Product Guide

Wärtsilä 31DF
 © Copyright by WÄRTSILÄ FINLAND Oy
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Wärtsilä 31DF Product Guide Introduction

Introduction
This Product Guide provides data and system proposals for the early design
phase of marine engine installations. For contracted projects specific instructions
for planning the installation are always delivered. Any data and information
herein is subject to revision without notice. This 01/2025 issue replaces all
previous issues of the Wärtsilä 31DF Project Guides.
Issue Published Updates

1/2025 31.03.2025 Updates throughout the guide

1/2024 19.02.2024 Updates throughout the guide

1/2023 27.10.2023 Updates throughout the guide

1/2022 17.10.2022 Updates throughout the guide for Power-up

1/2020 1.12.2020 Updates throughout the guide esp. for Power-up

3/2019 10.10.2019 Updates throughout the guide

2/2019 26.9.2019 Updates throughout the guide

1/2019 14.3.2019 Updates throughout the guide

1/2018 26.1.2018 Updates throughout the guide

3/2017 22.05.2017 Updates throughout the guide

2/2017 17.03.2017 First version of the Wärtsilä 31DF Product Guide

1/2017 13.01.2017 Preliminary version of the Wärtsilä 31DF Product Guide.

Wärtsilä, Marine Business

Vaasa, March 2025

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 Wärtsilä 31DF Product Guide Table of contents

Table of contents
1. Main Data and Outputs ............................................................................................................................ 1-1
1.1 Maximum continuous output ................................................................................................................. 1-1
1.2 Engine optimization .............................................................................................................................. 1-2
1.3 Reference conditions ............................................................................................................................ 1-2
1.4 Operation in inclined position ............................................................................................................... 1-2
1.5 Principal dimensions and weights ....................................................................................................... 1-4

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

2.1 Engine operating range ........................................................................................................................ 2-1
2.2 Loading capability ................................................................................................................................. 2-2
2.3 Low load operation ............................................................................................................................... 2-9
2.4 SCR Operation ..................................................................................................................................... 2-11
2.5 Low air temperature ............................................................................................................................. 2-11

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

3.1 Introduction ........................................................................................................................................... 3-1

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

4.1 Definitions ............................................................................................................................................. 4-1
4.2 Main components and systems ............................................................................................................ 4-1
4.3 Time between Inspection or Overhaul & Expected Life Time ............................................................... 4-6
4.4 Engine storage ..................................................................................................................................... 4-7

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

5.1 Pipe dimensions ................................................................................................................................... 5-1
5.2 Trace heating ........................................................................................................................................ 5-2
5.3 Pressure class ...................................................................................................................................... 5-3
5.4 Pipe class ............................................................................................................................................. 5-3
5.5 Insulation .............................................................................................................................................. 5-4
5.6 Local gauges ........................................................................................................................................ 5-4
5.7 Cleaning procedures ............................................................................................................................ 5-4
5.8 Flexible pipe connections ..................................................................................................................... 5-6
5.9 Clamping of pipes ................................................................................................................................. 5-7

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

6.1 Acceptable fuel characteristics ............................................................................................................. 6-1
6.2 Operating principles .............................................................................................................................. 6-18
6.3 Fuel gas system ................................................................................................................................... 6-18
6.4 External fuel oil system ......................................................................................................................... 6-26

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

7.1 Lubricating oil requirements ................................................................................................................. 7-1
7.2 External lubricating oil system .............................................................................................................. 7-17
7.3 Crankcase ventilation system .............................................................................................................. 7-24
7.4 Flushing instructions ............................................................................................................................. 7-26

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

8.1 Instrument air ........................................................................................................................................ 8-1
8.2 Starting air ............................................................................................................................................ 8-1

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

9.1 Water quality ........................................................................................................................................ 9-1
9.2 External cooling water system .............................................................................................................. 9-5

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 Table of contents Wärtsilä 31DF Product Guide

10. Combustion Air System and Engine Room Ventilation ...................................................................... 10-1
10.1 Engine room ventilation ...................................................................................................................... 10-1
10.2 Combustion air system design ........................................................................................................... 10-3

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

11.1 Exhaust gas outlet .............................................................................................................................. 11-1
11.2 External exhaust gas system .............................................................................................................. 11-3

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

12.1 Turbine cleaning system ..................................................................................................................... 12-1
12.2 Compressor cleaning .......................................................................................................................... 12-3
12.3 Purge air for turbine cleaning nozzles ................................................................................................ 12-3

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

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

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

14.1 Technical data and system overview .................................................................................................. 14-1
14.2 Functions ........................................................................................................................................... 14-7
14.3 Alarm and monitoring signals ............................................................................................................. 14-11
14.4 Electrical consumers .......................................................................................................................... 14-11
14.5 System requirements and guidelines for diesel-electric propulsion ................................................... 14-14

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

15.1 Steel structure design ......................................................................................................................... 15-1
15.2 Mounting of main engines .................................................................................................................. 15-1
15.3 Mounting of generating sets ............................................................................................................... 15-6
15.4 Flexible pipe connections ................................................................................................................... 15-7

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

16.1 External forces, couples & torque variations ...................................................................................... 16-1
16.2 Mass moments of inertia .................................................................................................................... 16-3
16.3 Air borne noise ................................................................................................................................... 16-3
16.4 Exhaust noise ..................................................................................................................................... 16-3
16.5 Air Inlet Noise ..................................................................................................................................... 16-4

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

17.1 Flexible coupling ................................................................................................................................. 17-1
17.2 Torque flange ...................................................................................................................................... 17-1
17.3 Clutch ................................................................................................................................................. 17-1
17.4 Shaft locking device ............................................................................................................................ 17-1
17.5 Input data for Torsional Vibration Calculation ..................................................................................... 17-2
17.6 Turning gear ....................................................................................................................................... 17-5
17.7 Power take out (PTO) ......................................................................................................................... 17-5

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

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

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

19.1 Lifting of main engines ........................................................................................................................ 19-1
19.2 Lifting of generating sets .................................................................................................................... 19-2
19.3 Engine components ............................................................................................................................ 19-3

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 Wärtsilä 31DF Product Guide Table of contents

20. Accessing Product Guide and Engine Drawings ................................................................................ 20-1

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

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

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Wärtsilä 31DF Product Guide 1. Main Data and Outputs

1. Main Data and Outputs

The Wärtsilä 31DF is a 4-stroke, non-reversible, turbocharged and intercooled dual fuel engine
with direct fuel injection.

