) Insufficient flow of cooling water through engine (circulating water pump faulty), air in 19.7
system, valves closed
03.4.1
d) Thermostat valve faulty 19.8

16. Water in lubricating oil 02.2.3 ,

03.4.1
a) Leaky oil cooler 18.5
b) Faulty lubricating oil separator. See separator instruction book! 02.2.3

17. Water in charge air receiver 15.4

(escapes through drain pipe in air cooler housing)
a) Leaky air coolers
b) Condensation (too low charge air cooling water temperature) 03.4.1, Fig
03-2

18. Engine looses speed at constant or increased load

a) Engine overloaded, a further increase of fuel supply is prevented by the mechanical load 22.1, Fig
limiter 22-1
pos. 11
b) See points 2c, f, g, h, i
c) See points 4c, d, 5g

19. Engine stops

a) Shortage of fuel, see points 2h, i
b) Automatic stop device has tripped 23.5 23.4
c) Faulty governor or governor drive 22.4
d) Faulty power supply to automation system 23.3.4

20. Engine does not stop although stop lever is set in stop position or remote stop signal is
given
a) Injection pump control rack wrongly set (3b, c). Block fuel supply as near the engine as
possible (e.g. by fuel filter three-way cock). Before restarting the engine, the fault must
be located and corrected. Great risk of overspeed.
b) Faulty stop automation. Stop by means of stop lever 23.5 23.4
c) The engine driven by generator or propeller or by another engine connected to same
reduction gear

08 - 5
 Operating Troubles, Emergency Operation

21. Engine overspeeds and does not stop although

overspeed trip device trips
a) Injection pump control rack wrongly set (3b,c). Load the engine, if possible. Block fuel
supply, e.g. by means of fuel filter three-way cock.
b) An overspeeding engine is hard to stop. Therefore, check regularly the adjustment of the 22.3.1
control mechanism (the injection pump rack positions):
1) the stop lever being in stop position or the overspeed trip device being tripped and the
speed governor at max. fuel admission
2) the stop lever and the overspeed trip being in work position and the speed governor in
stop position. This control should be done always when the control mechanism or the
injection pumps have been touched.

08.2. Emergency operation

08.2.1. Operation with defective air cooler(s) V2

If the water tubes of an air cooler are defective, the cooling water may
enter the cylinders. If water or water mist flows out of the drain pipe
at the bottom of the cooler housing, check whether it is raw water or
condensate. If condensate, reduce cooling (see chapter 03, Fig
03-2). If raw water, stop the engine as soon as possible and fit a spare
cooler.
If no spare cooler is available, the following can be done as an emer‐
gency solution:
a) If there is not time enough to remove the defective cooler and repair
it, shut off water supply and return pipes.
b) Operating with a partially plugged, shut-down or removed air cooler.
Engine output must be limited so that the normal full load exhaust
temperatures are not exceeded. The turbocharger may surge before
the admissible exhaust temperatures are reached. In such a case,
engine load must be reduced further to avoid contin‐ uous surging.

08.2.2. Operation with defective turbocharger(s) V2

A defective turbocharger is to be treated in accordance with the serv‐

ice instructions given in the turbocharger instruction book (blocking of
rotor, blanking of turbocharger etc.). See chapter 15, section 15.3.

08 - 6
 Operating Troubles, Emergency Operation

08.2.3. Operation with defective cams V2

If the camshaft piece with damaged cams cannot be removed and

replaced by a new one, the engine can be kept running by the fol‐
lowing measures:
a) Injection pump cams:
Lock the injection pump tappet in upper position by a locking plate
800066 included in the tool set.

Note!
Concerning torsional vibrations and other vibrations, see section
08.2.5

When operating with a shut-off injection pump over a long period, the
valve push rods of the inlet and outlet valves are to be removed, and
the indicator valve on the respective cylinder is to be opened once an
hour to allow any accumulated oil to escape.
With one cylinder out of operation, reduce load to prevent exhaust
temperature of the remaining cylinders from exceeding normal full
load temperatures.
b) Valve cams
Stop fuel injection to the cylinder concerned, see chapter 16.1. Re‐
move the valve push rods and hang up the tappet in upper position
by locking pins 800067 included in the tool set. Mount the tubes cov‐
ering the push rods.

Caution!
Note with locked tappet in upper position should the push rods be
removed otherwise will the piston contact with the valves.

Note!
Concerning torsional vibrations and other vibrations, see section
08.2.5

With one cylinder out of operation, reduce load to prevent exhaust

temperatures of the remaining cylinders from exceeding full load tem‐
peratures.

08.2.4. Operation with removed piston and

connecting rod V2

If damage on piston, connecting rod or big end bearing cannot be

repaired, the following can be done to allow emergency operation:

08 - 7
 Operating Troubles, Emergency Operation

1 Remove the piston and the connecting rod.

2 Cover lubricating oil bore in crank pinwith a suitable hose clip, and
secure.
3 Fit completely assembled cylinder headbut omit valve push rods.
4 Prevent starting air entry to the cylinder headby removing pilot air
pipe.
5 Hang up the injection pump tappet and valve tappets as described in
section 8.2.3

Note!
Concerning torsional vibrations and other vibrations, see section
08.2.5

With one cylinder out of operation, reduce load to prevent exhaust

temperature of the remaining cylinders from exceeding normal full
load temperatures.
If the turbocharger(s) surges, reduce load further to avoid continuous
surging.
Operation with removed piston and connecting rod, from one or more
cylinders, should be performed only in absolute emergency condi‐
tions when there are no other means of proceeding under own power.

08.2.5. Torsional vibrations V1

When running the engine with one cylinder, or more, out of operation,
the balance of the engine is disturbed and severe, or even dangerous,
vibrations may occur. The vibration conditions are, in practice, de‐
pendent on the type of the installation.
As a general advice, when there are cylinders out of order:
● Reduce load as much as possible.
● Keep the speed in a favourable range (completely depending on
the type of installation).
● If one or several pistons are removed, lowest possible speed
should be used.

08 - 8
 Specific Installation Data

09. Specific Installation Data

09.1. Marine installations V1

Chapter 09 is reserved for specific installation data.

Depending on installation, the specific installation data can also be
found from separate binder, "Attachments".

09.2. Power installations V1

All test reports and certificates are collected in series 8 Quality re‐
cords. The specific installation data can be found from binder 7A 02
01.

09 - 1
 Specific Installation Data

09 - 2
 Engine Block with Bearings, Oil Sump and Cylinder liner

10. Engine Block with Bearings, Oil Sump

and Cylinder liner V2

Data and dimensions

Material: The engine block is cast in one piece. The main water and lubricating
Nodular cast iron oil distributing pipes and the charge air receiver are integrated in the
Weight (dry): engine block. The main bearing caps, which support the underslung
9 100 kg (6L32)
12 000 kg (8L32) crankshaft, are clamped by hydraulically tensioned screws, two from
13 600 kg (9L32) below and two horizontally. The bearing shells are axially guided by
12 000 kg (12V32) lugs to provide correct assembly.
16 000 kg (16V32)
18 000 kg (18V32) A combined flywheel/thrust bearing is located at the driving end. The
20 000 kg (20V34SG) flywheel bearing shells are of the same type as the main bearings.
The four thrust washers guide the crankshaft axially.
The camshaft bearing bushes are fitted in housings directly machined
in the engine block.
The cylinder liners are made of special alloyed cast iron. To eliminate
the risk of bore polishing, the liner is provided with an anti-polishing
ring at the upper part.
The crankcase covers, as well as other covers, tighten against the
engine block by rubber sealing's and four screws each. On one side
of the engine the crankcase covers are equipped with safety valves
which relieve the over pressure in case of a crankcase explosion. The
crankcase is furthermore provided with a vent pipe. This pipe should
be conducted away from the engine room.

10.1. Oil sump V2

Data and dimensions

Material: The light, welded oil sump is attached to the engine block and is
Steel plates sealed off by a rubber sealing. Suction pipes to the lube oil pump and
Weight: if used, for the separator, as well as for the main lube oil distributing
930 kg (6L32)
1 200 kg (8L32) pipe for crankshaft bearings, are incorporated in the oil sump.
1 400 kg (9L32) From the main distributing pipe the lube oil is led up to the main bear‐
1 300 kg (12V32)
1 700 kg (16V32) ing through a hydraulic jack, by means of which the bearing cap can
1 900 kg (18V32) be lowered and lifted, e.g. when inspecting the bearings.
2 100 kg (20V34SG)
An oil dipstick is located in the engine block. The oil dipstick indicates
the maximum and minimum limits between which the oil level may
vary. Keep the oil level near the max. mark and never allow the level

10 - 1
 Engine Block with Bearings, Oil Sump and Cylinder liner

to go below the min. mark. The limits apply to the oil level in a running
engine. One side of the dipstick is graduated in centimeter. This scale
can be used when checking the lubricating oil consumption.

Note!
In marine installations; Check the oil level only when the ship has a
same trim.

10.2. Main bearings

10.2.1. Dismantling of the main bearing V2

1 Remove the crankcase covers on each side of the bearing, on both

sides of the engine.
2 Remove the main bearing temperature sensor and the clamps for the
cable.
3 Mount the distance sleeve800042 and the hydraulic tool 800041 into
position on the side screw (A), see Fig 10-3. One or two nuts can be
loosened simultaneously.

10 - 2
Engine Block with Bearings, Oil Sump and Cylinder liner

4 Open the nuts of the side screws as described in Fig 10-1.

Dismantling with hydraulic tools

Hydraulic oil

1. Mount the cylinders. 2. Connect the hoses and open the pressure release
valve.Tighten the cylinders to expel oil out of these. 3. Turn the cylinders 180
counter-clockwise. 4. Close the valve and pump pressure according to stated
value. 5. Open the nuts about half a turn. 6. Open the release valve and remove
the tool.

Fig 10-1 HYD2A V1

5 Turn the crankshaft to the BDC at the cylinder concerned.

6 Mount the distance sleeve800095 into position on the main bearing
screw (B1) and insert the pin 800049, see Fig 10-3.
7 Mount the hydraulic tool800046 on the same main bearing screw, by
using the tool 800051.
8 Apply the sleeve and hydraulic cylinder onto main bearing screw
(B2) by the same procedure.
9 Open the nuts of the main bearing screws as described in adjacent
figure. Both nuts should be loosened at the same time.
10 Remove the hydraulic tools.
11 Remove the nuts of the main bearing screws.
12 Connect the hoses of the hydraulic pump800059 and to the side
marked DOWN on the hydraulic jack, see Fig 10-2. Connect the return
hose to the side marked UP and an additional quick coupling male
part to the free end of the return hose and place it in the crankcase.
13 Unscrew the side screws of the main bearing cap to be lowered. Use
the stud tool 800044.
14 Lower the main bearing cap by pumping oil to the hydraulic jack with
the hydraulic pump.
15 Remove the lower bearing shell.

10 - 3
 Engine Block with Bearings, Oil Sump and Cylinder liner

16 Insert the turning tool800004 into the main bearing journal radial oil
hole.
17 Turn the crankshaft carefully until the bearing shell has turned 180°
and can be removed. Remove the turning tool.
18 Cover the main bearing journal oil holes with tape.

Note!
At least every third main bearing must always remain mounted to
support the crankshaft.

Hydraulic jack

1.Straight side of main bearing cap 2.Connection for DOWN

Fig 10-2 401002 V1

10 - 4
 Engine Block with Bearings, Oil Sump and Cylinder liner

Use of hydraulic cylinders

I II

A1 A2

B1 B2

IOperating side IIRear side

Fig 10-3 401001 V2

Hydraulic cylinder combination

Screw A1 A2 B1 B2
Hydraulic tool Main bearing and thrust bearing screws Main bearing screws
Cylinder 800041 (3V86B78) 800046 (3V86B218)
Sleeve 800042 (3V86B46) 800095 (3V86B333)
Pin 800043 (4V86B11) 800049 (4V86B02)

10 - 5
 Engine Block with Bearings, Oil Sump and Cylinder liner

Hydraulic cylinder combination

Action/Screw Comments Hydraulic pressure
Loosening A1 A2 One by one in order according to free choice. Two nuts 615...635 bar
per side can be loosened simultaneously
B1 B2 Always loosened simultaneously 615...635 bar
Tightening B1 B2 Simultaneously hand tight with pin 4V86B02
A2 A2 bolt tensioned first with 100 bar hydraulic pressure 100 bar
and the nut turned with pin to contact
B1 B2 1. Tighten simultaneously with 250 bar hydraulic pres‐ 250 bar
sure
2. Release the pressure 0 bar
3. Tighten simultaneously with 615 bar hydraulic pres‐ 615 bar
sure
A2 Tighten one or two nuts simultaneously on the same 250 bar
side, first step with 250 bar hydraulic pressure
A1 Tighten one or two nuts simultaneously on the same 250 bar
side, first step with 250 bar hydraulic pressure
A2 Tighten one or two nuts simultaneously on the same 615 bar
side, second step with 615 bar hydraulic pressure
A1 Tighten one or two nuts simultaneously on the same 615 bar
side, second step with 615 bar hydraulic pressure

10.2.2. Inspection of main bearings and journals V2

Clean the bearing shells and check for wear, scoring and other dam‐
ages.
a) Trimetal bearings can be used until the overlay is partially worn
off. When the under-laying nickel-barrier or the lining material is ex‐
posed in any area, the bearing must be replaced.

Warning!
Never re-install a bearing with the nickel-barrier exposed in any part
of the bearing shell.

b) Bi-metal bearings. Wear is settled by measuring the thickness of

the lower bearing shells. For this purpose a ball anvil micrometer can
be used. The wear limit in section 06.2 must be applied. If the thick‐
ness of lower bearing shells have not reached the wear limit and the
difference in thickness of all lower bearing shells is max. 0.03 mm,
the shells can be used again.

Warning!
Mark the new bearings with the bearing numbers.

10 - 6
Engine Block with Bearings, Oil Sump and Cylinder liner

The main bearing journals should be inspected for surface finish.

Damaged journals, i.e. rough surface, scratches, marks of shocks
etc., should be polished. If, after a longer running period, considerably
uneven wear appears, see section 06.2, the crankshaft may be re‐
ground and used together with thicker bearing shells, see Spare Parts
Catalogue.
No scraping or other damage of bearing shells, caps and saddles is
allowed. Burrs should be locally removed, only.

10.2.3. Assembly of main bearing V2

1 Clean the main bearing shells, the cap and the journal very carefully.
2 Remove the protecting tape from the journal oil holes and lubricate
the journal with clean engine oil.
3 Lubricate the bearing surface, back side and end faces of the upper
bearing shell with clean lubricating oil.

Warning!
The bearing shell can be completely destroyed (deformed) during the
assembly, if it is not lubricated carefully.

4 Place the end of the bearing shell in the slot between the journal and
the bearing bore, with the lug guiding in the oil groove, and push it by
hand as far as possible (recommended 2/3 of its length).
5 Insert the turning tool800004 into the main bearing journal radial oil
hole and turn the crankshaft carefully until the bearing shell has turned
into position. Take care that the bearing shell lug slides into the oil
groove without being damaged.

Caution!
A bearing shell forced into its place can be completely destroyed due
to deformation.

6 Remove the turning tool.

7 Lubricate the bearing surface of the lower bearing shell with clean
lubricating oil and place it in the bearing cap.
8 Remove the quick coupling from the return hose and reverse the oil
feed to the hydraulic jack. Mount the quick coupling male part to the
free end of the hose and place it in the crankcase.
9 Lift the main bearing cap by pumping oil to the hydraulic jack with the
hydraulic pump. Mount the main bearing nuts by hand. Remove the
hoses from the hydraulic jack.

10 - 7
 Engine Block with Bearings, Oil Sump and Cylinder liner

10 Mount the side screws into the main bearing cap. Lubricate those
threads of the screw that enters the bearing cap. Note! Replace the
O-rings on the side screws.
11 Tighten the side screws using the stud tool 800044. Mount the nuts
by hand.
12 Mount the distance sleeves800042 and the hydraulic tool 800041 into
position on the side screw (A2) on the rear side on a in-line engine,
and B-bank on a V-engine, i.e. the straight side of the bearing cap,
see Fig 10-2. One or two nuts can be tightened simultaneously on the
same side, see Fig 10-3.
13 Rise the hydraulic pressure in the tool to 100 bar and turn the nut to
contact by the pin 800043.
14 Mount the distance sleeve800095 into position on the main bearing
screw (B1) and insert the pin 800049, see Fig 10-3.
15 Mount the hydraulic tool800046 on the same main bearing screw, by
using the tool 800051.
16 Apply the sleeve and hydraulic cylinder onto main bearing screw
(B2) by the same procedure.

10 - 8
Engine Block with Bearings, Oil Sump and Cylinder liner

17 Tighten the nuts of the main bearing screws as described in Fig

10-4. Both screws must be tightened at the same time and in two
steps. Turn the nuts with the pin 800049.

Reassembly with hydraulic tools

Hydraulic oil

1. Mount the nuts, the distance sleeves and the cylinders. 2. Connect the hoses,
open the pressure release valve. Tighten the cylinders to expel oil out of
these. 3. Close the valve and pump pressure to stated value for step 1. 4. Turn
the nuts until close contact is reached. 5. Release the pressure by opening the
valve. 6. Close the valve and pump pressure to the full stated value.7. Turn the
nuts until close contact is reached. 8. Open the valve and remove the tool set.

Fig 10-4 HYD2A V1

Note!
The hydraulic pressure in the tool must keep stable when tightening
the nuts.

18 Connect the hydraulic pump and hose to the tool on the already pre‐
tightened side screw (A2), see Fig 10-3.
19 Rise the hydraulic pressure in the tool to 250 bar and turn the nut to
contact by the pin 800043.
20 Mount the distance sleeve800042 and the hydraulic tool 800041 into
position on the opposite side screw (A1).
21 Rise the hydraulic pressure in the tool to 250 bar and turn the nut
(A1) to contact.
22 Tighten the side screw (A2) to full stated pressure.
23 Tighten the side screw (A1) to full stated pressure.
24 Remove the tools, mount the main bearing temperature sensor, the
cable clamps and the crankcase covers.

10 - 9
 Engine Block with Bearings, Oil Sump and Cylinder liner

10.3. Flywheel/trust bearing

10.3.1. Dismantling of flywheel/thrust bearing V2

1 Remove the crankcase covers next to the flywheel end, on both sides
of the engine.
2 Remove the main bearing temperature sensor and the clamps for the
cable.
3 Mount the distance sleeve800042 and the hydraulic tool 800041 into
position on the side screw (A), see Fig 10-3. One or two nuts can be
loosened simultaneously.
4 Open the nuts of the side screws as described in Fig 10-5.

Dismantling with hydraulic tools

Hydraulic oil

1. Mount the cylinders. 2. Connect the hoses and open the pressure release
valve.Tighten the cylinders to expel oil out of these. 3. Turn the cylinders 180
counter-clockwise. 4. Close the valve and pump pressure according to stated
value. 5. Open the nuts about half a turn. 6. Open the release valve and remove
the tool.

Fig 10-5 HYD2A V1

5 Mount the distance sleeve800095 into position on the main bearing

screw (B1) and insert the pin 800049, see Fig 10-3.
6 Mount the hydraulic tool800046 on the same main bearing screw, by
using the tool 800051.
7 Apply the sleeve and hydraulic cylinder onto main bearing screw
(B2) by the same procedure.
8 Open the nuts of the main bearing screws as described in adjacent
figure. Both nuts should be loosened at the same time.

10 - 10
Engine Block with Bearings, Oil Sump and Cylinder liner

9 Remove the hydraulic tools.

10 Remove the nuts of the flywheel/thrust bearing screws.
11 Connect the hoses to the hydraulic pump800059 and to the side
marked DOWN on the hydraulic jack, see Fig 10-2. Connect the return
hose to the side marked UP and an additional quick coupling male
part to the free end of the return hose and place the end in the crank‐
case.
12 Unscrew the side screws of the flywheel/thrust bearing cap. Use the
stud tool 800044.
13 Lower the bearing cap by pumping oil to the hydraulic jack with the
hydraulic pump.
14 Remove the lower bearing shell and the thrust washers. To remove
the thrust washer next to the driving end, an M6 screw can be fitted
to each end of the washer, see Fig 10-6.
15 Insert the turning tool800005 into the bearing journal radial oil hole.
16 Turn the crankshaft carefully until the bearing shell has turned 180°
and can be removed. Remove the turning tool.
17 Remove the thrust washers.
18 Cover the main bearing journal oil holes with tape.

10 - 11
 Engine Block with Bearings, Oil Sump and Cylinder liner

19 Check the bearing in the same way as the main bearings, section
10.2.2. The thrust washers on the same side have to be changed in
pairs.

Thrust bearing

Fig 10-6 401006 V1

10.3.2. Assembling of flywheel/thrust bearing V2

1 Clean the bearing shells, washers, cap and journal very carefully.
2 Remove the protecting tape from the main bearing journal oil holes
and lubricate the journal with clean engine oil.
3 Lubricate the bearing surface, back side and end faces of the upper
bearing shell with clean lubricating oil.
4 Place the end of the bearing shell in the slot between the journal and
the bearing bore and push it by hand as far as possible (recommen‐
ded 2/3 of its length).

10 - 12
Engine Block with Bearings, Oil Sump and Cylinder liner

5 Insert the turning tool800005 into the bearing journal radial oil hole
and turn the crankshaft carefully until the bearing shell has turned into
position.

Caution!
A bearing shell forced into its place can be completely destroyed due
to deformation.

6 Remove the turning tool.

7 Lubricate the bearing surfaces and back sides of the upper thrust
washers and push the washers into position by hand. To facilitate the
mounting of the washer, the crankshaft can be axially displaced in
each direction.
8 Lubricate the bearing surfaces of the lower thrust washers and push
them into position on the guiding pins in the bearing cap. For mounting
the thrust washer next to the driving end an M6 screw can be fitted to
each end of the washer, see Fig 10-6.
9 Lubricate the bearing surface of the lower bearing shell with clean
lubricating oil and place the shell in bearing cap.
10 Remove the quick coupling from the return hose and reverse the oil
feed to the hydraulic jack. Mount the quick coupling male part to the
free end of the hose and place it in the crankcase.
11 Lift the main bearing cap by pumping oil to the hydraulic jack with the
hydraulic pump. Mount the main bearing nuts by hand. Remove the
hoses from the hydraulic jack.
12 Mount the side screws into the main bearing cap. Lubricate those
threads of the screw that enters the bearing cap. Note! Replace the
O-rings on the side screws.
13 Tighten the side screws using the stud tool 800044. Mount the nuts
by hand.
14 Mount the distance sleeves800042 and the hydraulic tool 800041 in
position on the side screws (A2) on the rear side on a in-line engine,
or B-bank on a V-engine, i.e. the straight side of the bearing cap, see
Fig 10-2. One or two side screws (A2) can be tightened simultane‐
ously on the same side,see Fig 10-3.
15 Rise the pressure in the hydraulic tool to 100 bar and turn the nut to
contact by the pin 800043.
16 Mount the distance sleeve800095 into position on the main bearing
screw (B1) and insert the pin 800049, see Fig 10-3.
17 Mount the hydraulic tool800046 on the same main bearing screw, by
using the tool 800051.
18 Apply the sleeve and hydraulic cylinder onto main bearing screw
(B2) by the same procedure.

10 - 13
 Engine Block with Bearings, Oil Sump and Cylinder liner

19 Tighten the nuts of the main bearing screws as described in Fig

10-7. Both screws must be tightened at the same time and in two
steps, see Fig 10-3. Turn the nuts using the pin 800049.

Reassembly with hydraulic tools

Hydraulic oil

1. Mount the nuts, the distance sleeves and the cylinders. 2. Connect the hoses,
open the pressure release valve. Tighten the cylinders to expel oil out of
these. 3. Close the valve and pump pressure to stated value for step 1. 4. Turn
the nuts until close contact is reached. 5. Release the pressure by opening the
valve. 6. Close the valve and pump pressure to the full stated value.7. Turn the
nuts until close contact is reached. 8. Open the valve and remove the tool set.

Fig 10-7 HYD2A V1

Note!
The hydraulic pressure in the tool must keep stable when tightening
the nuts.

20 Connect the hydraulic pump and hose to the tool on the already pre‐
tightened side screw (A2), see Fig 10-3.
21 Rise the pressure in the hydraulic tool to 250 bar and turn the nut to
contact with the pin 800043.
22 Mount the distance sleeve800042 and the hydraulic tool 800041 in
position on the opposite side screw (A1), see Fig 10-3.
23 Rise the pressure in the hydraulic tool to 250 bar and turn the nut (A1)
to contact.
24 Tighten the side screw (A2) to full stated pressure.
25 Tighten the side screw (A1) to full stated pressure.
26 Remove the tools, mount the main bearing temperature sensor, the
cable clamps and the crankcase covers.

10 - 14
 Engine Block with Bearings, Oil Sump and Cylinder liner

10.4. Cylinder liner

10.4.1. Maintenance of cylinder liner V2

Data and dimensions

Material:
1 Honing of cylinder liner bore Always hone the cylinder liner when
Special grey cast new piston rings are mounted. Normally a light honing is sufficient.
Weight: 238 kg If the honing is done when the cylinder liner is on its place in the
engine block, the crankshaft under the cylinder liner concerned
must be covered by plastic film. Honing rests must be prevented
from falling into the oil sump of the engine. For the honing process
the following instructions are prescribed:
● The honing is to be carried out by means of Plateau honing.
● Only ceramic hones with a coarseness of 80 and 400 should be
30° used. The hones with a coarseness of 80 should be used for
about 20 strokes or until the polished areas in the cylinder liner
are over scraping. The hones with a coarseness of 400 should
be used for about 30 strokes to give the correct surface finish.
● The pitch angle of the honing lines in the cross hatch pattern
should be about 30°, which is achieved by combining for
example 40 strokes/min with a rotational speed of 100 RPM.
● As coolant a honing oil is preferred, but a light fuel oil 2-15 cSt
could also be used.
● After honing, the liner bore must be carefully cleaned by using
a suitable brush, water (preferably hot) and soap or cleaning
fluid, alternatively, light fuel oil. Then dry with a cloth and
lubricate with engine oil for corrosion protection.
The honing equipment 800008 is delivered with the engine.
2 Check the inner diameter of the cylinder liner.
3 Cleaning of the cylinder liner cooling bores The cooling bores in
the collar can be cleaned by boring with a suitable drill (ø 9.5 - 10
mm).

10.4.2. Removing the cylinder liner V3

1 Drain the engine cooling water and remove the cylinder head and
piston with connecting rod upper part. See sections 12.2 and
11.3.1.
2 Remove the protecting cover and assemble the lifting tool 800007 ,
see Fig 10-8.
3 Unscrew the fixing screws from the water jacket.

10 - 15
 Engine Block with Bearings, Oil Sump and Cylinder liner

4 Lift the cylinder liner with water jacket 15-20 cm to enable removal of
the sensors.
5 Remove the temperature sensors
6 Lower the liner carefully back into the bore of the engine block.
7 Tighten the fixing screws by hand.
8 Loosen the fastening screw (5) (only in alternative design).
9 Lift out the cylinder liner.
10 Remove the water jacket (1), see Fig 10-8.

10.4.3. Mounting of the cylinder liner V3

1 Check that all guide and contact faces of the engine block and cylinder
liner are clean and intact, if needed use a fine grinding stone or emery
cloth.
2 Check that the O-ring groove for the cooling water channel on the
engine block is clean and insert new O-ring.
3 Mount the water jacket (1) and tighten the fixing screws by hand.
4 Lubricate the guiding faces with grease and assemble the lifting tool,
see Fig 10-8.
5 Check that the O-ring grooves of the cylinder liner are clean and insert
new O-rings. Lubricate the O-rings with soap or similar.

Note!
The O-rings in the cooling water spaces must not be lubricated with
oil based lubricants.
6 Lower the liner carefully into the bore of the engine block. When the
lower part of the liner touches the engine block, align the liner so that
the distinct mark on the liner is directed towards the driving end of the
engine, on the V-engine B-bank towards the free end of the engine,
see Fig 10-8.

Note!
Design with sensors slight upwards, do not lower it completely yet, to
ease the mounting of the temperature sensors.
7 Mount the screw (5) and loosen the water jacket fixing screws (only
in alternative design).
8 Lift the cylinder liner with water jacket 15-20 cm to enable assembling
of the sensors (only in alternative design).
9 Assemble the temperature sensors.
10 Lower the liner into the bore and remove the lifting tool.
11 Tighten the water jacket fixing screws to the stated torque.

10 - 16
 Engine Block with Bearings, Oil Sump and Cylinder liner

12 Check the inner diameter of the cylinder liner, especially at the level
of the guiding surfaces.
13 Mount the piston with the connecting rod upper part, anti polishing
ring and cylinder head, see section 11.3.4 and section 12.4. Refill the
cooling water.
14 Check the O-ring seals from the water jacket while circulating cooling
water. If there is an engine driven cooling water pump, apply 3 bar
static pressure.

Removing and lifting of cylinder liner

800007

800007 Lifting tool for 800123

cylinder liner
800123 Fastening tool for 3
cylinder liner 1 4
1. Water jacket
2. O-ring 5
3. O-ring 2
4. O-ring Distinct mark
5. Screw*)

*) only in alternative design

Fig 10-8 401005 V1

10 - 17
 Engine Block with Bearings, Oil Sump and Cylinder liner

10 - 18
 Crank Mechanism: Crankshaft, Connecting Rod, Piston

11. Crank Mechanism: Crankshaft,

Connecting Rod, Piston

11.1. Counterbalancing of crankshaft V2

The crankshaft is counterbalanced by means of weights on the crank

webs. The Wärtsilä 32 engines have counterweights on all webs.

11.2. Crankshaft V2

The crankshaft is forged in one piece and provided with counter-

weights fastened with hydraulically tensioned screws.
At the driving end of the engine, the crankshaft is equipped with a V-
ring for sealing of the crankcase, a combined flywheel/thrust bearing
and a split gear wheel for camshaft driving.
At the free end, there is a gear for driving of pumps and usually a
vibration damper.
The crankshaft can be turned by a electrical turning device operating
the flywheel. Separate instructions for the vibration damper are sub‐
mitted, if the engine is equipped with such.

11.2.1. Crankshaft alignment V2

The crankshaft alignment is always done on a thoroughly warm en‐

gine, immediately after the engine is stopped. The crankshaft align‐
ment should be carried out rapidly but carefully. Only the crankcase
cover for the cylinder being measured should be opened and it should
be closed immediately after measuring. It is recommended to switch
off any forced ventilation close to the engine.
1 Combine extensions with the transducerto the required length.
2 Connect cableon the measuring unit.
3 Turn on the measuring unitby pressing Power-button. Push "Light" if
needed.
4 Reset the measuring unitby pressing Reset-button.

11 - 1
 Crank Mechanism: Crankshaft, Connecting Rod, Piston

5 Turn crank of the first cylinder near BDC (bottom dead centre) and fit
the transducer to the centre marks (marked with yellow paint mark)
between two crank webs. The distance between centre mark and
contact surface of the counter weight and crank web is 145 mm, see
Fig 11-1.
The distance between the transducer and the connecting rod should
be as small as possible. Fix the cable on the crank web by using
suitable bandage or magnetic holder (4), see Fig 11-1

6 Adjust the transducerto a reading somewhere between +0.500 and

-0.500 and push "Zero".

Transducer position and crankshaft alignment

+
E A 3 0
I II
-

145
D B

1.Measuring unit 2.Cable 3.Transducer 4.Cable holder IOperating side IIRear

side (as seen from flywheel end)

Fig 11-1 401107 V1

11 - 2
Crank Mechanism: Crankshaft, Connecting Rod, Piston

7 Turning the crank and read deflectionsin the marked positions ac‐
cording toFig 11-1. Starting point for clockwise rotating engine is
measuring point "A" and counter-clockwise rotating engine measur‐
ing point "E". B is rear side, C is TDC (top dead centre), D is operating
side, A and E are BDC (bottom dead centre). Record readings in the
Measuring Record: "Crankshaft alignment".

Note!
During the alignment procedure the crankshaft should be turned in
the direction of rotation, only.

8 Repeat this procedure with other cylinders.

9 Following limits of misalignmentare stated for an engine having nor‐
mal running temperature (within 10 min after running at 60 % load, or
higher, for 6 h, or more):
For evaluating the vertical alignment should the difference between
C and it's opposite reading, i.e. the mean value E and A be used.
a) on the same crank, the difference between two diametrically op‐
posed readings must not exceed 0.08 mm after installing or re-align‐
ing. Re-alignment is necessary if this limit is exceeded by more than
0.04 mm. Except the cranks in the both ends.
b) on two adjacent cranks, the difference between two corresponding
readings must not exceed 0.06 mm, for crank No.1 to No.2 0.08 mm
if flex. coupling and 0.06 mm if fixed coupling. Re-alignment is nec‐
essary if these limits are exceeded by more than 0.02 mm.
c) when the crank pin for cyl.1 is at TDC, the reading should be neg‐
ative, max. -0.12 mm (-0.13 mm if flex. coupling).
d) when the last crank pin in the free end is at TDC in case of PTO
with support bearing, should the reading be positive max. 0.13 mm.
Before re-aligning the engine and the driven machinery, a control
measurement of the main bearings should be made.

Note!
In an engine having a normal ambient temperature, the corresponding
values must be based on experiences from the particular installation.

11.2.2. Measurement of thrust bearing axial

clearance V2

1 Lubricate the bearingsby running the prelubricating pump for a few

minutes.

11 - 3
 Crank Mechanism: Crankshaft, Connecting Rod, Piston

2 Apply a measure gauge,for instance, against the plane end surface

of the flywheel.
3 Move the crankshaftby a suitable lever in either direction until contact
is established with the thrust bearing.
4 Set the measure gauge at zero.
5 Move the crankshaftin the opposite direction, and read the axial clear‐
ance from the measure gauge.

Note!
Repeat the movement of crankshaft to ensure that correct clearance
is measured.

11.3. Connecting rod and piston V2

The connecting rod is of a three-piece design, so called "Marine type

connecting rod". The combustion forces are distributed over a maxi‐
mum bearing area. The relative movements between mating surfaces
are minimized.
The connecting rod is forged and machined of alloyed steel and split‐
ted horizontally in three parts to allow removal of piston and connect‐
ing rod parts. All connecting rod bolts are hydraulically tightened.
The piston is of the composite type with an nodular cast iron skirt and
a forged steel crown screwed together. The space, formed between
the crown and the skirt, is supplied with lubricating oil for cooling of
the crown by means of the cocktail shaker effect. The lubricating oil
is led from the main bearing, through the drilling's in the crankshaft,
to the big end bearing, and further through the drilling's in the con‐
necting rod, gudgeon pin and piston skirt, up to the cooling space,
and from there back to the oil sump.

Note!
Always handle the pistons with care.

The piston ring set consists of two chrome-plated compression rings

and one spring-loaded oil scraper ring.

11 - 4
Crank Mechanism: Crankshaft, Connecting Rod, Piston

Connecting rod parts

1.Connecting rod, upper part 2.Shim 3.Big end, upper half 4.Big end, lower
half 5.Big end

Fig 11-2 401101 V1

11.3.1. Removing of piston and upper part of

connecting rod for overhaul V2

1 Remove both crankcase coversadjacent to the connecting rod con‐

cerned on both side of engine.
2 Remove the cylinder headaccording section 12.2.
3 Mount the fastening toolfor cylinder liner 800123, see Fig 10-8.
4 Remove the anti-polishing ring.Insert the tool 800009 in the cylinder,
by cranking the engine, the piston pushes the anti-polishing ring out,
seeFig 11-4.
5 Clean the threaded hole(s)in the piston crown and fasten the lifting
tool 800012 by using the hexagon screws M12X40 (6).
6 Turn the crankshaft to the BDCthe cylinder concerned.
7 Open the upper connectionby lifting the distance sleeves and the hy‐
draulic tools in to position, see Fig 11-4.

11 - 5
 Crank Mechanism: Crankshaft, Connecting Rod, Piston

8 Connect the hosesof the hydraulic pump 800053 and proceed to open
the upper connection as described in Fig 11-3.

Dismantling with hydraulic tools

Hydraulic oil

1. Lift the distance sleeve. 2. Lift the hydraulic cylinder and screws in a one
package in pos. 3. Connect hoses, open valve. 4. Tighten the tool assembly,
until the piston and cylinder is on the same level, open the nuts by 180°. 5.
Close the valve, pump to required pressure. Open the nuts about half a turn.
6. Open the valve slowly and remove the tool.

Fig 11-3 HYD5A V1

11 - 6
Crank Mechanism: Crankshaft, Connecting Rod, Piston

9 Strain the screws by raising the pressureto the value stated in the
section 07.3 and proceed with opening the nuts.

Piston and connecting rod assembly

800012 C 6

800013 C

1
800010

800020 800009

800020

1. Cyl. nr. 6.Screw 7.Securing ring

800009Dismounting tool for antipolishing ring 800010Assembly tool for piston
800012Lifting tool for piston 800013Clamp device for piston rings 800020Hy‐
draulic tightening tool for connecting rod nuts

Fig 11-4 401105 V1

Caution!
The screws will be overloaded if the maximum hydraulic pressure is
exceeded.It is recommended to change the screws if maximum hy‐
draulic pressure is exceeded for some reason.

11 - 7
 Crank Mechanism: Crankshaft, Connecting Rod, Piston

10 Release the pressure slowlyand disconnect the hoses, unscrew the

tightening nuts and remove hydraulic tool as one package.
11 Remove the nuts.
12 Rotate the crank pinof the cylinder concerned in the TDC.
13 Separate the upper part (1) fromthe big end (5) by lifting the piston.

Warning!
Support the upper part of the connecting rod to avoid damaging the
cylinder liner.

Note!
To avoid damaging the guiding pins the separation of the upper part
(1) and the big end (5) should be done aligned.

14 Remove the shim (2),see Fig 11-2.

Note!
Do not mix the shims (2) with other connecting rod shims.

15 Mount the guiding plug800017 in the screw hole on the upper part of
the connecting rod, see Fig 11-8.
16 Lift out the piston and the upper part of connecting rod.
17 Repeat the steps above in the otherconnecting rod on the same crank
pin on an V-engine.

11.3.2. Changing of big end bearings V2

1 Remove both crankcase coversadjacent to the connecting rod con‐

cerned on both side of engine.
2 Turn the crankshaft to the BDCthe cylinder concerned.
3 Open the upper connectionby lifting the distance sleeves and the hy‐
draulic tools in to position, see Fig 11-4.

11 - 8
Crank Mechanism: Crankshaft, Connecting Rod, Piston

4 Connect the hosesof the hydraulic pump 800053 and proceed to open
the upper connection as described in Fig 11-5.

Dismantling with hydraulic tools

Hydraulic oil

1. Lift the distance sleeve. 2. Lift the hydraulic cylinder and screws in a one
package in pos. 3. Connect hoses, open valve. 4. Tighten the tool assembly,
until the piston and cylinder is on the same level, open the nuts by 180°. 5.
Close the valve, pump to required pressure. Open the nuts about half a turn.
6. Open the valve slowly and remove the tool.

Fig 11-5 HYD5A V1

5 Strain the screws by raising the pressureto the value stated in the
section 07.3 and proceed with opening the nuts.

Caution!
The screws will be overloaded if the maximum hydraulic pressure is
exceeded. It is recommended to change the screws if maximum hy‐
draulic pressure is exceeded for some reason.

6 Release the pressure slowlyand disconnect the hoses, unscrew the

tightening nuts and remove hydraulic tool as one package.
7 Remove the nuts.
8 Rotate the crank pinof the cylinder concerned in to TDC.
9 Mount the limiter800018 in the lower part of cylinder liner and tighten
the screw, see Fig 11-8.

11 - 9
 Crank Mechanism: Crankshaft, Connecting Rod, Piston

10 Separate upper partand big end (5) by turning the crankshaft towards
BDC.

Warning!
Support the upper part of the connecting rod to avoid damaging the
cylinder liner.

Note!
To avoid damaging the guiding pins the separation of the upper part
(1) and the big end (5) should be done aligned.

11 Remove the shim (2),see Fig 11-2.

Note!
Do not mix the shims (2) with other connecting rod shims.

Warning!
Always when mounting flute or/and the limiter is/are mounted in the
crankcase observe extremely cautiousness when using the turning
device.

12 Rotate the crankshafttowards the operating side to the position 55°

from TDC by using the turning device.
13 Mount the mounting support800102 on the upper stud of the crank
case cover, see Fig 11-8. Tighten the nut.
14 Lift the hydraulic tools800020 in to the position.

11 - 10
Crank Mechanism: Crankshaft, Connecting Rod, Piston

15 Connect the hosesof the hydraulic pump 800053 and proceed to open
the upper connection as described in Fig 11-6.

Dismantling with hydraulic tools

Hydraulic oil

1. Lift the distance sleeve. 2. Lift the hydraulic cylinder and screws in a one
package in pos. 3. Connect hoses, open valve. 4. Tighten the tool assembly,
until the piston and cylinder is on the same level, open the nuts by 180°. 5.
Close the valve, pump to required pressure. Open the nuts about half a turn.
6. Open the valve slowly and remove the tool.

Fig 11-6 HYD5A V1

16 Strain the screws by raising the pressureto the value stated in the
section 07.3 and proceed with opening the nuts.

Caution!
The screws will be overloaded if the maximum hydraulic pressure is
exceeded. It is recommended to change the screws if maximum hy‐
draulic pressure is exceeded for some reason.

17 Release the pressure slowlyand disconnect the hoses, unscrew the

tightening nuts and remove hydraulic tool as one package.
18 Mount the mounting flutethrough the crank case openings on the low‐
er crank case cover studs and tighten the nuts.
19 Mount the supporting plate800099 on the rear side of the engine on
the lower crank case cover studs and tighten the nuts, see Fig 11-8.
20 Remove the nuts.
21 Mount the sledge800100 in the mounting flute 800098 according to
Fig 11-7.
22 Remove the mounting support800102.

11 - 11
 Crank Mechanism: Crankshaft, Connecting Rod, Piston

23 Mount the sledge800101 on the studs and tighten the nuts, see Fig
11-7.

Removing and mounting of big end lower halves

800018

800101

800100

800018Limiter for piston 800101Mounting sledge 800100 Mounting sledge

Fig 11-7 401103 V1

24 Pull lower part of the big end bearing cap outof the crankcase, by
using the sledge. Take care not to damage the crank pin. Support the
lower half sideways and don't drop it.
25 Pull the upper part of the big end bearing cap outof the crankcase rear
side of the engine, by using the sledge. Support the upper half side‐
ways and don't drop it.

Note!
Take care not to damage the crank pin or the threads of the studs.

26 Remove the mounting flute.

27 Cover the crank pin and oil holeswith clean plastic and tape.
28 For mounting, see section 11.3.4.

11 - 12
Crank Mechanism: Crankshaft, Connecting Rod, Piston

11.3.3. Maintenance of piston, rings and connecting

rod bearings V2

1 Remove the securing ring (7)from the gudgeon pin hole in the piston,
on the side where the gudgeon pin drawing number is located, by
using the pliers 800002.

Note!
Never compress the securing ring more than necessary to remove it
from the groove.

2 Drive out the gudgeon pinfrom the opposite side. In low temperatures
the gudgeon pin may stick but will be easily removed after heating the
piston to about 30°C.
3 If the rings and grooves require cleaning, measuring etc.,remove the
piston rings by using the pliers 320D12/6-S7/8. Before removing, note
the positions of the rings to ensure mounting in the same grooves.
The design of the pliers prevents overstressing of the rings. Using
other means may overstress the rings.
4 Clean all the parts carefully.Remove the piston rings, and remove
burned carbon deposits from the piston and piston ring grooves e.g.
by using an old piston ring. Special care should be taken not to dam‐
age the piston material. Never use emery cloth on the piston skirt.
The cleaning is facilitated if coked parts are soaked in kerosene or
fuel oil. An efficient carbon solvent - e.g. ARDROX No. 668 or similar
- should preferably be used to facilitate cleaning of the piston crown.
When using chemical cleaning agents, take care not to clean piston
skirt with such agents because the phosphate/graphite overlay may
be damaged.

5 Measure the heightof the piston ring grooves, e.g. with an inside mi‐
crometer.
6 Inspect anti-polishing ring.Turn ring upside down after first period.
Change the ring every second period.

Warning!
When mounting a new cylinder liner, or honing the old liner, all rings
are to be replaced by new ones, acc. to chapter 04.

11 - 13
 Crank Mechanism: Crankshaft, Connecting Rod, Piston

7 Check the gudgeon pin and big end bearing clearancesby measuring
the pin diameters and assembled bearing bores separately. When
measuring the big end bearing bore all the connecting rod screws
(upper and lower) must be tightened to the stated pressure.
a) Big end bearings of trimetal type can be used until the overlay is
worn through. When the underlaying nickel barrier of the lining ma‐
terial is exposed the bearing must be replaced.
b) Wear of bimetal bearing shells can be settled by measuring thick‐
ness. For this purpose a ball anvil micrometer should be used.
For bimetal-type bearing, the wear limits given in chapter 06.2must
be applied.
When replacing a big end bearing both the upper and the lower bear‐
ing shell must be renewed.
Only bearings of same type to be used as a pair.

Warning!
Mark new bearings with the bearing number.

Note!
It is very important that the bearing shells are mounted straight.

11.3.4. Assembling and mounting of piston and

connecting rod V2

1 Lubricate the gudgeon pin,and mount it from the same side from
where it was removed, with the end marked with the drawing number
in the same direction. The cylinder number is stamped on the piston
crown and connecting rod, Fig 11-4. When changing the piston, mark
the new piston with the same cylinder number in the same place as
on the replaced one.
At low temperatures, the gudgeon pin may stick but will be easily fitted
after heating the piston to about 30°C, e.g. in oil.

2 Mount the securing ring (7).

Note!
Never compress the securing ring more than necessary to fit into the
groove. If the ring is loose in its groove after mounting, it must be
replaced by a new one.

11 - 14
Crank Mechanism: Crankshaft, Connecting Rod, Piston

3 Take off the protecting tapefrom the crank pin oil holes and lubricate
the crank pin with clean engine oil.

Warning!
Always when mounting flute or/and the limiter is/are mounted in the
crankcase observe extremely cautiousness when using the turning
device.

4 Rotate the crankshaftby using the turning device manually until the
big end halves can be placed on the crank pin.
5 Mount the mounting flutethrough the crank case openings on the
crankcase cover lower studs and tighten the nuts, see Fig 11-8.

Mounting tools for connecting rod

800018

800017

° 800102
55

800020 800098

800099

800017Guiding plug 800018Limiter for piston 800020Hydraulic tool

800098Mounting flute 800099Supporting plate 800102Mounting support

Fig 11-8 401102 V1

Note!
The guiding pins between upper part of connecting rod and big end
should be towards free end.

11 - 15
 Crank Mechanism: Crankshaft, Connecting Rod, Piston

6 Clean the big end upper half carefully.Lubricate the bearing surface
and back side of the bearing shell with oil. Mount the shell, so that the
lug guides in its groove.

Note!
It is very important that the bearing shells are mounted straight.

7 Lift the upper big end halfwith the sledge in the mounting flute.
8 Push the upper big end halfcarefully against the crankshaft, take care
not to damage the crank pin.
9 Clean the big end lower half carefully. Lubricate the bearing surface
and back side of the bearing shell with oil. Mount the shell, so that the
lug guides in its groove.

Note!
It is very important that the bearing shells are mounted straight.

10 Lift the big end lower halfon the sledge.

11 Push the lower big end half carefullyagainst the crankshaft and check
that guiding pins are in right position, take care not to damage the
crank pin.
12 Mount the nutsand tighten by hands.
13 Remove the sledgefrom operating side of the engine.
14 Remove the sledge fromrear side of the engine by opening the nuts.
15 Mount the mounting support800102 on the upper crank case stud,
see Fig 11-8. Tighten the nut.
16 Remove the mounting fluteand supporting plate by opening nuts.
17 Lift the hydraulic tools800020 in to the position.

11 - 16
Crank Mechanism: Crankshaft, Connecting Rod, Piston

18 Connect the hosesof the hydraulic pump 800053 and proceed with
tightening of the nuts in two steps as described in Fig 11-9. Tightening
torques see section 07.3.

Reassembling with hydraulic tools

Hydraulic oil

1. Lift the distance sleeve.2.Lift the hydraulic cylinder and screws in a one pack‐
age in pos. 3.Connect hoses, open valve.4.Tighten the tool assembly, until the
piston and cylinder is on the same level. 5.Close the valve, tighten the tool, pump
to required pressure. Tighten the nuts. Release the pressure slowly. 6. Repeat
steps 4, and 5. 7.Open the valve slowly and remove the tool.

Fig 11-9 HYD5A V1

Caution!
The screws will be overloaded if the maximum hydraulic pressure is
exceeded. It is recommended to change the screws if maximum hy‐
draulic pressure is exceeded for some reason.

19 Fasten the lifting tool 800012 to the piston crownby using hexagon
socket head screws M12x40 (6), see Fig 11-4.
20 Lift the piston and upper part of connecting rod.

11 - 17
 Crank Mechanism: Crankshaft, Connecting Rod, Piston

21 Mount the piston ringsby using the pliers 800001. If rings are reused,
take care not to turn them upside down. The rings should be placed
with gaps located 120° in relation to each other. The marking "TOP"
to be upwards.

Piston ring locations

Groove # Marking near the ring gap
I "TOP GROOVE I"
II "TOP C99 GROOVE II"
III (oil scraper ring)

22 Lubricate the pistonand place the clamp device for piston rings,
800013, around the piston, checking that the piston rings slide into
their grooves.
23 Mount the guiding plug800017 in the screw hole on the upper part of
the connecting rod, see Fig 11-8.
24 Mount the limiter800018 for piston inside the cylinder liner.
25 Rotate the crank pinof the cylinder concerned in the BDC by using
turning device.

Note!
Observe extremely cautiousness always when upper part of the con‐
necting rod and big end are dismantled, when cranking the engine.

26 Place the mounting tool800103 into the cylinder liner.

27 Lower the piston/connecting rod upper partcarefully into the cylinder
liner.
28 Turn the lower part (5)of the connecting rod straight upwards. Mount
the shim (2).
29 Rotate the crank pinof the cylinder concerned in the TDC.

Note!
Check that guiding pins are in right position.

30 Place the upper part of the connecting rodand the big end, take care
not to damage the studs and threads. Remove the limiter.
31 Turn the crankshaft counter-clockwiseuntil the nuts can be mounted.
Remove the mounting tools.

11 - 18
Crank Mechanism: Crankshaft, Connecting Rod, Piston

32 Assemble the hydraulic tools,hoses and proceed with tightening of

the nuts in two steps as described in Fig 11-10. Tightening torques
see section 07.3.

Reassembling with hydraulic tools

Hydraulic oil

1. Lift the distance sleeve.2.Lift the hydraulic cylinder and screws in a one pack‐
age in pos. 3.Connect hoses, open valve.4.Tighten the tool assembly, until the
piston and cylinder is on the same level. 5.Close the valve, tighten the tool, pump
to required pressure. Tighten the nuts. Release the pressure slowly. 6. Repeat
steps 4, and 5. 7.Open the valve slowly and remove the tool.

Fig 11-10 HYD5A V1

33 Mount the anti-polishing ring.

Note!
Check that the connecting rod is movable axially after tightening.

11 - 19
 Crank Mechanism: Crankshaft, Connecting Rod, Piston

11 - 20
 Piston Overhaul

11B. Piston Overhaul V2

All the engines mentioned in the table below are fitted with composite
type pistons.

Manufacturer/ type marked in Instruction Manual Fastening screws for the W32 32LN W32 W34
crown DF SG
KS / (type 1) Four (4) M16 screws X(1) X X
Mahle / (type 2) Two (2) M22 screws X X X
Wecometal / (type 3) Four (4) M14 screws X X

Note!
(1) On W32 KS-piston crown, there is only an inner support surface.

For these pistons it is necessary to make more extensive inspections

at every piston overhaul.

Pistons

1 2 3

1.Type 1 piston 2.Type 2 piston 3.Type 3 piston

Fig 11B-1 321180 V1

11B.1. Pistons V1

The piston assembly must be dismantled for inspection of mating

surfaces between piston skirt and piston crown and for inspection and
cleaning of cooling oil spaces.

11B - 1
 Piston Overhaul

11B.2. Piston crown

11B.2.1. Visual inspection V1

The combustion space must be checked for corrosion and/or burning

marks.
● If marks deeper than 2 mm are found the piston crown should be
replaced.
Deposits in the cooling oil space thicker than 0.5 mm is an indication
of contaminated lubricating oil. Such extensive deposit layers can
cause overheating of the piston crown.

11B.2.2. Crack detection test V1

A crack detection test by use of liquid penetrant or, preferably, mag‐

netic particle detection method should be performed, comprising all
surfaces.
● No cracks are allowed.

11B.2.3. Measurements V1

Piston ring grooves to be measured regarding wear in accordance

with normal practice.
Measurements of the distance between the inner and outer support
surfaces must be made, see piston type specific instructions below.
Please note that a special measuring tool has been designed for this
measurement.

11B.2.4. Reconditioning V1

Please contact Wärtsilä for reconditioning of piston crowns.

Note!
No repair welding is allowed.

11B - 2
 Piston Overhaul

11B.3. Piston skirt

11B.3.1. Visual inspection V1

The running surface of the skirt is coated with a graphite-phosphate

layer. Consequently cleaning with use of emery cloth or other abra‐
sives is not allowed.
● Excessive wear marks and/or scoring/seizure marks on the
running surface may require replacement of the skirt.

11B.3.2. Support surfaces V1

Assessment of wear of the support surfaces to be made by meas‐

urement of the distance between the inner and outer support surfa‐
ces, see measurement record 3211V025GB.

11B.3.3. Crack detection test V2

Crack detection test of the entire piston skirt with use of liquid pene‐
trant must be made. Special attention must in this regard be given to
the upper part of the piston skirt and to the gudgeon pin bore with its
supports to the upper part and to the circumferential part of the skirt,
see Fig 11B-2.

Piston skirt

1 2 3

1.Type 1 piston 2.Type 2 piston 3.Type 3 piston

Fig 11B-2 321181 V1

11B - 3
 Piston Overhaul

● As piston skirts are cast pieces a crack detection test may also give
indications for surface "defects" which are normal in castings.
Indications exceeding 5 mm in length should be examined more in
detail. If a crack is confirmed, the piston skirt must be replaced with
a new or reconditioned one.

11B.3.4. Measuring of piston crown and piston skirt V1

Measurements of the distance between the inner and outer support

surfaces must be measured according to the measurement record
3211V025GB.

11B.3.5. Assembling of pistons (All types) V3

If the inspections are resulting in a conclusion that a piston can be

reused the same pair of crown and skirt must be assembled together
again .

Note!
It is not allowed to mix partly worn but reusable crowns and skirts!

When assembling a piston crown to a piston skirt follow tightening

procedure mentioned in chapter 07.1.

11B - 4
 Cylinder Head with Valves

12. Cylinder Head with Valves V2

Data and dimensions

Material: The cylinder heads are cast of nodular cast iron. Each head includes
nodular cast iron two inlet valves, two exhaust valves, a centrally located injection valve
Weight: 430 kg and an indicator valve. The cylinder heads are individually tightened
Water space
- test pressure: 10 bar to the cylinder liner with four studs and hydraulically tightened nuts.
Starting air space A metallic gasket is sealing between the cylinder liner and the cylinder
- test pressure:' 60 bar head. The combustion air, exhaust gas and water channels are con‐
nected to a common multi-duct, which is connected to the cylinder
head by six screws.
The four screw and box-cone design is a traditional and well proven
design for cylinder heads. The benefits of four screws is not only the
ease of maintenance but it also allows the design of large and cor‐
rectly designed channels for combustion air and exhaust gases. In a
heavy fuel engine the correct material temperatures are a crucial fac‐
tor to ensure long lifetime of the components being in contact with
combustion gases. Efficient cooling and a rigid design is best ach‐
ieved with the "double deck" design in which the flame plate is rela‐
tively thin and the mechanical load is transferred to the strong inter‐
mediate deck. The most sensitive areas of the cylinder head are
cooled by drilled cooling channels optimized to distribute the water
flow evenly around valves and the centrally located fuel injector.
The injection valve is described in chapter 16.

12 - 1
 Cylinder Head with Valves

Cylinder head assembly

2 12

3 6
1

4 5

13

8 9 10 11

1.Bearing bracket 2.Rocker arm 3.Yoke for valves 4.Yoke for injection valve
5.Cylinder head 6.Rotocap 7.Screws for connection piece 8.Exhaust valve
seat 9.Exhaust valve 10.Inlet valve 11.Inlet valve seat 12.Indicator valve
13.Temperature sensor

Fig 12-1 401201 V1

12.1. Functional description of cylinder head with

valves V2

The flame plate of the cylinder head is a part of the combustion cham‐
ber. During the combustion, the flame plate is exposed to high pres‐
sures and high temperatures. Combustion air is led from the air re‐
ceiver through the multiduct and the cylinder head inlet channel into
the cylinder. The air flow is governed by two inlet valves in the flame
plate. In a similar way, the exhaust gas is led from the cylinder through
the cylinder head exhaust channel and the multiduct to the exhaust
manifold. The gas flow is governed by two exhaust valves.
The multi-orifice injection valve, as well as injection valve sleeve, is
centrally mounted in the cylinder head. The injection valve sleeve
holds the injection valve in position and separates the injection valve
from the cooling water.
Each cylinder head is individually cooled by a water flow entering the
cylinder head from the cylinder jacket through one single bore. There
are drilled cooling passages to the exhaust valve seats. The cooling
water is collected to a single flow after passing the flame plate and

12 - 2
 Cylinder Head with Valves

the seat rings. The cooling water flows out from the cylinder head
direct to the multiduct. Any possible air or gas in the cooling water is
vented from the top of the multiduct.
The valve mechanism is lubricated from the lube oil system. The oil
is led through a pipe from the valve tappet guide in the multihousing
to the rocker arm bracket. All other flows in the cylinder head are
through drilling's.
The controlled leaks of the injection valve is returned through the pro‐
tection pipe.
The fuel pipe is also provided with protection against hazardous leaks
from the high pressure connection stud.

12.2. Removing of the cylinder head V2

1 Drain the cooling water.

2 Open the indicator valves.
3 Remove the side covers.
4 Remove the cylinder head cover.
5 Turn the engine until both the inlet and exhaust valves are closedand
remove the valve rocker arm bracket and the push rods.
6 Remove the fastening screws of the multiduct.
7 Remove the injection pipe.see chapter 16. Protect all pipe connec‐
tions.
8 Remove the connectorof the temperature sensor.

12 - 3
 Cylinder Head with Valves

9 Put on the distance sleevesand hydraulic cylinders 800047 and pro‐

ceed with opening of cylinder head nuts, see Fig 12-2.

Dismantling with hydraulic tools

Hydraulic oil

1. Mount the cylinders by hand. 2. Connect hoses, open valve. Tighten cylinders
by hand. 3. Turn the cylinders 180° counter-clockwise. 4. Close valve, rise
pressure. 5. Open the nut about half a turn. 6. Open release valve, remove tool.

Fig 12-2 HYD V1

10 Remove the cylinder head nuts.

11 Apply the lifting tool800026 and lift off the cylinder head.

Note!
There is a risk of the cylinder liner coming loose which, in such a case,
must be checked.

12 - 4
 Cylinder Head with Valves

12 Cover the cylinder openingwith a piece of plywood or something sim‐

ilar. Cover the air, fuel and oil connections with suitable plugs.

Lifting of cylinder head

800 026

800 026 Lifting tool for cylinder head

Fig 12-3 401202 V1

12.3. General maintenance of the cylinder head V2

General maintenance of the cylinder head includes a thorough visual
check, including water cooling spaces. Possible scale formation in
cooling spaces can disturb the cooling effect and therefore it has to
be cleaned, see chapter 02.
Combustion spaces must be inspected carefully for possible wear.
Valve seats and the injection valve sleeve should be inspected for
possible water leakage and replaced if necessary.
Valve guides should be checked and replaced if worn. O-rings must
be replaced with new ones at every overhaul.
Sealing surfaces between the cylinder head and cylinder liner should
be inspected and reconditioned if necessary.

12 - 5
 Cylinder Head with Valves

12.4. Mounting the cylinder head screws V2

Before mounting the cylinder head, following actions are recommen‐

ded:
● Change the cylinder head screws, if the maximum pressure is ex‐
ceeded when applying the hydraulic tool.
● Change the O-rings (48) at every piston overhaul, see Fig 12-4.
● When corrosion pits with a depth of less than 0.1mm is found,
grind/polish away the pits with a small hand grinder. If corrosion is
deeper than 0.1mm, then change the screw.

Note!
Corrosion depth in threads can be hard to determine, therefor it is
recommended to change the screws, whenever in doubt.

1 Lubricate the threads of the screw with a thin layer of Mobilarma 524
or corresponding.
2 Mount the screwand tighten to specified torque, see section 07.3.1.
3 Fill the compartmentbetween screw and engine block with Mobilarma
524 or corresponding corrosion protection agent.
4 Mount the O-rings (48).

Mounting of cylinder head screws

48

Mobilarma 524

Fig 12-4 401209 V1

12 - 6
 Cylinder Head with Valves

12.5. Mounting of the cylinder head V2

1 Clean the sealing surfacesand put a new cylinder head gasket, new
multiduct gasket and new O-rings for the cooling water jacket, push
rod protecting pipes and sliding connections.

Note!
It is very important to clean the sealing surfaces of the multiduct care‐
fully and renew the gasket, otherwise there is a great risk that cooling
water will leak into the cylinder.

2 Lubricate the O-ring sealing surfaces with grease.

3 Fit the push rod protecting pipesand the push rods.
4 Apply the lifting tool800026 to the cylinder head.
5 Lift on the cylinder head.Pay special attention to the multiduct gasket
and sliding connections that they are intact and correctly mounted.
6 Screw on the cylinder head nuts.
7 Connect the multiductand tighten the screws according to the torque
in section 07.1.

Note!
Tighten the screws in mentioned order.

12 - 7
 Cylinder Head with Valves

8 Put on the distance sleeves,mount the hydraulic cylinders 800047

and proceed with tightening of the cylinder head nuts, see Fig 12-5.
Tightening in two steps is recommended, see section 07.3.

Reassembling with hydraulic tools

Hydraulic oil

1. Mount the nuts, attach the distance sleeve. Mount the cylinders by hand. 2.
Connect hoses, open valve. 3.Tighten the cylinders by hand. 4. Close the valve
and pump pressure to the stated value. 5. Turn the nuts until close contact to
face. 6. Open the valve. 7. Repeat steps 4, 5 and 6. 8. Remove the tool set.

Fig 12-5 HYD V1

9 Mount the injection pipesee chapter 16.

10 Connect the connectorof the temperature sensor and lock it with the
screw.
11 Fit the rocker arm bracket.Tighten screws to the torque given in sec‐
tion 07.1.
12 Adjust the valve clearance,see section 12.6. See chapter06for clear‐
ances.
13 Put on the cylinder head coverand the side cover.
14 Before starting, fill the engine cooling water system.Turn the crank‐
shaft two revolutions, with the indicator valves open.

12.6. Adjusting valve clearance and yoke V2

1 Turn the crankshaft to TDC at ignitionfor the cylinder concerned.

2 Loosen the counter nutsof the adjusting screws on the rocker arm (2)
as well as on the yoke (4), and turn the adjusting screws in counter-
clockwise direction to provide ample clearance.

12 - 8
 Cylinder Head with Valves

3 Press the fixed end of the yoke against the valve stemby pressing
down the adjustable end. Screw down the adjusting screw (3) until it
touches the valve end and note the position of the spanner (pos. a).
Now press down the fixed end. Keep on screwing down while the yoke
tilts, until the guide clearance is on the other side and the fixed end
of the yoke starts lifting from the valve stem. Note the position of the
spanner (b).
4 Turn the adjusting screwcounter-clockwise to the middle position be‐
tween "a" and "b", i.e. "c", and lock the counter nut of the adjusting
screw.

12 - 9
 Cylinder Head with Valves

5 Put a feeler gaugecorresponding to the valve clearance between the

surface of the yoke and the shoe at the rocker arm. Tighten the ad‐
justing screw (1) until the feeler gauge can be moved to and fro only
with slight force. Hold the adjusting screw and tighten the counter nut.
Check that the clearance has not changed while tightening.

Adjusting valve clearance

1
2
3
4

a b c

1.Adjusting screw for rocker arm2.Counter nut3.Adjusting screw for valve

yoke4.Counter nut

Fig 12-6 401203 V1

12 - 10
 Cylinder Head with Valves

12.7. Exhaust and inlet valves and seat rings V2

Data and dimensions

Material: The cylinder head has four valves fitted, two inlet valves and two ex‐
High quality steel haust valves. The inlet valves are bigger than the exhaust valves.
Diameter
-inlet valve: 112 mm The valves move in cast iron guides, which are press fitted in the
-exhaust valve: 107 mm cylinder head and can be replaced. The valve guides have an O-ring
(sealing against the valve stem), which is located at the top of the
Valve seat ring guide bore.
Material:
High quality steel The valves are provided with one valve spring per valve and valve
Angle rotating devices or valve spring retainers.
- inlet seat: 20°
- exhaust seat 40° Valve seat rings are fitted in the cylinder head for both inlet and ex‐
haust valves. The exhaust valve seat rings are cooled and hence
provided with two O-rings.

12.7.1. Dismantling valves V2

1 Fit the tool800027 according toFig 12-7.

2 Compress the springsabout 15-20 mm by the screw.
3 Knock at the centre of the valve discswith a soft piece of wood, plastic
hammer or similar, whereby the valve cotters come loose and can be
removed.
4 Unload the tool.
5 Spring retainers and springs can now be removed.

Tool assembly for dismantling valves

Fig 12-7 321254 V1

6 Note the marks of the valvesor mark them so they can be re-installed
into the same guide if they are in good condition.

12 - 11
 Cylinder Head with Valves

12.7.2. Checking and reconditioning of valves and

seats V2

1 Clean the valves,seats, ducts and guides as well as the underside of

the cylinder head.
2 Control the burning-off on the exhaust valve disc according to Fig
12-8. The measure "Y" should be more than 7.8 mm (nominal 8.8 mm)
and measure "Z" should be less than 1 mm. If the measures exceed
these limits the valve must be replaced.

Control of burning-off on valve

Y Z

ØX

A.Burn-off area

Fig 12-8 401204 V1

3 Reconditioning of inlet valve and valve seat ringis recommended to

be done by grinding or by machining. If there is only slight pitting,
lapping is adequate. Valve and seat ring grinding, see section
12.7.4.
4 Reconditioning of exhaust valve and valve seat ring has to be done
by grinding or by machining. If the sealing faces are bright or if there
is a coherent sealing face, grinding is not necessary. Valve and seat
ring grinding, see section 12.7.4.

Note!
If blow-by has occurred, the O-ring for the corresponding valve seat
ring must be changed. Blow-by increases the temperature and the O-
ring is "burned", which will result in water leakage into the cylinder.

12 - 12
 Cylinder Head with Valves

5 Before grinding, check the valve stem clearance.If the clearance is

too large, measure the stem and guide, and change the worn part;
the valve guide can be pressed out. Check the bore in the cylinder
head. When refitting, cooling in with liquid nitrogen is recommended,
but pressing in with oil lubrication can also be accepted. After fitting
in, check the guide bore and calibrate, if necessary.

12.7.3. Lapping of inlet valves V2

If there are slight pits on the sealing faces they can be lapped by hand:

Note!
Lapping is not allowed for exhaust valves.

1 Fit the turning toolto the valve.

2 Apply a thin layer of lapping compoundto the sealing surface of the
valve; No.1 for coarse lapping, No.3 for fine lapping.
3 Rotate the valve to and frotowards the seat with the turning tool
800028. Lift the valve from the seat at intervals while lapping.
4 Remove the smallest possible amount of materialbecause the sealing
faces have hardened during operation and are valuable. It is not nec‐
essary to grind off all pits.
5 Clean the valve and seatcarefully after lapping.

12.7.4. Machine grinding of exhaust and inlet valves V2

Note!
The valve should be cooled by water during the grinding.

1 Seat face of the inlet valve: The seat angle of the inlet valve is 20°
with a tolerance of 0°- +0.10°. Minimum allowable inner diameter "X"
of the seat face after grinding is 85 mm, see Fig 12-8; after that, the
valve must be replaced by a new one.
2 Seat face of the exhaust valve: The seat angle of the exhaust valve
is 40° with a tolerance of 0.10°- +0.20° to achieve contact to the seat
ring at the periphery of the valve. Minimum allowable inner diameter
"X" of the seat face after grinding is 82 mm, see Fig 12-8; after that,
the valve must be replaced by a new one.
3 Seat ring for the inlet valve: The seat angle of the inlet valve seat ring
is 20° with a tolerance of -0.30°- -0.10°. The seat can be ground until
the outer seat diameter is 113 mm; after that, the ring must be re‐
placed by a new one.

12 - 13
 Cylinder Head with Valves

4 Seat ring for the exhaust valve: The seat angle of the exhaust valve
seat ring is 40° with a tolerance of +0.20°-0°. The seat can be ground
until the outer diameter is 110 mm; after that, the ring must be re‐
placed by a new one.

Note!
After grinding a light lapping is recommended to provide contact be‐
tween valve and seat with marking colour.

12.7.5. Change of seat ring

12.7.5.1. Removal of the old ring V2

The exhaust seat ring can most conveniently be removed hydrauli‐

cally by using tool 800110 which can be ordered from the engine
manufacturer. In case the special tool is not available a scrapped
valve can be used.
1 Fit a scrapped valve to the seatand weld it to the seat by means of
electric beam welding. Preferably the valve disc should be machined
to a diameter 95-100 mm to get a better welding.
2 Press or knock out the ringbut be careful not to damage the valve
guide.

12.7.5.2. Fitting a new inlet valve seat ring V2

1 Clean the cylinder head bores carefullyby grinding gently with a grit
400 or finer emery cloth. After grinding the surface must be cleaned
with Loctite 7063 Cleaning spray.
2 Check the bore diameterin the cylinder head, see section 06.2
3 The ring can be assembledby freezing in with liquid nitrogen of
-190°C, the cylinder head temperature being min. 20°C, or by press‐
ing in with a guided arbor. A special tool 800148 is also available.
4 Check the eccentricityof the sealing face in relation to the valve guide,
and if it exceeds 0.1 mm, the seat surface must be ground in with a
seat grinding machine. A special tool 2V12T0747 is also available for
checking the eccentricity. This tool can be ordered from the engine
manufacturer.

12.7.5.3. Fitting an exhaust valve seat ring V2

There are two different kind of seat rings in use in Wärtsilä 32 engines.
The old model had two O-rings and the cylinder head bore had to be
lubricated with water-soap solution (option Molykote 55 O-ring
grease) before mounting.

12 - 14
 Cylinder Head with Valves

Note!
The soap used in water-soap solution should have a pH ~7 and a
mixture ratio ~1:2.

The new model has only one O-ring and it has to be installed with
Loctite 641 locking compound.

Two different kind of exhaust valve seat rings

1 2

1.Old model, 2. New model

Fig 12-9 401211 V2

12.7.5.4. Fitting an old type of exhaust valve seat ring V2

1 Clean the cylinder head bores carefullyby grinding gently with a grit
400 or finer emery cloth. After grinding the surface must be cleaned
with Loctite 7063 Cleaning spray.
2 Check the bore diameter in the cylinder head,see section 06.2 in this
manual.
3 Heat up the entire cylinder headto 100°C by means of either steam
heating, e.g. put the cylinder head into a closed box, or a gas burner.
4 Cool the seat ringto about -18°C prior to fitting.

Note!
It is important that the entire cylinder head is heated up, not only the
seat bore.

5 Lube cylinder head seat bores using water-soap solution or Molykote

55 O-ring grease.
6 Mount the O-ring

12 - 15
 Cylinder Head with Valves

7 Mount the exhaust valve seatby using one of following methods:

● Put the seat rings into a guiding bush and press in the seat with a
guided arbor. A special tool 800148 is also available. This tool can
be ordered from the engine manufacturer.
● Insert the seat ring by using an exhaust valve. Knock on the valve
until the seat ring is correctly seated.

Note!
Mounting of a exhaust valve seat ring should be done carefully so that
the seat ring is correctly seated.

8 Check the eccentricity of the sealing facein relation to the valve guide,
and if it exceeds 0.1 mm, the seat surface should be ground in a seat
grinding machine. A special tool 2V12T0747 is also available for
checking the eccentricity. This tool can be ordered from the engine
manufacturer.
9 Pressure test the cylinder head water side before mounting with a test
pressure (800109) of 10 bar if possible.

12.7.5.5. Fitting a new type of exhaust valve seat ring V2

1 Clean the cylinder head bores carefullyby grinding gently with a grit
400 or finer emery cloth. After grinding the surface must be cleaned
with Loctite 7063 Cleaning spray.
2 Check the bore diameter in the cylinder head,see section 06.2 in this
manual.
3 Heat up the entire cylinder headto 100°C by means of either steam
heating, e.g. put the cylinder head into a closed box, or a gas burner.
4 Cool the seat ringto about -18°C prior to fitting.

Note!
It is important that the entire cylinder head is heated up, not only the
seat bore.

5 Lube cylinder head lower boreand chamfer using water soap solution
or Molykote 55 O-ring grease, see Fig 12-10
6 Apply thin smooth layer of loctite 641locking compound to the cylinder
head upper bore, see Fig 12-10
7 Mount the O-ring

12 - 16
 Cylinder Head with Valves

8 Mount the exhaust valve seatby using one of following methods:

● Put the seat rings into a guiding bush and press in the seat with a
guided arbor. A special tool 800148 is also available. This tool can
be ordered from the engine manufacturer.
● Insert the seat ring by using an exhaust valve. Knock on the valve
until the seat ring is correctly seated.

Note!
Mounting of a exhaust valve seat ring should be done carefully so that
the seat ring is correctly seated.

9 Check the eccentricity of the sealing facein relation to the valve guide,
and if it exceeds 0.1 mm, the seat surface should be ground in a seat
grinding machine. A special tool 2V12T0747 is also available for
checking the eccentricity. This tool can be ordered from the engine
manufacturer.
10 Pressure test the cylinder head water side before mountingwith a test
pressure (800109) of 10 bar if possible.

Cylinder head bores

1 2

1.Lower bore, use water-soap solution or Molykote 55 O-ring grease,

2.Upper bore, use Loctite 641

Fig 12-10 401212 V2

12.7.5.6. Reassembling of the engine valves V2

1 Check the valve springsfor cracks, corrosion or wear marks, and if

any, replace the springs by new ones.
2 Put new seal ringsin the valve guides.
3 Lubricate the valve stemswith engine oil.

12 - 17
 Cylinder Head with Valves

4 Put in the valvesand check for free movement.

5 Put on the springsand rotators. Replace the valve rotators if they are
worn or damaged.
6 Compress the springswith the tool set.
7 Put in the valve cottersand unload the springs.
8 Check that the valve cotters fit properly.
9 Check function of the valve rotatorsby putting a mark on the valve disc
and a corresponding mark on the cylinder head. Hit gently on the
valve stem by using a non-recoiling hammer to check the rotation.

12.8. Indicator valve V2

The inside construction of the indicator valve is such that the pressure
in the cylinder tightens it. Consequently the force needed to close the
valve is relatively low. The valve has a left-handed screw and is
opened and closed respectively as follows,Fig 12-11. Use the T-han‐
dle wrench 800031 to open and close the indicator valve.

Open and close indicator valve

The cock moves upward Always use the special

when closing clockwise handle when closing !

Fig 12-11 321255 V1

12.8.1. Operation and maintenance of the indicator

valve V2

1 When starting the enginethe indicator valves should be closed using

only so weak a force that the sealing surfaces go together. The pres‐
sure of the cylinder will push them tightly together.

12 - 18
 Cylinder Head with Valves

2 When stopping the engine,the indicator valves should be opened only

half a turn. Then the tightening caused by a temperature decrease
cannot have an effect.
3 When opening the indicator valvefor measuring the cylinder pressure,
tightening to open position by force must be avoided.
4 When closing the indicator valveafter measuring the cylinder pres‐
sure, only a weak torque is needed. A so called "finger torque" is
usually enough.
5 Add a high temperature lubricant(up to 1000°C) to the valve stem
threads when you feel that it is not moving easily.

Warning!
Use only the right T-handle wrench to open and close the indicator
valve.

12.8.2. Pf "Maximum firing pressure", measured at

the indicator valve V2

The Pf "Maximum firing pressure" has to be measured as a mean

value of at least 32 cycles. It is recommended to measure the Pf by
using Kistler Engine tester type 2507A or 2515A (848033) and sensor
type 7613B or 7613C. Operation and adjustments of the amplifier,
see the tester manual.

12 - 19
 Cylinder Head with Valves

12 - 20
 Testing of cylinder tightness

12A. Testing of cylinder tightness V1

A tool can be used for control of cylinder and valve tightness.

Note!
Should be done immediately after engine stop.

1 Turn the piston to TDC(all valves closed) for the cylinder concerned.

12A.1. Connecting of the tool for Wärtsilä 32 V4

1 Connect the tool800064 to the open indicator valve. Continue with

section 12A.2.

Testing tool of cylinder tightness

WÄRTSILÄ 20, 848020

WÄRTSILÄ 32, 800064
VASA 32, 848020 WÄRTSILÄ 34SG, 848020 WÄRTSILÄ 32DF, 848020
5 5 5
4 4 6 4 6
6

3 7 3 7 3 7

2 8 2 8 2 8

1 9 1 9 1 9

0 10 0 10 0 10

848 052

848 052

848 061

Fig 12A-1 321260 V1

12A.2. Measurement V1

1 Connect air to the tool with a pressure of 6-7 bar(= normal working air
pressure). Open the valve on the tool and record the pressure.

12A - 1
 Testing of cylinder tightness

2 Close the valve.Measure the time in seconds it takes for the pressure
dropping to 0.5 bar.
● If the pressure from the beginning was 6 bar and it takes more than
10 sec. for the pressure to drop to 0.5 bar, the result is acceptable.
● If the pressure drops directly to 0 bar, it is possible that one or more
valves are sticking or the valve(s) are burnt.
A sticking valve can be found from the immobility of the valve when
the engine is turned.
A burnt valve can normally be seen from the exhaust temperature.
If the valve clearance is zero that would also cause an direct pres‐
sure drop.
● Carbon particles trapped between the valve and the seat when the
engine is stopped could also prevent the valve to close properly
thus causing a direct pressure drop. If that is suspected, the engine
should be run for a few minutes and after that a new check of the
same cylinder.
● If a blow-by between the cylinder liner and piston is suspected e.g.
from fast fouling of filters or high crankcase pressure, it is best to
take readings of the complete engine and make a comparison.
For example: From a six cyl. engine you get a serial: 12, 17, 15, 4,
19 and 18 seconds.
This shows that cyl.no.4 is the one to be suspected for a blow-by.
The test can be verified by listening for leaking sounds inside
crankcase during testing.
● If the time is limited to overhaul only one piston, it is recommended
to dismantle the worst measured blow-by piston for inspection. The
result of inspection gives a hint of general engine condition.
● When re-testing the cylinder after an overhaul a rapid pressure
drop can be observed. The reason for this is because the running
in of piston rings is not yet performed.

Note!
Keep pre-lubricating pump running during test.

Note!
The turning gear should be engaged during test.

12A - 2
 Testing of cylinder tightness

● In general, the location of leakage can be found by listening when

the air valve is open.

Note!
A general condition of engine is indicated with the test device, but
more important is the operation data records. The overhauls must be
made according to recommended overhaul intervals and not only
when the pressure test shows a big blow-by.

12A - 3
 Testing of cylinder tightness

12A - 4
 Camshaft Driving Gear

13. Camshaft Driving Gear V2

The camshaft is driven by the crankshaft through a gearing. The

gearing consists of a gear wheel ring (6), which is splitted and fixed
to a flange on the crankshaft by the axial screws (26) and two inter‐
mediate gears (3 and 5) and a camshaft driving gear (1), seeFig
13-1.
The bearing pieces of the intermediate wheels are journalled in the
engine block. The camshaft driving wheel (1) is fixed between cam‐
shaft extension piece (2) and extension piece (8) by axial screws (11).
For the speed governor drive a helical gear wheel (13) is located at
the end of the camshaft. Lube oil nozzles provide for lubrication and
cooling of the gearing.
The camshaft rotates with half of the engine speed in the same di‐
rection as the engine.

Camshaft driving gear

1 1

3 3

5 5

6 6

1.Drive gear for camshaft 3.Bigger intermediate gear for camshaft drive
5.Smaller intermediate gear for camshaft drive 6.Gear wheel for crankshaft

Fig 13-1 401304 V2

13 - 1
 Camshaft Driving Gear

13.1. Intermediate gears and camshaft gear V2

The intermediate gear wheels are case hardened. The wheels have
a common shaft and are fixed to each other by a friction connection.
The lubrication for the bearings is arranged through drilling's in the
crankshaft, engine block and for the wheels from a distributing pipe
through the nozzles.
The basic adjustment of valve timing and fuel injection is done with
the intermediate gear wheel pair. The timing can be adjusted if the
gear wheels are rotated in relation to each other.

Note!
The valves and the pistons will come in contact with each other if the
valve timing is set wrong, which will cause serious damages to the
engine.

13.1.1. Maintenance of camshaft gearing V2

Whenever the opportunity occurs, check the condition of the gears.

Measure tooth backlash and bearing clearances, see section 06.2.
An early detection of any tooth damage can prevent serious damage.

13.1.2. Basic adjustment of valve timing V2

The basic adjustment of the valve and injection timing is done by

changing the relative position between the intermediate wheels (3)
and (5). If the position is changed, the position of the camshaft is
changed in relation to the crankshaft.

Note!
The relative position between the two wheels is adjusted at the factory
and should not be changed unless it is absolutely necessary.

1 Remove the injection pumpon cylinder No. 1., see section 16.2.1.
Prelift can also be checked without removal of injection pump by using
tool 800135. Tool can be ordered from the local service station.
2 Turn cylinder concernedto the position until pump tappet roller is on
the base circle of the camshaft.
3 Place a dial indicator at the adjusting screw (24) for injection pump
tappet and adjust the dial indicator to zero

13 - 2
 Camshaft Driving Gear

4 Turn the engine and camshaft by using turning device in the rotation
direction until the dial indicator shows that the adjusting screw (24) is
lifted 6 mm (total depth 74±0,02mm).

Note!
It is recommended to do the final turning by using the hand wheel of
the turning device.

5 Read the timingfrom the flywheel pointer as degrees before TDC (Top
Dead Center). Compare your reading to the values given by the man‐
ufacturer.
6 If the timing differsfrom the stated value, proceed as follows.
7 Unscrew the cover fastening screws (18).Remove intermediate gear
wheel cover (21) and outer O-ring (29), see Fig 13-3.
8 Apply support tool 800113to the engine block.
9 Apply hydraulic tool 2V86B341 (800112)to the fastening bolt (20).
10 Connect the hoses on the hydraulic pump 800053, see Fig 13-2.

Dismantling with hydraulic tools

Hydraulikolie

1.Mount the cylinder. 2.Connect the hoses and open the pressure release valve.
Tighten the cylinder to expel oil.3.Turn the cylinder 180° counter-clockwise. 4.
Close the valve and pump pressure according to stated value. 5. Open the nut
about half a turn. 6. Open the release valve and remove the hydraulic tool.

Fig 13-2 HYD V1

11 Strain the bolt by raising the pressure to the value stated in the chapter
07, section 07.1.

13 - 3
 Camshaft Driving Gear

12 Loosen the hydraulically tightened nut (22)and release the pressure

from the hydraulic cylinder. Turn the crankshaft as much as necessary
to obtain the stated value, see section 07.3. The bigger intermediate
gear wheel should then rotate while the smaller intermediate gear
wheel should stand still.

Warning!
Cranking of engine with the hydraulically tightened nut (22) loosened
is allowed only for some degrees to adjust the timing. Otherwise great
risk for contact between pistons and valves.
13 Tighten the nut (22) in two steps for the intermediate gear wheels to
stated pressure when the desired movement is reached, see section
07.3.
14 Check the fuel injection timingof one cylinder.
15 Mount the cover (21) and replace the outer O-ring (29) with new one.
Tighten the screws (18) to stated torque.

13 - 4
 Camshaft Driving Gear

16 Mount the injection pump to the engine according to section 16.2.2.

Camshaft driving gear

34 8
9 10
1
13
2 11
15 14

16
3
33 17
24 12
18
4
32
19
31
28
21
20
22
25
23
5
29
6
30

26

27

1.Gear wheel for camshaft 2.Extension piece 3.Bigger intermediate gear wheel
4.Bearing bush 5.Smaller intermediate gear wheel 6.Gear wheel for crankshaft
7.Crankshaft 8.Extension piece 9.Screw 10.Thrust bearing 11.Nut 12.Cover
13.Gear wheel for governor drive 14.Cover 15.Bolt 16.Screw 17.Guiding pin
18.Screw 19.Bearing piece 20.Bolt 21.Cover 22.Nut 23.Guiding pin 24.Thrust
bearing 25.Bearing bush 26.Screw 27.Screw 28.Bearing piece 29.O-ring
30.O-ring 31.Screw 32.Washer 33.Cover 34.Extension shaft

Fig 13-3 401309200723 V1

13 - 5
 Camshaft Driving Gear

13.1.3. Removing of camshaft gearing V3

1 Remove the gearing coversand all camshaft covers.

2 Remove the governor unitand the speed pick-ups.
3 Open the screws and remove the complete governor drive assembly.
4 Remove the rocker arm bracketsof all cylinders, see section 14.1.2.
5 Crank the engineand lock all valve- and injection pump tappets in
upper position, see section 14.2.1.

Warning!
When the valve tappet(s) is/are locked in the upper position the rocker
arm bracket(s)/push rods must be removed, otherwise when cranking
the engine the pistons will come in contact with the valves.
6 Apply support tool 800113and the hydraulic tool 2V86B341
(800112) to the fastening bolt (15).
7 Connect the hoseson the hydraulic pump 800053, see Fig 13-4.
8 Raise the pressureto the pressure stated in chapter 07. Open the nut.

Caution!
The bolt will be overloaded if the maximum hydraulic pressure is ex‐
ceeded. It is recommended to change the bolt if maximum hydraulic
pressure is exceeded for some reason.
9 Release the pressure slowly,disconnect the hoses and remove the
hydraulic tool.
10 Remove the nut (11),the helical gear wheel for the governor drive (13)
and the extension piece (8).