Cylinder bore ........................ 310 mm

Stroke ................................... 430 mm

Number of valves ................. 2 inlet valves, 2 exhaust valves

Cylinder configuration .......... 8, 10, 12, 14 and 16

V-angle ................................. 50°

Direction of rotation ............. Clockwise, counterclockwise

Speed ................................... 720, 750 rpm

Mean piston speed ............... 10.32 - 10.75 m/s

1.1 Maximum continuous output

Table 1-1 Rating table for Wärtsilä 31DF

Cylinder Main engines Generating sets

configuration
750 rpm 720 rpm 750 rpm

[kW] Engine [kW] Generator [kVA] Engine [kW] Generator [kVA]

W 8V31DF 4800 4640 5570 4800 5760

W 10V31DF 6000 5800 6960 6000 7200

W 12V31DF 7200 6960 8350 7200 8640

W 14V31DF 8400 8120 9740 8400 10080

W 16V31DF 9600 9280 11140 9600 11520

The mean effective pressure Pe can be calculated as follows:

where:

Pe = mean effective pressure [bar]

P = output per cylinder [kW]

n = engine speed [r/min]

D = cylinder diameter [mm]

L = length of piston stroke [mm]

c = operating cycle (4)

1-1
1. Main Data and Outputs Wärtsilä 31DF Product Guide

1.2 Engine optimization

1.2.1 Gas operation
The engine is capable of operating on gaseous fuel using Light Fuel Oil (LFO) as pilot fuel. In
gas mode the engine is optimized for IMO Tier III NOx emission limits.

1.2.2 Diesel operation

The engine is optimized to comply with IMO Tier II NOx - emission limits and, in combination
with Selective Catalytic Reactor (SCR), IMO Tier III NOx - emission limits.
The engine can be specified to operate on light fuel oil (LFO) or heavy fuel oil (HFO) in diesel
mode. The engine is designed for continuous Gas operation with LFO pilot fuel or in diesel
mode with LFO. In case engine is specified for HFO fuel operation the engine exhaust gas
valves, valve seats and piston rings need to be selected accordingly. If engine is specified for
HFO fuel operation it shall at least intermittently be operated on HFO and minimum a third of
operating hours within the overhaul period on HFO fuel.

1.2.3 NextDF
For engines running on gas and LFO, the available NextDF configuration can effectively reduce
greenhouse gases and NOx emissions from the exhaust gas when operating in Gas mode.

1.3 Reference conditions

The output is available within a range of ambient conditions and coolant temperatures, detailed
on the Wärtsilä website under Engine Configurator. The required fuel quality for maximum
output is specified in the section Fuel Characteristics. For ambient conditions or fuel qualities
outside the specification, the output may have to be reduced.
The specific fuel consumption is available through Wärtsilä website at Engine Configurator.
The statement applies to engines operating in ambient conditions according to ISO 15550:2016
(E).

total barometric pressure 100 kPa

air temperature 25 °C

relative humidity 30 %

charge air coolant temperature 25 °C

Correction factors for the fuel oil consumption in other ambient conditions are given in standard
ISO 15550:2016 (E).

1.4 Operation in inclined position

The engine is designed to ensure proper engine operation at inclination positions. Inclination
angle according to IACS requirement M46.2 (1982) (Rev.1 June 2002), (Rev.2 Dec 2018),
(Rev.3 Aug 2023) - Main and auxiliary machinery.
Max. inclination angles at which the engine will operate satisfactorily:

Table 1-2 Inclination with Normal Oil Sump

● Permanent athwart ship inclinations (list) 15°

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Wärtsilä 31DF Product Guide 1. Main Data and Outputs

Table 1-2 Inclination with Normal Oil Sump (continued)

● Temporary athwart ship inclinations (roll) 22.5°

● Permanent fore and aft inclinations (trim) 10°

● Temporary fore and aft inclinations (pitch) 10°

1-3
1. Main Data and Outputs Wärtsilä 31DF Product Guide

1.5 Principal dimensions and weights

1.5.1 Main engines

Fig 1-1 W8V31 & W10V31 Main engine dimensions (DAAF336230D)

Engine L1 L1* L2 L3 L3* L4 L4* L5 L6 L6*

W8V31DF 6121 6417 3560 1650 1650 911 1207 300 500 500

W10V31DF 6761 7057 4200 1650 1650 911 1207 300 500 500

Engine H1 H1* H2 H3 H4 W1 W1* W2 W3 W4 W5 W5* Weight Weight

Engine Li-
** quids

W8V31DF 3251 3251 4747 1496 650 3127 3127 1600 1153 1585 67 -67 57.9 3.3
23.05.2016 dkl004 Klemets
W10V31DF 3251 3251 4747 1496 650 3127 3127 1600 1153 1585 67 -6723.05.2016
66.1 mtu009 Södö
3.95

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Wärtsilä 31DF Product Guide 1. Main Data and Outputs

Fig 1-2 W12V31, W14V31 & W16V31 Main engine dimensions (DAAF392671B)

Engine L1 L1* L2 L3 L3* L4 L4* L5 L6 L6*

W12V31DF 7688 7833 4840 1972 1972 876 1021 300 908 908

W14V31DF 8328 8473 5480 1972 1972 876 1021 300 908 908

W16V31DF 8968 9113 6120 1972 1972 876 1021 300 908 908

Engine H1 H1* H2 H3 H4 W1 W2 W3 W4 W5 Weight Weight

25.09.2017 Engine
dkl004 KlemetsLiquids
25.09.2017 **
mtu009 Södö
W12V31DF 2933 2933 4690 1546 650 3460 1600 1153 698 1730 77.8 4.95

W14V31DF 2933 2933 4790 1646 650 3460 1600 1153 698 1730 85.7 5.5

W16V31DF 2933 2933 4790 1646 650 3460 1600 1153 698 1730 93.2 6.25

1-5
1. Main Data and Outputs Wärtsilä 31DF Product Guide

L1 Total length of engine

L2 Length of the engine block

L3 Length from the engine block to the outer most point in turbocharger end

L4 Length from the engine block to the outer most point in non-turbocharger end

L5 Length from engine block to crankshaft flange

L6 Length from engine block to center of exhaust gas outlet

H1 Height from the crankshaft centerline to center of exhaust gas outlet

H2 Total height of engine (normal wet sump)

H3 Height from crankshaft centerline to bottom of the oil sump (normal wet sump)

H4 Height from the crankshaft centerline to engine feet (fixed mounted)

W1 Total width of engine

W2 Width of engine block at the engine feet

W3 Width of oil sump

W4 Width from crankshaft centerline to center of exhaust gas outlet

W5 Width from crankshaft centerline to the outer most point of the engine

* Turbocharger at flywheel end;

** Weight without liquids, damper and flywheel;
All dimensions in mm, weights in tonne.

NOTE
1. For reference only, project specific engine measurements please contact Wärtsilä.
2. Service spaces for W8V...10V31: DAAF443904.
3. Service spaces for W12V...16V31: DAAF438352.

Most current 2D drawings and 3D models of Engines and Gensets are available at
www.wartsila.com and all dimensions and weights shown above are for reference
only.