Note!
When using the stud remover 800114 only the inner hexagon 36 key
grip should be used when the stud is removed or tightened to torque.
The outer left hand hexagon 30 screw is only for locking the tool onto
the stud and will break if used to loosen the bolt.
11 Remove the bolt (15)by using the tool 800114. The locking screw of
the tool has left-hand threads.
12 Remove the coverat free end and the flange in the middle of starting
air distributor (A-bank) and/or flange from B-bank.
13 Open the nuts for camshaft extension piece (2)on back side of cam‐
shaft.
14 Turn the crankshaftto TDC at firing for cylinder No. 1.
15 Mount the lifting toolfor the camshaft gear wheel (1).
16 Slide the extension piece (34)from the engine block.

13 - 6
 Camshaft Driving Gear

17 Mount the hydraulic cylinder 800063between engine block and cam‐

shaft cam. Place piece of wood or similar between cam and piston of
the cylinder.
18 Rise the pressure slowlyand move the camshaft sideways towards
the free end until the gear wheel (1) can be removed.

Note!
Do not damage the camshaft piece or engine block.
19 Remove the camshaft gear wheel (1).
20 Remove the extension piece (2).
21 Unscrew the cover fastening screws (18).Remove intermediate gear
wheel cover (21), outer O-ring (29) and oil spray nozzles.

Note!
The intermediate wheels (3) and (5) should not be dismantled unless
it is absolutely necessary. The relative position between the two
wheels is adjusted at the factory and should not be changed, while it
influence on the valve and fuel injection timing.
22 Apply support tool 800113 and hydraulic tool 2V86B341 (800112) to
the fastening bolt (20).
23 Connect the hoseson the hydraulic pump 800053, see Fig 13-4.

Dismantling with hydraulic tools

Hydraulikolie

1.Mount the cylinder. 2.Connect the hoses and open the pressure release valve.
Tighten the cylinder to expel oil.3.Turn the cylinder 180° counter-clockwise. 4.
Close the valve and pump pressure according to stated value. 5. Open the nut
about half a turn. 6. Open the release valve and remove the hydraulic tool.

Fig 13-4 HYD V1

13 - 7
 Camshaft Driving Gear

24 Strain the bolt by raising the pressure to the value stated in the chapter
07, and proceed with opening the nut.

Caution!
The bolt will be overloaded if the maximum hydraulic pressure is ex‐
ceeded. It is recommended to change the bolt if maximum hydraulic
pressure is exceeded for some reason.
25 Release the pressure slowly, disconnect the hoses and remove hy‐
draulic tool.
26 Remove the nut (22) and the bolt (20) by using the tool 800114. The
locking screw of the tool has left-hand threads.

Note!
When using the stud remover 800114 only the inner hexagon 36 key
grip should be used when the stud is removed or tightened to torque.
The outer left hand hexagon 30 screw is only for locking the tool onto
the stud and will break if used to loosen the bolt.
27 Unscrew the fastening screws (31) and remove the cover (33). Re‐
move also the O-rings (29) and (30).

Note!
Before removing the screws (31) and cover (33), ensure that the gear
wheels (3) and (5) are supported with suitable method. Otherwise
great risk damaging the gear wheels or related components.
28 Remove the bearing piece (19), thrust bearing (24) and the small in‐
termediate gear wheel (5).
29 Remove the big intermediate gear wheel (3)and bearing piece (28).

13.1.4. Mounting of the camshaft gearing V3

Note!
Make sure that the crankshaft is in TDC at ignition for cylinder No. 1
before proceeding with the job.

1 Lubricate the bearing bushes (4) and (25).

2 Lift the bearing piece (28)into position.
3 Lift the big intermediate gear wheel (3)onto the collar of the bearing
piece.
4 Insert the small intermediate gear wheel (5)onto the collar of the big
intermediate gear wheel.
5 Insert the thrust bearing (24), bearing piece (19).
6 Mount the cover (33) and replace the O-rings (29) and (30) with new
ones. Tighten the screws (31) to stated torque.

13 - 8
 Camshaft Driving Gear

7 Screw in the bolt (20) by using the tool 800114 and tighten to the
torque stated in chapter 07.3. The locking screw of the tool has left-
hand threads. Remove the tool.

Note!
When using the stud mounting tool 800114 only the inner hexagon
36 key grip should be used when the stud is removed or tightened to
torque. The outer left hand hexagon 30 screw is only for locking the
tool onto the stud and will break if used to loosen the bolt.
8 Tighten the nut (22) in two steps by hydraulic tool 2V86B341
(800112) to stated pressure. Release the pressure and pump to sta‐
ted pressure again. Tighten the nut finally and release the pressure,
see Fig 13-5

Reassembly with hydraulic tools

Hydraulikolie

1. Mount the nut, the distance sleeve and the cylinder. 2.Connect the hoses,
open the pressure release valve. Tighten the cylinder to expel oil. 3.Close the
valve and pump pressure to stated value. 4.Turn the nut until close contact is
reached. 5. Release the pressure by opening the valve. 6. Close the valve and
pump pressure to the full stated value. 7.Turn the nut until close contact is
reached. 8. Open the valve and remove the tool set.

Fig 13-5 HYD V1

9 Insert the extension piece (2)and tighten nuts.

10 Lift the camshaft gear wheel (1)into position.
11 Insert the extension piece (34),the thrust bearing (10) and the bolt
(15).
12 Mount the extension piece (8)and the gear wheel (13).
13 Screw the nut (11) on to the bolt (15)and tighten it using the hydraulic
tool 800112, see adjacent figure. Raise the pressure and tighten the
nut in two steps according to chapter 07, section 07.1.
14 Release the pressure slowly.Disconnect the hoses and remove the
hydraulic tool.
15 Check the injection timingof one cylinder according to the section
13.1.2

13 - 9
 Camshaft Driving Gear

16 Mount the oil pipeand the sleeve inside the engine block. Replace the
O-rings with a new ones and tighten the screws.
17 Mount the housing (12) for the governor drive.Replace the O-rings
with a new ones. Tighten the screws (9) to stated torque. Mount the
cover (14) and tighten the screws (16).
18 Check all axial bearing clearancesand the backlashes between the
gear wheels.
19 Mount the oil spray nozzles.
20 Mount the cover (21)and replace the O-rings with new ones. Tighten
the screws (18) to started torque.
21 Mount the governor unitand the speed pick-ups, see section 22.4.
22 Release the tappetsand mount the rocker arm brackets, see section
14.1.2.
23 Mount all the coversand the oil pipes.

Note!
Check the valve timing before the engine is started.

13.2. Crankshaft gear wheel V2

If only the split gear wheel has to be changed, one half of the wheel
can be removed/mounted at a time. Hereby the valve timing will be
unchanged and it will not be necessary to adjust it. However the timing
should be checked.

13.2.1. Removing of the split gear wheel V2

After the gearing is removed according to section 13.1.3, the split

gear wheel (6) can be removed from the crankshaft.
1 Lower the bearing capfor main bearing No.1, see chapter 10., section
10.2.1.
2 Loosen the fastening screws (27).
3 Unscrew the axial screws (26).
4 Unscrew the fastening screws (27)and remove the gear wheel halves.

13.2.2. Mounting of the split gear wheel V2

1 Clean the parting surfaces of the wheel halvesand the contact faces
of the gear wheel and the crankshaft.

13 - 10
 Camshaft Driving Gear

2 Lower the bearing cap for main bearing No.1,see chapter 10, section
10.2.1.
3 Lubricate the threads of the screws (26) and (27) with engine oil.
4 Mount the gear wheel halves on the crankshaftwith the parting face
at right angles with the crank of cylinder No. 1 and fasten the screws
(26) and (27) by hand.
5 Tighten the axial screws (26)to a torque of 10 Nm and check that
contact is established between the gear wheel and the crankshaft
flange.
6 Tighten the fastening screws (26)to a torque of 40 Nm. The screws
closer to the crankshaft flange are to be tightened at first.
7 Tighten the fastening screws (27)to stated torque. The tightening or‐
der is the same as in the previous point.
8 Tighten the axial screws (26)to the stated torque.
9 Check the gear wheel roundness.Place a cylindrical pin (ø16 mm) in
the tooth gap as shown in Fig 13-6. Turn the engine and use a dial
indicator to get an indication for the diameters. The maximum per‐
missible difference between the measured values is 0.05 mm.
10 Lift the bearing cap for main bearing No.1,see chapter 10 section
10.2.1.

Measuring split gear wheel

Ø 16

Fig 13-6 401303 V1

13 - 11
 Camshaft Driving Gear

13 - 12
 Valve Mechanism and Camshaft

14. Valve Mechanism and Camshaft

14.1. Valve mechanism V2

The valve mechanism operates the inlet and outlet valves at the re‐
quired timing. The valve mechanism consists of piston type valve
tappets (9) moving in a common guide block (8), tubular push rods
(6 ) with ball joints, rocker arms (2) journalled on a rocker arm bearing
bracket (5), yokes (4) guided by a yoke pin (15) at the cylinder head.

Valve mechanism

1 16
2
3 B

4
20 15

5
6 22

7
A-A
21
14
11
A
8
9 14
10
17 19
A
18 12 13

1.Screw 2.Rocker arm 3.Retainer ring 4.Valve yoke 5.Rocker arm bracket
6.Push rod 7.Protecting pipe 8.Guide block 9.Valve tappet
10.Roller pin 11.Screw 12.Guiding plate 13.Securing screw 14.Tappet spring
15.Yoke pin 16.Adjusting screw 17.Bearing bush 18.Tappet roller 19.Locking
pin 20.Shaft 21.O-rings 22.Locking screw

Fig 14-1 401409 V2

14 - 1
 Valve Mechanism and Camshaft

14.1.1. Function V2

The movement of the valve tappets (9) is governed by the cam profile
on the camshaft. The valve tappets transfer the movement through
push rods (6) to the rocker arms (2). The rocker arms operate the inlet
and exhaust valves through a yoke (4).
The bracket (5) for the rocker arms is fastened to the cylinder head
by three long screws (1). The shaft is positioned by one fixing screw
(1) in the bracket. The positioning of the shaft is essential for the oil
supply.
The adjusting screws in the rocker arms act on the valve yokes, which
are guided by an yoke pin. To compensate for heat expansion a
clearance, valve clearance, must exist in the valve mechanism. All
adjustments are made on a cold engine, and this adjusting procedure
is explained in chapter chapter 12. Each valve yoke operates two
valves simultaneously, one for inlet and one for exhaust.
The valve mechanism is lubricated from the main flow through oil
drilling's. Oil to the valve yokes (4) and to push rod upper bull joint
passes through the rocker arm bracket (5) in an intermittent flow con‐
trolled by the drilling's in the rocker arm and shaft. The rocker arm is
in position to supply oil only when it is in the "open valve" position.
When the rocker arm is in "valve closed" position is the surface be‐
tween rocker arm and shaft lubricated. Oil which is passed to the yoke
is lubricating the yoke guidance and through the drilling's also lubri‐
cates the valve rotators. Oil is returned to the crankcase in a free flow
through the protecting pipes (7) for the push rod.

Note!
The intermittent oil flow will cause an optimized oil flow to the valve
mechanism. To completely check the oil flow to a cylinder head, the
engine must be cranked during prelubrication.

14.1.2. Maintenance of valve mechanism V2

Normally, the valve mechanism need no maintenance, but inspection

of the components and check for wear should be made at intervals
stated in chapter 04. See chapter 06 for adjustments and wear limits.
If the valve mechanism is dismantled, the components should be
marked and later assembled in the same position and cylinder as be‐
fore to avoid unnecessary wear.

14.1.2.1. Dismantling of valve mechanism V2

1 Open the upper cover for the cylinder head and remove the camshaft
cover from the cylinder concerned.

14 - 2
 Valve Mechanism and Camshaft

2 Turn the crankshaft to a position where the valve tappet rollers of the
valves are on the base circle of the cam.
3 Unscrew the screws (1) and remove the rocker arm bearing bracket
(5) with accessories from the cylinder head.
4 Remove the retainer rings (3) by using pliers 800002. Remove the
positioning screw (1) and press out the shaft (20).
5 Remove the push rods (6) and the protecting pipes (7).
6 Remove necessary pipes, injection pipe, leak fuel pipes and lube oil
pipe.
7 Loosen the fastening screws (11) and remove the guide block (8).
8 Remove the screws (13) and guiding plate (12). Notice! Roller tappets
are spring loaded.
9 The tappet roller and pin can now be separated by depressing the
locking pin (19) and pushing out the roller pin (10). The tappet should
be covered, as the locking pin is under spring load.

14.1.2.2. Inspection of valve mechanism parts V2

1 Clean the rocker arm bore and the shaft (20) and measure for wear.
When cleaning, pay special attention to the oil holes.
2 Clean and inspect all parts of the valve tappets.When cleaning, pay
special attention to the oil holes.
3 Measure the valve tappet boring and the tappet (9) as well as the
tappet roller (18) for wear.
4 Change the O-rings (21) of the protecting pipes (7) if they are dam‐
aged or hard.

14.1.2.3. Assembling of valve mechanism V2

1 Lubricate the parts of the valve tappet with clean engine oil and as‐
semble together. Observe the marks for correct positions.
2 Insert the tappet spring (14) and the valve tappets (9) into the guide
block (8).
3 Mount the guiding plate (12) and tighten the screws (13) to the stated
torque according to chapter 07, section 07.1.
VIEW A C 4 Mount the complete guide block on the engine and measure the dis‐
R tance to the engine block on both sides of the guide block with a feeler
B1 B2
A gauge (C), i.e. measures B1=B2, see adjacent figure. Note the corner
radius (R) on the engine block, i.e. do not push the feeler gauge too
deep in the vertical direction. Tighten the screws to the stated torque
according to chapter 07, section 07.1.
5 Mount necessary pipes and injection pipe. Tighten the injection pipe
to the stated torque according to chapter 07, section 07.1.
6 Grease the O-rings (21), insert the protecting pipes (7) and push rods
(6) into the guide block.

14 - 3
 Valve Mechanism and Camshaft

7 Mount the yoke. For adjusting the yokes, see section 12.6.
8 Lubricate the rocker arm bore with engine oil and mount the rocker
arms (2) on the bracket (5).
9 Apply the retainer rings (3) by using pliers 800002 and check the axial
clearance and free rotation of rocker arms.
10 Mount the rocker arm bracket on the cylinder head and tighten the
screws (1) to the stated torque, see section 07.1.

Note!
The rocker arm bracket have to be centered.

11 Check the valve clearances, see sections 06.1 and 12.6. Mount the
covers.

14.2. Camshaft V2

Data and dimension

Weight of one camshaft The camshaft is built up of one -cylinder camshaft pieces (5) and
piece: 92 kg separate bearing journals (3). The camshaft pieces have integrated
cams. The camshaft is driven by the crankshaft through a camshaft
drive consisting of gear wheels at the driving end of the engine. At
this end the camshaft is provided with a helical gear wheel (7) for
driving the speed governor. At the free end, the camshaft has an ex‐
tension piece (2) with a cam for operating the starting air distributor.
The camshaft has an axial bearing (8) in the driving end. The oil sup‐
ply is arranged to the axial bearing from the driving end of the engine.
The engine block has a drilling, through which oil is supplied to every
camshaft bearing. The rotation speed of the camshaft is only half of
the engine speed.

14 - 4
 Valve Mechanism and Camshaft

14.2.1. Removing of camshaft piece V2

1 Remove the camshaft covers and open cylinder head covers. Re‐
move rocker arm brackets from all cylinder heads. Lift up tappets (in‐
jection pump and valve tappets) and secure tappets in the upper po‐
sition by means of the locking device 800066.

Warning!
When the valve tappet(s) is/are locked in the upper position the rocker
arm bracket(s)/ push rods must be removed, otherwise when cranking
the engine the pistons will come in contact with the valves.

2 Unscrew the flange connection screws (4) from both ends of the cam‐
shaft piece.
3 Mount the support tool on the block by the camshaft cover fixing
screw.
4 Remove the camshaft end cover (1) from the starting air distributor.
Move the part of the camshaft locating towards the free end of the
engine as much as possible in direction of the free end by using suit‐
able lever.
5 Remove the governor and governor drive housing. Push the other
parts of the camshaft towards the flywheel end as much as possible.
6 Remove the camshaft piece by means of the tool.

Camshaft

8
9

2 3 4 5 6
7

1.Cover 2.Extension piece for starting air distributor 3.Bearing journal 4.Screw
5.Camshaft piece 6.Extension 7.Gearwheel for governor drive 8.Axial bearing
9.Guiding pin

Fig 14-2 401403 V1

14 - 5
 Valve Mechanism and Camshaft

14.2.2. Mounting of camshaft piece V2

1 Check the valve tappets and rollers and bearing bushes carefully.
Even slightly damaged tappet rollers have to be changed.
2 Clean and degrease the flange connection surfaces and threaded
holes.
3 Mount the camshaft piece (5) on the fixing pin and centering at either
end, then pull the camshaft together. Use two or three screws.
4 Insert the other connection screws and tighten to the stated torque.
5 Mount the cover (1) of the starting air distributor, governor drive, etc.
6 Release the tappets and mount the rocker arm brackets.
7 Check the valve clearances, see section 12.6. Check delivery com‐
mencement of the injection pumps on all cylinders towards the free
end, see chapter 01 "firing order" and section 13.1.2.

14.3. Camshaft bearing

14.3.1. Inspection of the camshaft bearing bush V2

When the camshaft bearing journal has been removed, the inner di‐
ameter of the bearing bush can be measured at site, by using a ball
anvil micrometer screw. Measure three diameters in a position 120°
from each other. The average diameter to be compared with wear
limit. The wear limit is stated in chapter 06, section 06.2 If the wear
limit for one camshaft bearing bush is reached, all camshaft bearing
bushes should be replaced. For visual inspection of the camshaft
bearing bush has the camshaft piece and bearing journal to be re‐
moved according to section 14.2.1.

14.3.2. Removing of camshaft bearing bush V2

1 Remove the camshaft piece adjacent to the bearing bush and bearing
journal concerned according to section 14.2.1.
2 Remove the camshaft bearing journal.
3 Assemble the removing device800062 according to Fig 14-3. Notice
the difference in tool assembly for the bearing next to the driving end
of the engine.
4 Tighten the hydraulic tool 3V83E61 800063 by tensioning the screw
4V83G45.

14 - 6
 Valve Mechanism and Camshaft

5 Connect the hoses of the hydraulic pump800053 to the hydraulic tool.

6 Rise slowly pressure in the hydraulic tool to withdraw the bearing
bush. The maximum pressure must not be exceeded. If the bearing
bush does not move when this pressure is achieved, a light knock on
the end flange 3V83H166 can be needed.
7 Open the pressure release valve on the pump, disconnect the hoses
from the hydraulic tool and dismantle the removing device.

Removing of camshaft bearing bush

800063 3V83H165

A 2 1

3V83H164 3V83G45 3V83H166

ABearing 4V83G45Screw 800063Hydraulic cylinder 3V83H164Guide sleeve

3V83H165Distance piece 3V83H166Pressure plate

Fig 14-3 401401 V1

14.3.3. Mounting of camshaft bearing bush V2

1 Lightly lubricate the new bearing bush with clean engine oil on the
outer surface and put it on the guide sleeve 3V83H164. The notch on
the bearing bush side should be positioned downwards, i.e. lubricat‐
ing hole in the engine block and the oil hole in the bearing bush must
be in the same position.
2 Assemble the mounting device according to Fig 14-4. Notice the dif‐
ference in tool assembly for the bearing next to the flywheel end of
the engine.
3 Tighten the hydraulic tool 3V83E61800063 by tensioning the pull
screw 4V83G45 lightly.
4 Connect the hoses of the hydraulic pump800053 to the hydraulic tool.
5 Rise pressure in the hydraulic tool to mount the bearing bush. The
maximum pressure must not be exceeded.
6 Open the pressure release valve on the pump, disconnect the hoses
of the hydraulic tool and dismantle the mounting device.
7 Check that the oil hole in the bearing bush is in the correct position.

14 - 7
 Valve Mechanism and Camshaft

8 Lubricate the bearing surface of the bearing bush and insert the cam‐
shaft bearing journal.
9 Mount the camshaft pieces, bearing journals, guide blocks, injection
pumps and camshaft covers according to the section 14.2.2.

Mounting of camshaft bearing bush

800063 3V83H165

2 1

1
3V83H164 3V83G45 3V83H166

1.Bearing 4V83G45Screw 800063Hydraulic cylinder 3V83H164Guide sleeve

3V83H165Distance piece 3V83H166Pressure plate

Fig 14-4 401404 V2

14 - 8
 Turbocharging and Air Cooling

15. Turbocharging and Air Cooling V2

The turbochargers are of axial turbine type. The charge air coolers
are of rigid frame -type and are located in the in-line engines to the
side of the engine block. V-engines have the cooler located in front
of the turbocharger bracket.
The turbocharger is equipped with plain bearings and is connected to
the engine lubrication system.
The air outlet is connected to the air duct (2) with metal bellows (1).
The exhaust pipes from the cylinders are also connected to the charg‐
er with metal bellows. The exhaust pipe after the turbocharger should
be arranged according to the installation instructions with a fixed sup‐
port immediately after the bellows.
The turbocharger is equipped with cleaning devices for cleaning both
the compressor and the turbine by water injection.

Charge air system L-engine

1
2

SECTION A - A
3
7

8 6
A 4

1.Bellows 2.Airduct 3.Cover for waterspace 4.Charge air cooler 5.Water space
6.Diffuser 7.Air box 8.Drain pipe

Fig 15-1 V1

15 - 1
 Turbocharging and Air Cooling

Charge air system V-engine

1
2
11
12

Y
9 10 7

I II

4 8 8 8

I Alternative 1 II Alternative 2
1.Bellows 2.Air duct 4.Charge air cooler 7.Air box cover 8.Drain pipe 9.Cover
10.Cover 11.Screw 12.Screw

Fig 15-2 401519 V2

15.1. Turbocharger maintenance V2

The plain bearings of the charger are lubricated by the engine lubri‐
cating oil system. The oil is fed through the turbocharger bracket and
the pressure lowered with an orifice. The oil drain is connected to a
channel in the turbocharger bracket from where the oil is lead to the
crankcase.
The cartridge design of the turbocharger allows all normal service
work to be done from the compressor side of the turbocharger without
removing the whole unit from the engine.

Note!
When reassembling, use new seals.

15 - 2
 Turbocharging and Air Cooling

Maintenance of the turbocharger is carried out according to section

15.2 and the instructions of the turbocharger manufacturer. It is rec‐
ommended to use the service network of the engine manufacturer or
the turbocharger manufacturer.

15.2. Water cleaning of turbocharger during

operation V2

15.2.1. Water cleaning of turbine V2

The dirt deposits on the turbine side can be reduced by periodic

cleaning (washing) during operation. The overhaul periods can thus
be extended. Dirty turbines cause higher turbocharger speed and un‐
der certain circumstances higher temperatures of the exhaust gas
and higher stress to the bearings due to imbalance. Washing of the
turbine side is necessary when running on heavy fuel.
During long periods of operation, periodic water cleaning prevents the
build-up of significant deposits on the turbine blades and nozzle
blades. This cleaning method does not work on very dirty turbines
which have not been washed regularly.
If the normal water cleaning of the turbine does not lower the turbo‐
charger speed level, hard deposits have probably built up on the noz‐
zle ring and the turbine blades in the turbocharger, and they have to
be cleaned mechanically. For that purpose, the rotor cartridge and
the nozzle ring have to be removed from the turbocharger.
When washing with water, the water must be injected into the exhaust
system with the engine running at reduced output (see 15.2.2, step
2). The disadvantages of occasionally reducing the output is not sig‐
nificant compared to the advantages of cleaning. The necessary wa‐
ter flow is basically dependent upon the volume of gas and its tem‐
perature. Additives or solvents must not be used in the cleaning water.
The use of salt water is prohibited.

15 - 3
 Turbocharging and Air Cooling

Water cleaning of turbocharger

3
4

1.Valve for turbine cleaning2.Valve for compressor cleaning3.Quick-cou‐

pling4.Flow meter5.Flow adjustment valve6.Main valve

Fig 15-3 V1

Every gas inlet of the charger is equipped with a washing nozzle. The
nozzles are all connected to a common water connection which has
a valve and a quick-coupling. The water flow is controlled by flow
meter (4) to a suitable flow rate, see table below.

Water cleaning of turbine

ABB Single nozzle Twin nozzles Three nozzles
(MH111/MH211) (MH 113)
TPL 65-A 12 - 15 N.A 8 - 10
TPL 67-C 15 - 18 N.A 10 - 11
TPL 69-A 17 - 21 N.A 12 - 14

Water cleaning of turbine

Napier One injector Two injectors Three injectors
NA297 N.A. 17 - 19 26 - 28
NA357 N.A. 22 - 24 33 - 36

15 - 4
 Turbocharging and Air Cooling

Cleaning should take place regularly according to maintenance

schedule, see chapter 04. Depending on the results obtained, the
washing interval may be increased or reduced.

15.2.2. Turbine cleaning procedure V2

1 Record charge air pressure, cylinder exhaust gas temperatures,

charger speed at nominal load for later use to evaluate efficiency of
the cleaning.
2 Reduce engine load corresponding to a maximum exhaust gas tem‐
perature at turbine inlet < 430°C. Run the engine for 15 minutes on
this load before the washing is started.

Note!
Observe the above mentioned limits for engine speed or exhaust gas
temperature.

Note!
If the washing is started earlier than after 15 minutes on stable load
as above, this may have negative consequences for the lifetime of
the turbocharger components.
3 Open the valve (1)and check that the nozzles are not clogged, see
Fig 15-3.
4 Connect the water hose.
5 Open the valve (5) slowly and increase the water flow until the correct
flow is reached according to the table shown in section 15.2.1. Lock
the valve (5) with the counter nut.
6 Close the valve (1) after 10 minutes.
7 After termination of water injectionthe engine must run for at least ten
minutes before the load is increased.
8 Shut all valvesand disconnect the hose to ensure that no water can
possibly enter exhaust pipes after washing.
9 Open the valve (1)and drain the water.
10 Resume normal engine operationat higher output and after one
hour, repeat the readings taken in step 1 above for evaluation.
11 In case the engine shall be stopped after the cleaning,run the engine
for 10 to 20 minutes after the turbocharger has been cleaned. Doing
so it is ensured that all the parts in the exhaust system are completely
dry.

15 - 5
 Turbocharging and Air Cooling

15.2.3. Water cleaning of compressor V2

The compressor can be cleaned by injecting water during operation.

The method is efficient provided that contamination is not too far ad‐
vanced. If the deposit is very heavy and hard, the compressor must
be dismantled and cleaned mechanically.
The injected water does not act as a solvent, the cleaning effect is
achieved by the physical impact of the drops on the deposit. It is
therefore advisable to use clean water containing no additivities either
in the form of solvents or softening agents, which could be precipita‐
ted in the compressor and form deposits.
Regular cleaning of the compressor prevents or delays the formation
of deposit, but it does not eliminate the need of normal overhauls, for
which the turbocharger has to be dismantled.
The water must be injected while the engine is running and at the
highest possible load, i.e. at a high compressor speed.

Note!
Clean the compressor (air side) of the turbocharger at as high load
as possible (at least 75% load).

Cleaning should take place regularly according to maintenance

schedule, see chapter 04. Depending on the results obtained, the
interval between two washings may be increased or reduced.

15.2.4. Compressor cleaning procedure V2

1 Record charge air pressure,cylinder exhaust gas temperatures,

charger speed. These for later use to evaluate the efficiency of the
cleaning.
2 Open the valve (2),see Fig 15-3.
3 Connect the water hose.
4 Use same adjustment asfor turbine side, i.e. wash the turbine side
first and lock the valve (5) by using the counter nut, see Fig 15-3.

Water cleaning of compressor

Turbocharger type Washing time (s)
TPL 65 5-6
TPL 67 4-5

15 - 6
 Turbocharging and Air Cooling

Water cleaning of compressor

TPL 69 2-3
NA297 3-4
NA357 3-4

Note!
Do not exceed the maximum washing times, see table above.
5 Close the valve (2).
6 Disconnect the water hose.
7 Open the valve (2)and drain out the water.
8 Repeat the step 1 above for evaluation.The effect of cleaning can be
seen as a change in charge air pressure and in the exhaust gas tem‐
perature.
9 In case the engine shall be stopped after the cleaning,run the engine
for 10 to 20 minutes after the turbocharger has been cleaned. Doing
so it is ensured that all the parts in the charge air system are com‐
pletely dry.

Note!
If washing is not successful, it must not be repeated before ten mi‐
nutes.

15.3. Operation with damaged turbocharger V2

In case of a serious breakdown of the turbocharger, a blanking device

can be fitted according to the instructions below, see also turbocharg‐
er manual, section 06.
In an emergency situation like this, the engine can be temporarily op‐
erated at max. 20 % output. The thermal overload is a limiting factor
on the diesel engine. Therefore, the exhaust gas temperatures must
be carefully watched during operation with a blanked turbocharger.

Note!
The exhaust gas temperature after the cylinder head must not exceed
500°C.

Note!
In a V-engine both the turbochargers must be blanked if one of them
fails.

15 - 7
 Turbocharging and Air Cooling

A marine engine can in emergency cases for a short period be oper‐

ated with only the damaged turbocharger blanked, as requested by
the classification societies.
In such case, the damaged turbocharger shall be blanked according
to below mentioned instruction.
Wärtsilä strongly recommends both turbochargers on a V-engine
should be blanked also at above mentioned emergency cases.
In case only the other turbocharger in a V-engine is blanked, both
bellows (at air side) must be removed.

15.3.1. Mounting of blanking device V2

1 Remove insulation dishesfrom turbocharger(s).

2 Remove the bellows (1) between turbocharger(s) and air cooler hous‐
ing, see Fig 15-1.

Note!
In a V-engine, if one of the turbochargers is to be blanked, both bel‐
lows (at air side) must be removed.
3 Mount the screen plate(s) (2)on the flange connection of the air cooler
housing, seeFig 15-4.
4 Remove the silencer or air suction branch.
5 Disconnect the cable for speed sensor(s).
6 Remove the locking plate for the lubricating oil connection pipes.
Press the connection pipes downwards. On a V-engine, remove the
lubricating oil connection piece.
7 Mount the lifting equipmentand open the nuts (8). Remove the com‐
pressor casing.

15 - 8
 Turbocharging and Air Cooling

8 Mount the lifting equipmentand open the screws. Remove the car‐
tridge assembly.

Blanking device

4 5
8

1
3 6
7
2

1.Blanking cover 2.Screen plate 3.Distance sleeve 4.Plug 5.Plug 6.Cover

plate 7.Flange 8.Nut

Fig 15-4 401507 V1

9 Mount the plugs (4) and (5) with O-ringsin the lubricating oil connec‐
tion piece. Mount the cover plate (6) and tighten screws. On V-engine,
mount the flange (7) with O-rings and tighten screws.

Note!
The oil flow to and from the damaged turbocharger must be blocked
in the turbocharger bracket by using suitable plugs/flanges.
10 Mount the blanking cover(s) (1),attach distance sleeves (3) and tight‐
en nuts (8).

15.4. Charge air cooler V2

Data and dimension

Material The charge air cooler is of self-supported type. The housing is fitted
- Tubes: copper alloy to the engine block.
- Water boxes: cast iron
Test pressure: 8 bar The air cooler tubes are provided with fins to get more efficient cooling
(water side) of the air. The cooling water circulates in the tubes, while the charge
air passes between the fins on the outside of the tubes.

15 - 9
 Turbocharging and Air Cooling

15.4.1. Maintenance of Charge Air Cooler V2

1 Condensate from the air is drained through a small hole/pipe (8) at

the bottom of the cooler housing after the cooler. Regularly check that
the drain pipe is open by checking the air flow when running.

Warning!
If water keeps on dripping or flowing from the draining pipe for a longer
period (unless running in conditions with very high humidity or with
too low LT temperature due to a defective LT thermostatic valve) the
cooler may be leaky and must be dismantled and pressure tested.
2 At longer stops, (Several weeks)the cooler should be either com‐
pletely filled or completely empty, as a half-filled cooler increases the
risk of corrosion. If there is a risk of sinking water level in the system
when the engine is stopped, drain the cooler completely. Open the air
vent screw at the top of the cooler to avoid vacuum when draining.
3 Clean and pressure test the coolerat intervals according to chapter
04 or if the receiver temperature cannot be held within stipulated val‐
ues at full load.
4 Always when cleaning, check for corrosion.

15.4.2. Dismantling (V-engines) V2

1 Drain the cooler trough the draining plugs (36), see Fig 15-8.
2 Loosen the fixing screws and remove the covers (7), (9), (10) and
(37), see Fig 15-2.
3 Disconnect the external connector X3 if WECS system is used.
4 Carefully loosen and remove under the cooler 2 pcs of electrical ca‐
bles (38), see Fig 15-2, to enable dismantling of the air cooler. Loosen
and remove the plate (12) holding the electrical boxes.

15 - 10
 Turbocharging and Air Cooling

5 Remove the additional supports on both the banks.

Air cooler housing

13

14

16

19

20

20 17 15

13.Screw 14.Nut 15. Nut 16.Air box 17.Air box 19.Cover 20.Protecting plate

Fig 15-5 401521 V2

6 Unscrew and remove the screws (13), see Fig 15-5. Ensure that there
is a gap (approx. 2 - 5 mm) between the bellows and the turbocharger
ducts.
7 Open the inspection cover (19), loosen and remove the nuts inside.
8 Remove the nuts (14) and (15) of the air inlet boxes (16) and (17),
after making proper arrangement to support the boxes.
9 Mount eye bolts with straps on the top of the air inlet boxes (16) and
(17). Prepare lifting of the box with a crane.

15 - 11
 Turbocharging and Air Cooling

10 Slowly pull the air inlet boxes out and remove them.

Air cooler lifting tool

800 077

23 18

25 24 Y

29 26 27 23 28 25 30

22

18.Screw 22.Cooler assembly 23.Screw 24.Stud 25.End cover 26.Air cooler (B) 27.Central connector 28.Air
cooler (A) 29.Screw 30.Screw 800 077 Lifting tool

Fig 15-6 401516 V1

11 Remove the center studs (24) with help of double nuts to enable fixing
of the lifting tool 800 077.
12 Mount the Lifting Tool 800 077 and tighten the screws (23) and (29).
13 Remove the air cooler fastening screws (35), see Fig 15-7.

15 - 12
 Turbocharging and Air Cooling

14 Remove the air cooler fastening screws (18 and 30), (top screws (18)
last), see Fig 15-6.

Note!
Take care that the load of the cooler is carried by the lifting tool.

Air cooler top fastening screws

A-A
35
34

33

33.O-ring 34.Distance sleeve 35.Screw

Fig 15-7 401526 V1

15 Remove the flanges (40), see Fig 15-11.

16 Slightly lower the air cooler. Ensure that all screws are removed and
that the cooler moves freely.

15 - 13
 Turbocharging and Air Cooling

17 Guide the air cooler to the floor. Place e.g. 2 pieces of I-bars under
the cooler.

Air cooler assembly

33

25
26

31
27
36
28

25.End cover 26.Air cooler (B) 27.Central connector 28.Air cooler (A) 31.Screw
33.O-ring 36.Drain

Fig 15-8 401518 V2

18 Split the cooler assembly into 3 parts (A-bank, B-bank and central
connector).
19 Remove the end covers (25) of the air coolers, see Fig 15-8.

15.4.3. Cleaning of air cooler V2

Clean air cooler heat exchange surfaces are essential for a long and
trouble-free engine operation. The cleaning should be done in regular
intervals following the pressure drop (∆p) over the charge air cooler.
1 Remove the protecting plateof the air cooler housing.
2 Apply the lifting tool 800077.
3 Remove the cooler flange screws.
4 Lower the cooleruntil it is clear from the cooler housing.

15 - 14
 Turbocharging and Air Cooling

5 Clean the air side of the coolerby immersing it in a chemical cleaning

bath for at least 24 hours. Recommend cleaning detergents, see
chapter 02. We recommend that cleaning tank should be equipped
with perforated pipes on the bottom for the best cleaning effect,
seeFig 15-9. During cleaning, steam or pressurized air should be
connected to the pipes to get a good circulation. When cleaning is
completed, the cooler should be flushed thoroughly with water.

Note!
The use of a high pressure water jet for flushing, should be avoided
because:
- it will pack the dirt into the middle of the cooler
- the cooler fins will be damaged
This will cause lowered air cooling efficiency.
6 Clean the water sideby immersing the tube bundle into a chemical
cleaning bath for at least 24 hours.Follow the recommendations given
for the air side.
7 Mount the cooler on the engineaccording to section 15.4.5 and
15.4.3

Air cooler cleaning tank

1.

2.

3.

1.Steam of air 2.Perforated pipes 3.Cooler insert

Fig 15-9 401503 V1

15.4.4. Pressure testing of air cooler V2

1 Mount the testing tool, seeFig 15-10 onto the cooler and fill it up with
water by the hand pump.
2 Pressure test the air cooler for 30 minutes. See instructions for testing
device, according to cooler type, in the air cooler tables.
3 Drain the air cooler.

15 - 15
 Turbocharging and Air Cooling

4 Remove the testing tool.

2-stages air cooler V-engine

Circuit Water hose connection Valves Pressure
HT HT-circuit Valve 1 open, valve 2 closed 1,5 bar
LT LT-circuit Valve 3 open, valve 2 closed 1,5 bar
LT and HT HT-circuit Valve 1 and 2 open, valve 3 closed 8,0 bar

2-stages air cooler L-engine

Circuit Water hose connection Valves Pressure
HT HT-circuit Valve 1 open, remove hose from LT-circuit 1,5 bar
LT HT-circuit Valve 1 closed, connect hose to LT-circuit 1,5 bar
LT and HT HT-circuit Valve 1 open, connect hose to LT-circuit 8,0 bar

1-stages air cooler

Circuit Water hose connection Valves Pressure
LT LT-circuit - 8,0 bar

15 - 16
 Turbocharging and Air Cooling

Test pressure tools

-2-stage cooler V-engines: 3V84H0157

Valve 3 2V84H0151 3V84H0144

LT-out LT-IN
HT-IN
Valve 2
HT-IN
HT-out HT-IN
Top Bottom
Valve 1

-2-stage cooler V-engines: 3V84H0190

Valve 3

Valve 2

Valve 1 Top Bottom

-2-stage cooler L-engines: 1V84H0180/1V84H0187 -1-stage cooler: 3V84H0159/3V84H0186

Valve 1
HT-circuit Pressure in to LT-circuit

LT-circuit

Fig 15-10 401523 V1

15.4.5. Assembling (V-engines) V2

1 Mount the coolers (26) and (28), see Fig 15-8 and the central con‐
nector (27) with the screws (31).

Note!
Renew all gaskets!

Take care that the coolers are well supported. The central connector
has to be fitted with 2 pieces of O-rings on both sides. Align the cooler
and central connector as in Fig 15-8 marked X - X.

15 - 17
 Turbocharging and Air Cooling

2 Mount the end covers (25). Glue compound (e.g. Easy Work RTV
345) must to be applied on all gaskets.
3 Mount the lifting tool (800 077) and lift the air cooler assembly into
position and ensure that there are no obstacles for the mounting be‐
fore applying the glue compound.
4 Lower the cooler assembly.
5 Apply glue compound (e.g. Easy Work RTV 345) on all metallic sur‐
faces/bellows surfaces.
6 Apply approved sealant (39) (e.g. Duramix 4031) according to Fig
15-11.

Note!
The sealant sets within 10 - 15 minutes.

Charge air cooler assembly

18a

18b

18c
39

18d

40

18a-d.Screw 39.Sealant 40.Flange

Fig 15-11 401522 V1

7 Lift the air cooler assembly into correct position. Ensure that the O-
rings (33) stays in place when lifting the cooler into position.
8 Mount the screws (18a-18d ) on both sides, see Fig 15-11.
The charge air cooler has to be tightened in turn in directions Y and
Z, see Fig 15-6.
9 Mount all screws (18), (30) and (35) of the air cooler,
see Fig 15-6 and Fig 15-7, and tighten these according to chapter
07. Remove the lifting tool.
10 Mount the studs and lift the air inlet box (16) into position, see Fig
15-5.
11 Mount the air inlet box (17), but do not tighten it before all the nuts
(15) are hand tightened.

15 - 18
 Turbocharging and Air Cooling

12 Tighten the nuts (14) and (15) on the air inlet boxes to torque accord‐
ing to chapter 07.
13 Tighten the screws (13).
14 Mount the electrical equipment.
15 Fill the cooling system with water
16 Vent the air cooler and check the tightness of the sealings at engine
start-up.

15.4.6. Charge air pressure difference over air cooler V2

The charge air cooler maintains the thermal load of the diesel engine
at a correct level. This is very important for keeping fuel consumption
and operating costs down.
An increasing pressure drop (Δp) over the charge air cooler (on the
"air side") causes an increasing thermal load and increasing fuel oil
consumption.
By regularly measuring the ∆p over the charge air cooler, the condi‐
tion of the charge air cooler can be evaluated, and the air cooler can
be cleaned or changed to a spare air cooler at the right time.

Δp over clean charge air cooler [mmH2O]/[mbar]

Engine type Single stage Two stage Alarm limit
cooler
cooler (WECS)
6L and 12V 215/21 255/25 765/75
8, 9L, 16V and 18V 490/48 530/52 765/75

The pressure difference over the air cooler can be measured by using
an u-tube or a pressure difference indicator, see Fig 15-12 and Fig
15-13.
1 Connect water filled u-tube / pressure difference indicatorto the pipe
unions.

15 - 19
 Turbocharging and Air Cooling

2 If using u-tube, measure the pressure differenceby using a measuring

tape.

Measuring pressure difference from in-line engine

Fig 15-12 V1

Measuring pressure difference from V-engine

A/B C
A/B C

A B C
A B C

Fig 15-13 V1

15 - 20
 Exhaust Gas Wastegate

15J. Exhaust Gas Wastegate V1

The wastegate valve is working as a regulator and is used for limiting

the charge air pressure at high loads.
The exhaust gas wastegate valve, when opened, by-passes partly
exhaust gases over turbocharger thus reducing turbocharger speed
and charge air pressure in receiver.
The exhaust gas wastegate system is built on the engine and consists
of an actuator (1) connected to the butterfly valve (2) which controls
the exhaust by-pass flow via pipes (4) and (5) to the turbocharger
exhaust gas outlet as much as required to keep the correct charge air
pressure.
The charge air pressure is controlled by a butterfly valve, which in turn
is controlled by an I/P converter.

Air wastegate system

2
5

1.Actuator 2.Butterfly valve 4.Exhaust pipe 5.Exhaust pipe

Fig 15J-1 401515 V1

15J.1. Function of Exhaust Gas Wastegate V2

The wastegate control system gets compressed air from the instru‐
ment air system. The pressure is approx. 4 - 6 bar. The instrument air
needs to be clean, dry and oil free to secure the function of the com‐
ponents. See also chapter 21.

15J - 1
 Exhaust Gas Wastegate

The wastegate system works as follows: When the engine is running,

air is supplied to the I/P converter (8) and the positioner (9) in the
actuator unit (1). The I/P converter supplies a 0.2-1.0 bar control air
pressure to the positioner depending of to the incoming 4-20 mA con‐
trol signal. The positioner pilot valve (11), see Fig 15J-3, supplies the
actuator (1) with air pressure according to the control air pressure
from the I/P converter.

Air wastegate control system

1.Actuator 2.Butterfly valve 8.I/P converter 9.Positioner A.Control air

Fig 15J-2 401502 V1

15J.1.1. Built-In-Test V1

To improve mobility and reliability of exhaust wastegate valve oper‐

ation during running of an engine, a built-in-test "Morning gymnastics"
is performed before starting of an engine.
In the gymnastics, wastegate valve position is being changed back
and forth from close to open until it moves satisfactorily or/and preset
amount of openings and closings has been done.

15J - 2
 Exhaust Gas Wastegate

15J.2. Maintenance of Exhaust Gas Wastegate V1

The system is built up of high class components. Usually it requires

no other maintenance than check of wear and function.

15J.2.1. Check of wear of the wastegate system V1

The systems requires a regular check of wear and function.

1 Check for wear of the key connection between the actuator and the
positioner.
2 Check for possible wear inside actuator by moving the shaft.

Wastegate positioner

A B 13

11

16

15
C
18

14

12
17
19

11.Positioner pilot valve 12.Screw 13.Lever 14.Cam 15.Screw 16.Screw 17.Ad

justing screw 18.Adjusting screw 19.Ball bearing A.Control air from I/P converter
0,2 - 1,0 bar B.Control air 6 - 8 bar C.Connections to and from the actuator

Fig 15J-3 3215100 V1

15J.2.2. Change of positioner pilot valve V2

The pilot valve (11) in the positioner should be replaced with a new
one according to chapter 04 or in case of malfunction.

15J - 3
 Exhaust Gas Wastegate

1 Remove the cover of the positioner and the pilot valve screws (12),
see Fig 15J-3.
2 Pay attention to the pilot valve stem and the lever (13), remove the
pilot valve carefully.
3 Replace the pilot valve (11) with a new one and re-assemble the po‐
sitioner in the opposite order.
4 Adjust the wastegate positioner, see section 15J.3.
5 Calibrate the wastegate I/P converter, see section 15J.4.
6 Check the function of the valve by following the positioners movement
when the engine is re-started and runs on load.

15J.3. Adjustment of wastegate positioner V2

Remove the cover and the yellow indicator. Make sure the cam (14),
is in zero position when the actuator is closed (S-position), see Fig
15J-4.
1 To adjust the zero position of the cam disc, loosen the screws (15)
and (16) about 1 turn. The cam disc will now go to zero position.
2 Tighten the screws (15) and (16).
3 Calibrate the wastegate I/P converter, see section 15J.4.
4 Mount the yellow indicator and the cover. Indicator reading on the
cover should same as on the cam scale (14).

Actuator position

1.Open 2.Shut

Fig 15J-4 3215106 V1

15J - 4
 Exhaust Gas Wastegate

15J.4. Calibrating the wastegate I/P converter V1

Before starting calibration of the wastegate I/P converter, the waste‐

gate positioner must first be adjusted. See section 15J.3.
The calibration can be done by using a mA calibrator.

15J.4.1. Manually with mA calibrator V1

For the calibration a 4-20 mA current calibrator is needed. Wärstsilä

spare part no. 800 119 and 800 120.
1 The engine must be stopped.
2 Check that the control air is enable.
3 Connect the mA calibrator to the I/P converter. See Fig 15J-5.
4 Set the mA to equal 30 degrees on the cam (14). See table 1.
5 Adjust the zero adjustment screw (20) on the I/P converter (marked
with Z on the coverter) so that the pointer on the wastegate points at
30 degrees.
6 Set the mA to equal 60 degrees on the cam (14). See table 1
7 Adjust the span adjustment screw (21) (marked with S on the con‐
verter) until the pointer points at 60 degrees.
8 Repeat steps 4-7 above until it shows correct values.
9 Check the whole range according to the table 1. If 4mA does not equal
0 degrees, adjust with the zero adjustment screw.
Table 1.

Degrees [°] Current [mA]

0 4,0
15 6,7
30 9,3
45 12,0
60 14,7
75 17,3
90 20,0

15J - 5
 Exhaust Gas Wastegate

Wastegate I/P converter

mA - 3 mA +
- 2 1 +

Z S

20 21

OUT IN

20.Zero adjustment screw 21.Span adjustment screw

Fig 15J-5 3215105 V1

15J - 6
 Injection System

16. Injection System V2

16.1. Injection pump V2

Data and dimensions

Multihousing: The engine is designed with one injection pump per cylinder. The in‐
- material: jection pump is located in a "multihousing", see Fig 16-1. The func‐
special cast iron tions of the multihousing are:
- weight: 37 kg
● Housing for the injection pump element,
Injection pump element:
- weight: 6,5 kg ● Fuel supply channel along the whole engine,
- Injection press: 1800 bar
- Plunger: coated ● Fuel return channel from each injection pump,
Constant pressure valve,
opens when the pressure
● Lubricating oil supply to the valve mechanism.
difference is: 130 bar The arrangement with the multihousing represents the ultimate in safe
fuel system. It also gives a compact design without fuel piping and
with easy maintenance operations.
The injection pumps are one-cylinder pumps with separate roller tap‐
pets. The element, of mono element type, is fuel lubricated. The drain
fuel is led in an integrated pipe system with atmospheric pressure
back to the low pressure side of the injection pump.
Each injection pump is equipped with an emergency stop cylinder
coupled to an electro-pneumatic overspeed protecting system.

Multihousing

Fig 16-1 401690 V1

16 - 1
 Injection System

16.1.1. Functional description of injection pump V2

The injection pump pressurises fuel to the injection nozzle. It has a

regulating mechanism for increasing or decreasing the fuel feed
quantity according to the engine load and speed. The pumps are
governed by the governor.
The plunger, pushed up by the camshaft via the roller tappet and
pulled back by the spring acting on the plunger, reciprocate in the
element on a predetermined stroke to feed fuel under pressure.
The plunger also controls the injected amount by adjusting the helix
edge position relative to the discharge port. The plunger has an obli‐
quely cut groove (lead) on its side. When the plunger is at the lowest
position or bottom dead centre, fuel flows through the inlet port into
the element bore. Rotation of the camshaft moves the plunger up.
When the top edge of the plunger step is lined up with the ports, ap‐
plication of pressure to fuel begins. As the plunger moves up further,
and the helix of the plunger meets with the ports, the high pressure
fuel flows through the lead to the ports and the pressure feed of fuel
is completed.
The plunger stroke during which the fuel is fed under pressure is
called the effective stroke.
According to the engine load, the amount of fuel injected is increased
or reduced by turning the plunger a certain angle to change the helix
position where the ports are closed on the up stroke and hence in‐
creasing or reducing the effective stroke. The fuel rack is connected
to the regulating mechanism of the governor. If the fuel rack is moved,
the control sleeve in mesh with the rack is turned. Since the control
sleeve acts on the plunger, the plunger turns with the control sleeve,
thus the effective stroke changes and the injected fuel amount in‐
creases or decreases.
The fuel delivery valve and constant pressure valve are located in the
head piece. The ports are of a special design to prevent cavitation.
The delivery valve, provided into the head piece, performs the func‐
tion of discharging the pressurized fuel to the injection pipe. The fuel
compressed to a high pressure by the plunger forces the delivery
valve to pop up. Once the effective stroke of the plunger ends, the
delivery valve is brought back to its original position by the spring and
blocks the fuel path, thereby preventing counter flow of the fuel.
After the effective stroke, the fuel is drawn back through the constant
pressure valve from the high pressure injection pipe to instantly lower
the residual pressure between the delivery valve and the nozzle. This
termination maintain consistent injection "shot to shot" by maintaining
a constant pressure in the pipe line between injections.
The multihousing is provided with two erosion plugs, which can easily
be replaced when necessary.

16 - 2
 Injection System

16.2. Maintenance of injection pump V2

Most maintenance operations can be done without removing the mul‐

tihousing from the engine. It is recommendable that the engine will be
run 5 minutes with light fuel before stopped for overhaul of injection
pump. During maintenance utmost cleanliness must be observed.

16.2.1. Removing of injection pump and guide block V2

1 Shut off fuel supplyto the engine and stop the prelubricating pump.
Remove necessary covers.
2 Drain out the fuel fromthe multihousing fuel pipes by using a drain
plug at the end part of the fuel pipes , see Fig 17-1.
3 Turn the crankshaftso that the injection pump tappet is in the bottom
position, the roller resting on the base circle of the cam.
4 Remove necessary pipes,injection pipe, fuel leak pipes and lube oil
pipe. Disconnect the fuel rack.
5 Open the fuel pipe connections between the injection pump con‐
cerned. Open hexagon socket screws and remove locking plates.
Move the fuel line connecting sleeves clear of the adjacent fuel pipes
by using the tool 800039.
6 Open the injection pump fastening nuts (31).
7 Mount the lifting tool 800073 and lift off the pump.
8 Open the fuel pipe connectionsbetween the multihousings con‐
cerned. Open hexagon socket screws and remove locking plates.
Move the fuel line connecting sleeves clear of the adjacent fuel pipes
by using the tool 800039.
9 Open the guide block fastening screwsand lift off the guide block with
the extractor tool 800140.
10 Cover immediately all openingswith tape or plugs to prevent dirt from
entering the system.

16 - 3
 Injection System

Injection pump

1
30
2
28
3
29
4
5 27
6
7 26
8 25
9 31
10
11
12
13 X Z
14
24
15
23
16
22
17
21 18 Alternative Design

20

19 19

1.Screw 2.Screw 3.Head piece 4.Pin 5.Erosion plug 6.Control sleeve

7.Spring plate 8.Spring 9.Spring holder 10.Retainer ring 11.Screw 12.Cover
13.Screw 14.Flange 15.Push spindle 16.Spring 17.Spring disc 18.Spring 19.
Screw/ Pin 20.Tappet 21.Locking plate 22.Sleeve 23.Screw 24.Adjusting
screw 25.Element plunger 26.Element cylinder 27.Fuel rack 28.Delivery valve
+ spring 29.Pin 30.Pressure relief valve + spring 31.Nut

Fig 16-2 401644 V1

16.2.2. Mounting of injection pump and guide block V2

1 Clean the contact faces of theguide block. Pay special attention to the
O-ring sealing surfaces. Renew the O-rings and lubricate with grease
or engine oil.
2 Remove the protecting tapes or plugs.
3 Mount the complete housingonto the engine.

16 - 4
 Injection System

B1 B2 4 Check the parallelism of the roller axis to the camshaft by measuring

the distance to the engine block on both sides of the guide block with
a feeler gauge, i.e. measures B1=B2, see adjacent figure. Tighten the
screws to the stated torque according to chapter 07, section 07.1.
5 Mount the lubricating oil pipes.
6 Connect the fuel pipes between the multihousings concerned. Move
the fuel line connecting sleeves on the adjacent fuel pipes by using
the tool 800039.
7 Check the adjustment of the injection pumpaccording to work steps
2 to 6 in section 16.2.3.
8 Clean the contact faces of theguide block and injection pump. Renew
the O-rings and lubricate with grease or engine oil. Mount the spring
(16) in the guide block.
9 Mount the injection pumpand tighten the nuts (31) lightly.
10 Connect the fuel pipes between the injection pumps concerned. Move
the fuel line connecting sleeves on the adjacent fuel pipes by using
the tool 800039.
11 Mount the locking platesand tighten screws.
12 Tighten the nuts (31) to the stated torque according to chapter 07,
section 07.1.
13 Mount necessary pipes and injection pipe. Tighten the injection pipe
to the stated torque according to chapter 07, section 07.1. Connect
the fuel rack.

Note!
Check the injection pipe tightening torque after few running hours on
hot engine.

14 Rotate the control shaft and check that all pumps follow the shaft
movement. Check the fuel rack positions of all pumps, see chapter
22.1
15 Open fuel supply to the engine and vent the fuel system according to
the instructions in chapter 17.

16.2.3. Adjusting clearance of the injection pump V3

Pump timing can alter due to manufacturing tolerances in pumps,

cams and gears or when doing some modifications to the engine. To
get best possible operation to the engine it is important that fuel pump
adjustments are done properly and are according to the setting table,
see test records.
1 Remove the injection pumpfrom the engine, see section 16.2.1.

16 - 5
 Injection System

2 Turn cylinder concernedto the position until pump tappet roller is on

the base circle of the camshaft.
3 Measure the distance "X", with a dial indicator or tool (800111), be‐
tween the adjusting screw and the upper surface of the tappet hous‐
ing, see Fig 16-2.
4 Open the locking screws (23)and adjust the distance "X" to the correct
value, see section 06.2, by turning the screw (24).
5 Tighten the screws (23) to the torque given in chapter 07, sec‐
tion07.1.

Note!
Distance "Z" between locking plate (21) and tappet (20) must be ad‐
justed if locking screws (23) have been removed.- Hold the adjusting
screw (24) and screw the locking plate (21) down until it is in contact
with the tappet (20).- Hold the adjusting screw and screw the locking
plate upwards 5 to 5 1/2 turns (Z=10 - 11 mm).- Mount the sleeves
(22) and the screws (23).- Proceed according to step 3 above.

6 Check the distance "X"and proceed from the workstep 9 in the section
16.2.1.
7 If it is necessary to check injection timing,see section 13.1.2

16.2.4. Overhauling of injection pump V2

It is supposed that the multihousing is removed from the engine and

it is properly cleaned.

Note!
The element cylinder, plunger and delivery valve assembly are
matched and they must be kept together during the overhaul.

1 It is recommendableto put the pump in a screw vice, in positions con‐

venient for the different operations.
2 Turn the pump up side down.
3 Open the screws (13)and remove the flange (14).
4 Secure the bush spindle assembly by using the tool 800033 and re‐
move the retainer ring (10) by using pliers.

Note!
The push spindle is spring loaded; Be careful when loosening the tool.

5 Release the spring tensionand remove the tool.

16 - 6
 Injection System

6 The push spindle (15),spring holder (9), spring (8) and the plunger
(25) can now be removed.
7 Remove the spring plate (7)and control sleeve (6).
8 Turn the pumpand open the screws (1) and (2) in crosswise steps of
30°.
9 Remove the head piece (3)and remove the fuel delivery valve (28)
with spring and pressure relief valve (30) with spring.
10 Remove the element cylinder (26)by using a soft tool.
11 Wash the partsin absolutely clean diesel oil and lubricate these with
engine oil. Pay special attention to the grooves and bores for leak fuel
and lubricating oil. When handling small components of the injection
equipment, keep hands absolutely clean and grease them with
grease or oil. Keep the parts together, the plunger being inserted in
the element.
12 Normally, further dismantlingis not necessary. It is recommendable to
keep the components of different pumps apart from each other, or to
mark them so they can be fitted into the same pump. The parts must
be protected against rust, and the running surface of the element
plunger especially should not be unnecessarily handled with bare fin‐
gers.
13 Re-install the delivery valve with spring (28)and pressure relief valve
with spring (30) into the head piece (3).
14 Screw the element cylindertogether with head piece using the screws
(2). Note that the fixing pin (29) is fitted properly.
15 Mount new O-rings/sealring(s)and re-install the element cylinder with
the head piece into the multi housing, tightening lightly the screws (2)
crosswise.
16 Tighten the screws (2)crosswise in steps to the stated torque and then
the screws (1) in the same way, see chapter 07, section07.1.
17 Turn the pumpand assemble the control sleeve (6) with the fixing pin
aligned with the groove in the fuel rack, see adjacent figure.
18 Re-install the spring plate (7)and the spring (8).
19 Re-install the element plunger (25)assembly with the spring holder
(9) and the push spindle (15) carefully into correct position.

Note!
The marker on one of plunger vanes. The marked plunger vane must
slide into the fuel rack side of the control sleeve, i.e. correspond to
the marks on the fuel rack and the chamfered tooth of control sleeve.

20 Press the push spindle down carefully by using a tool 800033. To

make the plunger vanes slide into the grooves on the control sleeve
you can gently move the fuel rack.

16 - 7
 Injection System

21 When plunger is deep enoughinstall the retainer ring (10) with pliers.
Remove tool and check that fuel rack can be easily moved.
22 Before installing the flange (14),check that sealing is intact. If neces‐
sary replace sealing by opening the screws (11) and removing the
cover (12) and sealing.
23 Mount the flange (14) and tighten the screws (13) in the stated torque,
see chapter 07, section 07.1.
24 Check that fuel rack (27)can be easily moved.
25 Unless the pump is immediately mountedon the engine, it must be
well oiled and protected by a plastic cover or similar. The fuel ports
and the injection line connection must always be protected by plugs
or tape.

16.2.5. Changing of erosion plugs V2

1 Remove the locking wirebetween the locking screws and erosion

plugs (5).
2 Change erosion plugsand tighten to correct torque, see chapter
07.1.
3 Lock the erosion plugswith a locking wire to the fastening screw, see
Fig 16-2

Note!
To prevent a risk of a high pressure fuel leakage, the erosion plugs
must be locked.

16.2.6. Cleaning of fuel injection pump V2

Small fuel leakages through the injection pump may in some cases
block the fuel drain line and/or prevent free movement of the fuel rack.
Wärtsilä has developed a procedure to clean the interior of the lower
part of the fuel injection pumps.

16 - 8
 Injection System

Washing device for injection pump

2 1

6 A
4

LFO

Fig 16-3 401691 V1

LFO .Light fuel oil,A. To clean leak fuel system, 1. Plug,2. Connection
piece,3 . Hose,4. Hose,5. Control valve,6.Washing device.

Note!
Before starting the washing procedure, check that the pipes to the
clean leak fuel system are open.

1 Remove the plug (1) from the injection pump.

2 Fit the connection piece (2).
3 Connect the hose (3) to the connection piece (2).
4 Connect the suction hose (4)to a 10 l canister containing clean light
fuel oil.
5 Connect the air pressure hose to the washing device (6).Make sure
that the valve before the control valve (5) is closed before connecting
the air pressure hose.
6 Slowly open the valve before the control valve (5).
7 Adjust the air pressure to 2 bar with the control valve (5).
8 Pump 4 to 5 litres of clean light fuel oilthrough the injection pump while
moving the fuel rack back and forth.
9 Close the air supply to the washing device (6).
10 Remove the hose (3) and adapter (2)and mount the plug (1) with a
new sealing ring. Tighten the plug to 80 Nm.

16 - 9
 Injection System

11 Repeat the steps above on the remaining injection pumps.

Note!
If the injection pumps are very dirty, mechanical cleaning and opening
of drain holes etc. may be required before using the cleaning device.

Warning!
Use necessary safety equipment, like goggles, gloves and boiler suit
to protect yourself. Do not leave the engine unattended while cleaning
is in process. Be careful not to spill fuel on hot surfaces. Cleaning of
the injection pumps must not be performed while the engine is run‐
ning.

16.3. Injection line V2

The injection line consists of two parts, the connection piece, which
is screwed sideways into the nozzle holder, and the injection pipe.
The connection piece seals with plain metallic surfaces and these
surfaces are to be checked before mounting. Always tighten the con‐
nection piece to correct torque before mounting the injection pipe;
also in case only the injection pipe has been removed, because there
is a risk of the connection piece coming loose when removing the
pipe.
The injection pipe is covered by a shielding to protect the engine en‐
vironment from fuel leakages. The injection pipes are delivered com‐
plete with connection nuts assembled. Always tighten the connec‐
tions to correct torque.
When removed, the injection line details have to be protected against
dirt and rust.

16.4. Injection valve V2

Data and dimension

Orifices: 10 pcs The injection valve is centrally located in the cylinder head and in‐
Orifice dia.: 0.54 mm cludes the nozzle holder and the nozzle (15), see Fig 16-4. The fuel
Angle: 155° enters the nozzle holder sideways through a connection piece (2)
Opening press:
See chapter 06. mounted into the nozzle holder.

16 - 10
 Injection System

The nozzles receive high pressure fuel from the injection pipe and
inject this fuel into the combustion chamber as a very fine spray. The
pressure at which the nozzle operate can be corrected by turning the
adjusting screw (7) in the injection valve.

Injection valve

8
2 3 4 5
9

10
A 18 19
11

12
1 16 17 13
14
15

A.Friction Ring 1.Injection pipe 2.Connection piece 3.O-ring 4.Protecting sleeve

5.O-ring 6.Counter nut 7.Adjusting screw 8.Spring retainer 9.Guiding screw
10.Spring 11.Push rod 12.Injection valve housing 13.Fixing pin 14.Nozzle nut
15.Nozzle 16.Screw 17.Conical ring elements 18.Flange 19.Flange

Fig 16-4 401602 V1

16.4.1. Removing the injection valve V2

1 Remove the cylinder head coverand the hot box cover.

2 Remove the injection pipe (1),see Fig 16-4.
3 Remove the connection piece (2)and loosen the protecting sleeve (4)
if necessary. Friction ring design, see text below.
4 Loosen the screw (16)and unscrew the connection piece (2). The
conical ring elements (17) come loose together with connection piece.
5 Remove the fastening nutsof the injection valve.
6 Lift out the injection valve with the tool 800029.
7 Protect the fuel inlet holeof the injection valve and the bore in the
cylinder head.

16 - 11
 Injection System

16.4.2. Overhauling the injection valve V2

1 Inspect the nozzleimmediately after removing the injection valve from

the engine. Carbon deposits (trumpets) may indicate that the nozzle
is in poor condition, or that the spring is broken. Clean outside of the
nozzle with a brass wire brush.Don't use steel wire brush.
2 Check the function and condition of the nozzle,i.e. the opening pres‐
sure and spray uniformity.
3 Release the nozzle spring tensionby opening the counter nut (6) and
releasing the adjusting screw (7).
4 Remove the nozzle from the holderby turning the cap nut (14) using
tool 800037 until it is loosened. Keep the nozzle together with the
holder body, don't let it follow up with the nut. If there is coke between
the nozzle and the nut, the dowel pins may break and damage the
nozzle. To avoid this, knock on the nozzle, using a piece of pipe ac‐
cording toFig 16-5, to keep it towards the holder. Never knock directly
on the nozzle tip. Be careful not to drop the nozzle.

Maximum lift of nozzle, removing of nozzle from holder

B Alternative 1

B B

A A

Alternative 2 Alternative 3

Fig 16-5 401627 V1

16 - 12
 Injection System

5 Check the nozzle needle movementwhich may vary as follows:

● needle completely free
● needle free to move within the normal lifting range
● needle is sticking
The needle must not be removed by force because this often results
in complete jamming. Unless it can be easily removed, immerse the
nozzle in lubricating oil and heat oil to 150 - 200°C. Normally, the
needle can be removed from a hot nozzle.

6 Clean the components.If possible, use a chemical carbon dissolving

solution. If there is no such available, immerse the details in clean fuel
oil, white spirit or similar to soak carbon. Then clean the components
carefully by tools included in the tool set. Do not use steel wire brush‐
es or hard tools. Clean the nozzle orifices with needles provided for
this purpose. After cleaning, rinse the details to remove carbon resi‐
dues and dirt particles.
Before inserting the needle in the nozzle body, immerse the compo‐
nents in clean fuel oil or special oil for injection systems.
Seat surfaces, sliding surfaces (needle shaft) and sealing faces
against the nozzle holder should be carefully checked.

7 Clean the nozzle holderand the cap nut carefully; if necessary, dis‐
mantle the nozzle holder to clean all details. Check the nozzle spring.
8 Check the high pressure sealing facesof the nozzle holder, i.e. the
contact face to nozzle and the bottom of the fuel inlet hole.
9 Check maximum lift of nozzle,i.e. sum of measures A and B in Fig
16-5. If the wear B exceeds 0.10 mm, the nozzle holder can be sent
to the engine manufacturer for reconditioning. If the total lift is out of
the value stated in chapter 06, section 06.2, the nozzle should be
replaced by a new one.
10 Reassemble the injection valve.Tighten the cap nut to the torque giv‐
en in section 07.1.
11 Connect the injection valveto the test pump. Pump to expel air. Shut
the manometer valve and pump rapidly to blow dirt out of the nozzle
orifices. Place a dry paper under the nozzle and give the pump a quick
blow. Note fuel spray uniformity.
12 Check the opening pressure:
● open manometer valve,
● pump slowly and watch manometer to note the opening pressure.
If the opening pressure is more than 20 bar below the stated value,
with damped movement of the indicator, it indicates a broken
spring or badly worn parts.

16 - 13
 Injection System

13 The symmetry of the spraycan be evaluated when having the opening

pressure adjusted first to 50 - 100 bar. Needle stroke using standard
hand test pump is close to nominal with low opening pressure. Un‐
equal distribution can mean blocked or worn spray holes.
14 Check the needle seat tightness:
● increase pressure to a value 20 bar below the stated opening
pressure,
● keep pressure constant for 10 seconds and check that no fuel
drops occur on the nozzle tip. A slight dampness may be accept‐
able.

15 Check the needle guide tightness:

● increase the pressure in test pump over 300 bar,
● stop pumping and measure the pressure drop time from 250 to
200 bar. In a new nozzle the time varies between 3 - 6 seconds
but is much depending on the test equipment. To judge the wear
correctly, you should note the pressure drop time in a new nozzle
and compare the results to later testing results with same nozzle.
If pressure drop time on a used nozzle dropped to 1/3 of the orig‐
inal, the guiding is worn too much and the nozzle has to be re‐
placed.

16 If the tests according to step 11...15give satisfactory results the in‐

jection valve can be re-installed in the engine. Otherwise, replace the
nozzle by a new one.
17 If leakage occurson the high pressure sealing surfaces the damaged
detail should be replaced by a new one or reconditioned.
18 If nozzles or injection valves are to be storedthey should be treated
with corrosion protecting oil.

16.4.3. Injection nozzle function test V2

● If abnormal running parameters are observed (abnormally high or

low exhaust gas temperatures, low firing pressure) one reason can
be leaking or blocked fuel injector(s).
● The nozzle holes can be checked with the hand test pump by giving
a quick and heavy blow and using a paper under the nozzle tip,but
keep your hands away. All sprays should give an equal impression

16 - 14
 Injection System

on paper; the number of impressions should correspond to the hole

configuration (10 holes). An irregular form tells that the hole is
partly blocked and should be cleaned.
● Testing of nozzle atomization with the hand test pump however is
not completely reliable. When using hand test pump, the injected
fuel amount is very small. Therefore, the needle stroke is very short
and may give an impression of bad atomization.
A nozzle that gives bad atomization on the test pump can give good
performance on an engine.
For tests of the nozzle function with full amount of fuel injected, a
special booster unit is developed and can be ordered as an optional
tool.

16.4.4. Booster unit for testing the nozzle function V2

The aim with the booster unit after the hand test pump is to provide
waving fuel pressure with a right quantity to the nozzle.
The booster unit is operates as follows:
1 Fuel is suppliedfrom the hand test pump device through the port (1)
to the chamber (2). see Fig 16-6. The first filling of the booster requires
about 80 strokes.

16 - 15
 Injection System

2 If the booster unit has not been used, the trapped air is pumped out
(requires 5-8 strokes) through the lower valve (3) to the leak channel.
Close the valve (3) after venting the booster unit.

Booster unit

4 5

A
3 3

B
2
C
1

1.From the hand pump 2.Chamber 3.Valve 4.Valve 5.Control valve A.To the
fuel valve B.Drain C.From the hand pump

Fig 16-6 401620 V1

3 The right pressure wave levelis reached by pumping prepressure to

the high pressure line to fuel injector. This is done by opening the
valve (4) and pumping with the test pump the pressure little over
200 bar. After this the valve (4) should be closed.

Note!
The appearance in testing will be a big bang as well as fuel mist like
in an actual engine. Therefore assure adequate ventilation of the
space where testing is done and observe the normal safety regula‐
tions of fuel handling. When adjusting the opening pressures of fuel
valves with the booster unit connected, valve (3) is to be kept closed
and valve (4) opened. It is recommended to store the fuel valves with
the adjusting screws loosened, i.e. to adjust the valves first just before
putting them in the engine(s).

16 - 16
 Injection System

4 When pumpingwith the hand test pump device, the pressure increa‐
ses inside the chamber (2). At the certain point the pressure/force
against the control valve (5) is bigger than the force in opposite side
(spring force + pressure). This will make the control valve (5) open.
The function of the control valve is similar to the main delivery valve
in the fuel injection pump head.
5 The pressurized fuel having a step pressure waveis entering to fuel
injection valve. Now with a bigger volume than with the standard hand
test device, the nozzle reaches full needle lift. After the test the pres‐
sure in high pressure line will be reduced by opening the draining
valve (3).

16.4.5. Mounting the injection valve V2

1 Check that the bottom surface of the bore in the cylinder head is clean.
If necessary, clean or lap the surface by the tool 800075. If lapping is
necessary, the cylinder head must be lifted off. For lapping, a steel
washer and fine lapping compound is used.

Note!
The injection valve seals directly to the bottom of the cylinder head
bore without seal ring.

2 Put new O-rings on the injection valve.Lubricate the O-rings with lu‐
bricating oil or grease.
3 Fit the injection valveinto the cylinder head bore and tighten the valve
fastening nuts by hand. Note the guiding pin position.
4 Put new O-rings on the connection pieceand on the protecting sleeve
if it has been removed.
5 Mount the protecting sleeve on the connection pieceif it has been re‐
moved. Screw in the connection piece by hand. Tighten to correct
torque. Tighten the protecting sleeve screws. Friction ring design, see
step 6.
6 Mount the connection pieceinto the cylinder head. Screw in the con‐
nection piece by hand. Tighten to correct torque. (Friction ring design
only, seeFig 16-4.)
7 Tighten the fastening screws (16)of the flange (18) to correct torque,
see section 07.1. (Friction ring design only.)
8 Tighten the fastening nutsof the injection valve to correct torque, see
section 07.1, in steps of 10 - 20 Nm.
9 Mount the injection pipeand tighten the cap nuts to correct torque.
10 Close the covers.

16 - 17
 Injection System

16.5. Pneumatic overspeed trip device V2

The pneumatic overspeed trip device is mounted on the multihousing

and acts directly on the fuel rack. If the overspeed trip device is acti‐
vated, pressurized air acts on a piston in a cylinder attached to the
multihousing. The piston forces the fuel rack to a "no fuel" position.
The force of the overspeed trip device is stronger than the torsion
spring in the regulating mechanism. For maintenance of pneumatic
overspeed trip device see chapter 22.1.

Pneumatic overspeed trip device

1.Fuel rack 2.Piston 3.Cylinder 4.Slide ring

Fig 16-7 401604 V1

16 - 18
 Fuel System

17. Fuel System V2

The Wärtsilä® 32 engine is designed for continuous Light, Heavy or

Crude Oil duty. The fuel feed system pressure adjustment recom‐
mendations varies depending on fuel quality and installation and the
values mentioned in this chapter should be used as guidelines only.
As the fuel treatment system plan usually varies from one installation
to another, the system described in this manual may not exactly cor‐
respond to the actual installation. See installation specific documen‐
tation for further information.
The engine can be started and stopped on heavy fuel or crude oil
provided that the fuel is heated to operating temperature, see recom‐
mended operating data in section 17.4.4 and chapter 01.2.

Note!
It is of great importance that the fuel treatment before the engine is
done properly i.e. necessary filter maintenance is carried out accord‐
ing to schedule. The efficiency of the fuel filtration influences directly
on the injection equipment lifetime and thus on the engine perform‐
ance.

17.1. Functional description of fuel system V2

The fuel is pressurized by the pump (13) and filtered by the filter (6),
see Fig 17-1. The pressure control valve (15) maintains correct pres‐
sure in the system and valve (3) at each engine.
Fuel feed pressure and temperature sensors are located on the en‐
gine inlet piping and monitored on the LDU panel on the engine as
well as in the engine control room.
Fuel leaking from injection pumps and injection valves is collected
(103) in a separate enclosed system. This fuel can be reused. A sep‐
arate pipe system leading from the top level of the engine block col‐
lects waste oil, fuel and water arising, for example, when overhauling
cylinder heads.
The high pressure system, with injection pumps and injection valves,
is described in chapter 16.1.

Fuel feed and circulating unit

In the fuel feed unit (A), see Fig 17-1, the fuel is pressurized in order
to avoid disturbances due to vaporising of water and fuel.

17 - 1
 Fuel System

The fuel-circulating unit (B) maintains de-aerated fuel of correct vis‐

cosity (correct temperature) and pressure to the engine/engines (C)
and circulates the fuel in the main system.

17 - 2
 Fuel System

Fuel system

4 P5

23 PI

TI
5

Pc1

21 22 3

103 102 101

P3
15

A B

10

14
11 18 12 13 16 6
P2 P4

9 P1
11 14
P2 P4
24 24

9 18 17 13 16

3.Pressure control valve 4. Pressure transmitter 5.Temperature sensor 6.Fuel filter 9. Fuel feed pump
10.Pressure regulating valve 11.Safety valve 12.Deaeration tank 13.Circulating pump 14.Safety valve
15.Pressure regulating valve 16. Valve 17.Valve 18.Valve 19.Pilot fuel filter 20.Pilot fuel pump 21. Leakage
alarm, injection pipe 22.Clean leak fuel drain, (optional) 23.Plug 24.Heater Pc1.Fuel circulation pump (multi
engine installations) 101.Fuel oil inlet 102.Fuel oil outlet 103.Clean fuel oil leakage
P1.Fuel feed pressure P2.Safety valve adjustment P3.Circulation pressure P4.Safety valve adjustment
P5.Fuel feed pressure

Fig 17-1 401705 V1

17 - 3
 Fuel System

17.2. Maintenance of fuel system V2

When fuel system maintenance work is carried out, always observe

utmost cleanliness. Pipes, tanks and the fuel treatment equipment,
such as pumps, filters, heaters and viscosimeters, included in the en‐
gine delivery or not, should be carefully cleaned before taken into use.
Heavy and crude oil fuel qualities should always be separated before
use.
For maintenance of the fuel treatment equipment not mounted on the
engine, see separate instructions.

17.3. Venting of fuel system V2

1 Start the fuel feed pumps if the static pressure from the day tank is
not sufficient. Vent the fuel feed system at plug (23). Renew the seal
ring if necessary.

Warning!
Only use steel seal ring on the plug (9). A deformed copper seal ring
may cause leakage.

Note!
Always vent the filter(s) when cartridges or filter candles have been
renewed.

17.4. Adjustments of fuel feed system V2

A long lasting and safe functionality of the diesel engine demands an

appropriate adjusted fuel feed system. This will ensure a correct fuel
feed pressure and a sufficient fuel flow to all injection pumps on all
engines in the installation. Check the adjustment at intervals recom‐
mended in chapter 04. Adjust the valves at normal temperatures and
at engine idling.

17.4.1. Adjusting fuel feed pumps in unit (A) V2

The fuel feed pumps (9) maintains the system pressure P1, see Fig
17-1 and 17.4.4.

17 - 4
 Fuel System

1 Close the valve (17) and adjust the pressure (P1) on the regulating
valve (10). Open the valve (17).
2 Close the valves (18) and adjust the pressure (P2) on the safety valve
(11) located on the pump.Note! The purpose of this safety valve is
only to protect the pump. Open the valve (18).

Warning!
The pump safety valve should be adjusted rapidly as the pump may
run hot if the system is closed for a lengthy time.

17.4.2. Adjusting fuel circulating pumps in unit (B) V2

The fuel circulating pumps (13) keep the fuel in the system in constant
circulation and maintain a system pressure (P3) between the circu‐
lating pumps and the pressure regulating valve (15), see Fig 17-1 and
section 17.1.
1 Adjust the system pressure (P3) at the pressure regulating valve (15).
2 Close the valves (16) and adjust the pressure (P4) on the safety valve
(14) located on the pump. Note! The purpose of this safety valve is
only to protect the pump. Open the valve (16).

17.4.3. Adjusting fuel feed pressure at each engine

(C) V2

Note!
The fuel feed pumps should always be running when the engines are
in operation and when they are stopped on HFO or Crude Oil.

The fuel feed pumps (13) maintains the engine(s) fuel feed system
pressure P5, see Fig 17-1 and section 17.4.4.
1 Adjust the system pressure (P5) at the pressure regulating valve (3)
on each engine.

17.4.4. System operating values V2

Fuel feed system pressures*), LFO or HFO

Specification / Location (bar)
Fuel feed pressure / P1 3-4
Safety valve adjustment /P2 12
Circulation pressure / P3 4-5

17 - 5
 Fuel System

Fuel feed system pressures*), LFO or HFO

Safety valve adjustment / P4 12
Fuel feed pressure / P5 5-8
Safety valve adjustment / P6 12

*) See installation specific documentation concerning system pres‐

sure adjustments for Crude Oil engines.

17.4.5. Start and stop procedure with different fuels V2

The engine can be started and stopped on HFO and Crude Oil. The
preheating systems for the engine and the fuel feed system should
always be switched on, also during engine stop.
However, if the engine for some reason is started and stopped on
diesel oil (LFO), the engines should be operated at high load and on
diesel oil for at least 30 minutes before they are stopped. This will
secure that there is only diesel oil in the system.

Note!
The hot box covers should always be mounted on the engine for
safety reasons and to keep the fuel feed piping sufficiently preheated
also during engine stop.

17 - 6
 Lubricating Oil System

18. Lubricating Oil System V16

Lubricating oil system

7 8 9 12 17
3
4
2 6
1

5
16
15
10
18

11 19
13
14 20

1. Centrifugal filter 2. Lubricating oil cooler 3. Lubricating oil automatic filter 4. Thermostatic valve
5. Intermediate gear wheel bearings 6. Injection pump 7. Rocker arms 8. Push rods 9. Valve tappets
10. Camshaft bearings 11. On/Off control valve for VIC (optional) 12. Guide block for VIC (optional)
13. Crankshaft bearings 14. Oil dipstick 15. Gudgeon pins 16. Piston 17. Lubricating oil to turbocharger
18. Non-return valve 19. Lubricating oil pump 20. Prelubricating oil pump

Fig 18-1 V3

The engine is provided with a lubricating oil pump (19) that is driven
directly by the pump gear at the free end of the engine. It is possible
to connect an electrically driven standby pump in parallel, if needed.
The pump draws oil from the engine oil sump or system oil tank and
forces it through the lubricating oil cooler (2). The cooler is equipped
with a thermostatic valve (4) to regulate the oil temperature. The oil
flows through the lubricating oil automatic filter (3) to the main dis‐
tributing pipe in the oil sump and then through the hydraulic jacks (in
this respect acting as ordinary pipes) to the main bearings (13).
Through bores in the connecting rods to the gudgeon pins (15), the
piston skirt and piston cooling spaces.

Wärtsilä 32 18 - 1
 Lubricating Oil System

The oil system consists of:

● Engine-driven oil pump
● Electrically-driven prelubricating oil pump
● Cooler
● Oil thermostatic valve
● Automatic filter
● Oil sump (built on the engine)
Depending on the installation, the prelubricating oil pump can also be
installed in an external system.

Dry and wet oil sump

1 2

1. Dry oil sump 2. Wet oil sump

Fig 18-2 V1

The figures shows only the principles.

The engine can be provided with a wet or a dry oil sump system.
For a detailed schematic about the lubricating oil system, see Instal‐
lation specific data.

18 - 2 Wärtsilä 32
 Lubricating Oil System

The oil is stored in the oil sump under the engine or in the system oil
tank. Return oil from the engine system is led back to the oil sump.
The lubricating oil separator (if used) is connected directly to the en‐
gine oil sump or system oil tank.
Oil is led through bores to other lubricating points, including:
● Intermediate gear wheel bearings (5)
● Camshaft bearings (10)
● Injection pump (6)
● Valves tappets (9)
● Rocker arms (7)
● Push rods (8)
● Oil nozzles
The turbocharger is also connected to the engine lubricating oil sys‐
tem (17).
Back-flushing oil from the automatic filter (3) flows through pipes to
the centrifugal filter (1) and back to the oil sump.
The oil pressure in the distributing pipe is regulated by a pressure
regulating valve on the pump. The pressure can be adjusted on the
set screw of the control valve. See section 18.3.2.
It is essential to maintain correct pressure to ensure appropriate lu‐
brication of the bearings and cooling of the pistons. Normally, the oil
pressure remains constant when adjusted to the correct value, al‐
though varying with the temperature. The oil pressure can rise above
the nominal value when starting with cold oil but returns to the normal
value when the oil is heated. To avoid any problems caused by cold
oil, the engine oil must be heated up to 40–50ºC level before starting
the prelubricating oil pump. The lubricating oil pressure before the
engine is indicated on the local display unit. The system includes
three pressure switches or pressure sensors that indicate low lubri‐
cating oil pressure, connected to the automatic alarm and stop sys‐
tem. See chapter 23.
Depending on the installation, the oil temperature can be checked
from the instrument panel, the thermometer, display unit, or operator
interface system. See chapter 01.
A temperature sensor for high lubricating oil temperature is connected
to the automatic alarm system. See chapter 23.
The oil dipstick (14) is located in the middle of the engine. Optional
connections for an oil separator are mounted on the oil sump at the
free end of the engine. For oil sampling, a valve is fitted after the oil
filter.

Wärtsilä 32 18 - 3
 Lubricating Oil System

18.1. General maintenance of lubricating oil

system V10

Use only high quality oils approved by the engine manufacturer, see
chapter 02.
Always keep sufficient quantity of oil in the system. The oil dipstick
indicates the maximum and minimum limits between which the oil
level may vary. Keep the oil level near the “max.” mark and never
allow the level to go below the “min.” mark. The limits apply to the oil
level in a running engine. The scale of the dipstick is graduated in
centimeters. This scale can be used when checking the lubricating oil
consumption.

Note!
Separate scales are marked for a running and a stopped engine on
the oil dipstick. Be sure that the correct scale is used when checking
the oil level.

Change oil regularly at intervals determined by experience of the in‐

stallation concerned, see chapters 02 and 04.
Drain the oil system, (also the oil cooler and filter) when the oil is
warm. Clean the crankcase and the oil sump with clean rags (not cot‐
ton waste). Clean the centrifugal filter.
Centrifuging of the oil is mandatory, when using heavy fuels, see the
approved lubricating oils.

Caution!
Observe utmost cleanliness when performing any maintenance in the
lubricating oil system. Dirt, metal particles, and similar may cause se‐
rious bearing damage. When dismantling pipes or accessories from
the system, cover all openings with blank gaskets, tape, or clean rags.
When storing and transporting oil, take care to prevent dirt and foreign
matter from entering the oil. When refilling oil, use a screen.

18.2. Lubricating oil pump V8

The lubricating oil pump is of gear type. A combined pressure regu‐

lating/safety valve is integrated into the pump housing. External lu‐
brication is not required.

18 - 4 Wärtsilä 32
 Lubricating Oil System

Lubricating oil pump

A-A
A

Fig 18-3 V1

Wärtsilä 32 18 - 5
 Lubricating Oil System

18.2.1. Removing the lubricating and prelubricating oil

pumps V5

Lubricating and prelubricating oil pumps

5
1
2
3 4
6

15
14 8 7

9
13
10
11

12

1. Screw 2. Lubricating oil pump 3. Screw 4. Prelubricating oil pump

5. Screw 6. Electric motor 7. Screw 8. O-ring 9. Screw 10. Prelubricating
suction pipe 11. O-ring 12. Screw 13. Suction pipe 14. Screw 15. O-ring

Fig 18-4 V1

1 Drain the oil sump.

2 Disconnect the power from the prelubricating pump and remove the
wires.
3 Loosen the screws (9), (12), (14).
4 Remove the suction pipe (13), suction pipe O-rings (8), (15) and pre‐
lubricating suction pipe (10).
5 Remove the electric motor (6).
a ) Support the electric motor with suitable lifting device.
b ) Remove the electric motor screws (7), and pull out the electric
motor.