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Wärtsilä 31DF Product Guide 2. Operating Ranges

2. Operating Ranges

2.1 Engine operating range

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

2.1.1 Controllable pitch propellers

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

Fig 2-1 Operating field CPP (DAAF509782A)

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2. Operating Ranges Wärtsilä 31DF Product Guide

NOTE
1) Minimum engine speed is restricted to 472rpm with engine driven oil pump.
2) Additional restrictions apply to low load operation. See chapter 2.3.
3) Project specific idling and clutch in speed depends on clutch, gearbox and the Torsional
Vibration Calculations.

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

2.2 Loading capability

2.2.1 Loading capacity
2.2.1.1 Loading of engine
The loading rate must be controlled in a modern turbocharged dual fuel engine so that a sufficient
amount of air for complete combustion of the injected fuel can be delivered by the turbocharger.

NOTE
The stated loading performance in this manual are for guidance only. The rotational inertia
of the whole generating set, the speed control and behavior, generator design, alternator
excitation system, voltage regulator behavior and nominal output influence the actual
performance.

NOTE
● No overload is allowed in gas operation.
● In liquid fuel operation overload is permitted as follows:
Marine Main engines: maximum output limited at 100% load. 110% load is allowed only
during FAT for testing purposes.
Marine generating sets: maximum output limited at 110% load.

2.2.1.2 Increasing Load successively from 0 to 100% MCR over a certain

time
Important notes:
1 Unloading greater than diesel & gas nominal unloading ramp rate or step size can cause
compressor surge and HP TC overspeed. If done in gas mode, this can cause the engine to
trip to diesel operation. If done repeatedly it will affect LP and HP TC lifetimes.
2 Current unloading rates for Gas mode are without Anti Surge Device.
3 Loading rates given for CS engines are given for MN ≥ 70 gas unless otherwise mentioned.
4 Loading rates given for VS engines are given for MN ≥ 80 gas.
5 The stated loading times apply for a running engine and does not include the time taken for
gas leakage test, engine acceleration and generator synchronisation/clutching-in.
6 Preheated engine temperature conditions: HT-cooling water temperature at jacket outlet is
a minimum of 70°C and lubricating oil temperature is a minimum of 40°C .
7 Engine at normal operating temperature: The engine has reached steady-state operating
temperature (nominal HT water temperature, nominal lubricant oil temperature). For indication

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Wärtsilä 31DF Product Guide 2. Operating Ranges

purposes only, this condition is typically fulfilled after operating the engine continuously for 30
minutes at ≥ 75% load.
8 Emergency loading rate is applicable only during diesel operation and for an engine that has
reached steady-state operating temperature (nominal HT water temperature, nominal lubricant
oil temperature).

Loading rate - Gas and Diesel mode

LOADING RATES
Normal loading rate, constant speed engines

- Gas and Diesel mode

- Constant speed engines

- Engine speed: 750rpm, 720rpm

Table 2-1 Normal Loading rate, CS

Engine load Gas, maxim- Gas, maxim- Gas, maxim- Diesel, max- Diesel, max- Emergency,
[% of MCR] um loading um loading um loading imum load- imum load- liquid opera-
at preheated at normal at normal ing at pre- ing at nor- tion only
temperature operating operating heated tem- mal operat- [s]
[s] temperature temperature perature ing temper-
(MN74) (MN80) [s] ature
[s] [s] [s]
0 0 0 0 0 0 0

60 50 35 30 35 20 12

100 190 70 50 175 50 20

Fig 2-2 Normal Loading rate, constant speed engines, 720/750 rpm

Normal loading rate, variable speed engines

2-3
2. Operating Ranges Wärtsilä 31DF Product Guide

- Gas and Diesel mode

- Variable speed engines

- Engine speed: Variable

Table 2-2 Normal Loading rate, VS

Engine load Gas, maxim- Gas, maxim- Gas, maxim- Diesel, max- Diesel, max- Emergency,
[% of MCR] um loading um loading um loading imum load- imum load- liquid opera-
at preheated at normal at normal ing at pre- ing at nor- tion only
temperature operating operating heated tem- mal operat- [s]
[s] temperature temperature perature ing temper-
(MN74) (MN80) [s] ature
[s] [s] [s]
0 0 0 0 0 0 0

50 70 40 40 35 20 15

100 210 100 90 175 70 30

Fig 2-3 Normal Loading rate, variable speed engines

UNLOADING RATES
Unloading rate, constant speed engines

- Gas and Diesel mode

- Constant speed engines

- Engine speed: 750rpm, 720rpm

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Wärtsilä 31DF Product Guide 2. Operating Ranges

Table 2-3 Unloading rate, CS

Engine load Gas mode with Diesel mode with Diesel & Gas Emergency opera-
[% of MCR] ASD ASD mode without tion only
[s] [s] ASD [s]
[s]
100 0 0 0 0

0 30 25 45 0

Fig 2-4 Unloading rate, CS

In diesel-electric installations, loading ramps are implemented both in the propulsion control
and in the power management system, or in the engine speed control if isochronous load
sharing is applied. If a ramp without a knee-point is used, it should not achieve 100% load in
a shorter time than the ramp shown in the figure. When load sharing is based on speed droop,
the load increase rate of a recently connected generator is the sum of the load transfer performed
by the power management system and the load increase performed by the propulsion control.
The emergency curve is close to the engine's maximum capability and should not be used as
the normal limit.
In typical auxiliary engine applications, there is usually no single consumer that dictates the
loading rate. It is recommended to group electrical equipment so that the load increases in
small increments, and the resulting loading rate roughly corresponds to the normal curve.
During normal operation, the load should not be reduced from 100% to 0% in less than 40
seconds. If the application requires frequent unloading at a significantly faster rate, special
arrangements may be necessary for the engine. In an emergency situation, the full load can
be shed instantly.

Unloading rate, variable speed engines

- Gas and Diesel mode

- Variable speed engines

- Engine speed: Variable

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2. Operating Ranges Wärtsilä 31DF Product Guide

Table 2-4 Unloading rate, VS

Engine load Gas mode with Diesel mode with Diesel & Gas Emergency opera-
[% of MCR] ASD ASD mode without tion only
[s] [s] ASD [s]
[s]
100 0 0 0 0

0 35 30 50 0

Fig 2-5 Unloading rate, VS

2.2.1.3 Instant Load Application

The maximum permissible load step which may be applied at any given load can be read from
the figure below. The values are valid for engines operating in island mode (speed control).
Furthermore the stated values are limited to a running engine that has reached nominal operating
temperatures, or for an engine which has been operated at above 30% load within the last 30
minutes.
Cyclic (wave) load-taking capability can be evaluated from the figures below:
● Max instant load step = cyclic load amplitude
○ Example: With cyclic loading at average load 57% the load variation amplitude can be
14%, i.e ±7% (=50% + 14%/2)

- Gas and Diesel mode

- Constant & variable speed engines

- Engine speed: 750rpm, 720rpm and variable

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Wärtsilä 31DF Product Guide 2. Operating Ranges

Table 2-5 General load step information

Gas mode Diesel mode

Maximum frequency deviation [%] 10 10

Steady-state frequency band [%] 1 1

(+/-) from target frequency

Minimum time before next step [s] 15 10

(min time between step starts)

Step loading - Gas mode

Table 2-6 Step Loading constant speed, Gas mode

Engine load Gas Load Step Recovery Time

[% of MCR] [% of MCR] [s]
0 20 10

20 13,8 10

32,1 18,3 10

50,4 18,3 10

68,7 22,9 10

78 6,4 5

85 4 5

89 3,5 5

92,5 3 5

95,5 2,5 5

98 2 5

100 0 N/A

Step loading - Diesel mode

Table 2-7 Step Loading constant speed, Diesel mode

Engine load Diesel Load Step Recovery Time

[% of MCR] [% of MCR] [s]
0 34 5

34 33 5

67 33 5

100 0 N/A

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2. Operating Ranges Wärtsilä 31DF Product Guide

Fig 2-6 Load Steps

Unloading Steps - Gas and Diesel mode

- Gas and Diesel mode

- Constant speed engines, without antisurge device

- Engine speed: 750rpm, 720rpm

Table 2-8 Unloading Steps - without antisurge device

Engine load Gas & Diesel un- Recovery Time

[% of MCR] loading [s]
[% of MCR]
100 12 10

88 12 10

76 12 10

64 12 10

52 13 10

39 13 10

26 13 10

13 13 10

0 0 N/A

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Wärtsilä 31DF Product Guide 2. Operating Ranges

Fig 2-7 Unloading Steps

The ramp for normal loading applies to engines that have reached normal operating temperature.

2.2.1.4 Start-up
A stand-by generator reaches nominal speed in 50-70 seconds after the start signal (check of
pilot fuel injection is always performed during a normal start).
With blackout start active nominal speed is reached in about 25 s (pilot fuel injection disabled).
The engine can be started with gas mode selected provided that the engine is preheated and
the air receiver temperature is at required level. It will then start on LFO and gas fuel will be
used as soon as the pilot check is completed and the gas supply system is ready.
Start and stop on heavy fuel is not restricted.

2.3 Low load operation

2.3.1 Normal Low load operation - Normal load acceptance
In order to avoid fouling of the engine, recommended limits to the low load operation are given.
Low load operation is all loads below 20% load. Cumulative low load operation should not
exceed the recommended values given in the chart and table. The time is reset after a cleaning
run at minimum 70% load for a minimum of 1 hour.
Black line (diesel mode) limit is valid in diesel mode when intention is to continue in diesel
mode. In case the intention is to transfer to gas mode and continue operating in gas mode then
blue line (gas mode limit) is valid also for diesel mode.
The loading rates according to Normal low load load operations, chapter load performance are
allowed with these low load operation limits.
If recommended time limits are exceeded then engine shall not be loaded faster than the
nominal loading curve in the chapter loading performance.
Absolute idling time 10 minutes if the engine is to be stopped, 5 hours in gas mode or 10 hours
in diesel mode if engine is loaded afterwards.

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2. Operating Ranges Wärtsilä 31DF Product Guide

Table 2-9 Max continous low load operation time for load acceptance according to
Normal Load acceptance chapter

Load % 0 2 10 17.5 20

W31DF on Gas, LFO pi- 150

lot, 600kW/cyl h 5 5 10 24

W31DF on Diesel, 100

600kW/cyl h 5 5 47 87

Fig 2-8 Low load operating restrictions

NOTE
Black line is intended for diesel mode operation and blue line is intended for gas mode
operation.

NOTE
The engine can be started and stopped on HFO provided that the engine and the fuel system
are pre-heated to operating temperature.

NOTE
Max. continuos low load operation time for load acceptance according to Normal loading rate.

2.3.2 Absolute idling

Absolute idling (declutched main engine, disconnected generator)
- Maximum 10 minutes if the engine is to be stopped after the idling. 3-5 minutes idling before
stop is recommended.

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Wärtsilä 31DF Product Guide 2. Operating Ranges

- Maximum 5 hours in gas mode and 10 hours in diesel mode if the engine is to be loaded after
the idling.

NOTE
Operating restrictions on SCR applications in low load operation to be observed.

2.4 SCR Operation

SCR operation, particularly during sustained low load or idling in diesel mode, requires special
attention from the operator. Please contact Wärtsilä for further details.

2.5 Low air temperature

In standard conditions the following minimum inlet air temperatures apply:

Gas mode:
● Low load + 5ºC
● High load -10ºC

Diesel mode:
● Starting + 5ºC
● Idling - 5ºC
● High load - 10ºC

2.5.1 ArcticPac options

When operating the engine in conditions with inlet air temperatures below -10 °C, arctic pack
shall be configured for the engine.
Arctic pack can be configured in two different options:
● W31 ArcticPac - Minimum engine suction air temperature -30 °C
● W31 ArcticPac Vertex - Minimum engine suction air temperature -50 °C
For further guidelines, see chapter Combustion air system design.

NOTE
Air Waste Gate (AWG) is needed when suction air temperature is below +5°C.

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Wärtsilä 31DF Product Guide 3. Technical Data

3. Technical Data

3.1 Introduction
Real-time product information including all technical data can be found by using Engine Online
Configurator available through Wärtsilä's website. Please check online for the most up to date
technical data.

NOTE
Fuel consumptions in SCR operation guaranteed only when using Wärtsilä SCR unit.

NOTE
For proper operation of the Wärtsilä Nitrogen Oxide Reducer (NOR) systems, the exhaust
temperature after the engine needs to be kept within a certain temperature window. Please
consult your sales contact at Wärtsilä for more information about SCR Operation.

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Wärtsilä 31DF Product Guide 4. Description of the Engine

4. Description of the Engine

4.1 Definitions

Fig 4-1 Engine definitions (V93C0028)

4.2 Main components and systems

Main dimensions and weights are shown in section "Principle dimensions and weights" in
Chapter 1.