18 - 6 Wärtsilä 32
 Lubricating Oil System

6 Open the screws (3), (5) and remove the prelubricating oil pump (4).
7 Support the lubricating pump (2) with suitable lifting device.
8 Remove lubricating pump unit screws (1).
9 Remove the lubricating oil pump.

18.2.2. Dismantling the lubricating oil pump V7

1 Remove and inspect the regulating valve according to section 18.3.

2 Remove the pressure plate (4) by loosening the fastening screws
(5).

Lubricating oil pump

1 2
3

4 5

6
8 7

1. Cover 2. Gear wheel 3. Friction ring 4. Pressure plate 5. Fastening screw

6. Driving shaft 7. Driven shaft 8. Sleeves

Fig 18-5 V2

3 Pull off the gear wheel (2) without using any tool. If the gear wheel
does not come loose, a few strokes with a non-recoiling hammer may
be needed. (The friction ring elements come loose together with the
gear wheel.)

Caution!
Use of an extractor will cause damage (axial scratches) to the shaft.

4 Remove the screws (1).

5 Withdraw the pump cover (1) by using two M12 screws in the threaded
holes located in the pump cover.
6 Remove the sleeves (8).
7 Pull out the driven and driving shafts (6) and (7).

Wärtsilä 32 18 - 7
 Lubricating Oil System

18.2.3. Inspecting the lubricating oil pump V8

1 Check all parts for wear, see chapter 06, and replace worn parts.
2 Remove worn bearings from the sleeves and the housing by driving
them out with a suitable mandrel.

18.2.4. Assembling the lubricating oil pump V8

Before assembling the pump, clean all parts carefully. Renew the
cover O-ring.
1 Turn the lubrication groove (1) in the bearing bush (3) towards the
centre of the lubricating oil pump. See section B-B in Fig 18-6.

Lubricating oil pump

4 5
2 C
B
B-B C-C
1 1

1 1

3 2 B C

1. Lubrication grooves 2. Sleeves 3. Bearing bush 4. Driving gear 5. Driven

gear
X. 3 mm

Fig 18-6 V1

Note!
Freeze the bearing bushes before mounting them.

2 Mount new bearing bushes 3 mm below the housing level. See posi‐
tion X.

18 - 8 Wärtsilä 32
 Lubricating Oil System

3 After mounting, check the bearing diameter. See chapter 06 Clear‐

ances and wear limits.
4 Mount the driving gear (4) and driven gear (5) into the housing.
5 Mount the sleeves (2) on the pump gear shafts. See Fig 18-7.

Note!
The oil grooves (2) in the sleeves must point towards the pressure
side (1) of the pump.

Lubricating oil pump housing

1. Pressure side 2. Oil groove

Fig 18-7 V1

6 Mount the pump cover, and tighten the screws.

7 Check the pump driving and driven gear axial clearance and back‐
lash. See chapter 06.
8 Clean the contact surfaces, and install the gear wheel (1). See Fig
18-8.

Mounting the gear wheel

1. Gear wheel 2. Friction rings 3. Screw 4. Pressure plate

Fig 18-8 401803 V4

Wärtsilä 32 18 - 9
 Lubricating Oil System

9 Reinstall the friction rings (2) in correct positions. See Fig 18-8.

Note!
The friction ring elements should fall easily into place.

10 Reinstall the pressure plate (4).

11 Tighten the screws (3) hand tight, and check the gear wheel is resting
on the drive shaft collar.
12 Tighten the screws to the stated torque. See chapter 07.

18.2.5. Mounting the lubricating and prelubricating oil

pumps V7

Lubricating and prelubricating oil pumps

5
1
2
3 4
6

15
14 8 7

9
13
10
11

12

1. Screw 2. Lubricating oil pump 3. Screw 4. Prelubricating oil pump

5. Screw 6. Electric motor 7. Screw 8. O-ring 9. Screw 10. Prelubricating
suction pipe 11. O-ring 12. Screw 13. Suction pipe 14. Screw 15. O-ring

Fig 18-9 V1

1 Clean all sealing surfaces carefully and renew the O-rings.

18 - 10 Wärtsilä 32
 Lubricating Oil System

2 Mount the lubricating oil pump (2).

a ) Lift the pump with suitable lifting device
b ) Tighten the screws (1).
3 Mount the prelubricating pump and tighten the screws (3) and (5).
4 Mount the prelubricating pump electric motor(6) and tighten screws
(7).
5 Mount the suction pipe (13), prelubricating suction pipe (10) and new
O-rings (8) and (15).
6 Tighten the screws (9), (12) and (14).
7 Check the backlash A after mounting, see chapter 06.

Gear wheel backlash

Fig 18-10 V1

8 Connect the prelubricating pump wires.

9 Connect the power for prelubricating pump.
10 Fill the oil sump.

Wärtsilä 32 18 - 11
 Lubricating Oil System

18.3. Lubricating oil pressure regulating valve

and safety valve V11

Pressure regulating valve

X2 2
A
4
6
5

X1 L

L 7
3 2
X1 X2
1
A 8
5 9

6 L 4

7
X1

A-A

1. Regulating piston 2. Orifice 3. Spool 4. Orifice 5. Orifice 6. Spring

7. Cone (external) 8. Ball for safety valve 9. Spring

X1 = Control pressure after lube oil pump connection, X2= Control pressure at
delivery piping connection, L= Oil to sump

Fig 18-11 V1

The pressure regulating valve is integrated into the lubricating oil

pump. It regulates the feed oil pressure into the engine by returning
the surplus oil directly from the pressure side of the pump back to the
suction side.
The oil pressure actuates the regulating piston (1), and the spring
(6) is tensioned to maintain the required pressure. Thus, the pressure
is kept constant in the distributing pipe, irrespective of the pressure
in the pressure side of the pump and of the pressure drop in the sys‐
tem. By tensioning the spring, higher oil pressure is obtained.
In engines running at varying speeds, the valve maintains the pres‐
sure depending on the operating pressures recommended at various
speeds. See chapter 01 Main data, Operating Data and General De‐
sign.

18 - 12 Wärtsilä 32
 Lubricating Oil System

If, for some reason, the pressure should increase too much in the
pressure pipe, for example if the system is clogged, the ball (8) opens
and allows the oil to pass to the regulating piston (1). This serves as
a safety valve.

18.3.1. Maintaining the pressure regulating valve V12

1 Dismantle all moving parts.

See Fig 18-11.
a ) Open the locking nut (2).
b ) Loosen the adjusting screw (1). Calculate the turns.

Caution!
The adjusting screw is spring-loaded.

c ) Open the screw (4).

d ) Remove the cover (3).
e ) Remove the spring holder (6) and the spring (7).
f ) Remove the piston (8).

2 Check the parts for wear.

3 Replace worn or damaged parts with new ones.
4 Clean the parts.
5 To reassemble the parts, repeat the dismantling procedure in reverse
order. Tighten the screw (4) according to the turns calculated during
dismantling, and tighten the locking nut (2).

Note!
Make sure that no parts are jamming.

6 Adjust the lubricating oil pressure according to section 18.3.2.

Wärtsilä 32 18 - 13
 Lubricating Oil System

18.3.2. Adjusting the oil pressures V5

Lubrication oil pump at free end

1 2 3

1. Main oil pump 2. Adjusting screw for lubricating oil pressure 3. Electric
driven prelubricating pump 4. Adjusting screw for prelubricating oil pressure

Fig 18-12 V2

The main oil pump (1) is a gear-type pump with an integrated pressure
regulating valve installed on top of the pump. The electrically-driven
prelubricating pump (3) is integrated into the main lubricating oil pump
housing. The pumps are connected in parallel and both pumps are
equipped with separate pressure adjusting valves.

Note!
The oil pressure must be adjusted at nominal temperature.

● The oil pressure can be adjusted by the screw (2).

● The prelubricating oil pressure can be adjusted by the screw (4).

Note!
The prelubricating oil pressure adjusting valve can be located on the
external system.

18 - 14 Wärtsilä 32
 Lubricating Oil System

18.4. Prelubricating oil pump V7

The gear-type prelubricating oil pump is driven by an electric motor.

The pump is provided with an adjustable pressure control valve.
When running with very cold oil, adjust the pressure to the nominal
value by loosening the adjusting screw to the end position so that the
electric motor is not overloaded.

Note!
Be careful when adjusting the pressure by loosening the adjusting
screw as oil may come out.

The pump and the electric motor are both mounted on the pump drive
house and connected to each other by a flexible coupling. To avoid
reverse flow, a non-return valve is integrated into the main lubricating
oil pump.

Prelubricating oil pump

1. Electric motor 2. Prelubricating pump 3. Pressure regulating valve

Fig 18-13 V1

Wärtsilä 32 18 - 15
 Lubricating Oil System

The pump is used for:

● Filling the engine lubricating oil system before starting, for exam‐
ple when the engine has been out of operation for a long time.
● Continuous prelubrication of a stopped engine through which
heated heavy fuel is circulating.
● Continuous prelubrication of stopped engine(s) in a multi-engine
installation when one of the engines is running.

Caution!
Do not run the prelubricating oil pump when the engine is running.
Running the pump and the engine simultaneously overheats and
damages the pump.

18.4.1. Dismantling the prelubricating oil pump V3

Before you start:

● Disconnect the power from the electric motor.
● Disconnect the wires from the motor.
1 To remove the electric motor, loosen the electric motor screws (2).
Use lifting straps to support the electric motor (1).

18 - 16 Wärtsilä 32
 Lubricating Oil System

Prelubricating oil pump

9
1 7

8
10

2 x

3 7
9
4 6

1. Electric motor 2. Electric motor screws 3. Bracket 4. Bracket screws

5. Axial seal and retaining ring 6. O-ring 7. Coupling half screws 8. Coupling
halves 9. Key 10. Flexible coupling rubber
X. 3 mm

Fig 18-14 V2

2 To remove the coupling halves (8), loosen the coupling half screws
(7). Before removing the coupling halves, mark their position on the
pump and the electric motor shaft.
3 To remove the bracket (3), loosen the bracket screws (4).
4 Withdraw the gear wheels by hand.
5 Remove the retaining ring and axial seal (5) from the bracket (3).

Wärtsilä 32 18 - 17
 Lubricating Oil System

18.4.2. Inspecting the prelubricating oil pump V7

Prelubricating oil pump bearings

1
A -A

A A

x
2

1. Bearings 2. Butt joints

X. 3 mm

Fig 18-15 V2

1 Check all parts for wear and replace worn parts. See Clearances and
wear limits (at 20°C) .
2 Replace worn bearings (1).
a ) Remove the worn bearings from the housing with suitable man‐
drel or by machining.
b ) Freeze the new bearings.
c ) Mount the bearings so that the bearings are 3 mm below the
cover and the housing level.

Note!
Position the bearing bushes so that the butt joints (2) point towards
each other.

d ) After mounting, check the bearing diameter. See Clearances and

wear limits (at 20°C) .

18.4.3. Assembling the prelubricating oil pump V3

Before installing the gear wheels, clean and oil all contact surfaces.
1 Install the gear wheels.
2 Mount a new axial seal (5) to the bracket (3), and install the retaining
ring. Lubricate with grease.

18 - 18 Wärtsilä 32
 Lubricating Oil System

Prelubricating oil pump

9
1 7

8
10

2 x

3 7
9
4 6

1. Electric motor 2. Electric motor screws 3. Bracket 4. Bracket screws

5. Axial seal and retaining ring 6. O-ring 7. Coupling half screws 8. Coupling
halves 9. Key 10. Flexible coupling rubber
X. 3 mm

Fig 18-16 V2

3 Replace the O-ring (6).

4 Mount the bracket (3). Make sure that the O-ring stays in the groove.
5 Tighten the bracket screws (4) to the right torque. See Tightening
torques for screws and nuts .
6 Check gearwheel axial clearance. See Clearances and wear limits (at
20°C) .
7 Mount the coupling halves (8).
a ) Tighten the coupling half of the prelubricating oil pump end lightly
by hand with the locking screw. Check that the coupling can be
moved by hand.
b ) Mount the coupling half of the electric motor end. Lock it to the
mark made during the dismantling.
c ) Place distance piece with thickness (X) between the coupling
halves.
d ) Mount the electric motor (1), tighten the screws (2), and remove
it again.

Wärtsilä 32 18 - 19
 Lubricating Oil System

e ) Tighten the prelubricating pump end coupling half with the lock‐
ing screw.
f ) Remove the distance piece.

8 Check that both coupling halves (8) are placed evenly on the shafts.
9 Mount the coupling rubber (10).
10 Mount the electric motor (1).
11 Tighten the screws (2).

18.5. Prelubricating oil pressure regulating valveV6

Pressure regulating valve

2 3 4

1. Piston 2. Compression spring 3. Adjusting screw

Fig 18-17 V2

The pressure regulating valve controls the oil pressure before the en‐
gine by returning the surplus oil directly from the pressure side of the
pump to the suction side.
This pressure actuates the regulating piston (1) and the spring (2) is
tensioned to balance this force at the required pressure. By tensioning
the spring adjusting screw (3), a higher oil pressure is obtained.

18 - 20 Wärtsilä 32
 Lubricating Oil System

18.5.1. Dismantling the pressure regulating valve V7

Pressure regulating valve

3 4 8
5 6 7
2

1. Locking nut 2. Adjusting screw 3. Cover fastening screw 4. Cover

5. Spring retainer 6. Compression spring 7. Piston 8. Pump housing

Fig 18-18 V3

1 Open the locking nut (1) and loosen the adjusting screw (2). Record
the number of turns.

Caution!
The adjusting screw is spring-loaded.

2 Remove the cover fastening screws (3).

3 Remove the cover (4).
4 Remove the spring retainer (5) and compression spring (6).
5 Remove the piston (7).

18.5.2. Inspecting the pressure regulating valve of the

prelubricating pump V5

1 Check all parts for wear and replace worn or damaged parts with new
ones.
2 Clean and lubricate the valve carefully.
3 Check that no parts are jamming while reassembling.

18.5.3. Assembling the pressure regulating valve V5

1 Mount the piston (7).

Wärtsilä 32 18 - 21
 Lubricating Oil System

Pressure regulating valve

3 4 8
5 6 7
2

1. Locking nut 2. Adjusting screw 3. Cover fastening screw 4. Cover

5. Spring retainer 6. Compression spring 7. Piston 8. Pump housing

Fig 18-19 V3

2 Renew the O-ring (1) of the spring retainer (5).

3 Mount the compression spring (6) and the spring retainer (5).
4 Mount the cover (4).
5 Adjust the screw (2) according to the recorded turns, and tighten the
locking nut (1).
6 Adjust the prelubricating oil pressure according to the main data.

18.6. Lubricating oil cooler V2

The tube-type oil cooler is integrated in the lubricating oil module

housing. The tube stack is inserted in a jacket and fixed at one end.
To allow expansion, the other end is movable in a longitudinal direc‐
tion. Both ends are provided with O-rings. The lubricating oil flows
outside the tubes and the cooling water flows inside the tubes.
The oil cooler tube stack is made of copper-nickel and the water boxes
of cast iron.

18.6.1. Maintaining the lubricating oil cooler V4

○ Clean and pressure test the lubricating oil cooler according to the
maintenance schedule or if the lubricating oil temperature tends to
raise abnormally. See the nominal temperatures in the main operating
data.

18 - 22 Wärtsilä 32
 Lubricating Oil System

○ When cleaning the cooler, check for corrosion and test with hydraulic
pressure.

Caution!
If the tubes are leaking, replace the tube stack with a new one.

○ To clean the oil and the water side, remove and dismantle the lubri‐
cating oil cooler.

18.6.2. Dismantling the lubricating oil cooler V4

1 Drain the lubricating oil cooler.

Caution!
Beware of lubricating oil and water left inside the cooler.

a ) Stop the pre-lubricating oil pump, and LT preheating pump, if in‐

stalled.
b ) Drain the oil side by removing the plug from the oil inlet pipe.

Note!
The drain plug is in the oil sump, accessible through the first A-bank
side crankcase cover.

c ) Drain the LT water side from the engine.

2 Remove the oil pipe (11) between the automatic back-flushing filter
(9) and the centrifugal filter (13).

Wärtsilä 32 18 - 23
 Lubricating Oil System

Lubricating oil cooler

4 4
1 2 3
6

11 12 10

10 11
7

9 8

1. End flange 2. Tube stack housing 3. Supporting plate 4. Automatic back-

flushing filter housing bolts 5. Automatic back-flushing filter 6. Oil pipe
7. Centrifugal filter 8. Lubricating oil module body 9. Thermostatic element
10. O-ring 11. O-ring 12. Retainer ring

Fig 18-20 V2

3 Remove the automatic back-flushing filter assembly.

a ) Support the automatic back-flushing filter (9) with a lifting tool or
strap and a crane.
b ) Remove the filter housing bolts (7).
c ) Detach the filter from the lubricating oil module.
4 Remove the end flange.
a ) Support the end flange (1) with a lifting strap and a crane.
b ) Remove the fastening bolts and the end flange.
5 Remove the tube stack housing from the engine.
a ) Fit eye bolts on the tube stack housing (3) and support it with a
lifting strap and a crane.

Note!
Use suitable equipment to lock the tube stack during lifting.

b ) Remove the tube stack housing fastening bolts.

c ) Detach the tube stack housing.
6 Remove the tube stack from its housing.

18 - 24 Wärtsilä 32
 Lubricating Oil System

Removing the tube stack

1. End flange

Fig 18-21 V2

a ) Draw alignment marks on the tube stack and the housing.

b ) Place the tube stack in a horizontal position.
c ) Remove the retainer ring (23) and O-rings (19), (21) on both ends
by moving the tube stack in and out.

Note!
Make sure you are not damaging the tube stack.

d ) Place the tube stack in a vertical position.

e ) Fit M12 eye bolts to the tube stack and lift it up with a crane.

Wärtsilä 32 18 - 25
 Lubricating Oil System

18.6.3. Assembling the lubricating oil cooler V4

Before assembling:
● Clean and check the lubricating oil cooler.
● Inspect all the sealing surfaces for damage and recondition them,
if necessary.
1 Insert the tube stack into the housing.
a ) Place the housing in a vertical position.
b ) Fit M12 eye bolts to the tube stack and lift it up with a crane.
c ) Insert the tube stack into the housing, according to the alignment
marks.

Note!
Make sure both end flanges are inside the housing.

2 Fit the tube stack retainer ring and O-rings.

a ) Lock the tube stack to the housing.
b ) Place the tube stack housing in horizontal position.
c ) Unlock the tube stack from the housing.
d ) Insert a new inner O-ring (10) on one end of the tube stack and
lubricate it with grease.

Note!
Take care not to damage the tube stack.

18 - 26 Wärtsilä 32
 Lubricating Oil System

Lubricating oil cooler

4 4
1 2 3
6

11 12 10

10 11
7

9 8

1. End flange 2. Tube stack housing 3. Supporting plate 4. Automatic back-

flushing filter housing bolts 5. Automatic back-flushing filter 6. Oil pipe
7. Centrifugal filter 8. Lubricating oil module body 9. Thermostatic element
10. O-ring 11. O-ring 12. Retainer ring

Fig 18-22 V2

e ) Push the tube stack towards the opposite side until the inner O-
ring groove is visible.
f ) Mount the new inner O-ring (10) and lubricate it with grease.
g ) Push the tube stack back until the outer O-ring grooves are visible
on both ends.
h ) Mount the retainer ring (12) and the outer O-rings (11).
i ) Lubricate the outer O-ring with grease.
j ) Lock the tube stack to the housing.
3 Mount the tube stack housing on the engine.
a ) Fit eye bolts to the tube stack housing and support it with a lifting
strap and a crane.
b ) Insert new O-rings.
c ) Attach the tube stack housing to the lubricating oil module and
tighten the housing fastening bolts.
d ) Unlock the tube stack from the housing.
4 Mount the end flange.
a ) Support the end flange (1) with a lifting strap and a crane. See
Fig 18-22.

Wärtsilä 32 18 - 27
 Lubricating Oil System

b ) Insert new O-rings.

c ) Attach the end flange (1) on the housing and tighten the fastening
bolts.
5 Mount the automatic back-flushing filter (6) assembly on top of the
lubricating oil module.
6 Tighten the filter housing bolts (5).
7 Fit the oil pipe (7) between the automatic back-flushing filter and the
centrifugal filter. See Fig 18-22.
8 Fit the drain plug(s) with a new gasket, and close the oil sample valve.

18.6.4. Lubricating oil cooler cleaning V3

Oil side
Although uncommon, deposits can build up in the lubricating oil cool‐
er's oil side. Fouling can influence the cooler efficiency strongly.
The outside of the tube stack cannot be cleaned mechanically. The
deposits can be removed by blowing steam through the tube stack.
If the deposits in the oil side are considerable and cannot be removed
with steam, use a chemical solution:
● Alkaline degreasing agents: They are suitable for normal
degreasing and not suitable for heavy grease, sludge or oil coke.
They require high temperatures.

Warning!
Pour the alkaline agent slowly into hot water, not the opposite.

Caution!
Rinse with water after cleaning with alkaline agents.

● Hydrocarbon solvents: They include the whole range from light

petroleum solutions to chlorinated hydrocarbons, for example,
thrichlorethylene.

Warning!
Handle hydrocarbon solvents carefully. They are volatile, toxic and
narcotic.

● Solvent emulsions: They are the only agents that dissolve heavy
deposits such as oil coke.

18 - 28 Wärtsilä 32
 Lubricating Oil System

Water side

Caution!
Do not damage the cooler protective layer while cleaning. Use the
special tool for cleaning.

If there are hard deposits on the water side of the cooler, such as
calcium carbonate, you can use commercial chemical cleaning
agents.

Caution!
After treatment rinse or neutralise the heat exchanger with a solution.

Note!
For detailed information about cleaning, see the cooler manufactur‐
er's instructions.

Wärtsilä 32 18 - 29
 Lubricating Oil System

18.7. Oil thermostatic valve V6

Lubricating oil module

7
4 5

3
2
8
1

10
11
12
13

1. Lubricating oil to upper parts of the engine in A-bank 2. End flange

3. Lubricating oil cooler housing 4. Lubricating oil to upper parts of the engine
in B-bank 5. Oil sample valve 6. Lubricating oil filter 7. Pipe 8. Centrifugal
filter 9. Lubricating oil module body 10. Lubricating oil to delivery pipe
11. Lubricating oil to sump 12. Thermostatic element 13. Lubricating oil from
the pump

Fig 18-23 V3

The oil thermostatic valve maintains the lubricating inlet oil tempera‐
ture at a constant level. The thermostatic elements (12) are located
in the lubricating oil module together with the lubricating oil cooler and
the filters (6), (8).

18 - 30 Wärtsilä 32
 Lubricating Oil System

Oil flow inside the lubricating oil module (cross-section)

5
8

10
b

2
1
e a

3
d

4 5 6 7

1. Oil from the oil pump 2. Lubricating oil delivery to upper parts of the engine
3. Return to oil sump 4. Lubricating oil to filtration and delivery 5. Lubricating
oil from cooler 6. Thermostatic element 7. Holder for thermostatic element
8. Tube housing 9. Tube cooler 10. Bracket

Fig 18-24 V4

The oil from the oil pump is led to the channel (1) that goes directly to
the cooler and the thermostatic valves. The oil flows outside the tubes
and moves in the upward direction. After the thermostatic element,
the oil flows to the channel (4) that leads to filtration and delivery.
The LT cooling water flows inside the tubes.
When the oil temperature rises, the valve opens, and lubricating oil
flows through the cooler.

Wärtsilä 32 18 - 31
 Lubricating Oil System

As the cooler becomes dirtier, the temperature rises a few degrees

as the valve needs a certain temperature rise to increase the oil flow
through the cooler.

Thermostatic valve, closed position

1 2

6 5

1. Thermostatic element 2. Holder for thermostatic element 3. O-ring 4. Cold

oil from pump 5. Cooled oil from cooler 6. Oil to delivery

Fig 18-25 V3

When the oil temperature exceeds the nominal value, the expansion
of the thermostatic elements moves the valve unit towards the holder,
thus allowing the oil to pass through the cooler. This movement is
continuous and maintains the mixed oil at the right temperature.
When the oil temperature is below the nominal value, the thermostatic
valve is closed, and the oil bypasses the cooler. Cold oil in the cooler
does not mix with the oil in engine circulation.

18 - 32 Wärtsilä 32
 Lubricating Oil System

Thermostatic valve, open position

1 2

6 5

1. Thermostatic element 2. Holder for thermostatic element 3. O-ring 4. Hot

oil from pump 5. Cooled oil from oil cooler 6. Oil to delivery

Fig 18-26 V4

18.7.1. Removing the thermostatic element V8

1 Drain the oil from the cooler.

a ) Open the first crankcase cover from the A bank.
b ) Open the drain plug inside the crankcase. The drain plug is in the
oil sump, accessible through the first A-bank side crankcase cov‐
er.
c ) When the cooler is empty, install the drain plug with a new sealing
ring.
2 Remove the thermostatic element holder screws (2).

Wärtsilä 32 18 - 33
 Lubricating Oil System

Removing the thermostatic element holder

3
2
1 3
2

2
3

1. Thermostatic element holder 2. Holder screw 3. Threaded jacking hole

Fig 18-27 V4

3 Remove the thermostatic element holder (1).

Use three M6 screws to jack out the holder (1). See Fig 18-31.
4 Remove the thermostatic element from the holder

Removing the thermostatic element

1 2 3 4 5

1. Thermostatic element holder 2. Circlip 3. O-ring 4. Thermostatic element

5. O-ring

Fig 18-28 V3

a ) Remove the circlip (2) from the holder (1).

b ) Withdraw the thermostatic element (4).

18 - 34 Wärtsilä 32
 Lubricating Oil System

5 Remove the O-rings (3) and (36).

18.7.2. Inspecting the thermostatic element V5

Normally, the thermostatic valve requires no maintenance. The rea‐

son for a very low or very high oil temperature may be a defective
thermostat or leaking O-rings. However, in most cases, a dirty cooler
causes high temperature.
1 Check the thermostatic element working range.
a ) Heat the element slowly in water.
b ) Check at which temperatures the element starts opening and is
half open.
You can find the values on the thermostatic element. The lower
value is the opening temperature, the higher value is for the half
open valve.
The nominal set point is the thermostatic element half open val‐
ue.

Thermostatic element set points

1. Opening set point (ºC) 2. Nominal set point (ºF)

Fig 18-29 V1

2 Inspect the element for erosion marks.

Wärtsilä 32 18 - 35
 Lubricating Oil System

3 If the element is defective or out of range, replace it.

18.7.3. Mounting the thermostatic element V5

1 Mount new O-rings (3)(5) to the holder (1). Lubricate the O-rings with
clean engine oil.

Mounting the thermostatic element

1 2 3 4 5

1. Thermostatic element holder 2. Circlip 3. O-ring 4. Thermostatic element

5. O-ring

Fig 18-30 V3

2 Install the thermostatic element (4) to the holder (1).

3 Install the circlip (2) to the holder (1).
4 Mount the holder to the lubricating oil module.
5 Tighten the holder screws.

18 - 36 Wärtsilä 32
 Lubricating Oil System

Mounting the thermostatic element holder

3
2
1 3
2

2
3

1. Thermostatic element holder 2. Holder screw 3. Threaded jacking hole

Fig 18-31 V4

18.8. Lubricating oil automatic filter V10

The lubricating oil filter is a full-flow filter, that is, the entire oil flow
passes through it.

Filtration phase
The oil flows through the inlet flange and turbine (8) to the right end
of the filter candles (12); a partial stream of about 50% is passed
through the central connection tube (11) to the left end of the filter
candles. This means that the oil flows through the filter candles at both
ends from inside outwards and most of the dirt particles are retained
in the inside of the candles. The filtered oil now passes through the
protective filter (1) to the filter outlet.

Wärtsilä 32 18 - 37
 Lubricating Oil System

Lubricating oil automatic filter

18 12 1 10 3

15
4
14
5
16

7
13
8

17 11 2 9

1. Protective filter 2. Overflow valves 3. Flushing arm 4. Flange 5. Worm

gear unit 6. Flush bushing 7. Head cap screw 8. Turbine 9. Gear
10. Bottom sieve plate 11. Central connection tube 12. Filter candles 13. Plug
14. Flushing shaft 15. Plug 16. Cover 17. Top sieve plate 18. Cover plate

Fig 18-32 V5

Back-flushing phase
The flow energy drives the turbine (8) installed in the inlet flange. The
high speed of the turbine is reduced by the worm gear unit (5) and
gear (9) to the lower speed required for turning the flushing arm(s)
(3).
The individual filter candles (12) are connected successively to the
centrifugal filter by means of continuously rotating flushing arms (3)
through the flush bushing (6).
The lower pressure in the interior of the filter candles during the back-
flushing operation (connected with the centrifugal filter) and the higher
pressure (operating pressure) outside the filter candles produce a
counter-flow through the mesh from the clean filter side through the
dirty filter side to the centrifugal filter.

Function of the overflow valves

If the filter candles (first filter stage) do not clean the oil adequately,
the overflow valves (2) are opened at a differential pressure of 2 bar
upwards. The oil is now filtered only through the protective filter (1)
(second filter stage).

18 - 38 Wärtsilä 32
 Lubricating Oil System

However, before this situation arises, the installed differential pres‐

sure indicator emits a differential pressure warning. The cause must
now be localized and remedied.
If this warning is not heeded, an alarm is emitted by the second con‐
tact of the differential pressure indicator.

Caution!
The filter may only be operated in this emergency condition for a short
time (opened overflow valves and differential pressure warning). Pro‐
longed operation in this mode can result in damage to downstream
components.

The overflow valves are closed under normal operating conditions,

even during startup at lower fluid temperatures.

Condition of the filter

The filter mesh is located in between the inner and outer support
meshes. The condition of the filter mesh cannot be visually judged
without destroying the support mesh.

Filter candle construction

2 3 4

1 5

1. Filter mesh 2. Outer support mesh 3. Inner support mesh (dirty side)
4. Dirt particles 5. Oil flow direction, operating mode 6. Oil flow direction, back-
flushing mode

Fig 18-33 V1

Replacing the filter candles

Filter candles must always be replaced with new ones if:
● Low quality rags have been used during cleaning of the oil system.
Fibres from bad quality rags get tangled between the supporting
meshes and filter mesh and cannot be removed by cleaning the
candles.
● There has been a component seizure or breakdown.

Wärtsilä 32 18 - 39
 Lubricating Oil System

Especially a bronze bearing failure causes a large amount of par‐

ticles that clog the candles and punch holes into the filter mesh.
● The protective filter is dirty.
There are ruptures or holes in the filter mesh.
If the differential pressure over the filter exceeds 2 bar the safety
valve opens thus by-passing the filter candles.
● According to chapter 04 Maintenance schedule or after four years
in service at the latest.

18.8.1. Maintaining the lubricating oil automatic filter V10

To maintain trouble-free operation, inspect and maintain the auto‐

matic filter at regular intervals. In spite of constant back-flushing, the
mesh may be clogged over time, depending on the lubricating oil
quality and separation.
1 Check the filter and the connections for leaks.
2 Inspect all filter candles visually once a year.

Note!
If a higher differential pressure occurs, check all the filter candles (12)
and the protective filter (1). If necessary, clean the candles or replace
them with new ones.

A highly contaminated protective filter is a sign of prolonged operation

with defective or clogged filter candles and thus opened overflow
valves.
3 Check the ease of movement of the worm gear unit (5), and the tur‐
bine (8) including the gear (9) with flushing arm (3). See Fig 18-32.
a ) Remove the flange (4).
b ) Check the ease of movement with a suitable spanner (on the
hexagon of the worm gear unit).
c ) Replace all O-rings, seals and tighten the flange (4).

18.8.2. Removing the lubricating oil filter candles V7

1 Drain the filter, open the plugs (15) and (13), and discharge the oil.
See section 18.8.

Note!
Do not refill the system with drained oil.

18 - 40 Wärtsilä 32
 Lubricating Oil System

2 Remove the automatic filter from the engine. Protect the openings.
See section 18.6.2.
3 Remove the cover (16) by opening the cover nuts. See section
18.8.
4 Pull the entire filter element including flushing arms (3) and gear (9)
out of the housing with a suitable tool.

Note!
Make sure that the exposed gear (9) is not damaged.

5 Remove the top flushing arm (3) by opening the screws.

6 Remove the covering plate (18) by opening the screws.
7 Remove the top sieve plate (17) by opening the screws.
8 Remove the filter candles (12) and protective filter (1).

18.8.3. Cleaning the filter candles with a cleaning

device V5

Caution!
The cleaning of the protective filter with the cleaning lance of the high-
pressure cleaning unit must only be carried from outside in. The dis‐
tance to the stainless steel mesh must be approximately 10–20 cm
and the angle to the mesh surface approximately 90º.

Clean the candles with warm (maximum 60º C) high pressure water
of maximum 60 bar after soaking in approved chemicals. Otherwise
the mesh may be damaged.

Note!
To get an optimal cleaning effect, use a high-pressure cleaning unit
(part No. 471345), cleaner (part No. 471346), and cleaning device.

1 Place the filter candles in a suitable cleaner or diesel oil.

Note!
The maximum soaking time is 24 hours.

2 Take the filter candles out of the cleaner, and attach them to the
cleaning device.

Wärtsilä 32 18 - 41
 Lubricating Oil System

Mounting the filter candles to the cleaning device

Fig 18-34 V2

If cleaning device is not available, see Fig 18-37 for washing filter
candles without a cleaning device.
3 Start the high pressure cleaning lance but not in direction of the filter
candles.
4 Lead the high pressure jet up and down every single candle for at
least five times. Use warm water.

Note!
The minimum distance between the water nozzle and the candle as
indicated by piping frame is 20 cm.

18 - 42 Wärtsilä 32
 Lubricating Oil System

Cleaning with high pressure

X = minimum distance 20 cm and maximum pressure 60 bar

Fig 18-35 V1

5 Repeat the procedure from the other side.

Wärtsilä 32 18 - 43
 Lubricating Oil System

Cleaning procedure

Fig 18-36 V1

6 Clean the protective filter. See section 18.8.5.

7 Dry the filter candles with compressed air gun.
8 Check and replace the worn candles.
9 Dismount the candles from the device, and mount them in the filter or
store them in a dry and dust-free place.

18.8.4. Cleaning the filter candles without a cleaning

device V4

Caution!
The cleaning of the protective filter with the cleaning lance of the high-
pressure cleaning unit must only be carried from outside in. The dis‐
tance to the stainless steel mesh must be approximately 10–20 cm
and the angle to the mesh surface approximately 90º.

18 - 44 Wärtsilä 32
 Lubricating Oil System

Cleaning the filter candles without a cleaning device

Fig 18-37 V1

1 Place the filter candles in a suitable cleaner or diesel oil.

Note!
The maximum soaking time is 24 hours.

2 After immersing, clean the filter candles from the outside inwards us‐
ing a high-pressure cleaning unit.

Caution!
Use a pressure of maximum 60 bar, and make sure that the distance
between the cleaning nozzle and the filter candle is at least 20 cen‐
timeters. Otherwise the mesh may be damaged.

Wärtsilä 32 18 - 45
 Lubricating Oil System

Cleaning the filter candles

Minimum distance 20 cm and maximum pressure 60 bar

Fig 18-38 V1

3 Turn the candles and repeat the cleaning procedure, clean the can‐
dles from the outside inwards.
4 Check and replace worn candles.
5 Dry the filter candles with air.

18 - 46 Wärtsilä 32
 Lubricating Oil System

Drying the filter candles

Fig 18-39 V2

18.8.5. Cleaning the protective filter V2

1 Place the protective filter in a suitable cleaning agent or diesel oil.

2 Remove loose particles that float on top of the cleaning agent during
soaking.
3 Clean the protective filter all over from the outside to the inside by
using a high-pressure cleaner.
4 Rinse out the protective filter in fresh cleaning agent.
5 Allow the protective filter to dry or blow with compressed air.
6 Check the protective filter. Replace, if damaged.
7 Clean all the other components of the candle insert.
8 Check the seals for damage. Replace, if necessary.

18.8.6. Mounting the lubricating oil filter candles V7

1 Insert new O-rings.

Wärtsilä 32 18 - 47
 Lubricating Oil System

Lubricating oil automatic filter

18 12 1 10 3

15
4
14
5
16

7
13
8

17 11 2 9

1. Protective filter 2. Overflow valves 3. Flushing arm 4. Flange 5. Worm

gear unit 6. Flush bushing 7. Head cap screw 8. Turbine 9. Gear
10. Bottom sieve plate 11. Central connection tube 12. Filter candles 13. Plug
14. Flushing shaft 15. Plug 16. Cover 17. Top sieve plate 18. Cover plate

Fig 18-40 V5

2 Mount the protective filter (1) and the top sieve plate (17).
3 Before installing the filter candles, inspect them visually, and replace
damaged candles with new ones.

Note!
Do not use defective filter candles again.

4 Mount the filter candle in its position with the chamfered end towards
the gear wheel end.
a ) Push the filter candles through the top sieve plate (17).
b ) Mount the cover plate (18).
c ) Mount the top flushing arm (3).
d ) Before installing the entire filter element, check the ease of mo‐
tion of the flushing arms.
e ) Make sure that the flushing arms (3) do not come in contact with
the covering filter plate (18) and the bottom sieve plate (10).

5 Insert new O-rings.

18 - 48 Wärtsilä 32
 Lubricating Oil System

6 Push the entire filter element into the housing. By slightly turning the
flushing shaft (14), the gear(9) is forced into the drive pinion of the
gear unit (5).
7 Mount the cover (16), and tighten the nuts.
8 Mount the plugs (15), (13) with new washers.
9 Mount the lubricating oil automatic filter to the engine.

18.9. Centrifugal filter V13

The centrifugal-type bypass filter complements the automatic filter.

Driving oil (C) from the pressurized engine oil system is lead to the
turbine wheel (7) which rotates the centrifugal filter. Return oil flows
back to the oil sump (B).
The flushed oil from the automatic filter is lead to connection (A). The
oil flows through the shaft spindle (4) to the upper part of the rotor
tube (5). After filtering, the clean oil is led back to the oil sump (B)
through the nozzles (12) which rotates the centrifugal filter.

Wärtsilä 32 18 - 49
 Lubricating Oil System

Centrifugal filter

15
8
1
9

13
D
5
6

14
16
E
4
2
7 F
11 18
10

12
C
17
3

1. Filter cover 2. Cover clamp 3. Cut-off valve 4. Spindle 5. Rotor tube

6. Paper insert 7. Turbine wheel 8. Rotor cover nut 9. Rotor cover 10. Cone
11. Housing 12. Nozzle 13. O-ring 14. O-ring 15. Ball bearing 16. O-ring
17. Locating screw 18. Journal bearing
A. Main oil inlet B. Oil to crankcase C. Driving oil inlet D. Cleaning chamber
E. Outlet chamber F. Outlet hole

Fig 18-41 V4

18 - 50 Wärtsilä 32
 Lubricating Oil System

18.9.1. Dismantling the centrifugal filter V8

Centrifugal filter

1 3

1. Rotor cover 2. O-rings 3. Filter body cover 4. Rotor cover nut 5. Rotor
tube 6. Paper insert 7. Spindle 8. Cover clamp 9. Cut off valve

Fig 18-42 V1

1 Shut off the filter by closing the cut off valve (9).
2 Wait for one minute until the centrifugal filter stops rotating and the
filter is empty.
3 Open the filter cover clamp (8).
4 Lift out the filter body cover (3).
5 Remove the rotor assembly.
a ) Hold the rotor body and open the rotor cover nut (4).
b ) Lift out the rotor cover (1).

Wärtsilä 32 18 - 51
 Lubricating Oil System

c ) Remove the rotor tube (5) from the spindle (7).

6 Measure the thickness of the sludge to estimate future cleaning in‐
tervals.
7 Remove the sludge from the inside of the rotor cover and body by
means of a wooden spatula or a suitably shaped piece of wood, and
wipe clean. If a paper insert has previously been fitted, remove this
insert containing the sludge from the rotor and discard.
8 Clean out the nozzles with brass wire to ensure free passage of oil.

Note!
Ensure that the bore of the spindle is clear of sludge buildup.

9 Examine spindle journals to make sure that they are free of damage
or excessive wear.
10 Renew the O-rings.
11 Inspect the bearings for wear. Replace, if necessary.

18.9.2. Assembling the centrifugal filter V7

1 Install new O-rings (9) in the rotor cover (8) and spindle (4). Lubricate
them with oil.

18 - 52 Wärtsilä 32
 Lubricating Oil System

Centrifugal filter

7
1
8

9
D
5
6

E
4
2
F

1. Filter body cover 2. Cover clamp 3. Cut off valve 4. Spindle 5. Rotor tube
6. Paper insert 7. Rotor cover nut 8. Rotor cover 9. O-ring

Fig 18-43 V1

2 Mount the rotor tube (5) to the spindle (4).

3 Install new paper insert (6) to the rotor tube (5).
4 Mount the rotor cover (8).
5 Tighten the rotor cover nut (7) to the stated torque, see chapter 07.

Caution!
Overtightening of the rotor top nut can lead to rotor imbalance that
decreases filter performance and can damage the bearings.

Wärtsilä 32 18 - 53
 Lubricating Oil System

6 Install the complete rotor unit.

7 Install the filter body cover (1) and new O-ring. Tighten the cover
clamp (2).

Caution!
The band clamp must be fitted securely during the operation of the
centrifugal filter.

8 Open the cut off valve (3).

9 Check all the joints for leaks and any excessive vibrations while the
centrifuge is running.

18 - 54 Wärtsilä 32
 Cooling Water System

19. Cooling Water System V5

The engine is cooled by a closed-circuit cooling water system, divided

into a high-temperature (HT) circuit and a low-temperature (LT) cir‐
cuit . The cooling water is cooled in an external cooler.
Both circuits are provided with either engine-mounted or externally-
mounted thermostatic valves.

HT cooling water system circuit

13

14
11 12 12 15 16
17

10

9
8
2 3 4
5
6
1 7

1. Water pump 2. Cooler 3. Preheating water pump 4. Preheater 5. Water

from preheater to HT circuit 6. HT water inlet 7. HT water outlet 8. HT water
pump 9. Thermostatic valve for HT water 10. Charge air cooler (HT side)
11. Make-up line 12. Vent pipe 13. Expansion tank 14. Over flow 15. HT
water return pipe 16. Multiduct 17. Cylinder head

Fig 19-1 V2

Wärtsilä 32 19 - 1
 Cooling Water System

LT cooling water system circuit

2
4
1 2

6
9
11 12
7
8
10

1. Lubricating oil cooler 2. Vent pipe 3. Expansion tank 4. Overflow 5. Make-

up line 6. Charge air cooler (LT side) 7. LT water pump 8. LT water inlet
9. Thermostatic valve for LT water 10. LT water outlet 11. Cooler 12. Water
pump

Fig 19-2 V2

19.1. HT circuit V8

The HT circuit water cools the cylinders and cylinder heads.