4.2.1 Engine block

The engine block, made of nodular cast iron, is cast in one piece for all cylinder numbers and
it supports the underslung crankshaft. The block has been given a stiff and durable design to
absorb internal forces and the engine can therefore also be resiliently mounted not requiring
any intermediate foundations. It incorporates water and charge air main and side channels.
Also camshaft bearing housings are incorporated in the engine block. The engines are equipped
with crankcase explosion relief valve(s) with flame arrester.
The main bearing caps, made of nodular cast iron, are fixed with two hydraulically tensioned
screws from below. They are guided sideways and vertically by the engine block. Hydraulically
tensioned horizontal side screws at the lower guiding provide a very rigid crankshaft bearing
assembly.
A hydraulic jack, supported in the oil sump, offers the possibility to lower and lift the main
bearing caps, e.g. when inspecting the bearings. Lubricating oil is led to the bearings through
this jack.
The oil sump, a light welded design, is mounted on the engine block from below and sealed
by sealing compound. The oil sump is available in two alternative designs, wet or dry sump,
depending on the type of application. The wet oil sump includes a suction pipe to the lubricating
oil pump. For wet sump there is a main distributing pipe for lubricating oil, suction pipes and
return connections for the separator. For the dry sump there is a main distributing oil pipe for
lubricating oil and drains at either end to a separate system oil tank.
The engine holding down bolts are hydraulically tightened in order to facilitate the engine
installation to both rigid and resilient foundation.

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4. Description of the Engine Wärtsilä 31DF Product Guide

4.2.2 Crankshaft
Crankshaft line is built up from several pieces: crankshaft, counter weights, split camshaft gear
wheel and pumpdrive arrangement.
The crankshaft itself is forged in one piece. Main bearings temperatures are continuously
monitored. Big end bearings temperatures are continuously monitored as well, if the optional
big end bearing temperature monitoring system is installed.
Counterweights are fitted on every web. High degree of balancing results in an even and thick
oil film for all bearings.
The connecting rods are arranged side-by-side and the diameters of the crank pins and journals
are equal irrespective of the cylinder number.
All crankshafts can be provided with torsional vibration dampers or tuning masses at the free
end of the engine, if necessary. Main features of crankshaft design: clean steel technology
minimizes the amount of slag forming elements and guarantees superior material durability.
The crankshaft alignment is always done on a thoroughly warm engine after the engine is
stopped.

4.2.3 Connecting rod

The connecting rod is of forged alloy steel. All connecting rod studs are hydraulically tightened.
The connecting rod's three-piece design allows for minimal dismantling height and enables the
piston to be removed without opening the big end bearing.

4.2.4 Main bearings and big end bearings

The main bearings and the big end bearings are of tri-metal design with steel back, bronze
lining and a soft running layer. The bearings are covered with a Sn-flash for corrosion protection.
Even minor form deviations can become visible on the bearing surface in the running in phase.
This has no negative influence on the bearing function. A wireless system for real-time
temperature monitoring of connecting rod big end bearings, "BEB monitoring system", is
available as an option.

4.2.5 Cylinder liner

The cylinder liners are centrifugally cast of a special alloyed cast iron. The top collar of the
cylinder liner is provided with a water jacket for distributing cooling water through the cylinder
liner cooling bores. This provides efficient control of the liner temperature. An oil lubrication
system inside the cylinder liner lubricates the gudgeon pin bearing and also cools piston crown
through the oil channels underside of the piston.

4.2.6 Piston
The piston is of composite type with steel crown and nodular cast iron skirt. A piston skirt
lubricating system, featuring oil bores in a groove on the piston skirt, lubricates the piston
skirt/cylinder liner. The piston top is oil-cooled by the same system mentioned above. The
piston ring grooves are hardened for extended lifetime.

4.2.7 Piston rings

The piston ring set are located in the piston crown and consists of two directional compression
rings and one spring-loaded conformable oil scraper ring. Running face of compression rings
are chromium-ceramic-plated.

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Wärtsilä 31DF Product Guide 4. Description of the Engine

4.2.8 Cylinder head

The cross flow cylinder head is made of cast iron. The mechanical load is absorbed by a flame
plate, which together with the upper deck and the side walls form a rigid box section. There
are four hydraulically tightened cylinder head bolts. The exhaust valve seats and the flame
deck are efficiently direct water-cooled. The valve seat rings are made of alloyed steel, for wear
resistance. All valves are hydraulic controlled and equipped with valve guides, valve springs
and rotators.
A small side air receiver is located in the hot box, including charge air bends with integrated
hydraulics and charge air riser pipes.
Following components are connected to the cylinder head:
● Charge air components for side receiver
● Exhaust gas pipe to exhaust system
● Cooling water collar
● Quill pipe with High Pressure (HP) fuel pipe connections
● Main gas admission valve

4.2.9 Camshaft and valve mechanism

The cams are integrated in the drop forged shaft material. The bearing journals are made in
separate pieces, which are fitted, to the camshaft pieces by flange connections. The camshaft
bearing housings are integrated in the engine block casting and are thus completely closed.
The bearings are installed and removed by means of a hydraulic tool. The valve tappets are
of piston type with self-adjustment of roller against cam to give an even distribution of the
contact pressure. Inlet and exhaust valves have a special steam coating and hard facing on
the seat surface, for long lifetime. The valve springs make the valve mechanism dynamically
stable.
The hydraulic valve mechanism enables stepless control of inlet and exhaust valve closing
times. It allows to always use a proper scavenging period and Miller degree. This is needed to
optimize and balance emissions, fuel consumption, operational flexibility & load taking, whilst
maintaining thermal and mechanical reliability. The design enables clearly longer maintenance
interval, due to the reduced thermal and mechanical stress on most of the components in the
valve mechanism.

4.2.10 Camshaft drive

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

4.2.11 Turbocharging and charge air cooling

The chosen 2-stage turbochargers provide an optimal blend of high-pressure ratios and excellent
efficiency, both at full and partial loads.
The turbochargers can be positioned at either the free end or the flywheel end of the engine.
For cleaning the turbochargers during operation, a standard water washing device is provided
for the air (compressor) and exhaust gas (turbine) sides of the LP stage, as well as for the
exhaust gas (turbine) side of the HP stage. This water washing device must be connected to
an external unit. An Exhaust Gas Waste Gate (EWG) system manages the exhaust gas flow
bypass for both the high pressure (HP) and low pressure (LP) turbine stages. The EWG is also
necessary for engines equipped with exhaust gas after-treatment systems based on Selective
Catalytic Reduction (SCR).
The turbochargers are lubricated by engine lubricating oil with integrated connections.
The Exhaust Waste Gate (EWG) is used for controlling the charge air pressure and consequently
the cylinder pressure at an optimal level at high loads.

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4. Description of the Engine Wärtsilä 31DF Product Guide

The charge air pressure control is utilized in gas mode to optimize the air/fuel ratio for optimal
combustion in various operating conditions.
An Air Waste Gate (AWG) is installed for installations with low suction air temperature to prevent
the turbocharger from surging as well as to prevent the exhaust waste gate system reaching
its maximum capacity for charge air pressure control.
A step-less Air Bypass valve (ABP) system is used depending on engine application for
preventing surging of turbocharger compressors in case of rapid engine load reduction. In case
of variable speed engine applications not only can the ABP be used for increasing the surge
margin of compressor, but the engine performance at low engine speeds can also be enhanced.
The Charge Air Coolers (CAC) consist of a 2-stage type cooler (LP CAC) between the LP and
HP compressor stages and a 1-stage cooler (HP CAC) between the HP compressor stage and
the charge air receiver. The LP CAC is cooled with LT-water or in some cases by both HT- and
LT-water. The HP CAC is always cooled by LT-water and fresh water is used for both circuits.
When there is a risk for over-speeding of the engine due to presence of combustible gas or
vapour in the inlet air, a UNIC automation controlled Charge Air Blocking device, can be installed.
Please also refer to Chapter Exhaust gas system for more information.

4.2.12 Fuel injection equipment

The fuel injection equipment and system piping are located in a hotbox, providing maximum
reliability and safety when using preheated heavy fuels. In the Wärtsilä electronic fuel injection
system, the fuel is pressurized in the high pressure HP-pumps from where the fuel is fed to the
injection valves which are rate optimized. The fuel system consists of different numbers of fuel
oil HP pumps, depending of the cylinder configuration. HP pumps are located at the engine
pump cover and from there high pressure pipes are connected to the system piping. A valve
block is mounted at the fuel outlet pipe, including Pressure Drop and Safety Valve (PDSV),
Circulation Valve (CV) and a fuel pressure discharge volume. The PDSV acts as mechanical
safety valve and the fuel volume lowers the system pressure. The injection valves are electronic
controlled and the injection timing is pre-set in the control system software.
When operating the engine in gas mode, the gas is injected through gas admission valves into
the inlet channel of each cylinder. The gas is mixed with the combustion air immediately
upstream of the inlet valve in the cylinder head and the gas/air mixture will flow into the cylinder
during the intake stroke. Since the gas valve is timed independently of the inlet valve, scavenging
of the cylinder is possible without risk that unburned gas is escaping directly from the inlet to
the exhaust. The compressed gas/air mixture is ignited with a small amount of diesel fuel (pilot
injection) which is integrated to the main fuel injection system and is also electronically controlled.

4.2.13 Lubricating oil system

The engine internal lubricating oil system include the engine driven lubricating oil pump, the
electrically driven prelubricating oil pump, thermostatic valve, filters and lubricating oil cooler.
The lubricating oil pumps are located in the free end of the engine.The automatic filter, cooler
and thermostatic valve are integrated into one module.

4.2.14 Cooling water system

The fresh water cooling system is divided into a high temperature (HT) and a low temperature
(LT) circuit.
For engines operating in normal conditions the HT-water is cooling the cylinders (jacket) and
the first stage of the low pressure 2-stage charge air cooler. The LT-water is cooling the
lubricating oil cooler, the second stage of the low pressure 2-stage charge air cooler and the
high pressure 1-stage charge air cooler.
For engines operating in cold conditions the HT-water is cooling the cylinders (Jacket). A
HT-water pump is circulating the cooling water in the circuit and a thermostatic valve mounted
in the internal cooling water system, controls the outlet temperature of the circuit. The LT-circuit

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Wärtsilä 31DF Product Guide 4. Description of the Engine

is cooling the Lubricating Oil Cooler (LOC), the second stage of the Low Pressure 2-stage
charge air cooler, the High Pressure 1-stage charge air cooler and the first stage of the low
pressure 2-stage charge air cooler. An LT-thermostatic valve mounted in the external cooling
water system, controls the inlet temperature to the engine for achieving correct receiver
temperature.

4.2.15 Exhaust pipes

The exhaust pipes are made of special heat resistant nodular cast iron alloy. The entire exhaust
system is enclosed in an insulating box made of insulated sandwich steel sheets, which are
easily removable. Mineral wool is used as insulating material.

4.2.16 Automation system

The Wärtsilä engine is equipped with an UNIC electronic control system. UNIC has a hardwired
interface for control functions and a bus communication interface for alarm and monitoring.
For more information, please refer to Chapter Automation system.

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4. Description of the Engine Wärtsilä 31DF Product Guide

4.3 Time between Inspection or Overhaul & Expected Life

Time
NOTE
● Service actions are combined to certain overhaul packages and intervals. Overhaul intervals
are typically based on components, which has shortest technical lifetime. Certain
components are also such a type that they need to be replaced every time, when they are
removed from the engine. For these reasons components recommended overhaul times
can be shorter than technical life time, which is maximum expected lifetime of the
component.
● Time Between Overhaul data can be found in Services Engine Operation and Maintenance
Manual (O&MM).
● Achieved life times very much depend on the operating conditions, average loading of the
engine, fuel quality used, fuel handling systems, performance of maintenance etc. I.e.
values given in optimal conditions where Wärtsilä´s all recommendations are followed.

Component Time between inspection or overhaul Expected life time (h)

(h)
MDF/ GAS opera- HFO operation 1) MDF/ GAS opera- HFO operation 1)
tion tion
Piston 32000 24000 Min. 96000 Min. 72000

Piston rings 32000 24000 32000 24000

Cylinder liner 32000 24000 128000 96000

Cylinder head 32000 24000 128000 96000

Connecting rod 32000 24000 128000 128000

Inlet valve 32000 24000 32000 24000

Exhaust valve 32000 24000 32000 24000

Main bearing 32000 24000 64000 48000

Big end bearing 32000 24000 32000 24000

Intermediate gear 64000 64000 64000 64000

bearings
Balancing shaft 32000 32000 32000 32000
bearings
Injection valve 8000 8000 N/A N/A
(wear parts)
High Pressure fuel 24000 24000 24000 24000
pump
Main gas admission 16000 N/A 16000 N/A
valve
LP and the HP tur- 16000 16000 80000 80000
bochargers

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Wärtsilä 31DF Product Guide 4. Description of the Engine

NOTE
1) For detailed information of HFO1 and HFO2 qualities, please see chapter 6.1.2.5

4.4 Engine storage

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

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Wärtsilä 31DF Product Guide 5. Piping Design, Treatment and Installation

5. Piping Design, Treatment and Installation

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

NOTICE
The pipes in the freshwater side of the cooling water system must not be galvanized.

WARNING
The external fuel system must not contaminate the engine's fuel with zinc. Zinc in the fuel
system could lead to e.g. clogged injectors and operational problems.

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

The following aspects shall be taken into consideration:

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

5.1 Pipe dimensions

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

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5. Piping Design, Treatment and Installation Wärtsilä 31DF Product Guide

● In open circuits the velocity in the suction pipe is typically about 2/3 of the velocity in the
delivery pipe.