The HT-water pump circulates the water through the HT circuit. The
cooling water is first circulated to the distributing duct, cast in the en‐
gine block. From the distributing ducts the water flows to the cylinder
water spaces and further on through connection pieces to the cylinder
heads. Here the water is led along the flame plate, around the centre
sleeve for the injection valve and the exhaust valve seats, efficiently
cooling these components. See Fig 19-1.
From the cylinder head the waterflow continues through the multiduct
to the collecting duct and finally to the temperature control valve, that
maintains the right water temperature level.
In installations with two stage charge air coolers, the HT -water is also
circulated through the charge air cooler before it is led to the thermo‐
static valve.
The external HT system can vary from one installation to another.

19 - 2 Wärtsilä 32
 Cooling Water System

19.2. Venting and pressure control of HT-circuit V4

For venting the cooling system, venting pipes from the multiducts are
connected to ventilation pipe that leads to the expansion tank which
is connected to the inlet pipe of the HT and LT water pumps. A static
pressure of 0.7-1.2 bar is required before the pumps. If the expansion
tank cannot be located high enough to provide this pressure, the sys‐
tem is to be pressurized by a pump or pressurized expansion vessel.
See Fig 19-1.

19.3. LT circuit V4

The LT circuit cools the charge air cooler and the lubricating oil cooler.
The LT water pump that circulates the water is of a similar design as
the HT pump. The circuit temperature is controlled and maintained at
the right level by the thermostatic valve. The necessary cooling is
gained from the cooler. The LT system outside the engine can vary
from one installation to another.
For venting the cooling system, venting pipes from the charge air
cooler and the lubricating oil cooler are connected to ventilation pipes
that lead to the expansion tank. See Fig 19-2.

19.4. Preheating the cooling water system V5

For preheating the circuit, the preheating water pump and preheater
are connected to the HT circuit before the engine. The non-return
valves in the circuit force the water to flow in the right direction. See
Fig 19-1.
Before start, the HT circuit is heated up to 50-70°C by a separate
heater.
This is of utmost importance when starting and idling with heavy fuel.

19.5. Monitoring the cooling water system V14

The cooling water temperatures mentioned in section 01.2 should not

be exceeded.

Wärtsilä 32 19 - 3
 Cooling Water System

The HT and LT pressures (after the pumps) are displayed on the dis‐
play units. The pressures depend on the speed and the installation.
The guidance values are in section 01.2.
The HT water system is equipped with two temperature sensors for
alarm and depending on installation, if the temperature exceeds cer‐
tain limit, shuts down the engine.
Engines may also be equipped with pressure switches for start of
stand-by pumps. For further information, see chapter 23 Instrumen‐
tation and Automation.

19.6. Maintaining the cooling water system V5

The installation - including expansion, venting, preheating, pressur‐

izing - should be carried out strictly according to the instructions of the
engine manufacturer to obtain correct and trouble free service.

Warning!
Depressurize and drain the cooling system before carrying out any
maintenance or repair work.

Warning!
Risk of injury due to spraying of hot pressurized liquids. Wear the
correct protective equipment during any maintenance or repair work.

The cooling water should be treated according to the recommenda‐

tions in chapter 02., section Cooling Water to prevent corrosion and
deposits.
If risk of frost occurs, drain all cooling water spaces. Avoid changing
the cooling water. Save the discharged water and use it again.
Remember to close the drain and open the cooling water connections
to refill the engine cooling water system before the engine is started
again.

19.6.1. Cleaning the cooling water system V5

In completely closed systems the fouling is minimal if the cooling wa‐

ter is treated according to the instructions in chapter 02, section Cool‐
ing Water. Depending on the cooling water quality and the efficiency
of the treatment, the cooling water spaces foul more or less over the
course of time. Deposits on cylinder liner water spaces, cylinder
heads and cooler stacks must be removed as they disturb the heat
transfer to the cooling water and thus cause serious damage.

19 - 4 Wärtsilä 32
 Cooling Water System

The need to clean must be examined, especially during the first year
of operation. This is done by inspecting cooling water spaces and
checking for fouling and deposits.
The deposits can be of the various types and of different consisten‐
cies. It can be removed mechanically and/or chemically as described
below. More detailed instructions for cleaning of coolers, see chapter
18.
1 Mechanical cleaning
A great deal of the deposits consist of loose sludge and solid particles
which can be brushed and rinsed off with water.
In places where accessibility is good, for example cylinder liners, me‐
chanical cleaning of considerably harder deposits is efficient.
In some cases it is advisable to combine chemical cleaning with sub‐
sequent mechanical cleaning as the deposits may have dissolved
during the chemical treatment without having come loose.
2 Chemical cleaning
Narrow water spaces (such as cylinder heads, coolers) can be
cleaned chemically. At times, degreasing of the water spaces may be
necessary if the deposits seem to be greasy, see chapter 18.
Deposits consisting of primarily limestone can be easily removed
when treated with an acid solution. On the other hand, deposits con‐
sisting of calcium sulphate and silicates may be hard to remove
chemically. The treatment may, however, have a certain dissolving
effect which enables the deposits to be brushed off (if the area is
accessible).
The cleaning agents should contain additives (inhibitors) to prevent
corrosion of the metal surfaces. See the list of approved cooling water
additives and treatment systems, (mentioned in the end of chapter
02). Always follow the manufacturer's instructions to obtain the best
result.
After treatment, rinse carefully to remove cleaning agent residuals.
Brush surfaces, if possible. Rinse again with water and further with a
sodium carbonate solution (washing soda) of 5 % to neutralize pos‐
sible acid residuals.

19.7. Engine driven cooling water pump V4

The water pump is a centrifugal pump and is driven by the gear

mechanism at the free end of the engine. The shaft is made of acid
resistant steel, the impeller (6) and the remaining parts of cast iron,
see Fig 19-3.

Wärtsilä 32 19 - 5
 Cooling Water System

The shaft is mounted in two ball bearings (8) and (10), which are lu‐
bricated by pressurized oil entering through the opening in the bearing
housing. The shaft seal (16) prevents the oil from leaking out and, at
the same time, dirt and leak water from entering.
The gear wheel (12) is fastened to the shaft by a friction ring pair (13).
When the screws (14) are tightened, the rings exert a pressure be‐
tween the gear wheel and the shaft. Due to the friction, the power from
the gear wheel is transmitted to the pump shaft.
The water side of the pump is provided with a mechanical shaft seal.
The ring (4) rotates along with the shaft and seals against it with the
O-ring. The spring presses the rotating ring against a fixed ring (3)
which seals against the housing with the O-ring (7). Possible leak-off
water from the sealing can flow out through a telltale hole at the bot‐
tom of the pump.

Cooling water pump

2
16
3

4 15

5 14

6 13

7 12

8 9 10 11

1. Cover clamp 2. O-ring 3. Fixed ring 4. Shaft sealing 5. Screw 6. Impeller

7. O-ring 8. Ball bearing 9. Shaft 10. Ball bearing 11. Bearing retainer
12. Drive gear 13. Friction rings 14. Screw 15. Pressure plate 16. Seal

Fig 19-3 401901 V3

19 - 6 Wärtsilä 32
 Cooling Water System

19.7.1. Maintaining the water pump V4

Normal maintenance operations, like removal of impeller or replacing

the mechanical seal, can be done without removing the complete
pump from the engine.
Check the pump at intervals according to the maintenance Schedule
in chapter 04 or immediately if any water or oil leakage occurs.
Any water or oil leakage can be seen through the telltale hole, check
that the telltale hole is open every now and then.

Note!
A small amount of water leakage (2–12 drops per hour) can be con‐
sidered normal.

19.7.1.1. Dismantling and assembling the impeller V5

Before dismantling or removing the water pump:

1 Drain the water from the cooling water system and collect it for re-
use.
2 Remove the drain plug to drain and empty the pump casing.

Caution!
The LT and HT impellers may have different diameters. Do not mix
up the impellers.

Note!
Always use a crane or other lifting device.

1 Remove the volute casing by loosening the clamp (1) and the fasten‐
ing screws.
2 Loosen the impeller fastening screw (5).
3 Pull off the impeller using the extractor 837055.
4 When reassembling the impeller, tighten the screw to torque, see
07.1.
5 Check that the O-ring (2) and non-return valve O-rings between pump
and engine pump cover are intact and in position when reinstalling
the volute casing. Check that the volute casing is in position.
6 Mount the clamp and tighten the screws.

19.7.1.2. Dismantling and assembling the mechanical

shaft seal V4

1 Remove the impeller.

See 19.7.1.1

Wärtsilä 32 19 - 7
 Cooling Water System

2 Carefully dismantle all seal parts. Sealing rings are very fragile.
3 Take care not to damage sealing surfaces as a slight scratch may
disturb the sealing function.
4 Replace the complete seal if it is leaking, or if sealing faces are cor‐
roded, uneven or worn. Avoid touching the sealing faces with fingers.
5 Reassemble the details in correct order and install the impeller. See
19.7.1.1. Ensure that the washer between the spring and the O-ring
is in place.

19.7.1.3. Replacing the bearings and oil seal ring V7

1 Remove the pump from the engine.

2 Dismantle the impeller and mechanical seal.
3 Loosen the screws (14) and remove the pressure plate (15). See Fig
19-6.
4 Pull off the gear wheel without using any tool. If the gear wheel does
not come loose, a few strokes with a non-recoiling hammer will help.
The friction rings (13) come loose together with the gear wheel.

Caution!
Using an extractor may damage the shaft (axial scratches).

5 Loosen the bearing retainer (11) by opening the screws and drive out
the shaft and bearing.
6 Check the seal (16) and the bearings for wear and damage. If the seal
is leaking, knock it out using a suitable brass piece.
7 Remove the bearings by pressing its inner ring with a suitable pipe.
8 Inspect the shaft for wear and damage.
9 Oil the new seal and insert it by pressing against the shoulder.
10 Oil the collar and press the bearing in by its inner ring with a suitable
pipe. See Fig 19-4 A.
11 Turn the shaft according to Fig 19-4 B.
12 Oil the collar and press the bearing in by its inner ring with a suitable
pipe. See Fig 19-4 B.
13 Turn the housing according to Fig 19-4 C and lubricate the outer sur‐
faces of the bearings. Use a suitable pipe to press both the inner and
outer ring of the bearing into the shaft housing.

19 - 8 Wärtsilä 32
 Cooling Water System

Mounting of bearings

F F
F 1 2 3

2 1

A B C

1. Pipe 1 2. Pipe 2 3. Pipe 3

Fig 19-4 321956 V2

14 Fit the bearing retainer (11) and tighten the screws.

15 Before reinstalling the gear wheel, all contact surfaces should be
cleaned.
16 Reinstall the gear wheel and the friction ring pair (13).

Caution!
Re-install the friction ring pair as in Fig 19-6. The friction ring pair
should fall easily in place and must not jam.

17 Re-install the pressure plate (15).

18 Tighten the screws a little and check that the gear wheel is in the right
position.
19 Tighten the screws to torque according to 07.1.
20 Assemble the impeller and the mechanical seal.
21 Mount the pump on the engine.

Caution!
Make sure that the oil supply bore is open (see Fig 19-5) and that no
sealing compound blocks the hole at mounting of the pump on the
engine. Blocked oil supply causes failure to the bearings and oil seal
ring.

Wärtsilä 32 19 - 9
 Cooling Water System

Oil supply bore

A-A

6
5

A A

1. Oil supply bore 2. O-ring 3. Bearing housing 4. Ball bearing 5. Shaft

6. Pump cover

Fig 19-5 V2

Mounting of gear wheel to water pump

13
15

14

13.Friction rings 14.Screw 15.Pressure plate

Fig 19-6 401907 V3

22 Check the backlash of the gear wheel (12) after mounting. See
06.1.
23 Tighten all screws for inlet flange, outlet flange and bearing housing.

19 - 10 Wärtsilä 32
 Cooling Water System

19.8. Temperature control system V3

Temperature control valves can either be mounted in the external

system or engine mounted. For externally mounted thermostatic
valves see supplier's operation and maintenance manual.
The LT circuit is provided with a fixed thermostatic valve mounted next
to the pipe connections at the free end of the engine. This valve main‐
tains the LT outlet water temperature.

Thermostatic valve for LT water

A
1

1. Housing 2. Cover 3. Screw

Fig 19-7 V1

The HT circuit thermostatic valve is also mounted next to the pipe

connections at the free end of the engine. This valve maintains the
HT outlet water temperature.

Wärtsilä 32 19 - 11
 Cooling Water System

Thermostatic valve for HT water

A
1

1. Housing 2. Cover 3. Screw

Fig 19-8 V1

These thermostatic valve housings are of similar design, but are pro‐
vided with different sets of thermostatic elements as they operate at
different temperature levels.

19.8.1. LT thermostatic valve V2

The LT circuit is provided with a fixed thermostatic valve mounted next

to the pipe connections at the free end of the engine. This valve main‐
tains the LT outlet water temperature.
The thermostatic valve has a three-way valve function, in which the
water is allowed to flow only in the required direction.
When the engine is started up and is cold, the thermostatic valve by-
passes the water back to the pump, thus providing the quickest warm-
up period possible. When the engine gets warmed up, the needed
amount of water is passed to the heat exchanger or other cooling
device, to maintain appropriate cooling water temperature level in the
engine.
If required, the thermostatic valve shuts off the by-pass line, in order
to achieve maximum cooling.

19 - 12 Wärtsilä 32
 Cooling Water System

The three-way action of the valve allows a constant flow of water

through the pump and the engine at all times with no pump restriction
when the engine is cold.
The thermostatic valve cannot be adjusted. The temperature can be
changed only by changing the temperature element assemblies.
The thermostatic valve element (4) is entirely self-contained, and
there are no external bulbs or lines that can be damaged or broken,
see Fig 19-9. There are no packing glands to tighten neither any part
to oil.
The power creating medium utilizes the expansion of the element
contents, which remains in a semi-solid form and is highly sensitive
to temperature changes. Most of the expansion takes place during
the melting period of approximately two minutes over a temperature
change of approximately 8.5°C.
Since the water flow is diverted either to by-pass or led to the heat
exchanger, a possible failure in an element would not cause any
change of the valve pressure drop.
The thermostatic element causes an almost infinite force when heat‐
ed and is positively sealed. When the elements are heated, this force
is transmitted to the piston thus moving the sliding valve in the seat
(6) towards the by-pass closed position. This is opposed by a strong
spring force, which moves the sliding valve to the heat exchanger
closed position when the elements are cooled. The high force avail‐
able on heating is the basis of the fail safe feature in which a failure
of the element would cause the engine to run cold.

Wärtsilä 32 19 - 13
 Cooling Water System

Thermostatic valve

1
2

3
4

5
6

1. Screw 2. O-ring 3. Cover 4. Thermostat element 5. Screw 6. Element

holder

Fig 19-9 V1

19 - 14 Wärtsilä 32
 Cooling Water System

Water flow in the thermostatic valve

A A

1 2

A. From the engine B. By-pass C.To the cooler

1. Cold engine 2. Warm engine

Fig 19-10 V2

19.8.1.1. Maintaining the LT thermostatic valve V5

Inspect the valve according to 04. Very low or very high temperature
depends on a defective thermostat. Leaking O-rings may also be a
reason, but in most cases, it is a dirty cooler.
1 Drain the cooling water circuit.
2 Remove the cover (3) by opening the screws (1). See Fig 19-9.
3 Open the screw (5), and remove the thermostat elements (4) along
with the element holders (6). Use extractor tools 800122 and
800029 for the element holder, if necessary.
4 Check the element by heating it slowly in water. Note the temperature
at which the element starts opening and the temperature at which it
is fully open. The lower value for the water temperature is the opening
temperature, the higher for the fully open valve. The nominal values
can be found on the thermostatic element, see chapter 01.1.

Wärtsilä 32 19 - 15
 Cooling Water System

Note!
Thermostatic elements are marked with opening set point in degrees
Celsius [°C] and nominal set point in degrees Fahrenheit [°F].

Maintaining the LT thermostatic valve

1. Opening set point (ºC) 2. Nominal set point (ºF)

Fig 19-11 V1

5 Change defective elements. Renew the O-rings.

6 Re-assemble the valve in reverse order.

19.8.2. HT thermostatic valve V5

The HT circuit is provided with a fixed thermostatic valve mounted

next to the pipe connections at the free end of the engine. This valve
maintains the HT outlet water temperature.
The HT thermostatic valve is a three-way valve which controls the
direction of the water flow. When the engine is started up and is cold,
the HT thermostatic valve allows the water to be by-passed back into
the pump, thus providing the quickest warm-up period possible. After
warm up, the correct amount of water is by-passed and mixed with
the cold water (returning from the heat exchanger or other cooling
device) to produce the desired HT water outlet temperature. If re‐

19 - 16 Wärtsilä 32
 Cooling Water System

quired, the HT thermostatic valve shuts off the by-pass line for max‐
imum cooling. When the engine is cold, the three-way action of the
valve maintains a constant flow of water through the pump and engine
at all times.
The HT thermostatic valve requires no adjustments. The temperature
is permanently set at the factory. The temperature can be changed
only by changing the temperature element assemblies, which is easily
accomplished by unscrewing the cover. The HT valve is entirely self-
contained, and there are no external bulbs or lines that could be dam‐
aged or broken. There are no packing glands to tighten and no parts
to oil.
For wax-type elements, the power creating medium is the wax in the
element. This remains in a semi-solid form and is highly sensitive to
temperature changes. The expansion of the element contents is uti‐
lised to move the valve to the cooling position. Maximum expansion
takes place during the melting period of approximately two minutes
over a temperature change of approximately 8.5°C.
The HT thermostatic valve is provided with six elements.
Since the water flow is diverted either through the by-pass or the heat
exchanger, thermostat failure does not affect the pressure.
When the elements are heated, this force is transmitted to the piston
thus moving the sliding valve to the by-pass closed position. When
the elements are cooled, this force is opposed by a high spring force,
which moves the sliding valve to the heat exchanger closed position.
The high force available on heating is the basis of the fail safe feature.
Failure of the element would cause the engine to run cold.

Wärtsilä 32 19 - 17
 Cooling Water System

Water flow in HT thermostatic valve

A A

1 2

A From engine B By-pass C To cooler

1.Cold engine 2.Warm engine

Fig 19-12 V2

19.8.2.1. Maintaining the HT thermostatic valve V7

Inspect the valve according to the maintenance schedule. Very low

or very high temperature is a sign of a defective thermostat. Leaking
O-rings may also be a reason, but in most cases, it is a dirty cooler.

19 - 18 Wärtsilä 32
 Cooling Water System

Thermostatic valve

1
2

3
4

5
6

1. Screw 2. O-ring 3. Cover 4. Thermostat element 5. Screw 6. Element

holder

Fig 19-13 V1

1 Drain the cooling water circuit.

2 Remove the cover (3) by opening the screws (1), see Fig 19-13.
3 Open the screws (5) and remove thermostat elements (4) with ele‐
ment holders (6). Use extractor tools 800122 and 800029 for element
holder if necessary.
4 Check the element by heating it slowly in water. Note the temperature
at which the element starts opening and the temperature at which it
is fully open. The lower value for the water temperature is the opening
temperature, the higher for the fully open valve. The nominal values
can be found on the thermostatic element, see section 01.1.

Note!
Thermostatic elements are marked with opening set point in degrees
Celsius [°C] and nominal set point in degrees Fahrenheit [°F].

Wärtsilä 32 19 - 19
 Cooling Water System

Maintaining the HT thermostatic valve

1. Opening set point (ºC) 2. Nominal set point (ºF)

Fig 19-14 V1

5 Change defective elements. Renew the O-rings.

6 Re-assemble the valve in reverse order.

19 - 20 Wärtsilä 32
 Exhaust system

20. Exhaust system V2

The "SPEX" exhaust system is a combination of pulse system and

constant pressure system retaining the kinetic energy of exhaust
gases in a simple constant pressure type exhaust pipe.
Exhaust gases from each cylinder are led into one common (In-line
engine) or two common (V-engine, see Fig 20-1) exhaust manifold(s)
connected to the turbocharger(s). Pipe sections are provided with
bellows on each end to avoid thermal deformation.
The complete exhaust system is enclosed by an insulation box built
up of sandwich steel sheets, see Fig 20-2.

"SPEX" Exhaust system, V-engine

2
5
1 3 4
6

Fig 20-1 402005 V1

1. Screw,2. Gasket,3. Nut,4. Bellows, 5. Bellows,6. Connection piece.

20 - 1
 Exhaust system

Insulation box, V-engine

9
15
10

11

12 13 14

Fig 20-2 402006 V1

7. Cover profil,8. Upper protecting panel,9. Screw,10. Screw,

11. Screw, 12. Distance piece,13. Lower protecting panel,
14. Multiduct15. Screw.

20.1. Changing expansion bellows V2

1 Remove the necessary parts of the insulation box,see Fig 20-2.

Caution!
The surface of the insulation box is hot.
2 Open the flange screws(1) of the expansion bellows (4) in question
and remove the bellows with the gaskets (2).

When fitting a new bellow:

3 Check the gaskets (2)between the flanges of the bellows (4) and ex‐
haust pipes. Renew if necessary.
4 Check that the exhaust pipe flanges are paralleland positioned on the
same centre line to avoid lateral forces on the bellows.

20 - 2
 Exhaust system

5 Check the correct tightening torque for the flange connections (1), see
chapter 07, section07.1.

Caution!
Do not keep the wrench against the bellows when tightening, other‐
wise the bellows can be deformated.
6 Mount all parts of the insulation box.
7 Check for possible leaks.

20.2. Assembling the expansion bellows

between turbocharger and exhaust pipe V2

Thermal expansion of the connection piece (16), see Fig 20-3, as well
as the transversal movement of the last engine side exhaust pipe
section (6) cause together lateral movement (=misalignment) of the
bellows flanges. To avoid overstressing the convolutions a proper
alignment with a pre-offset is required.

Expansion bellows between turbocharger and exhaust pipe

L 6

TC

CL CL

TC

16 18 846602

Fig 20-3 402008 V1

20 - 3
 Exhaust system

6. Exhaust pipe,16. Connection piece,18. Screw,846602.Pre-offset

tool
Proceed according to the following instructions:
1 Join the connection piece (16) to the turbocharger (TC)so, that the
connection piece is offset as much as possible from the centerline
(CL) of the engine.
2 Fasten the bellows to the exhaust pipe (6)so that the bellows lies as
near as possible to the centerline of the engine.
3 Connect the connection piece (16) and the bellows.Before the final
tightening of the screws use tool (846602) to adjust a pre-offset, see
pre-offset adjustment table. Pre-offset is depending of the bellows
length, see Fig 20-3. The offset can be achieved by tightening the
screw (18) of the tool.
4 See the correct tightening torquesfor the flange connections in chap‐
ter 07, section07.1.

Pre-offset adjustment
Pos L (mm) Offset (mm)
4 93 ± 0.5
5 162 ± 2-3

For position numbers 4 and 5, see 20-1.

20 - 4
 Starting Air System

21. Starting Air System V2

The engine is started with compressed air of max. 30 bar. Minimum

pressure required is 15 bar. The pressure before the main starting
valve (4) is indicated on the Local Display (1).
The inlet air pipe from the starting air receiver is provided with a non-
return valve (2) and a drain valve (3) before the main starting valve
(4). The main starting valve may be operated either by the push button
(21) at manual starting, see Fig 21-2 or pneumatically by a solenoid
valve, mounted under the Local Display, at remote or automatic start‐
ing of the engine.

Starting air system

1 4 5

19 6 7

18

8
3
2

13

9 11 14

15

16

17

1.Local display unit 2.Non return valve 3.Drain valve 4.Main starting valve
5.Starting valve 6.Flame arrester 7.Connection piece 8.Air block 9.Blocking
valve 11.End plate 13.Plate 14.Spring 15.Control piston 16.Liner 17.Plug
18.Connection piece 19.Safety valve

Fig 21-1 4021029 V1

When the main starting valve opens, the starting air passes partly
through the flame arrester (6) and the air block (8) to the starting
valves (5) in the cylinder heads. Partly it passes to the starting air

21 - 1
 Starting Air System

distributor, which guides the control air to the starting valves, which
open and admit starting air to flow to the various cylinders for suitable
periods. V-engines have starting valves on the A-bank, only.
As a precaution the engine cannot be started when the turning gear
is engaged. Starting air to the distributor is led through a blocking
valve (9), mechanically blocked when the turning gear is engaged,
thus preventing start.
The starting air system is equipped with the safety valve (19), which
protect the system and the components in possible fault situations.

Note!
Before any maintenance steps are taken, make sure that the starting
air shut-off valve located before the starting valve is closed and the
engine starting air system is drained.

21.1. Main starting valve V2

Inlet pressure is led through drillings to a small pilot valve with a pilot
piston (22). This valve can be manually operated by the push button
(21) or pneumatically operated by a solenoid valve for remote or au‐
tomatic start. When opening the valve, the air flows through drillings
(23) to the power piston (24), which exerts its thrust through a valve
stem (25) directly on to the main valve and opens this against the load
provided by a return spring (26) and inlet pressure. The inlet pressure
acts under the main valve and so helps to maintain a tight seal with
the valve in closed position.
The standard valve is arranged to open when energized.

21 - 2
 Starting Air System

Main starting valve

22
21

23
25
24

26

27

21.Bush button 22.Pilot piston 23.Drilling 24.Power piston 25.Valve stem 26.S
pring 27.Flange

Fig 21-2 402101 V1

21.1.1. Maintenance of Main Starting Valve V2

1 Remove the main starting valvefrom the engine.

2 Remove the hexagon socket head screwsand remove the pilot valve
assembly.
3 Remove the pilot valve piston (22).
4 Clean the pilot valveof any dirt which may block the small air passages
and holes.
5 Check all O-ringsin the pilot valve and replace if they have developed
flat, become hard and brittle or been damaged in any way. Lubricate
the O-rings with oil.
6 Remove the power piston (24)and check the O-ring. Ensure that the
small vent hole to atmosphere in the cylinder under the piston is clear.
7 When reassembling the valveensure that the air passage hole in the
upper body flange lines up with the hole in the lower body.
8 Remove the flange (27),spring (26) and main valve seat complete with
the valve stem (25). Examine O-rings as in step 5 above.

21 - 3
 Starting Air System

21.2. Starting air distributor (Fig 21-1) V2

The starting air distributor is of the piston type with precision ma‐
chined interchangeable liners (16). The liners as well as the pistons
are of corrosion resistant materials. The distributor pistons are con‐
trolled by a cam at the camshaft end. When the main starting valve
opens, the control pistons (15) are pressed against the cam, whereby
the control piston for that engine cylinder, which is in starting position,
admits control air to the power piston (33) of the starting valve, see
Fig 21-3. The starting valve opens and allows pressure air to pass
into the engine cylinder.
The procedure will be repeated as long as the main starting valve is
open or until the engine speed is so high that the engine fires.
After the main starting valve has closed, the pressure drops quickly
and the springs (14) lift the pistons off the cam, which means that the
pistons touch the cam only during the starting cycle, and thus the wear
is insignificant.

21.2.1. Maintenance of Starting Air Distributor V2

Normally, the starting air distributor does not need maintenance. If it

has to be opened for control and cleaning, remove the complete dis‐
tributor from the engine. Certain pistons can be checked in situ.
1 Remove the end plate (11).Loosen all pipes from the distributor. Re‐
move the fastening screws and lift the distributor off.
2 Remove the plugs (17) at which the pistons (15) will come out forced
by the springs (14).
3 Take care not to damage the sliding surfaces of pistons and liners.
4 In case of a stuck piston, use thread M8at the end of the piston to get
it out, if necessary.
5 It is recommended not to change the place of the pistons,although
they are precision machined to be interchangeable. Utilize cylinder
numbers stamped at the control air connections.
6 If a liner is worn, press it out.It may be necessary to heat the distributor
up to about 200°C as Loctite is used for fixation and sealing.
7 Clean the parts and check for wear.
8 Clean the bore carefully so that the new liner can be inserted by hand.
Otherwise there is a risk of deformation of the liner and sticking of the
piston.
9 Apply Loctite 242on the outside surfaces when mounting the liner.
Check that the openings in the liner correspond to those in the hous‐
ing.
10 Check that there is no Loctiteon the inside sliding surfaces.

21 - 4
 Starting Air System

11 Renew the O-ringsinside the liners.

12 Apply Molykote Paste Gto the piston sliding surfaces before reas‐
sembly. Wipe off surplus paste. Check that pistons do not stick.
13 Apply silicon sealantto both sides of the intermediate plate (13). Do
not use too much as surplus sealant will be forced into the system
when tightening the fastening screws.
14 After mounting the distributor to the engine but before connecting the
control air pipes and end plate (11) , check that all pistons work sat‐
isfactorily. This can be done e.g. by connecting compressed air (work‐
ing air of 6 bar) to the distributor air inlet and by turning the crankshaft.
It is then possible to see whether the pistons follow the cam profile.

Caution!
Do the testing with control air pipes and starting air pipe disconnected,
otherwise the engine may start.

21.3. Starting valve V2

The valve consists of a valve spindle (34) with a spring-loaded oper‐

ating piston (33) mounted in a separate housing.

Starting valve

30 37

31

32

33 34 35 36

30.Nut 31.Cover 32.Nut 33.Piston 34.Spindle 35.O-ring 36.Sealing ring

37.Spring

Fig 21-3 402103 V1

21 - 5
 Starting Air System

21.3.1. Maintenance of Starting Valve V2

Check and clean the valve in connection with overhauls of the cylinder
head.
1 Remove the fastening nuts (30)and pull out the valve cover (31).
2 Pull out the starting valve.
3 Open the self-locking nut (32)and remove the spring (37) and the
spindle (34).
4 Clean all parts.
5 Check sealing facesof the valve and valve seat. If necessary, lap the
valve by hand. See instructions for the engine valves, chapter 12.,
section 12.3. Keep the piston on the valve spindle to get guiding.
6 Replace the nut (32)by a new one.
7 After reassembling the valve,check that the valve spindle with the
piston moves easily and closes completely.
8 Check that the O-ring (35)of the valve housing are intact. Lubricate
with oil.
9 Check that the steel sealing (36) is intactand in position, when mount‐
ing the valve into the cylinder head.
10 Tighten the valveto torque stated in chapter 07, section 07.1.

21.4. Starting air vessel and piping V2

The starting air system is designed to prevent explosions.

An oil and water separator as well as a non-return valve should be
located in the feed pipe, between the compressor and the starting air
vessel. At the lowest position of the piping there should be a drain
valve. Immediately before the main starting valve on the engine, a
non-return valve and a blow-off valve are mounted.
Drain the starting air vessel from condensate through the drain valve
before starting.
The piping between the air vessels and the engines should be care‐
fully cleaned when installing. Also later on they should be kept free
from dirt, oil and condensate.
The starting air vessels should be inspected and cleaned regularly. If
possible, they should then be coated with a suitable anti-corrosive
agent. Let them dry long enough.

21 - 6
 Starting Air System

At the same time, inspect the valves of the starting air vessels. Too
strong tightening may result in damages on the seats, which in turn
cause leakage. Leaky and worn valves, including safety valves,
should be reground. Test the safety valves under pressure.

21.5. Pneumatic system V2

The engine is equipped with a pneumatic system for control of the

following functions by means of two solenoid valves:
● start of the engine,
● stop of the engine,
The system includes a vessel (45) and a non-return valve (46) to en‐
sure the pressure in the system in case of lacking feed pressure.
The main starting valve (4), which is described in detail in section
21.1, is actuated by the solenoid valve (43) at remote start. Fig 21-5
shows the solenoid valve. The valve is equipped with a push button
and can be energized manually.
The pneumatic overspeed trip devices (42), described in detail in
chapter 22., section 22.3.3, are controlled by the solenoid valve (44)
which is actuated by the electric signal from the speed monitoring
system, whereby the engine stops.
The push button of the solenoid valve can be used as a local me‐
chanical stop.

Note!
When the engine is running, the air supply to the engine must always
be open.

21 - 7
 Starting Air System

Pneumatic system

5 40
19
6
41
9
42

44
43 PT
311
4

PT 45
3 301

2 46

301
311

2.Non return valve 3.Drain valve 4.Main starting valve 5.Starting valve 6.Flame arrester 9.Blocking valve
19.Safety valve 40.Starting air distributor 41.Starting booster 42.Pneumatic cylinder for overspeed trip device
43.Solenoid valve 44.Solenoid valve 45.Air container 46.Non return valve 301.Starting air inlet 311.Instrument
air to Wastegate valve (only if Wastegate arrangement)

Fig 21-4 402111 V1

21.5.1. Maintenance of Pneumatic System V2

The system is built up of high class components. Usually it requires

no other maintenance than check of function and draining of conden‐
sated water from the vessel (45) using the draining plug.

21 - 8
 Starting Air System

21.5.2. Maintenance of pneumatic components V2

Solenoid valve (43 and 44, Fig 21-4). In case of disturbance in the
electric function of the valve, test the valve by pushing the button (1),
see Fig 21-5. Should there be a mechanical malfunction, open the
valve using a special tool.
Check that the bores (2) and (3) in the seat are open and the gasket
(4) is intact. Change the valve if it does not function after cleaning.

Solenoid valve

1 4
2

1. Button 2.Bore 3.Bore 4.Gasket

Fig 21-5 402105 V1

21.6. Slow turning device V2

As additional equipment the engine can be provided with a system

for slow rotation of the engine before starting, with intention to protect
the engine if there is water, oil or fuel in a cylinder, at remote starting.
At manual starting the system can be activated separately or the en‐
gine can be rotated normally.

21 - 9
 Starting Air System

Pneumatic system for slow turning device

49

5 40
19
6
41
9
42

21 2 47

44
48 43 PT
311
4

22 PT 45
3 301

46

301
311

2.Non return valve 3.Drain valve 4.Main starting valve 5.Starting valve 6.Flame arrester 9.Blocking valve
19.Safety valve 21.Slow turning valve 22.Pressure regulator 40.Starting air distributor 41.Starting booster
42.Pneumatic cylinder for overspeed trip device 43.Solenoid valve 44.Solenoid valve 45.Air container 46.Non
return valve 47.Solenoid valve 48.Non return valve 49.Throttle valve
301.Starting air inlet 311. Instrument air to Wastegate valve (only if Wastegate arrangement)

Fig 21-6 402112 V1

The slow turning device allows a reduced quantity of starting air to

bypass the main starting valve. This amount of starting air rotates the
engine with such a low speed that the engine will not be damaged
even though there should be some kind of a fluid in a cylinder.
The system, (see Fig 21-6) is built on the engine and consists of a
pressure regulator (22), non-return valve (48), slow turning valve (21)
and a throttle valve (49).

21 - 10
 Starting Air System

At remote starting the slow turning valve (21), which is controlled by

the solenoid valve (47), is activated for a time necessary to rotate the
engine two revolutions. If there is some kind of fluid in a cylinder, the
engine stops during these revolutions. Otherwise, both the slow turn‐
ing valve (21) and the main starting valve (4) are automatically acti‐
vated until the engine reaches a rotary speed of 300 RPM.

Settings for slow turning device

To attain an engine speed of 8 - 12 RPM, the pressure regulator (22)
should be adjusted to about 14 bar and the throttle valve (49) opened
3-5 turns from closed position.

21 - 11
 Starting Air System

21 - 12
 Control Mechanism

22. Control Mechanism

22.1. Overview of Control Mechanism V2

During normal operation the engine speed is controlled by a governor

(1) which regulates the injected fuel quantity to correspond with the
load and engine speed.
The regulation movement is transferred to the control shaft (10)
through a adjustable link rod (2).
The movement from the control shaft, to the injection pump fuel racks
(15), is transferred through the regulating lever (6) and the spring (7).
The torsion spring (5) enables the control shaft and, consequently,
the other fuel racks to be moved to a stop position, even if one of the
fuel racks has jammed. In the same way the torsion spring (7) enables
the regulating shaft to be moved towards fuel-on position, even if an
injection pump has jammed in a no-fuel position. This feature can be
of importance in an emergency situation.
The engine can be stopped by means of the stop lever (16). When
the stop lever is moved to stop position, the lever (17) actuates the
lever (9) forcing the regulating shaft to stop position.
The engine is provided with an electro-pneumatic device with tripping
speed about 15 % above the nominal speed. The electro-pneumatic
device moves every fuel rack to a no-fuel position by means of a
pneumatic cylinder on every injection pump. The cylinder actuates
direct on the fuel rack. The electro-pneumatic device can also be trip‐
ped manually, see section 22.5.
When starting, the governor will automatically limit the movement of
the regulating shaft to a suitable value.
The speed governor is provided with a stop solenoid which is con‐
nected to the engine automation system.

22.2. Maintenance of Control Mechanism V2

Caution!
Special attention should be paid to the function of the system as a
defect in the system may result in a disastrous overspeeding of the
engine or in the engine not being able to take load.

22 - 1
 Control Mechanism

1 The system should work with minimal friction.Regularly clean and lu‐
bricate racks, bearings (also self-lubricating bearings (8)) and ball
joints with lubricating oil.
2 The system should be as free from clearancesas possible. Check
clearances of all connections. Total clearance may correspond to
max. 0.5 mm of injection pump fuel rack positions.
3 Check regularly(see recommendations in chapter 04) the adjustment
of the system; stop position, overspeed trip devices and starting fuel
limiter, see sections 22.3.1, 22.3.2 and 22.3.3.
4 When reassembling the system,check that all details are placed in the
right position, that all nuts are properly tightened and to torque, if so
prescribed, and that all locking elements like pins, retainer rings, lock‐
ing plates are in their positions. Check according to pos. 1) - 3).

22.3. Check and adjustment

22.3.1. Stop lever stop position V2

1 Check:
● Set the terminal shaft lever (3) in the maximum fuel position and
the stop lever (16) in the stop position.
● Check that the fuel rack position of all injection pumps is maximum
5 mm.
2 Adjustment:
● Set the stop lever in the stop position and check that the lever (9)
contacts the dog (18) properly. A small torque can be set from the
governor, but not a too large one, because this will twist the shaft
unnecessarily, although little.
● Adjust the fuel rack position to 5 mm by adjusting the screws (14).

22.3.2. Governor stop position V2

1 Check:
● Move stop lever into work position.
● Set the governor terminal shaft lever in the stop position.
● Check that the fuel rack positions are 2 mm.

22 - 2
 Control Mechanism

2 Adjustment:
● If the fuel rack positions are unequal, adjust first according to sec‐
tion 22.3.1b).
● Adjust the link rod so that the fuel rack position of 2 mm is obtained.
● If changing the governor, see section 22.4.

Control mechanism

1
B
4

2
12

A
15

14 A
C 12

5 6 7 8 18 9

11 10
C
17

13 16

9 3

C-C

1.Governor 2.Adjustable link rod 3.Lever for governor 4.Screw 5.Spring

6.Lever for injection pump 7.Spring 8.Bearing housing 9.Lever 10.Control
shaft 11.Load limiter 12.Lever for control shaft 13.Adjustable link rod
14.Adjusting screw 15.Fuel rack 16.Stop lever 17.Lever for stop lever 18.Dog

Fig 22-1 402201 V1

22 - 3
 Control Mechanism

22.3.3. Electro-pneumatic overspeed trip device V2

Maintenance

For maintenance schedule, see chapter 04.

22.3.3.1. Removal of Electro-pneumatic overspeed trip

device V2

1 Remove the valve from the injection pump

2 Remove the piston (2) by tapping the cylinder (3) against a piece of
wood. If the piston is stuck, press it out by connecting a grease gun
with a suitable adapter to the air supply of the cylinder.

Caution!
If compressed air is used, the piston (2) may be ejected with such a
force that it may cause injuries or damages.

22.3.3.2. Mounting of Electro-pneumatic overspeed trip

device V2

1 Ensure that there are no sharp corners or dentson the piston (2) or in
the cylinder (3). Smoothen if necessary. Apply a suitable grease and
take care not to damage the seal ring when mounting the piston (2)
2 Check of stop position
● Set the stop lever in the work position and the terminal shaft lever
in the max. fuel position
● Press the STOP-button on the engine. (Stop sequence is activated
approximately 1 min.) Note! The starting air supply should be open.
● Check that the fuel rack positions is less than 5 mm.
3 Adjustment of stop position
● The electro-pneumatic overspeed trip device requires no adjust‐
ment.
● If a fuel rack position of less than 5 mm cannot be obtained, check
for wear.

22 - 4
 Control Mechanism

4 Check of tripping speed

● See section 22.5.2.

Electro-pneumatic overspeed trip device

1.Fuel rack 2.Piston 3.Cylinder 4.Slide ring

Fig 22-2 401604 V1

22.4. Speed governor V2

Data and dimensions

Governor: The engine can be equipped with various governor alternatives de‐
Mechanical-hydraulic pending on the kind of application. Concerning the governor itself, see
type the attached governor instruction book.
Weight:~ 65 kg

22.4.1. Hydraulic governor drive V2

The governor is driven by a separate drive unit, which, in turn, is driven

by the camshaft through helical gears. The governor is fastened to
this drive unit and connected to the drive shaft through a serrated
connection. The serrated coupling sleeve is secured with screw. The
governor, with drive, can thus be removed and mounted as a unit or
the governor can be changed without removing the drive unit.
Pressure oil is led, through drillings in the bracket, to the bearings and
to a nozzle for lubricating the gears.
Check at recommended intervals:
● radial and axial clearances of bearings,
● gear clearance,
● oil drillings and nozzle to be open,
● serrated coupling sleeve to be firmly fastened to the shaft,
● serrations of coupling sleeve and governor drive shaft for wear.

22 - 5
 Control Mechanism

Change worn parts.

22.4.2. Removal of governor V2

1 Loosen the terminal shaft lever (3),governor electrical connection and

necessary pipe connections.
2 Open the governor fastening screws (4)and pull the governor verti‐
cally upwards. The governor must not fall or rest on its driving shaft.

22.4.3. Mounting of governor V2

When mounting the same governor, check that the mark on the lever
(3) corresponds to that of the shaft. Check the setting according to
section 22.3.2.
When mounting a new governor, proceed as follows:
1 Mount the governorinto position on the governor drive.
2 Turn the governor terminal shaftto the stop position, see Fig 22-3(in
clockwise direction seen from the driving end).
3 Mount the terminal shaft lever (3)as follows, see Fig 22-3. Mount the
governor electrical- and pipe connections.
4 Lock the fastening screwand mark the position of the terminal shaft
lever with a mark on the shaft corresponding to that of the lever.
5 Move the fuel racksand governor shaft into the positions according to
Fig 22-3.
6 Adjust the adjustable link rod lengthto fit between the levers (3) and
(12), see Fig 22-3. Do not forget to secure the nuts.

22 - 6
 Control Mechanism

7 Check according to section22.3.

Governor shaft settings

12 R2
Control

L
shaft

2 L

R2
2. Adjustable link rod

R1
3. Lever for governor 3 3
12. Lever for control shaft L32 12 V32

R1
Control shaft

Governor shaft Governor shaft

Governor basic settings

Engine Governor type L R1 R2 α β Rack h Governor
type (mm) (mm) (mm) (˚) (˚) (mm) indicator
L32 PGA
PGG 379±20 124 73 27 29±3.5 0* 0*
PG-EG 5** 1.5**
EGB
L32 Europa 2231 133 85 73 15 19 6* 2*
V32 PGA
PG-EG 486±20 124 73 14 3±4 0* 0*
EGB 5** 1.5**
*) When assembling levers.
**) When assembling adjustable link rod.

Fig 22-3 402203 V1

22.5. Electro-pneumatic overspeed trip device V2

The overspeed trip device is electronically controlled, see Fig 22-2.

Air of max. 30 bar is used as operating medium. The tripping speed
is 15 % above the nominal speed.
The three-way solenoid valve (44), Fig 21-4, gets the stop signal for
overspeed from the engine automation system.

22 - 7
 Control Mechanism

When the solenoid valve opens, air is fed to the three-way valve,
which conveys pressure air to the cylinders (42, Fig 21-4 ), one for
each injection pump. The piston of the air cylinder actuates on the
fuel rack moving it to stop position.
The stop signal is energized long enough to stop the engine com‐
pletely. When de-energized, the air is evacuated through the three-
way valve.
The solenoid valve (44) can also be operated manually.

22.5.1. Check and adjustment of stop position V2

1 Check of stop position

● Set the stop lever in the work position and the terminal shaft lever
in the max. fuel position.
● Press the STOP-button on the engine. (Stop sequence is activated
approximately 1 min.) Note! The starting air supply should be open.
● Check that the fuel rack positions is less than 5 mm.
2 Adjustment of stop position
● The electro-pneumatic overspeed trip device requires no adjust‐
ment.
● If a fuel rack position of less than 5 mm cannot be obtained, check
for wear.

22.5.2. Check of tripping speed V2

The tripping speed can be checked in two different methods, simu‐

lating the engine speed signal by using a signal generator or by run‐
ning the engine and increasing the engine speed. .
Increasing engine speed
Check the tripping speed at idle by increasing the engine speed above
the nominal speed by slowly bending the lever (12) with a suitable
wrench in direction from the engine. When the nominal speed is
reached and exceeded, the governor begins to decrease the fuel set‐
ting, i.e. the control shaft must be bended against the governor force.

Caution!
Do not increase the engine speed above the 920 RPM in any circum‐
stances.

The tripping speed should be 15 % above the nominal speed, see

chapter 06., section 06.1.

22 - 8
 Control Mechanism

Caution!
Special attention should be paid to the testing of tripping speed as an
inadequate carefulness may result in a disastrous overspeeding of
the engine.

22.5.3. Maintenance of Three-way solenoid valve and

Air cylinder V2

1 Three-way solenoid valve

● If the solenoid is out of order, replace it by a new one.
● If the valve does not move, clean all channels. Check the valve
piston.
● If air is leaking to the cylinders, change the sealings.

2 Air cylinder,Fig 16-7

● Check for wear.
● Check the tightness of the piston. Replace sealings by new ones,
if necessary. Take care not to deform the teflon ring outside the O-
ring.
● Lubricate the sealings and piston with lubricating oil.
● Check that the piston does not stick.

22 - 9
 Control Mechanism

22 - 10
 Instrumentation and Automation

23. Instrumentation and Automation V2

23.1. UNIC C2 System Description V3

The UNIC C2 automation system is an embedded engine manage‐

ment system. The system has a modular design, and some parts and
functions in the C2 configuration are optional depending on applica‐
tion. The system is specifically designed for the demanding environ‐
ment on engines, thus special attention has been paid to temperature-
and vibration endurance in the design. This rugged design allows the
system to be directly mounted on the engine, which will give a very
compact design without components to be mounted in dispersed ex‐
ternal cabinets or panels, and allows the engine to be delivered fully
tested from factory. The number of in- and outputs is determined to
optimally suit this application, and the galvanic signal isolation is also
made to match these needs.
The UNIC C2 system is handling all tasks related to start/stop man‐
agement, engine safety and engine speed/load control, and the sys‐
tem utilizes modern bus technologies for safe transmission of sensor-
and other signals.

Location of UNIC C2 modules on engine

A B

A:IOM's B:Cabinet with LCP.

Fig 23-1 V1

23 - 1
 Instrumentation and Automation

The UNIC C2 is a modular system, which consisting of the following

major parts:
● LCP Local Control Panel. Contains push buttons for local engine
control, as well as two graphical displays (WIP-10 & LDU) for local
reading of the most important engine parameters. All sensors on
the engine are connected to the UNIC C2 system, and the
information from these is displayed on WIP-10 (most important
measurement) and on LDU (all sensor data, but also other
information such as engine modes, possible failures and an event
log).
● MCM Main Control Module. Handles all the start/stop management
and speed/load control functions of the engine, but also (optionally)
the control of a number of devices on the engine. In some
applications a second MCM is used for processing of additional
signals.
● IOM Input/output Module. Handles measurements and controls
distributedly on the engine where the sensors/devices are located.
Communicates with other IOM’s and the MCM over CAN. The
number of modules varies according to cylinder number, engine
type and application.
● ESM Engine Safety Module. Handles fundamental engine safety,
and is the interface to the shutdown devices and some local
instruments. Constitutes also the major signal interface to the
external systems.
● PDM Power Distribution Module. Distributes, filters, and handles
fusing of the module supply voltage (24 VDC).

23 - 2
 Instrumentation and Automation

General overview of UNIC C2 system

Hardwired
connections

Ethernet

LDU IOM
LCP CAN CAN

ESM

IOM
MCM

PDM

2x24 VDC

Fig 23-2 V1

The system is handling the following major tasks and functions:

● Provides a local interface to the operator, including a local display
indicating all important engine measurements, an hour-counter
and a local control panel.
● Engine start/stop management, including start block handling and
slow-turning (where used), load reduction, waste-gate control
(where used) and LT/HT-thermostat control (where used)
● Handles engine safety (alarms, shutdowns, emergency stops, load
reductions) incl. fully hardwired safety for engine over-speed
(redundant), lube oil pressure, cooling water temperature and
external shutdowns.
● An electronic speed/load controller with various operation modes.

23 - 3
 Instrumentation and Automation

23.2. Mechanical design V3

The UNIC system is designed to meet very high targets on reliability.

This includes special measures for redundancy, fault tolerance as
well as mechanical and electrical design.
UNIC sensors and actuators are designed to be reliable, easy to
service and to calibrate. Flying lead design is introduced (wherever
possible) to avoid failure prone connectors.

Sensor with flying lead design

Fig 23-3 V1

Only screened dedicated Teflon insulated cables for the demanding

engine environment are used on the engines. These well protected
point-to-point cables provide the most reliable solution, as they en‐
sure good protection against electrical disturbances, high mechanical
strength as well as good protection against chemicals and tempera‐
ture. Modules are interconnected with a special multi-bus cable, in‐
cluding power supply (24V), engine speed, CAN-bus, all doubled for
redundancy reasons.
Electronic modules which are distributed on the engine, are mounted
in specially designed WTB terminal boxes. These enclosures are
used to facilitate all interconnections on the engine, i.e. they are acting
as an interface between the control modules and their peripheral de‐
vices.

23 - 4
 Instrumentation and Automation

Enclosure used for module interconnections and cabling

Fig 23-4 V1

The WTB boxes are equipped with cable glands for all out-going ca‐
bles. They meet demands of a service friendly cabling system, as the
design facilitates measurements of different signals and the ex‐
change of an electronic module or a cable, in case of failure. They
also meet high demands of ingress protection, and there is a window
on the cover plate for viewing of the module's LED's.

23.3. Parts of the UNIC C2 system V3

23.3.1. LCP (Local Control Panel) V3

The Local Control Panel (LCP) is located on the front side of the en‐
gine. The cabinet itself is resiliently mounted by means of eight rub‐
ber-type vibration dampers. This cabinet is the operator's local inter‐
face when performing starts & stops at the engine, and when viewing
engine measurements. The LCP consists of the following parts; a
WIP-10 graphical backup display, a LDU display with a number of
sub-menus, a control panel with the following switches and buttons;
a mode selector switch, a start button, an emergency stop button, a
stop button and a reset button.

23 - 5
 Instrumentation and Automation

Location of LDU, WIP-10 and control buttons

A
B
C
D

E F G H

A.LCP: LDU B.LCP: WIP-10 C.Buttons D.Emergency stop E.Opto-couplers F.

MCM G.ESM H.PDM I.Terminals.

Fig 23-5 V1

Location of LDU, WIP-10 and control buttons in the engine-built cab‐

inet.
Following, a description of the parts in this cabinet.

23.3.1.1. WIP-10 and LDU displays V2

The LDU and WIP-10 displays as well as the control buttons are lo‐
cated on the engine front side of the cabinet. These displays and but‐
tons are described in detail later in this chapter.
On the right side of the cabinet, the cable glands (for entry of external
cables) are located. Inside the cabinet, the ESM module is mounted
on the door (its LED's visible through a window), while the MCM is
mounted on bottom side. In addition, there are wiring terminals, opto-
couplers (relays) and fuses inside the cabinet. Refer to separate wir‐
ing diagrams for numbering of terminals and identification/rating of
fuses and opto-couplers.
The WIP-10 is a display unit which comprises a number of system
independent measurements. These measurements and readings
constitute the most important local information on the engine.

23 - 6
 Instrumentation and Automation

Front view of WIP-10 display

Fig 23-6 V1

The indications on this display are:

● Engine speed, a graphical relative scale of 0 ... 120 %, with a
numerical 4-digit indication in the centre.
● Turbocharger speed A-bank, a numerical 3-digit indication.
● Turbocharger speed B-bank (if V-engine), a numerical 3-digit
indication.
● Hour counter, a 5-digit numerical indication. The accumulated
running hours are stored in a non-volatile memory, and will not
disappear in case of a power failure.
Bar graph indications for:
● Lube oil pressure, 0 ... 10 bar
● HT water temperature , 30 ... 120 °C
Normal values are represented with green colour in the bar graphs
left of the measurement value, while abnormal values first turn yellow,
then red.

Note!
In case of a sensor failure or sensor signal wire break, the lowest LED
element in the bar-graph will flash. In case the sensor or the wiring
provides an over-current, the highest LED element will flash.

On WIP-10 there are three triangle-symbols with a !-sign inside. The

symbol on the left is used for a system failure indication. If the light in
this symbol is on, it indicates a failure in one of the electronic modules
used in UNIC C2. The LDU will give additional information. Also a
binary output NS881 Engine control system, minor alarm will activate
in this situation.

23 - 7
 Instrumentation and Automation

Note!
The two other triangle-symbols are not used in the UNIC C2 applica‐
tion.

The Local Display Unit (LDU) is located on the engine and replaces
the traditional pressure gauge panel, the thermometers and other lo‐
cal instruments. It has a key pad for activation of various pages, and
a 111 mm x 84 mm graphic display. It is connected to the MCM, which
transfers the application data over CAN to the display. Typical infor‐
mation showed on the LDU pages is:
● General system layout
● Logical name of sensor
● Readings
● Abnormal values (inverted)
● Bar graphs
● Various status information (modes etc.)

Front view of the LDU

A
B

2
5
3

4 6

Fig 23-7 V1

The display has a number of buttons and menus, and these are de‐
scribed below:
1 - Button for Main page. On the Main page, the LDU will display the
most important engine measurements and statuses:

23 - 8
 Instrumentation and Automation

Main page

Fig 23-8 442384 V1

The other buttons in Fig 23-7 are used for the following purpose:
2 - Event log. This page shows the latest events of the engine, e.g.
engine being started, alarms, shutdowns, etc. In case of alarm and
shutdown, the sensor code and time is also shown on the display.

23 - 9
 Instrumentation and Automation

Event log

Fig 23-9 V1

If a detailed description of an event row is requested, then highlight

(blue) the row and press the Enter button. Additional information, like
in the below example will be given.

Description page

Fig 23-10 V1

3 - Help page
On the Help page the User level and eHMI settings can be changed.

23 - 10
 Instrumentation and Automation

Help page

Fig 23-11 V1

4 - Back command
5 - Navigation buttons
6 - Enter command
On the top of the graphical display, there are two fields for:
A - Alarm row
B - Page name
There are also a number of pre-defined engine system pages, which
can be entered with buttons F1 ... .F6.

Note!
This description is general. The below presented pages can vary from
installation to installation depending on engine cylinder number, ap‐
plication etc.

23 - 11
 Instrumentation and Automation

Buttons

Fig 23-12 442385 V1

Upper left corner: Button F1 Engine temperatures.

Upper right corner: Button F2 Lube oil system.
Down in left corner: Button F3 Fuel system.
Down in right corner: Button F4 Cooling system.

23 - 12
 Instrumentation and Automation

Buttons

Fig 23-13 442386 V1

Upper left corner: Button F5 Charge air system.

Button F6 - Additional pages. After entering Additional pages with F6,
the following pagescan be entered:
Upper right corner: Button F6 (>>>) then F2 Miscellaneous measure‐
ments.
Down in left corner: Button F6 (>>>) then F3 Exhaust gas temperature
deviations.
Down in right corner: Button F6 (>>>) then F4 Software version in‐
formation.

23.3.1.2. Switches and buttons V3

Below a description of the switches and buttons used in the LCP.

23 - 13
 Instrumentation and Automation

Control buttons and switches on the LCP

HS 724 HS 721 HS 722 HS 725

Fig 23-14 V1

Note!
On power plant engines, this control panel only comprises an emer‐
gency stop button.

● HS724 Engine mode selector switch

This mode selector switch has the following four positions:
● Local: Local control of engine start and stop enabled.
● Remote: Remote control of engine start and stop enabled.
● Blocked: Starting is electrically blocked (both local- and remote
start).
● Blow: When the selector is in this position, it is possible to perform
a "blow" (an engine rotation check with indicator cocks open) when
pressing the local start button. The engine will not start (fuel shaft
limited to zero), only the starting air valve will be activated while
pressing the start button in this situation.
● HS721 Start button By pressing this button, the engine will be
started locally. A lamp in the button will turn on (green colour),
when the engine is ready for start.

Note!
In case the mode selector HS724 is in remote, blocked or blow posi‐
tion, the local start signal is disabled.

● HS722 Stop button By pressing this button, the engine will be

stopped locally.

Note!
In case the mode selector HS724 is in remote position, the local stop
signal is disabled. A re-start after a manually activated stop, will not
require a reset.

23 - 14
 Instrumentation and Automation

● HS725 Shutdown reset button In case an automatic shutdown or

emergency stop has occurred, the shutdown circuit will latch.
When the engine has stopped, a reset of this circuit can be
performed by pressing this button. When a reset is necessary, blue
light will turn on in the button.

Note!
Before a reset and a re-start is performed, the reason for the auto‐
matic protective action must carefully be checked.

● HS723 Emergency stop button (not visible in Fig 23-14) By

pressing this button, the engine will instantly shut down. The signal
from the button goes directly to the Engine Safety Module (ESM)
which activates the el. pneumatic stop solenoids, and also informs
the MCM to enter shutdown mode i.e. to set the fuel shaft to zero
position. The push button position is latching, and it needs to be
turned to release. The emergency stop function in ESM & MCM is
also latching, and after the rotation speed has reached zero level,
this latch can only be reset by pressing the reset button. The
emergency stop button is mounted separately from the other
buttons and switches.

23.3.2. Main control module MCM V3

The MCM module is a versatile, configurable microprocessor based

control- and data acquisition module. It has a variety of analogue and
digital measuring channels, as well as a number of analogue and bi‐
nary outputs. The module is designed for mounting directly on the
engine. Engine mounting allows the engine to be delivered fully tested
from factory, and also allowing a faster commissioning.

23 - 15
 Instrumentation and Automation

MCM module

Fig 23-15 V1

The CPU used in MCM is a high-performance Motorola PowerPC

MPC561 controller. The module itself contains diagnostic features on
internal system integrity (like memory checksums, CPU watchdog,
system temperature) as well as advanced I/O checks based on signal
processing, like open/short circuit detection and sensor diagnostics.
In addition, depending on application, also other application specific
diagnostics is available. The max. current consumption of MCM (all
outputs energised) is 2 A, while the idle comsumption is less than 200
mA.
There are four hardware controlled green LEDs in the MCM. In Table
1 below the functions behind these LEDs are explained:
Table 1.Usage of hardware controlled LEDs in MCM.

LED marking Description

PWR1 24V Indicates state of power supply 1 input.
PWR2 24V Indicates state of power supply 2 input.
SYS 24V Indicates state of power supply to module logics and microprocessor.
SENS 24V Indicates state of power supply output used for module's I/O.

The MCM has one two-colour diagnostic LED (right-most in row,

marked "DIAG"), which is used to indicate the execution state. The
function behind this LED is given in Table 2.
Table 2: Usage of the software controlled two-colour LED in MCM.

Red Yellow Execution in Description

OFF OFF Undefined (boot No software is running.
phase)
ON OFF Bootloader 1 Bootloader 1 is running and waiting for connection.
Flash OFF Bootloader 1 Bootloader 1 has established connection with tool.

23 - 16
 Instrumentation and Automation

Red Yellow Execution in Description

OFF ON Bootloader 2 Bootloader 2 is running and is waiting for connection. Also in case of
software lock-up.
Alt w/ yel‐ Alt w/ red Bootloader 2 Bootloader 2 cannot find application; waiting for connection.
low
OFF Flash Bootloader 2 Bootloader 2 has established connection with tool. Application soft‐
ware running.

The MCM module handles the following main tasks in the UNIC C2
system:
● Speed/load control
● Start/stop management
● Other strategic control (see section 23.4)
For processing of additional sensor signals, and for sending/receiving
signals in the engine external hardware interface, a second MCM
module is used.

23.3.2.1. Speed controller V3

The main task of the MCM module is acting as the speed controller
for the engine. The speed controller functionality is fully embedded in
the module, and optimised to suit Wärtsilä power plant engines as
well as ship genset- and main engine applications. On engines equip‐
ped with UNIC C2 the module supports various sub-modes, needed
for various types of applications, see section 23.4.1.
To meet high robustness demands (e.g. in case of to signal failures
or other disturbance), UNIC C2 will always be capable to operate in
droop mode, if premises for other modes are not met. In order to meet
high demands in terms of reliability, two speed sensors are simulta‐
neously used by the controller. If one speed sensor fails, the operation
will be uninterrupted.
Speed controller parameters are verified and if necessary changed
at the test run facilities at the engine maker, i.e. parameters do nor‐
mally not have to be changed at the installation. However, in case
some changes are necessary, a separate service tool needs to be
connected to the module. Downloaded settings are permanently stor‐
ed in the module's flash memory, and are not lost at a power failure.
See section 23.4.1 Speed controller, for detailed information about
the speed controller functionality.

23.3.2.2. Start/stop management V2

Another major task of MCM is acting together with ESM as an em‐

bedded management system, handling start blockings, the engine's
slowturning (if used) start sequence and stop sequence. In these

23 - 17
 Instrumentation and Automation

tasks, discrete signals are communicated between the MCM and the
ESM modules, where ESM handles the fundamental engine safety
while MCM handles the start management.
See chapter 23.5 Start/stop management, for detailed information
about the engine start- & stop sequences and chapter 23.8 Sensors
and safety handling, for details about engine safety.

23.3.2.3. Other strategic control (optional) V2

See chapter 23.4 for details.

23.3.3. Engine Safety Module ESM V2

The ESM (Engine Safety Module) module handles the fundamental

engine safety, but also a number of speed measuring functions and
it feeds these signals to dedicated instruments. The ESM is also the
interface to the engine shutdown devices and local instruments and
the module constitutes also the major signal interface to external sys‐
tems of the engine.
The ESM module design is largely redundant, based on hardwired
logic and design meeting the stringest safety regulation. All adjust‐
ments are performed with DIP-switches and trimmers i.e. the module
needs no programming for application set-up.
The ESM module is located behind a window in the engine cabinet,
which makes it possible to view all the status LED's of this module
without opening the cabinet door.

23 - 18
 Instrumentation and Automation

ESM module

Fig 23-16 V1

Front panel of ESM

Fig 23-17 V1

1.Fuses for power supply.2.LED indications for function of module.

3.Connectors (inputs/outputs).

23 - 19
 Instrumentation and Automation

23.3.3.1. ESM power supply V2

ESM internal power supply principle

Failure Main supply

detection failure
Primary 24 V
power +5 V Power supply 1
supply, -5 V for main logic
X11:1 -3 F1 +3,3 V
Failure Supply 1
detection failure

24 V
+5 V Power supply 2
-5 V for stop circuit 2
F2 +3,3 V
Failure Supply 2
detection failure

Secondary 24 V
Power supply 3
power +5 V
for isolated engine
supply, -5 V
speed output
X12:1 -3 F3 +24 V

Failure Supply 3 or 4
detection failure

24 V
Power supply 4
+5 V
for isolated TC
-5 V
speed outputs
+24 V
Failure Backup supply
detection failure

Fig 23-18 V2

To ensure that the module is functional in all situations, full redun‐

dancy is achieved by combining the double incoming power supplies
to the module.
● Supply failure detection:
- Failure on any supply activates ESM alarm output.
- Supply failures are detected on:
● Primary, (Power supply 1).
● Secondary, (Power supply 2).
● Power supply 1-4, (internal power supplies).
● LED indications (green) provided:
- Power 1, (primary).
- Power 2, (secondary).
- Fuses 1-3, (internal supplies).
● Fuse values for ESM:

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 Instrumentation and Automation

- F1 = 3,15 AT
- F2 = 3,15 AT
- F3 = 0,25 AT

23.3.3.2. Speed measuring and speed switches V3

Speed measuring and overspeed protection principle

Engine speed
f // f pulse,
Engine X27 :1-2
speed Overspeed
f/U trip circuit 1, Overspeed 1
sensor 1, Overspeed 1
X13 :1-3 115%
SD status,
X25 :5-6
Sensor 1
failure
detection Engine speed
Max select U // I or U output 1,
Speed sensor X27 :7-8
1 failure
Compare & Power supply 3
fail detection
Speed diff.
failure Engine speed
U/I output 2,
Speed sensor X28 :7-8
2 failure
Internal speed
Sensor 2 signal
failure
detection

Engine
speed Overspeed
f/U trip circuit 2, Overspeed 2
sensor 2, 115%
X14 :1-3 Overspeed 2
Power supply 2 SHD status,
X25 :7-8

Fig 23-19 V1

The engine speed is measured with two independent speed sensors

with separate supply circuits and with separate sensor failure detec‐
tion circuits. The sensors are of inductive proximity PNP-type. The
frequency from the speed sensors are converted into analogue vol‐
tages proportional to the rotational speed. The voltage signals are
used to trig the internal overspeed trip circuits in ESM. Both over‐
speed limits are fixed to 115 % of rated engine speed.

Failure detection:
● Frequencies of the two speed measuring channels are compared
to each other. A speed differential failure is triggered when the
difference between the speed signals is greater than 5 %. Speed
differential failure indication is disabled if rotational speed < speed

23 - 21
 Instrumentation and Automation

switch 1. The higher speed value (if different) is used as an internal

speed signal for controlling the analogue outputs and the speed
switches.
● Short circuit detection.
● Wire break detection.
● Sensor failure and speed differential failure trigs ESM alarm output
after 2 s delay, if failure remains.
Speed outputs:
● SI196 Engine speed output 1 (0 ... 10 VDC or 4 ... 20 mA depending
of ESM model) is connected to the external interface. The signal
is galvanically isolated and short circuit proof.
● Engine speed output 2 (4 ... 20 mA) is connected to WIP-10 for
local indication.
Overspeed shutdown:
● Trigging point for overspeed shutdown 1 is 115 % of rated engine
speed.
● Trigging point for overspeed shutdown 2 is also 115 % of rated
engine speed.
● Driver outputs Stop solenoid 1 and Stop solenoid 2 activate the two
stop solenoids CV153-1 and CV153-2. Stop solenoid 2 is only
activated in case of emergency stop/overspeed.
LED indications provided:
● Speed sensor 1 failure, yellow.
● Speed sensor 2 failure, yellow.
● Speed differential failure, yellow.
● Speed pulse 1, green.
● Speed pulse 2, green.
● Speed switch 1 ("engine running"), green.
● Overspeed shutdown 1, red.
● Overspeed shutdown 2, red.
Status/control outputs provided:

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 Instrumentation and Automation

● Speed switch 1 is used as "engine running" information, and is part

of the external interface of the engine. The same internal switch
also controls the hour counter.
● Speed switch 2 has configurable switching level and is also part of
the external interface of the engine.
● In marine installations the status outputs IS1741 and IS1742 are
configured as open at shutdown hence they are connected in
series, and on power plant installations the status outputs are
closed at shutdown i.e. the status outputs are parallel.

23.3.3.3. Stop and shutdown signals V3

Lubricating oil pressure

A dedicated safety sensor (PTZ201 Lubricating oil pressure) is con‐
nected to ESM for activation of shutdown, in case of low lubricating
oil pressure. This analogue sensor (which is separate from the one
connected to external systems) in the ESM will shut the engine down
at pre-defined pressure- and delay set-points in ESM.
Set-points for low lubricating oil pressure shutdown:
● 2,0 bar
● 2 seconds (delay)
If sensor failure is detected the shutdown is blocked and sensor failure
indicated.
Sensor failure detection is provided:
● Sensor failure indicated when signal is out of range (<3,5 mA or
>20,5 mA).
● ESM alarm output activated after 2 s, if failure remains. Looped
with other signals in the common signal NS881 Engine control
system, minor alarm.
LED indications provided:
● Lubricating oil pressure sensor failure, yellow.
● Lubricating oil pressure shutdown, red.
● Lubricating oil pressure start blocking, red
Status outputs provided:
● IS2011 LO oil press. shutdown status signal is sent to MCM.

HT-water temperature
Dedicated safety sensors TEZ402 HT water temp, jacket outlet A-
bank/TEZ403 HT water temp, jacket outlet B-bank (on some V-engine
types) are connected to ESM for activation of shutdown, in case of
high HT water temperature. The Pt-100 signals of these analogue
sensors are converted into internal voltage signals at the input stages

23 - 23
 Instrumentation and Automation

in the ESM, and are used for further processing. A 4-20 mA output
derived from the higher of these signals is used for local indication of
the HT water temperature on the WIP-10.
Set-point for high HT water temperature shutdown:
● 110 °C

Note!
On main engines on ship installations this shutdown is disabled, and
load reduction is initiated based on another sensor signal in the en‐
gine external system.

Sensor failure detection is provided:

● Sensor failure indicated when signal is out of range.
● ESM alarm output activated after 2 s, if failure remains.
● If sensor failure is detected the shutdown is blocked and sensor
failure indicated.
LED indications provided:
● HT water temperature sensor failure, yellow.
● HT water temperature shutdown, red.
Status output provided:
IS4011 HT temp. shutdown status signal is sent to MCM.

23.3.3.4. Shutdown reset V3

There is a OS7308 Shutdown reset input on ESM, and this is con‐

nected in parallel with the reset input of MCM. Reset has to be press‐
ed after all automatic shutdowns, as all shutdowns are latching in
UNIC C2. A reset will release this latch, and a start of the engine is
possible to perform. Reset does however not override shutdown sig‐
nals that are still active. The ESM reset input is disabled when rota‐
tional speed is more than 2 % of rated speed.
LED indication provided:
● Shutdown reset, yellow.

23.3.3.5. Other ESM inputs/outputs V3

The following additional inputs are used in ESM (see also chapter
23.9 describing external interface:
● Stop 1 is activated by the local- and remote stop signals via
MCM . An activation of this input willkeep the primary el. pneumatic
stop solenoid and the governor stop solenoid energized, and the
engine will shut down. This input is latching i.e. and is activated

23 - 24
 Instrumentation and Automation

until a pre-defined delay has elapsed or until reset is pressed. A

red LED shows that the Stop 1 input is activated. An external status
signal, binary output Stop status is activated in case of this
situation.
● Stop 2 is activated from the LCP during an engine blow situation.
An activation of this input will keep the primary el. pneumatic stop
solenoid and governor stop solenoid energized during the blow
procedure, to secure that the engine will not start. This input is non-
latching i.e. no reset is necessary after a blow. A red LED shows
that the Stop 2 input is activated. The external status signal, binary
output Shutdown status is not activated in case of this situation.
● OS820/NS886 Main Controller shutdown is activated by MCM in
case of an automatically generated shutdown. An activation of this
input will keep the primary el. pneumatic stop solenoid and the
governor stop solenoid energized, and the engine will shut down.
This input is latching i.e. a reset is required to release the
shutdown. A signal interruption failure detection (using a 22 kΩ
resistor) is provided between the two modules. LED indications for
Main Controller shutdown (red) and Main Controller shutdown
failure (yellow) are provided.
● OS7305 External shutdown 4 is connected to an external
emergency stop signal and the signal is in parallel with the local
HS723 Emergency stop button. An activation of this input willkeep
both el. pneumatic stop solenoid and the governor stop solenoid
energized , and the engine will shut down. This input is latching i.e.
a reset is required to release the shutdown. A signal interruption
failure detection (using a 22 kΩ resistor in marine configurations)
is provided between the module and the external emergency stop
button. LED indications for External shutdown 4 (red) and External
shutdown 4 failure (yellow) are provided.
● OS7337 Engine shutdown 1 input in ESM is used for possible
optional engine shutdowns (See installation specific drawing for
details).
● OS7338 Engine shutdown 2 input in ESM is used for possible
optional engine shutdowns (See installation specific drawing for
details).
● OS7339 Engine shutdown 3 input in ESM is used for possible
optional engine shutdowns (See installation specific drawing for
details).
The following additional outputs are used in ESM (see also chapter
23.9 describing external interface):

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 Instrumentation and Automation

● IS7602 Stop/shutdown status 1 is activated when a the manual

stop has been activated, or in case any ESM-initiated shutdown or
an external shutdown input is activated. Signal connected to MCM
and through an opto-coupler to the external interface.
● IS7309 External shutdown 1 status is activated in case the OS7309
External shutdown 1 input is activated. Signal connected to MCM.
● IS7310 External shutdown 2 status is activated in case the OS7310
External shutdown 2 input is activated. Signal connected to MCM.
● IS7311 External shutdown 3 status is activated in case the OS7311
External shutdown 3 input is activated. Signal connected to MCM.
● IS7305 External shutdown 4 status output in ESM is activated in
case the OS7305 External shutdown 4 (emergency stop) input is
activated.
● IS7337 Engine shutdown 1 status output in ESM which activates
in case of activation of an optional shutdown (see installation
specific drawing, and use of ESM input OS7337 Engine shutdown
1 ). Signal connected to MCM.
● IS7338 Engine shutdown 2 status output in ESM which activates
in case of activation of an optional shutdown (see installation
specific drawing, and use of ESM input OS7338 Engine shutdown
2 ). Signal connected to MCM.
● IS7339 Engine shutdown 3 status output in ESM which activates
in case of activation of an optional shutdown (see installation
specific drawing, and use of ESM input OS7339 Engine shutdown
3 ). Signal connected to MCM.
● IS7306 Stop/Shutdown override status output in ESM is activated
in case input OS7306 Stop/shutdown override to UNIC is activated.
Will override internal shutdowns in MCM.

23.3.4. Power supply and module PDM V3

The power supply of the engine is set up according to overview

scheme below.

23 - 26
 Instrumentation and Automation

Power supply and distribution principle

External system Off-engine Engine mounted equipment

(Ship or power plant) equipment

Main
supply
Backup Engine
supply

External system Off-engine equipment PDM

- Main power supply - DC/DC converter - EMC filter
- Backup power supply - AC/DC converter - Overvoltage protection
- Galvanic isolation - Transient suppressors
- Over-current protection (fuses)
- Power failure detection
- Earth fault detection

Fig 23-20 442381 V1

The PDM's (Power Distribution Module's) purpose is used to distrib‐

ute the power supply to all electronic equipment on the engine. The
module handles filtering of the power supplies, protection against
over-voltage and voltage transients and monitoring of earth faults.
The whole power supply system is floating in respect to ground (PE)
(providing that the both external supplies are isolated). PDM is sup‐
plied with two supplies which are redundant. Only the supply to the
fuel rack speed actuator's driver is by-passing the PDM, all other
consumers are connected through this module.
The following features are provided in PDM:
● Monitoring of voltages
● Short circuit protection
● EMC filter
● Over-voltage protection
● Transient suppressors
● Power failure detection
● Earth fault detection
● Reverse polarity protection

23 - 27
 Instrumentation and Automation

PDM module

Fig 23-21 V2

Internally, the PDM is designed in the following principal way.

Principal internal design of PDM *)when EFD not handled by external

supply

= voltage monitoringpoint
monitoring point AUX #1 & #2

PSS #1 EFD* BUS #1

24 VDC

PSS #2 EFD* BUS #2

24 VDC

Fig 23-22 V1

23 - 28
 Instrumentation and Automation

LED indications are provided for the input supply voltages, for the
fuses and for earth fault monitoring.
● Input voltages are monitored and if the supply voltage drops below
18VDC, the PDM alarm output is activated. The LED indication
corresponding to the input with the low voltage is then turned off.
● Each fuse has an individual (green) LED. The LED will turn off if
the fuse has blown.
● An earth fault is indicated with LED indications, positive line failure
and negative line failure separately. The earth fault detection alarm
level is adjustable between 3 kΩ - 300 kΩ with a 10-step rotational
switch. The earth fault detection can also be turned off with this
switch. A time delay for the activation of the earth fault is selectable
between 0 - 128 seconds with a 9-step rotational switch.
Fuse sizes (BUS 1, BUS 2, AUX 1 & AUX 2) are installation specific.

The PDM has the following failure outputs:

● 1 x potential free output for general failure
● 1 x potential free output for earth fault
The failure outputs are open when active, meaning that total power
failure also will result in an alarm.

23.3.5. Input/Output Module IOM V2

IOM module

Fig 23-23 V1

The CPU used in IOM is a high-performance Motorola PowerPC

MPC561 controller. The module itself contains diagnostic features on
internal system integrity (like memory checksums, CPU watchdog,
system temperature) as well as advanced I/O checks based on signal

23 - 29
 Instrumentation and Automation

processing, like open/short circuit detection and sensor diagnostics.

In addition, depending on application, also other application specific
diagnostics is available.
This multipurpose I/O unit is used for data acquisition of analogue/
binary/frequency signals, but also for control, such as waste-gate
control, by-pass control and LT/HT water thermostat valve control.

23.4. Functionality of UNIC C2 V2

23.4.1. Speed controller V3

In the speed control algorithm the speed reference is compared with

the measured engine speed. The difference between these signals
constitutes the input to a PID-controller. The regulation output of the
MCM controller will accordingly change, to sustain the reference lev‐
el.This output will set the position request of the fuel actuator, i.e.
control the diesel fuel rack position. The fuel actuator can either be
an electro-hydraulic actuator or a full-electric actuator .

23.4.2. Dynamics V2

The PID-controller uses different sets of dynamic parameters for op‐

eration under acceleration, under no-load conditions and under load‐
ing conditions, to obtain optimal stability at all times. The PID settings
are speed dependent for start acceleration and for open circuit break‐
er/clutch conditions, and load/speed dependent when the engine is
loaded. A special speed deviation dependent feature is also provided,
to minimise large speed fluctuations. The proportional gain is speed
deviation mapped, for more aggressive control in case of large devi‐
ations from the reference speed.

23.4.3. Limiters V2

Three fuel limiters are available. Below, a description of these limiters.

23 - 30
 Instrumentation and Automation

● A start fuel limiter is active during the engine start, up to a rotational

speed level of 20 rpm below rated speed. The start fuel limiter
settings in this 8-point table are speed dependent, and the limiter
works in combination with a speed reference ramp, used at engine
start. The acceleration ramp is set for an optimal acceleration rate.
● A charge air pressure limiter (8-point map) is used to reduce over-
fuelling and black smoke at load steps at low engine load levels.
This feature also will also improve the engine’s load acceptance at
low load levels.
● A load dependent fuel limiter is used to set an envelope of the max.
fuelling at various engine loads. This feature will improve the
engine’s load acceptance, but is also used as a limiter for the
engine max. load output.

23.4.4. Synchronizing/clutch-in V2

CB open control mode

case: { }

CBOpenAction
Analogue Selected
AnalogueSpeed 1 4
data
ISO-Code: OT190 _mrpm RelSpdRef
NewRef
status LastSpdRef Analogue Synch
if { }
AnalogSpdRef
1 LastRef
LastSpdRef NewRef 1 1
3 SpdRefGoal IntSpdRef
SpdRefGoal elseif { } IncDec Synch

LastRef NewRef
else { }
1 2
ExtSpdRef
data u1 if(..)
ISO-Code: OS7326
status
FixedSel
data u2 elseif(u3==1)
ISO-Code: OS7325
status
AnalogSel

4 u3 else
AnalogueSynchActive

CheckMode

Fig 23-24 442382 V1

23 - 31
 Instrumentation and Automation

When the engine is started, it initially operates in CB open control

mode. The speed accelerates up to idle speed, and thereafter (when
OS176 Idle select input is low) ramps up to rated speed. When the
engine speed reaches rated speed, an external device (synchronizer)
activates the synchronization. Commands from this synchronizer unit
activate the two binary inputs OS163 Speed increase and OS164
Speed decrease to obtain the requested speed level. The speed ref‐
erence can be altered between a pre-determined min. and max.
speed reference level by using these inputs, thus the internal speed
reference is in this way biased so that the generator frequency exactly
will match the plant frequency. When the two frequencies are totally
matched (in addition also the phase matching and the generator volt‐
age level must match), the generator breaker can be closed. Alter‐
natively an analogue synchronizer can be used (connected to the
dedicated input OT160 Analogue synchronizer).
Main engines on ship installations are using an analogue speed ref‐
erence signal instead of the above described OS163 Speed in‐
crease and OS164 Speed decrease inputs. When input OS7325 An‐
alogue speed ref select is activated, the MCM speed controller will
use the reference signal OT190 Analogue speed reference. The in‐
ternal speed reference will be ramped up and down according to the
level of this signal. Max. and min. speed are predefined (configura‐
ble).
If input OS7326 Fixed speed select is activated, the speed will (re‐
gardless of other input signals) be ramped up or down to a pre-de‐
termined fixed speed level. Further synchronization/clutch-in can then
be performed from this level by using inputs OS163 Speed increase
and OS164 Speed decrease.

23.4.5. Engine loading, general V2

When the generator breaker or clutch is closed, the engine is oper‐

ated in droop mode, kWmode or isochronous load sharing mode, pri‐
marily depending of the pre-selection of the OS7328 kW control en‐
able and OS7329 Isochronous load sharing enable inputs. The kW
and isochronous load sharing modes require that the system to vital
parts is functional, if important signals are missing or not communi‐
cated, the functionality will automatically switch over to droop mode.

23.4.6. Droop mode V3

When two or more engines are operating in parallel, some kind of load
sharing must be provided. Load sharing means that each engine will
contribute equally to the total power demand, and it ensures that load
changes are absorbed evenly by the engines in operation.

23 - 32
 Instrumentation and Automation

Droop mode

case: { }

DroopAction

data
ISO-Code: OT190
status
AnalogSpdRef

1
LastSpdRef Unload

LastRef NewRef
if { }

data u1 if(u1==1)
ISO-Code: OS7321 1 1
status Analogue
AnalogueSpeedRef IntSpdRef
EngineUnload NewRef
LastRef elseif { }

data u2 elseif(..) RefIn RefOut NewRef

ISO-Code: OS7326
status AnalogIncDec MaxMinLimit NewDroopRef 1 2
LastRef GoalRef ExtSpdRef
FixedSel SpeedRef
NewRef
Goal elseif { } DroopCalc

data u3 elseif(u4==1)
ISO-Code: OS7325 1 4
status IncDec
RelSpdRef
AnalogSel LastRef NewRef
else { }

4 u4 else
AnalogueSynchActive

CheckMode
3
SpdRefGoal

Fig 23-25 442383 V1

Droop control is a basic load sharing method, by which parallel run‐

ning engines share the load by decreasing their internal speed refer‐
ence proportionally to an increase in load. No communication or sig‐
nalling is needed between the engines in this mode. The droop value
is normally set to 4 %, but the setting can if necessary be changed.
Too low droop value means that the load can potentially start oscil‐
lating between the engines. Too high droop value means that the
plant's frequency decreases more steeply with the load level. Load
sharing based on droop, means that the power management system
(PMS) may after major load changes have to compensate the effect
derived from the droop slope. Therefore, this system should under
such conditions activate the OS163 Speed increase or the OS164
Speed decrease input of UNIC C2 (in so called cascade control) to
compensate for the droop slope i.e. to ensure that the bus frequency
is kept within a certain window regardless of net load level. The PMS
system must however have a control dead-band implemented, allow‐
ing for an uneven load or frequency drift of 1... 2 %.

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 Instrumentation and Automation

In droop mode the load of the engine is ramped up by setting the

OS163 Speed increase input high. The internal speed reference in
UNIC increases with a pre-defined rate (the rate of change is config‐
urable), and this determines thereby the loading rate. Increase com‐
mands are used until the load level of this engine is equal to other
sets running in parallel. In other words, the OS163 Speed increase
and OS164 Speed decrease inputs shall not only be used for bus
frequency compensation, but also for biasing the load between the
engines.
When it is intended to shut an engine down, the engine load can in
the corresponding way be decreased, by activating the OS164 Speed
decrease input. When the load has reached a low level, the generator
breaker can be opened, and the engine be shut down.
Droop mode can also be used on larger grids, but this is not recom‐
mended (particularly if the grid frequency has high variations) due to
the risk of engine overload. Droop mode is also a backup mode to kW
control mode and isochronous load sharing mode, if conditions to
keep the engines in these modes of some reason are not fulfilled.
On marine main engines, droop mode is used as a backup mode for
isochronous load sharing mode, and also if there is only a single main
engine on the ship. The speed reference will in these cases be defined
by the analogue signal OT190 Analogue speed reference.

23.4.7. kW control mode V3

In this mode, the control loop is a true load control loop, where the
engine speed is only used for safety purpose. An internal load refer‐
ence is compared to the measured engine load (UT793 Generator
load input signal). The error is the input to a PID-controller for the load
control loop. The output of the controller will determine the position of
the fuel rack, thus the output will be set, to sustain the load reference
level.
Particularly on power plant engines kW control mode is used. This
control mode is activated when the input OS7328 kW control ena‐
ble is activated and the GS798 Generator breaker status and GS799
Grid breaker status inputs are both closed. The kW control mode has
most benefits in base load applications where the grid frequency sta‐
bility is low. The engine load will not fluctuate according to the fre‐
quency in the same way as if it would do in speed control mode with
droop.
If the grid frequency is not within a pre-defined speed window, or if
the UT793 Generator load signal fails, the control mode will automat‐
ically trip to droop mode. The speed reference is updated continu‐
ously by the speed control loop in kW control, which means that if a

23 - 34
 Instrumentation and Automation

trip occurs, the transfer will be almost bumpless. By toggling the

OS7328 kW control enable input, kW mode will be restored, providing
that all enabling conditions are met.

kW control mode

case: { }
TruekWAction
Ramp Up
Engine pph_
ISO-Code: data Spd if{} P_LoadIncRampRate
Dev x
EC_MRPM status _KWs
EngineSpd_mrpm -.. RampRate
u1 if(u1>u2) LoadRefIncrease
RampRate 10
Engine pph_
Spd elseif{} Dev
ISO-Code: data HaltLoadRef
elseif EC_HaltLoadRef status
n_HighFreqLoadRedInt_mrpm u2
(u1<u3) NewRef
HighFreqLoadReductionInit pph_ HaltLoadRef
else {} Dev
LastRef
n_LowFreqLoadRedInt_mrpm u3 else
LowFreqLoadReductionInit
GoalRef
SpeedDeviation
Max if { }
if {} Load
2 +
if (u1<0)
if(u1==1) LastLoadRef u1 3
ISO-Code: data u1 MaxRef else
OS7321 status else LoadRef
Ref_out -
EngineUnload MaxRef else {} ISO-Code: data LoadRef_KW If
Max
pphDev Load status
OT795
ExtLoadRef Limit Load Ref

Ramp Last else{ }

if {} Ref
u1 New
GoalRef Ref
if(..)
u2 Ramp RampRate
elseif {}
ISO-Code: data u3 elseif(u3==1) Ramp Down
OS7315 status Ramp
u4 else {}
LoadReduction
else
u5
RampDown

Fig 23-26 V1

When entering this mode from CB open control mode, the load ref‐
erence is initially set to a pre-defined base level. This is done to avoid
risk of reverse power of the genset, when entering this mode from the
CB open control mode. The internal load reference is then ramped up
to the externally given reference OT795 kW reference with a pre-de‐
fined ramp rate.
When input OS7321 Engine unload is activated, the load reference
target is set to a base load level, and the load reference will be ramped
down according to a pre-defined unload ramp rate. When reaching
this level, the OS7602 Gen. breaker open command output will go
high (engine disconnected) and CB open control sub-mode will be
entered.
In kW control mode, the controller will use dedicated load depended
PID settings.