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

Piping Pipe material Max velocity [m/s]

LNG piping Stainless steel 3

Fuel gas piping Stainless steel / Carbon 20

steel
Fuel oil piping Black steel 1.0

Lubricating oil piping Black steel 1.5

Fresh water piping Black steel 2.5

Sea water piping Galvanized steel 2.5

Aluminum brass 2.5

10/90 copper-nickel-iron 3.0

70/30 copper-nickel 4.5

Rubber lined pipes 4.5

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

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

5.2 Trace heating

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

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Wärtsilä 31DF Product Guide 5. Piping Design, Treatment and Installation

5.3 Pressure class

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

The pressure in the system can:

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

5.4 Pipe class

Classification societies categorize piping systems in different classes (DNV) or groups (ABS)
depending on pressure, temperature and media. The pipe class can determine:
● Type of connections to be used
● Heat treatment
● Welding procedure
● Test method
Systems with high design pressures and temperatures and hazardous media belong to class
I (or group I), others to II or III as applicable. Quality requirements are highest in class I.
Examples of classes of piping systems as per DNV rules are presented in the table below.
Gas piping is to be designed, manufactured and documented according to the rules of the
relevant classification society.

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5. Piping Design, Treatment and Installation Wärtsilä 31DF Product Guide

In the absence of specific rules or if less stringent than those of DNV, the application of DNV
rules is recommended.
Relevant DNV rules:
● Ship Rules Part 4 Chapter 6, Piping Systems
● Ship Rules Part 5 Chapter 5, Liquefied Gas Carriers
● Ship Rules Part 6 Chapter 13, Gas Fuelled Engine Installations

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

Media Class I Class II Class III

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

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

Flammable fluid > 1.6 (16) or > 150 < 1.6 (16) and < 150 < 0.7 (7) and < 60

Fuel gas All All - - - -

Other media > 4 (40) or > 300 < 4 (40) and < 300 < 1.6 (16) and < 200

5.5 Insulation
The following pipes shall be insulated:
● All trace heated pipes
● Exhaust gas pipes
● Exposed parts of pipes with temperature > 60°C

Insulation is also recommended for:

● Pipes between engine or system oil tank and lubricating oil separator
● Pipes between engine and jacket water preheater

5.6 Local gauges

Local thermometers should be installed wherever a new temperature occurs, i.e. before and
after heat exchangers, etc.
Pressure gauges should be installed on the suction and discharge side of each pump.

5.7 Cleaning procedures

Instructions shall be given at an early stage to manufacturers and fitters how different piping
systems shall be treated, cleaned and protected.

5.7.1 Cleanliness during pipe installation

All piping must be verified to be clean before lifting it onboard for installation. During construction,
uncompleted piping systems shall be kept clean. Open pipe ends should be temporarily closed.
Possible debris shall be removed with a suitable method. All tanks must be inspected and found
clean before filling up with fuel, oil or water.
Piping cleaning methods are summarised in table below:

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Wärtsilä 31DF Product Guide 5. Piping Design, Treatment and Installation

Table 5-3 Pipe cleaning

System Methods

Fuel gas A,B,C

D,F 1)
Fuel oil A,B,C,D,F

Lubricating oil A,B,C,D,F

Starting air A,B,C

Cooling water A,B,C

Exhaust gas A,B,C

Charge air A,B,C

1) In case of carbon steel pipes

Methods applied during prefabrication of pipe spools

A = Washing with alkaline solution in hot water at 80°C for degreasing (only if pipes have been greased)

B = Removal of rust and scale with steel brush (not required for seamless precision tubes)

D = Pickling (not required for seamless precision tubes)

Methods applied after installation onboard

C = Purging with compressed air

F = Flushing

5.7.2 Fuel oil pipes

Before start up of the engines, all the external piping between the day tanks and the engines
must be flushed in order to remove any foreign particles such as welding slag.
Disconnect all fuel pipes at the engine inlet and outlet. Install a temporary pipe or hose to
connect the supply line to the return line, bypassing the engine. The pump used for flushing
should have high enough capacity to ensure highly turbulent flow, minimum same as the max
nominal flow. Heaters, automatic filters and the viscosimeter should be bypassed to prevent
damage caused by debris in the piping. The automatic fuel filter must not be used as flushing
filter.
The pump used should be protected by a suction strainer. During this time the welds in the fuel
piping should be gently knocked at with a hammer to release slag and the filter inspected and
carefully cleaned at regular intervals.
The cleanliness should be minimum ISO 4406 © 20/18/15, or NAS 1638 code 9. A measurement
certificate shows required cleanliness has been reached there is still risk that impurities may
occur after a time of operation.

NOTICE
The engine must not be connected during flushing.

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5. Piping Design, Treatment and Installation Wärtsilä 31DF Product Guide

5.7.3 Lubricating oil pipes

All pipes connected to the engine, to the engine wet sump or to the external engine wise oil
tank must be flushed. Flushing the piping and equipment built on the engine is not required,
and flushing oil should not be pumped through the engine oil system, as it is already flushed
and clean from the factory. However, it is acceptable to circulate the flushing oil via the engine
sump if advantageous.
After flushing, drain the entire system of flushing oil and verify the cleanliness of the oil sump.
The cleanliness is acceptable when it meets ISO 4406 © 21/19/15 or NAS 1638 code 10
standards. The oil used for filling should also meet these cleanliness standards.

NOTICE
The engine must not be connected during flushing.

5.7.4 Pickling
Prefabricated pipe spools are pickled before installation onboard.
Pipes are pickled in an acid solution of 10% hydrochloric acid and 10% formaline inhibitor for
4-5 hours, rinsed with hot water and blown dry with compressed air.
After acid treatment the pipes are treated with a neutralizing solution of 10% caustic soda and
50 grams of trisodiumphosphate per litre of water for 20 minutes at 40...50°C, rinsed with hot
water and blown dry with compressed air.
Great cleanliness shall be validated in all work phases after completed pickling.

5.8 Flexible pipe connections

All external pipes must be precisely aligned to the fitting or the flange of the engine to minimize
causing external forces to the engine connection.
Adding adapter pieces to the connection between the flexible pipe and engine, which are not
validated by Wärtsilä, is forbidden. Observe that the pipe clamp for the pipe outside the flexible
connection must be very rigid and welded to the steel structure of the foundation to prevent
vibrations and external forces to the connection, which could damage the flexible connections
and transmit noise. The support must be close to the flexible connection. Most problems with
bursting of the flexible connection originate from poor clamping.
Proper installation of pipe connections between engines and ship’s piping to be ensured.

● Flexible pipe connections must not be twisted

● Installation length of flexible pipe connections must be correct
● Minimum bending radius must be respected
● Piping must be concentrically aligned
● When specified, the flow direction must be observed
● Mating flanges shall be clean from rust, burrs and anticorrosion coatings
● If not otherwise instructed, bolts are to be tightened crosswise in several stages
● Painting of flexible elements is not allowed
● Rubber bellows must be kept clean from oil and fuel
● The piping must be rigidly supported close to the flexible piping connections.

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Wärtsilä 31DF Product Guide 5. Piping Design, Treatment and Installation

Fig 5-1 Flexible hoses

NOTICE
Pressurized flexible connections carrying flammable fluids or compressed air have to be type
approved.