23 - 35
 Instrumentation and Automation

23.4.8. Isochronous load sharing mode (optional) V2

Isochronous load sharing mode (external speed ref. calculation)

2
n_LSRamp

3 +
LS_error Normal
LS_error n_LS
4 EngineUnload if{ } error
EngineUnload
M
Old LSRamp - e
1 LSRamp r LSError
LSRamp SetToZero g ExtSpdRef
e 1
5 Emergency n_LS_error 2 GlobalSpdRef ExtSpdRef
Emergency LoadingRate else{ } GlobalSpdRef
LoadingRate LSRampCalc if(u1==0) LS_Comp
6 u1
else
Delaylsoc
If

Fig 23-27 442379 V1

An engine operating in isochronous load sharing mode, will keep the

speed at the speed reference, regardless of the load level of the sys‐
tem. Engines operating in isochronous mode need to have the same
relative speed reference for load sharing.
In generator engines, the speed reference is initially always rated
speed. In propulsion engines the speed reference is set according to
the analogue speed reference from the propulsion system controller.

23 - 36
 Instrumentation and Automation

Isochronous load sharing mode (internal speed ref. calculation)

Synch

1 AnalogSynchEnable
AnalogueSynchEnable
SpdRef

LastSpdRef

if{ }

M
if(u1==0) e
3 u1 r Speed_in Speed_out 1
else g
IsocRampActive n_IntSpdRef
e
If Limit Speed
else{ }

4 GoalRef
SpdRefGoal

n_SpdRef

2 LastSpdRef
IntSpdRef

RampToGoal

Fig 23-28 442380 V1

Two or more main engines running in parallel (analogue speed ref.

selected is true on at least one engine) will monitor the speed refer‐
ence of the engines which have analogue speed reference selected
true (over the LS-CAN load sharing bus), and (if several) select the
highest one for all engines. The speed reference can only be adjusted
between the end levels lowest analogue set speed ref. and highest
analogue set speed ref. If fixed speed is selected on one of the en‐
gines running in parallel, all the other engines are switched to follow
the speed reference of this engine. Now the speed of the system can
be increased/decreased using the OS163 Speed increase and
OS164 Speed decrease inputs or OT160 Analogue synchronizer on
the engine switched to fixed speed. If one engine has the OS7326
Fixed speed select input set high, this engine will be master for the
other engines running in this mode.

23 - 37
 Instrumentation and Automation

A pre-defined ramp rate is used, to ramp to fixed speed (if the OS7326
Fixed speed select input us used) before the OS163/OS164 inputs
will affect the speed reference. The speed reference can only be ad‐
justed between a pre-defined min. and max. level.
Load sharing in isochronous load sharing mode is provided with com‐
munication over LS-CAN. Each engine monitors the relative load itself
and of the other engines connected to the same electrical compart‐
ment, and calculates a relative system load. The unit compares its
own relative load with the relative system load, and biases its internal
speed reference, until the two loads are equal.
Always when a new engine is connected to the load sharing com‐
partment it should be softly uploaded. In order to provide soft upload‐
ing of an engine in isochronous load sharing mode a pre-defined ramp
rate is used. The value of the engine specific load sharing ramp is
zero during normal isochronous load sharing operation, i.e. when the
relative load of the engines on the load sharing bus is equal. Unload‐
ing of an engine running in isochronous load sharing mode is ach‐
ieved by setting the input OS7321 Engine unloading high. When the
input is activated the unloading is performed by ramping down the
engine load similarly to the uploading case. When the relative engine
load reaches a pre-defined trip level, the binary output OS7602 Gen‐
erator breaker open cmd, and OS7603 De-clutch will go high, and the
engine will thereby be disconnected.
Load sharing bias is provided, if it is desired to run some of the en‐
gines on the same electrical compartment on a constantly different
relative load compared to the other engines. This is achieved by using
the IT796 Asymmetric load sharing bias input.
In isochronous load sharing mode, the controller will use dedicated
load & speed depended PID settings.

23.5. Start/stop management V2

The UNIC C2 engine management system controls and monitors a

number of engine parameters, and initiates all required action under
various engine conditions. These actions can vary from blocking a
start, initiating an alarm, to shutting down the generating set. UNIC
C2 has because of this reason a number of internal modes. Different
modes have different priority, and the mode transitions can occur only
according to pre-defined rules. Allowed transitions are visualised in
the below flow chart.

23 - 38
 Instrumentation and Automation

Engine modes in UNIC C3

Normal stop Stop

Ready for start

Reset
Start block

Reset
Safety Stand -by
Safety

Safety
Safety
Request for
start

Safety
Emergency Start
Shutdown stop Safety

Reset

Safety

Safety
Safety Request for
run mode
Normal stop
Run

Fig 23-29 V1

23.5.1. Emergency stop mode V2

This mode has the highest priority and can be entered from any other
mode. The engine is standstill or under deceleration. Emergency stop
mode is entered in case of activation of the local emergency stop
button, but also from an emergency stop request from an abnormal
engine condition detected by a measurement or an internal UNIC
system failure condition (see other document for with list of emer‐
gency stops). The remote emergency stop chain is connected to input
OS7305 External shutdown 4.
In emergency stop mode, the engine will be automatically and in‐
stantly stopped (without sequencing), by setting the fuel rack actuator
position to zero, and this is additionally secured by deactivation the
el. pneumatic stop solenoids. The engine will always remain in emer‐
gency stop mode until the reset input is activated.

23 - 39
 Instrumentation and Automation

23.5.2. Shutdown mode V2

This mode can be entered from stop mode, stand-by mode, start
mode or run mode. The engine is standstill or under deceleration, and
brought to this mode by a shutdown request from an abnormal engine
condition detected by a measurement (see other document for with
list of shutdowns) or by activation of the OS7309 External shutdown
1 input. This mode is also temporarily entered in the sequence fol‐
lowing a normal stop request.

In shutdown mode the engine will be automatically and instantly stop‐

ped by setting the fuel rack actuator position to zero and this is addi‐
tionally secured by de-activation the el. pneumatic stop solenoids.
The engine will always remain in shutdown mode until the reset input
is activated.

The arrow that goes from run, through shutdown to stop mode indi‐
cates a normal stop.

23.5.3. Run mode V2

Run mode can be entered only from start mode. The engine is running
i.e. the rotational speed is above a pre-set speed limit and no stop,
shutdown or emergency stop request is active. The start ramp is fin‐
ished, and the engine is ready for loading, when engine speed has
reached reaching rated speed.
In run mode the overruling of pressure alarms and other engine speed
related alarms are disabled after a timed delay. The binary output
CV223 Pre-lube control / OS441 Pre-heater control will be de-acti‐
vate. This is a command signal connected to the starters of these
external devices.
The engine can now be operated and loaded either in droop mode,
kW mode or isochronous mode (see chapter 23.4.8) depending on
valid pre-selection, according to below scheme:

23 - 40
 Instrumentation and Automation

Operation sequence in run mode

Run mode
Speed increase
Synchronisation
Speed decrease or other speed
settings

trigged
No

Generator/clutch
Closed
breaker status?

Open
Max idle time Shutdown seq.
Engine engaged Engine disengaged exceeded Yes
to load from load (gas only)?

No

Stop seq.
Stop command? Yes

Grid breaker
kW mode
status? (if plant Closed
selected?
with grid) Yes

Open

Isoch mode Engine running in Load balanced acc.

Yes
selected? isoch mode isoch LS principles

No

Engine running in
No Engine running in
droop mode
kW mode
>0

Speed reference = Load is adjusted

rated speed with External load
Droop value? according to kW
correction for droop reference
set point and ramp

Island Grid
mode mode
0
Speed increase
Speed decrease

trigged
Engine gets pulses Engine gets
Speed reference =
for frequency pulses for change
rated speed
correction of load

Fig 23-30 V1

23 - 41
 Instrumentation and Automation

This mode will remain active until a manual stop is requested, or a

shutdown- or emergency stop request has become active (see pre‐
vious page).

23.5.4. Start mode V2

Start mode can be entered only from stand-by mode. The start is in‐
itiated by a remote- or local start request. If the local/remote switch
on the LCP on the engine is in local mode, a remote start is automat‐
ically prohibited and vice versa. Initially a slowturning is performed
(standard on some engine types). The engine is rotated two revolu‐
tions with reduced air pressure. In case the slowturning is not suc‐
cessful, output IS785 Start failure will activate and shutdown mode
will be entered. After a successful slowturning, the engine will enter
the start sequence. The CV321 start solenoid control output is active
until a pre-set speed is reached or (if not reached) until a delay of 10
seconds has timed out. In case the rotational speed has not reached
300 rpm within 20 seconds, the start has failed, and shutdown
mode will be entered. Also in this case, the binary output IS785 Start
failure will activate.
In case a start blocking is active, it will prohibit the initiation of the
engine start sequence. During the engine start sequence some in‐
ternal engine safety is temporarily overruled. Low pre-lube pressure
start blocking will however be suppressed within half an hour since
last running of the engine, or since last pre-lube oil pump running. A
stop, shutdown or emergency stop request will interrupt an ongoing
start sequence.
If the OS 7320 blackout start mode input is activated, the engine start
routine will override start blockings for low lube oil pressure and low
HT water temperature.

23.5.5. Stop mode V2

Stop mode can be entered from stand-by mode, shutdown mode or

emergency stop mode. When the UNIC C2 system is powered up
(initialised), the default mode is always stop mode. The engine is al‐
ways standstill in stop mode. If no start blocking is active, the mode
will automatically transfer to stand-by mode.
If an automatically initiated shutdown or emergency stop has occur‐
red, and the engine has shut down, a reset must be performed before
the engine enters stop mode.

23 - 42
 Instrumentation and Automation

If a start blocking is active in this mode, the engine is not ready for
start (the binary output IS872 Ready for start is low), In this case a
transfer to stand-by mode doesn't automatically occur, before the
start blocking disappears.

23.5.6. Stand-by mode V2

Stand-by mode can only be entered only from stop mode. The engine
is ready to start in this mode (binary output IS872 Ready for start is
set high), and to initiate a start either the local start button on the LCP
must be pressed, or a remote start command must be given. No ac‐
tivation of the reset button/input is necessary.
The engine blow function (described in section 23.3.1.2 Switches and
buttons) can only be performed in this mode.
In stand-by mode, a cyclic slowturning will occur each half hour (on
engines using slowturning), if input OS7317 Remote stand-by re‐
quest is set true.

23.5.7. Timing rack control (optional) V2

On engines with a separate timing rack, the MCM module also han‐
dles the control of the timing rack. The timing rack control functionality
is fully embedded in the module, and is tuned to meet to both optimal
engine performance and low emissions.
The timing reference is mapped in a 30x8-point reference table ac‐
cording to the engine load and the engine speed. As engine load is
not available in main engine applications (ship installations), the con‐
troller always uses the fuel demand (reference signal to the fuel rack
actuator) as load signal. To avoid interaction between fuel rack control
and timing rack control, special offsetting and reference ramps are
used in the timing control.
Some offsets are provided in special cases for the timing reference,
to compensate for ambient conditions. These offsets are based on
ambient air humidity, ambient air pressure, ambient air temperature
and charge air temperature.

23 - 43
 Instrumentation and Automation

23.6. Waste-gate/by-pass valve control

(optional) V2

Depending on application, there are two types of waste-gate valves

used; an exhaust wastegate or an air waste-gate. The exhaust waste-
gate (EWG) is the most commonly used wastegate and it is normally
combined with SPEX exhaust gas system. The air waste-gate (AWG)
is normally combined with pulse exhaust gas systems.
The exhaust waste-gate, when opened, by-passes partly the exhaust
gases over the turbine thus reducing compressor speed and charge
air pressure in the air receiver.

Exhaust waste-gate

Charge
Air Compr. Charge air intake
Cooler

Engine

Exhaust gas outlet

Turbine

Fig 23-31 V1

The air waste-gate, when opened, bleeds receiver air thus reducing
charge air pressure.

Air waste-gate

Charge
Air Compr. Charge air intake
Cooler

Engine

Exhaust gas outlet

Turbine

Fig 23-32 V1

23 - 44
 Instrumentation and Automation

The air bypass valve bleeds part of the charge air to the exhaust gas
manifold thus increasing the airflow through both the compressor and
turbine. This moves the operating point away from the surge line, and
on part load it also increases the charge air pressure.

Air by-pass

Charge
Air Compr. Charge air intake
Cooler

Engine

Exhaust gas outlet

Turbine

Fig 23-33 V1

The EWG and AWG have the same operating limits and functionality
for controlling, but may have different PID-parameters.
On diesel engines the waste-gate valve is used to limit the maximum
charge air pressure on high engine load. The air bypass valve is used
to improve performance at low engine speed/load.

23.6.1. Waste-gate valve control V2

When the engine rated speed has been reached, PID-control of the
waste-gate activates after a configurable delay, typically 5 seconds.
The set-point for the closed loop control is based on engine speed
and engine load if available from the external system. If no engine
load is available from external system, an equivalent load signal can
be obtained from the fuel rack or a combination of the fuel and timing
rack. A charge air pressure sensors signal is used as feedback for the
closed loop control. The waste-gate control limits the charge air pres‐
sure on higher engine loads.
The PID-controller has load dependent proportional-, integral- and
derivative gain.
The reference is interpolated from an 8x8 matrix which is mapped
according to load and speed. The output from the matrix has to be
verified with a safety limit which acts as a roof limit, and has to be set
to the maximum charge air pressure allowed for the specific engine/
turbo charger combination. In case the mapped value is larger than
the limit, the mapped value has to be corrected to the value set by the
safety limit, and a notification is to be issued to the system log.

23 - 45
 Instrumentation and Automation

In case of failure on any of the used input signals, i.e. load signal,
speed or charge air pressure, the waste-gate control output is forced
to minimum (closed). The normal safety system notifies of possible
sensor failures of the used inputs, and any set point alarm caused by
raised temperature or turbo charger speed caused by high load with
closed waste-gate, so no additional alarm information for the external
system is needed, but a notification that waste-gate control is offline
is issued to the system log. When all sensors are back in normal con‐
dition the normal operation is restored, and a notification that the
waste-gate control is online is issued to the system log.

23.6.2. Air by-pass valve control V2

The by-pass is controlled open and closed according to the charge

air pressure and the engine speed. The charge air pressure must be
over a pre-defined limit before the by-pass is opened to prevent air/
exhaust flow in the wrong direction. After this the engine speed must
be inside a pre-defined window and an upper charge air limit to be
controlled open.

Air by-pass control

Charge air pressure

Bypass closed

Bypass open

Hysteresis

Bypass closed

Engine speed

Fig 23-34 V1

A configurable hysteresis is used to avoid constant by-pass transi‐

tions. The change of the air by-pass control output from low to high
and wise versa is also delayed with delays.

23 - 46
 Instrumentation and Automation

23.7. Water thermostat control on engine (only

W46F) V2

23.7.1. LT water thermostat control V2

The LT control valve is used to control the flow of the LT water, in

order to get the correct charge air temperature and the correct lube
oil temperature. The control valve controls the amount of LT water to
be directed through the charge air cooler. In the figure below a sim‐
plified system diagram is shown.

LT temperature control system

LT valve

2 1 LOC Engine outlet

3

CAC

Engine inlet

LT pump
LOC = Lube Oil Cooler
CAC = Charge Air Cooler

Fig 23-35 V1

The LT control valve is a three-way valve with an electric actuator.

The actuator is controlled using a 4-20 mA control signal from UNIC.
When the control signal is connected to the actuator it controls the
valve is such a way that a control signal of 4 mA means that the com‐
plete flow goes via the charge air cooler to the lube oil cooler, hence
port 3 on the valve is completely closed while port 2 is completely
open. Oppositely a control signal of 20 mA will completely bypass the
charge air cooler, hence port 2 is fully closed and port 3 is fully open.
To control the LT water temperature a PID-controller is used. Nor‐
mally the system can be controlled using only proportionaland integral
gain, hence it is recommended that the derivative part of the controller
is set to zero.
In the feedback loop of the controller the charge air temperature
(TE601) is used as control variable. As a reference in the controller
loop, a load dependent reference map is used.

23 - 47
 Instrumentation and Automation

If a sensor failure is active for the charge air temperature sensor

(TE601) the control signal to the actuator is frozen and held at its
current level. In a failure situation the valve can be operated manually.

23.7.2. HT water thermostat control V2

The HT control valve is used to control the temperature of the HT

water, in order to cool the cylinders and the charge air. Also the ex‐
haust valves are cooled using the HT water. The control valve is used
to re-circulate part of the HT water flow back into the engine. In the
figure below a simplified system diagram is shown.

HT temperature control system

HT valve

2 3 Engine outlet
1
TE
402

CAC Cylinders Engine inlet

HT pump

CAC = Charge Air Cooler

Fig 23-36 V1

The HT control valve is a three-way valve with an electric actuator.

The actuator is controlled using a 4-20 mA signal from UNIC. When
the control signal is connected to the actuator it controls the valve is
such a way that a control signal of 4 mA means that no HT water is
recirculated back into the engine, but all the HT water flows to the
engine outlet, hence port 1 is closed and port 3 is open. Oppositely a
control signal of 20 mA will re-circulate the HT water back into the
engine, hence port 3 is closed and port 1 is open.
For the control of HT water system a PID-controller is used. Normally
the system can be controlled using only proportional- and integral
gain, hence it is recommended that the derivative part of the controller
is set to zero.
In the feedback loop for the HT control system the HT water temper‐
ature (TE402) is used as control variable. As a reference in the con‐
troller a configurable set-value is used.
The control algorithm is the same as for the LT case, see figure 10
above, but in this case a different set of PID control parameters is
used.

23 - 48
 Instrumentation and Automation

If the HT water temperature control signal (TE402) fails the actuator

signal is frozen to its current level. In a failure situation the valve can
be operated manually.

23.8. Sensors and safety handling V2

All sensors on the engine are wired to the modules in the UNIC C2
system. The majority of the sensors are connected to the main control
module MCM and to the IOM modules. Exhaust gas temperature
sensors are connected to the IOM’s. Additionally a number of safety-
related sensors are connected to the engine safety module ESM and
further to the WIP-10 backup instrument display. The sensors con‐
nected to the IOM’s are sent over CAN to MCM where they are pro‐
cessed (e.g. safety limits checked). The same information is exter‐
nally sent out over Modbus TCP/IP through the LDU (Ethernet Gate‐
way) or Modbus Serial from the MCM.

23.8.1. Alarm V2

An alarm condition activates the following action:

● The measured value is shown in inverted colours on the LDU.
● An alarm message is shown on the history page of the LDU.
● On Modbus TCP the alarm bit is set to value 1.
● Common engine alarm is activated (binary output).

When the alarm condition is over, the following actions are taken:
● The measured value is shown in normal colours on the LDU.
● The Modbus TCP alarm bit is set to 0.
● The Common engine alarm is deactivated, if there are no other
active alarms.

UNIC C2 has sensor failure supervision (alarm) for the following con‐
ditions:
● Sensor failures.
● ESM and power supply failures.
● All analogue input signals.
● Emergency stop (binary input).
● External shutdown input.

23 - 49
 Instrumentation and Automation

If the connection to a sensor fails, the sensor failure alarm will be set
true. When the sensor failure has been detected, the safety functions
for this sensor will be ignored, e.g. a failing sensor can not cause a
shutdown. Some measurements (such as engine speed) are redun‐
dant and the system will in case of a sensor failure automatically
switch over to a backup sensor. In addition some controls have back‐
up strategies based on another measurement, which then will be ac‐
tivated.
The alarm signals and settings for the specific engine are documen‐
ted in the Modbus TCP list, see installation specific documents for
details.

23.8.2. Shutdown V2

Shutdown sensors are connected to the engine safety module (ESM).

Automatic shutdowns are latching and need a reset before it is pos‐
sible to re-start the engine. Before a re-start, the reason for the auto‐
matic shutdown must however carefully be checked.

Note!
A manually activated stop is only latching until the rotational speed is
zero, after this it is possible to restart the generating set without per‐
forming a reset.

The engine is as a minimum equipped with the following sensors/

signals for automatic shutdown:
● PTZ201 Lube oil press. engine inlet
● PT311 control air press. (on power plant applications)
● TEZ402 HT water temp. jacket outlet
● IS7309 External shutdown 1
Optionally some additional shutdown sensors can come in question,
the specific engine's sensors are documented in the Modbus TCP list,
see installation specific documents for details.

23.8.3. Emergency stop V2

Emergency stop sensors/signals are connected to the engine safety

module, or are needed for control purpose in the other UNIC C2 mod‐
ules.
The engine is as a minimum equipped with the following sensors/
signals for emergency stop:

23 - 50
 Instrumentation and Automation

● HS723 Emergency stop button

● ST173/ST174 Engine speed (overspeed trip)
Automatic emergency stops are latching and need a reset before it is
possible to re-start. Before a re-start, the reason for the automatic
emergency stops must however carefully be checked.
The emergency stop signals and settings for the specific engine are
documented in the Modbus TCP list, see installation specific docu‐
ments for details.

23.8.4. Start blocking V2

Start blocking signals are connected to the main control module MCM
or to an IOM module. It is not allowed to by-pass a start blocking,
because this may cause a serious hazard either for the engine and
its surrounding, or for associated systems.

Note!
For the pre-lube pressure start blocking, there are some exceptions.
A possible prelubrication pressure related start blocking is overridden
for 30 minutes after an engine stop, and also for 30 minutes after
stopping of the pre-lube pump. The pre-lube start blocking is also
overridden, if binary input OS7320 Blackout start mode is set high.

The engine is by a minimum equipped with the following sensors/

signals for start blocking:
● GS171 Stop lever in stop position
● OS223 Pre-lube oil press. (deriving from sensor PTZ201, signal
via ESM)
● OS7344 Engine blocked (selector switch on LCP)
● GS792 Turning gear engaged
● OS7312 External start block 1
The start blocking signals and settings for the specific engine are
documented in the Modbus TCP list, see installation specific docu‐
ments for details.

23.8.5. Load reduction V2

Load reduction is an automatic safety measure initiated by UNIC,

used to reduce the max load output of the engine under certain ab‐
normal engine conditions. Whenever there is an abnormal situation
on the engine or the generator, which endangers a secure or proper
operation of the engine, a SP (Set Point) load reduction or SF (Sensor

23 - 51
 Instrumentation and Automation

Failure) load reduction can be activated. Load reduction can also be

initiated from a VSP (Variable Set Point) or from CS (Conditional
Safety) condition. Load reduction is detected and initiated by UNIC,
and is used in cases when it still is possible to operate the engine, but
only under conditions defined by the engine's safety definitions. The
max available load output can be different depending of the type of
abnormality. Interaction is needed with the external plant manage‐
ment system, particularly in case of speed droop control mode.
Depending on engine type and application, the number of load re‐
duction functions will vary, see installation specific documents for de‐
tailed information.
When no load reduction is active, output IT797 max. available pow‐
er is set as rated load (OT7354 rated electrical load ). When a load
reduction is active, the IT797 max. available power is reduced ac‐
cording to an internal safety calculation. Process-level initiated load
reductions (SP/VSP) are cumulative, and as the load reduction al‐
ways is reduced from the actual load (OTY795 actual power ), pos‐
sible additional consecutive load reductions will further reduce the
resulting engine load.
Sensor failure (SF) related load reductions are not cumulative, and
the one defining the lowest load level will set the target. If one load
reduction is already active, the activation of any sensor failure (SF)
load reduction must not lead to any further reduction of the engine
load, unless the load reduction percent of the SF load reduction in
question defines a lower level than the other load reduction.

23.8.5.1. Load reduction in droop mode V2

In this mode, UNIC cannot itself reduce the load of the engine, thus
it can only "request" this reduction from the external plant manage‐
ment system.
The action in case of an active load reduction in this mode is, to set
output OS7315 load reduction request/indication high as long as the
load is higher than the resulting max. available power calculation. Al‐
so a SP/SF load reduction bit for the specific load reduction cause,
will activate in this situation (over external bus and visual on local
display). IT797 max. available power is sent out as an analogue sig‐
nal, and max. available power is also sent out over the bus to the
external system. This load level is used as the target load in the ex‐
ternal system, when ramping the load down through activation of bi‐
nary input OS164 speed/load decrease.
When the load reduction process limit is no longer exceeded or when
the sensor failure has disappeared, the load reduction status bit for
the specific load reduction cause will automatically be set low.

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 Instrumentation and Automation

When the engine load is reduced to/under IT797 max. available pow‐
er, output OS7315 load reduction request/indication will be set low
again. It is configurable to additionally have input OS7308 Remote
shutdown reset to be resetted, before output OS7315 load reduction
request/indication will be set low. (As it is not necessarily detectable
when/if the cause for the load reduction is eliminated, the restoring of
the load is suggested to be manually initiated).
When the load reduction limit(s) are no longer exceeded and OS7308
Remote shutdown reset has been activated (if latching configured),
IT797 max. available power is restored to OT7354 rated electrical
load. The restoring of the load is externally handled by activation of
binary input OS163 speed/load increase input.

23.8.5.2. Load reduction in kW/isochronous mode V2

In these modes UNIC can itself reduce the engine load if a load re‐
duction activates, and it is handled in the below described way.
If the engine load is higher than the calculated max. available pow‐
er, i.e. a load reduction is active, the internal load reference will be
ramped down to max. available power, according to a pre-determined
ramp rate. Analogue output IT797 max. available power is defined as
per this max. available power calculation, and the information is also
sent out over bus to the external system. The output OS7315 load
reduction request/indication is kept high as long as the engine load is
higher than the resulting max. available power calculation. Also a SP/
SF load reduction bit (over external bus and visual on local display)
for the specific load reduction cause will activate in this situation.
As soon as the engine load has decreased to IT797 max. available
power the ramping of the load will automatically interrupt.
When the load reduction process limit is no longer exceeded or when
the sensor failure has disappeared, the load reduction status bit for
the specific load reduction cause will automatically be set low. The
output OS7315 load reduction request/indication will also then be set
low, but only if the load reduction latch is configured false.
As it is not detectable when/if the cause for the load reduction is elim‐
inated, it is preferred that the restoring of the load is manually initiated
(activation of input OS7308 Remote shutdown reset ) after possible
corrective action has been performed, to avoid possible load-sawing.
If however the latch parameter is set false, no activation of this input
is needed, to start the automatic restoring of the load. Restoring of
the load will follow an internal pre-defined ramp rate up to the exter‐
nally requested load level (if kW mode) or to the equal load as other
engines (if isochronous mode).

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 Instrumentation and Automation

23.9. External interface V2

Following below, a short description of all the inputs and outputs of

the UNIC system.

Note!
This list covers all signals which can come in question, but these sig‐
nals are all not used (or needed) for any specific application. There‐
fore, depending on the application and engine type, the number of I/
O will vary. For signal type definition and exact I/O configuration, see
wiring diagram and other installation specific documentation.

23.9.1. Binary inputs V2

● OS7302 Remote start: If no start blocking is active, the activation

of this input initiates a start of the engine, in the predetermined fuel
mode. If the remote stand-by request input not active, the starting
process will include slowturning of the engine (if slowturning is
used on the engine type). The input is disabled when the local/
remote switch on the engine is in local position.
● OS7317 Remote stand-by request: When the engine is in stand-
by mode, the activation of this input will initiate periodical
slowturning of the engine. This will ensure a fast and secured start
without slowturning, when an engine start is performed. If this input
is toggled low/high, a slowturning will immediately be performed,
providing that the engine is ready for start.
● OS7320 Blackout start mode: When this input is active, and an
engine start is initiated, start blockings for low lube oil pressure and
low HT water temperature will be overridden. This ensures a
secured start in critical situations like a blackout. If the start failure
indication alarm is active, the start block (in case of failed
slowturning) will be overridden if blackout start mode is selected
true.
● OS7312 External start blocking 1: Engine start is prevented, if this
input is activated.
● OS7313 External start blocking 2: Engine start is prevented, if this
input is activated.
● OS7314 External start blocking 3: Engine start is prevented, if this
input is activated.
● OS7306 Stop/shutdown override: Overrides all stops and
automatically initiated shutdowns. Emergency stops (local/remote
emergency stop buttons), overspeed trip and external shutdowns
are however not overridden.

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 Instrumentation and Automation

● OS7304 Remote stop: An activation of this input initiates an

immediate stop of the engine. When the engine has reached zero
speed + a short delay, the system will automatically enter stop
mode and "Engine ready for start" output is set high. The engine
can then be re-started without performing a reset. The input is
disabled when the local/remote switch on the engine is in local
position. As stop mode has higher priority than start mode,
simultaneous activation of start and stop (remotely or locally) will
result in a stop.
● OS7309 External shutdown 1 : Initiates an immediate shutdown of
the engine. This shutdown is a latching function. A signal
interruption failure detection (using a 22 kΩ resistor in marine
configurations) is provided between this ESM-module input and
the external system.
● OS7310 External shutdown 2: Initiates an immediate shutdown of
the engine. This shutdown is a latching function. A signal
interruption failure detection (using a 22 kΩ resistor in marine
configurations) is provided between this ESM-module input and
the external system.
● OS7311 External shutdown 3: Initiates an immediate shutdown of
the engine. This shutdown is a latching function. A signal
interruption failure detection (using a 22 kΩ resistor in marine
configurations) is provided between this ESM-module input and
the external system.
● OS7305 External shutdown 4 (emergency stop): Initiates an
instant shutdown of the engine. Will actuate the engines stop
solenoid(s) and in addition set the demand for the fuel rack position
to zero. An emergency stop cannot be blocked by the activation of
the stop/shutdown override input. As emergency stop mode has
the highest priority, activation of any other simultaneous command
will be overruled, if emergency stop is activated. A signal
interruption failure detection (using a 22 kΩ resistor in marine
configurations) is provided between this ESM-module input and
the external emergency stop circuit.
● OS7308 Remote shutdown reset: An activation of this input will
reset the latch of a shutdown or emergency stop. If the reason for
the shutdown or trip isn't first cleared, the function will latch and
cannot be reset. The root cause for the engine shutdown must
always be investigated, and action taken to correct the problem
before a restart is performed.
● OS163 Speed/load increase: An activation of this input will ramp
up the speed reference of the internal speed controller. During
parallel running in droop mode, the activation of this input will lead
to an increase of the engine load. Input also used during

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 Instrumentation and Automation

synchronisation of the engine. The remote signal is disabled when

the local/remote switch on the engine is in local position, and the
input will follow the increase command from the local control panel.
● OS164 Speed/load decrease: An activation of this input will ramp
down the speed reference of the internal speed controller. During
parallel running in droop mode, the activation of this input will lead
to a decrease of the engine load. Input also used during
synchronisation of the engine. The remote signal is disabled when
the local/remote switch on the engine is in local position, and the
input will follow the decrease command from the local control
panel. If remote increase and decrease commands are activated
simultaneously, the decrease command overrules an increase
command.
● GS798 Generator breaker status: A signal which indicates that the
generator breaker is closed. Will change the dynamics of the
internal speed controller. The control mode can (depending on pre-
selections) change when the generator breaker closes. See
section 23.4.1 describing the speed controller for details.
● GS796 Generator breaker status, NC: Same as GS798 but
inverted signal.
● GS7600 Clutch status: A signal which indicates that the clutch is
engaged. Will change the dynamics of the internal speed
controller. The control mode can also change, depending on pre-
selections (see section 23.4.1 speed controller description for
details). Same physical input as above signal.
● OS7321 Engine unload: When this binary input is set high, the
engine load will ramp down to a predefined level (if operating in kW
mode), whereafter the generator breaker will be controlled open.
● OS7328 kW control enable: When this binary input is set high, the
engine control system will go into kW-control mode, if other
premises for kW mode are fulfilled.
● OS7329 Isochronous load sharing enable: When this binary input
is set high, the UNIC will monitor LS-CAN (loadsharing bus for
CAN) and related breakers and clutches (GS798, GS771 and
GS772) to judge whether Isochronous loadsharing mode is to be
enabled.
● OS7326 Fixed speed select: When this binary input is set high, this
will override other speed reference selections and the speed
reference will ramp up to a pre-determined fixed speed level.
Typically this will be used, when the engine has been running on
variable speed (according to input OT190 Analogue speed
reference) and the intention is to ramp the speed to the
synchronous speed of a shaft generator (for synchronization).

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 Instrumentation and Automation

● GS799 Grid breaker status: This binary input informs the speed/
load controller about the status of the grid breaker. When the input
is high the grid breaker is closed, i.e. this will allow the speed/load
controller to enter true kW-control mode (if this mode is requested
by setting binary input OS7328 kW control enabled high).
● OS7327 Emergency loading rate: This binary input informs the
speed/load controller (operating in kW mode) that the load needs
to be ramped up faster compared to the normal ramp rate.
● OS176 Idle select: When this binary input is set high, the engine
will ramp the speed to the preset idle speed speed, even if engine
is engaged to load.
● OS7325 Analogue speed ref. select: When this binary input is set
high, the speed reference of the speed controller will be set
according to the signal level of the input OT190 Analogue speed
reference.
● OS7601 Clutch in request: When a clutch-in is requested, this input
is set high. The speed reference will then ramp to a pre-determined
speed level ("clutch-in speed") with a pre-determined ramp rate.
When the clutch-in speed is reached, the ramping will interrupt,
and a clutch-in is possible to perform.
● IS1002 Fuel limit disable: When this binary input is set high, it will
override possible active fuel limiters.
● GS771 Busbar breaker status, before: This breaker status input is
needed to detect if the busbar breaker near to this engine is closed
or open. This will determine with which engine(s) the engine in
question will loadshare in isochronous mode. The input is only
needed on engines which have isochronous load sharing.
● GS772 Busbar breaker status, after: This breaker status input is
needed to detect if the busbar breaker near to this engine is closed
or open. This will determine with which engine(s) the engine in
question will loadshare in isochronous mode. The input is only
needed on engines which have isochronous load sharing.

23.9.2. Binary outputs V2

● IS872 Engine ready for start: Output is active when the engine is
in stand-by mode (engine standstill and reset) i.e. no start blocking
is active.
● XS7318 Slowturning pre-warning: Used to start auxiliaries such as
generator bearing lubricating oil pump etc. Indicates 20 seconds
before a periodic slowturning (engine in stand-by), that this
automatically initiated procedure is about to occur. The output

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 Instrumentation and Automation

stays high also during the slowturning procedure. Not active before
normal start since the automation system then has started
necessary auxiliaries.
● IS875 Start failure indication: Indicates that an engine start or
engine slowturning has failed.
● IB724 Remote control indication: Indicates that the remote/local
switch is in remote position, and engine operation is controlled
remotely.
● IS181 Speed switch 1: Output activated at a pre-defined "engine
running" speed level. See installation specific documents for
details.
● IS182 Speed switch 2: Output activated at a pre-defined "engine
overspeed" speed level. See installation specific documents for
details.
● IS183 Speed switch 3: Output activated at a pre-defined third
speed level. In some applications duplicated and used in series
with pressure switches for start of stand-by pumps.See installation
specific documents for details.
● IS184 Speed switch 4 : Output activated at a pre-defined fourth
speed level. See installation specific documents for details .
● IS7323 Shutdown pre-warning: Output activated a pre-defined
time before the engine will automatically shut down, to ensure
possible manual activation of the system's Stop/shutdown override
input, in critical situations. The shutdowns related to here, are
engine-related automatic shutdowns with built-in delays, not
emergency stop signals or command signals.
● IB7324 Shutdown status: Signal from ESM. Indication that a
shutdown or emergency stop is active, and that the engine has shut
down.
● IS7602 Stop/shutdown status : As above, but also activated at
normal stop. Output may be used to control the opening of the
generator breaker and other devices needing a status indication
from the engine. See also OS7602.
● IS7603 Stop/shutdown status 2: As IS7602. Output may be used
to control the opening of the generator breaker and other devices
needing a status indication from the engine. See also OS7603.
● NS881 Engine control system, minor alarm: Indicates that there is
a minor failure in the UNIC system (not activating a shutdown of
the engine). This can be due to a missing signal, abnormal supply
voltage level or similar. This output signal comprises a signal-loop
on the engine, including alarms from all electronic modules, i.e.
MCM (one or two), ESM, PDM and WIP-10.

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 Instrumentation and Automation

● NS886 Engine control system, major failure: Indicates that there is

a major failure in the UNIC system, which activates a shutdown of
the engine. This can be due to a module failure, an internal CAN-
communication failure, a power failure or similar. Each time a major
failure activates, this output toggles low/high for a pre-set time.
● NS885 Common engine alarm: Indicates that an alarm (any alarm
or shutdown initiated by an engine sensor) is active. Each time a
new engine alarm activates, this output toggles low/high for a pre-
set time.
● IS166 Engine overload alarm: An alarm indicating that the engine
is running with overload. This alarm activates also if a load
reduction request is active, and the load is over the preset level.
● IS1001 Fuel limiter active: Indicates that UNIC is limiting the fuel
with one or several of the built-in fuel limiters.
● OS7315 Load reduction request/indication: A signal sent to the
power management system, which requests reduction of the
engine load. The signal stays active as long as there is an
abnormal engine condition which sets limits to the max. power
output of the engine. The load should be reduced according to
levels defined by the analogue output signal IT797 Max available
power.
● CV6500 Wetpac system pump/heater control: For start/stop
control of the Wetpac water pump unit, in case of embedded
Wetpac functionality in UNIC.
● HS723 Emergency stop: The part of the emergency stop loop to
be wired outside engine.
● CV223 Pre-lubrication pump control: A signal (based on oil
pressure and engine speed) indicating the need for start of the pre-
lubrication pump.
● OS7602 Generator breaker open command: This output is set high
when UNIC requests the generator breaker to open.
● OS799 Grid breaker open command: The engine control system
has detected a grid related disturbance and requests to disconnect
the local network from the utility (i.e. kW control mode is no longer
feasible).
● OS7603 Clutch open command: This output is set high when UNIC
requests the clutch to open. Same physical output as above signal.
● IS190 Ready to clutch: Indicates that the engine speed has
reached the clutch-in speed window, and is ready for clutch-in.
● IS7331 Tripped to droop: This output is set high if the engine has
been running in either true kW-control mode or isochronous load
sharing mode, and certain conditions do not longer allow the

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 Instrumentation and Automation

engines to operate in these modes. The output is only set high if

the trip to droop was automatically initiated, if droop mode was
manually selected the output will not be set high.
● IS7601-1 Speed window 1: Output activates when speed is within
a pre-defined window. See installation specific documents for
details.
● IS7601-2 Speed window 2: Output activates when speed is within
a pre-defined window. See installation specific documents for
details.
● CV110 FO stand-by pump start: Signal comprising pressure and
speed information indicating the need for starting auxiliary
equipment. See installation specific documents for details.
● CV210 LO stand-by pump start: Signal comprising pressure and
speed information indicating the need for starting auxiliary
equipment. See installation specific documents for details.
● CV410 HT jacket water stand-by pump start: Signal comprising
pressure and speed information indicating the need for starting
auxiliary equipment. See installation specific documents for
details.
● CV460 LT water stand-by pump start: Signal comprising pressure
and speed information indicating the need for starting auxiliary
equipment. See installation specific documents for details.
● CV420-2 Seat cooling water stand-by pump start: Signal
comprising pressure and speed information indicating the need for
starting auxiliary equipment. See installation specific documents
for details.
● CV420 Seat cooling water pump start: Signal comprising pressure
and speed information indicating the need for starting auxiliary
equipment. See installation specific documents for details.
● CV432-1 HT valve open control : Signal goes high when UNIC
controls the valve to move towards open position.
● CV432-2 HT valve close control: Signal goes high when UNIC
controls the valve to move towards closed position.
● CV493-1 LT valve open control: Signal goes high when UNIC
controls the valve to move towards open position.
● CV493-2 LT valve close control: Signal goes high when UNIC
controls the valve to move towards closed position.

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 Instrumentation and Automation

23.9.3. Analogue inputs V2

● UT793 Generator load : The measured engine load. Feedback

signal used by the internal speed/load controller, when in kW-
mode. The engine load signal is also used for load-dependent
mapping of the speed controller dynamics, and a number of other
maps & algorithms.
● OT190 Analogue speed reference: Analogue reference of the
engine speed, used by the internal speed controller. This is an
optional feature, only used in special applications.
● OT795 kW reference: This analogue signal represents the load
reference, i.e. the target load used in true kW-control mode.
● OT160 Analogue synchroniser: Analogue +/- 5 V bias signal of the
engine speed reference, used by the internal speed controller at
synchronisation. This is an optional feature, only used in special
applications.
● IT796 Asymmetric load sharing bias: This input will bias the load
sharing between two or more engines. This manual load bias might
be needed e.g. in case there are reasons to reduce to output of a
specific engine due to a restriction or failure which is not or can not
be measured be the engine's safety system.
● UT794 Generator load 2: This analogue signal represents the load
feedback from a generator connected to an engine through the
PTO.

23.9.4. Analogue outputs V2

● SI196 Engine speed: Signal proportional to the engine speed.

● SI518 TC A speed: Signal proportional to the A-bank turbocharger
speed.
● SI528 TC B speed: Signal proportional to the B-bank turbocharger
speed.
● IT797 Max available power: Signal defining the engine's max
available power output. The signal is a percentage value of the
rated power of the engine, and used during abnormal engine
conditions, when the available output power is limited. The binary
OS7315 Load reduction request/indication output is active under
such conditions, and the power management system must reduce
the engine output accordingly.
● GT165 Fuel rack position: Signal indicating the fuel rack position,
which in some cases is a replacement for the engine load signal.
Application specific use.

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 Instrumentation and Automation

● PT601-2 Charge air pressure, engine inlet: Signal indicating the

charge air pressure, which in some cases is a replacement for the
engine load signal. Application specific use.
● CT7001 Engine load for propulsion control: Signal internally
calculated and equivalent to engine load level. Application specific
use.
● CV432 HT water thermostat control: Direct control signal for the
HT water thermostatic valve.
● CV493 LT water thermostat control: Direct control signal for the LT
water thermostatic valve.

23.9.5. Frequency outputs V2

● ST173 Engine speed: Pulse train signal from ESM proportional to

the engine speed.
● SE167 Engine speed 1 for external governor (optional): Sensor
signal to be used for external speed controller or similar device.
● SE168 Engine speed 2 for external governor (optional): Sensor
signal to be used for external speed controller or similar device.

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