5.9 Clamping of pipes

It is very important to fix the pipes to rigid structures next to flexible pipe connections in order
to prevent damage caused by vibration. The following guidelines should be applied:
● Pipe clamps and supports next to the engine must be very rigid and welded to the steel
structure of the foundation.
● The first support should be located as close as possible to the flexible connection. Next
support should be 0.3-0.5 m from the first support.
● First three supports closest to the engine or generating set should be fixed supports. Where
necessary, sliding supports can be used after these three fixed supports to allow thermal
expansion of the pipe.
● Supports should never be welded directly to the pipe. Either pipe clamps or flange supports
should be used for flexible connection.

5-7
5. Piping Design, Treatment and Installation Wärtsilä 31DF Product Guide

A typical pipe clamp for a fixed support is shown in Figure 5-2. Pipe clamps must be made of
steel; plastic clamps or similar may not be used.

Fig 5-2 Pipe clamp for fixed support (V61H0842A)

5-8
Wärtsilä 31DF Product Guide 6. Fuel System

6. Fuel System

6.1 Acceptable fuel characteristics

6.1.1 Gas fuel specification
As a dual fuel engine, the Wärtsilä 31DF engine is designed for continuous operation in gas
operating mode or diesel operating mode. For continuous operation in the rated output, the
gas used as main fuel in gas operating mode has to fulfill the below mentioned quality
requirements.

6.1.1.1 Gas Fuel

Limit values for gas characteristics
The engine is designed and developed for continuous operation on natural gas, without reduction
in the rated output, on gas qualities according to the following specification:

Property Unit Limit Test method

reference
Lower Heating Value (LHVV), min. a) MJ/m3N b) 28 a) ISO 6976

Methane Number - 74 c) EN 16726, ISO

23306
Methane (CH4) content, min.d) % v/v 70 ISO 6974

Hydrogen sulphide (H2S) content, max. % v/v 0,05 ISO 19739

Hydrogen (H2) content, max. e) % v/v 3,0 ASTM D7833 mod.

Liquid phase water and hydrocarbon % v/v Not allowed

condensate bef. engine, max. f)
Oil content, max. mg/m³N 2,0

Ammonia content, max. mg/m³N 25 Honeywell SPX

Flex
Gas Detector
Chlorine + Fluorine content, max. mg/m³N 50 UOP 1001
ASTM D 7359 mod.
Particles or solids content in engine inlet, mg/m³N 50 ISO 4406 mod.
max. IP 565 mod.
Particles or solids size in engine inlet, μm 5 ISO 4406 mod.
max. IP 565 mod.
Gas inlet temperature °C 0 - 60

6-1
6. Fuel System Wärtsilä 31DF Product Guide

NOTICE
a) The required gas feed pressure is depending on the Lower Heating Value (LHV) of the
gas.
b) Values for volume (m³N) are given at 0 °C and 101.3 kPa
c) If the Methane Number falls below the specified value the engine output is depending on
the Methane Number, please contact Wärtsilä regarding engine output derating.
Methane Number (MN) can be assigned to any gaseous fuel indicating the percentage by
volume of methane in blend with hydrogen that exactly matches the knock intensity of the
unknown gas mixture under specified operating conditions in a knock testing engine. The
Methane Number (MN) gives a scale for evaluation of the resistance to knock of gaseous
fuels.
To define the Methane Number (MN) of the gas, the method included in the EN 16726-2015
standard shall be used. Additionally, Wärtsilä has developed an internal MN calculator which
is based on the Propane Knock Index (PKI) calculator included in the ISO 23306:2020 standard.
Depending on the gas composition, the MN results obtained with those two methods can differ
from each other, and therefore it is recommended to calculate MN also with the Wärtsilä
method. If the difference of MN for a specific gas quality calculated with the two above
mentioned methods is bigger than 3 units, please contact Wärtsilä for further evaluation.
Additionally, if the total concentration of the heavier hydrocarbons than butane (C4), i.e.
pentane (C5), hexane (C6), heptane (C7), etc. exceeds 1.0 % v/v, please contact Wärtsilä for
further evaluation.
d) Instead of fossil methane gas is also allowed to contain biomethane and / or synthetic
methane provided that the gas specification is still fulfilled and the gas quality is not
deteriorated. The use of untreated biogas containing harmful compounds like e.g. silicates is
however not allowed.
e) If hydrogen (H2) is added to gas, it has to be taken into account that Methane Number (MN)
derating rules do still apply.
f) In the specified operating conditions (temperature and pressure) dew point of natural gas
has to be low enough in order to prevent any formation of condensate.
There is available an international ISO 23306:2020 standard: "Specification of liquefied natural
gas as a fuel for marine applications" and though Wärtsilä gas specification is not identical
with the standard content, the standard anyway offers useful information about LNG properties,
sampling, MN calculation, ageing of gas, bunkering chain and gas contamination.

6.1.2 Liquid fuel specification

The fuel specifications are based on the ISO 8217:2024(E) standard. Observe that a few
additional properties not included in the standard are listed in the tables shown below.
The fuel shall not contain any added substances or chemical waste, which jeopardizes the
safety of installations or adversely affects the performance of the engines or is harmful to
personnel or contributes overall to air pollution.

6.1.2.1 Pilot fuel oil

The optimum engine performance is achieved by using fuel fulfilling the characteristics specified
in table below, except for pilot fuel cetane index shall be minimum 50 according to ISO 4264.
However, normal operation of the engine is fully possible with a fuel according to the ISO
8217:2024(E) standard with a possible impact on the engine efficiency. In case of questions
regarding the engine performance please contact Wärtsilä.

6-2
Wärtsilä 31DF Product Guide 6. Fuel System

Table 6-1 Pilot fuel oil

Property Unit ISO-F- ISO-F- ISO-F- Test method

DMA DMZ DMB ref.
Cetane index - 55 55 55 ISO 4264

6.1.2.2 Light fuel oil (LFO) operation

The fuel specification is based on the ISO 8217:2024(E) standard and covers the fuel grades
ISO-F-DMX, DMA, DFA, DMZ, DFZ, DMB and DFB.
The distillate grades mentioned above can be described as follows:
● DMX: A fuel which is suitable for use at ambient temperatures down to –15 °C without
heating the fuel. Especially in merchant marine applications its use is restricted to lifeboat
engines and certain emergency equipment due to reduced flash point.
● DMA: A high quality distillate, generally designated MGO (Marine Gas Oil) in the marine
field.
● DFA: A similar quality distillate fuel compared to DMA category fuels but a presence of max.
7,0 % v/v of Fatty acid methyl ester (FAME) is allowed.
● DMZ: A high quality distillate, generally designated MGO (Marine Gas Oil) in the marine
field. An alternative fuel grade for engines requiring a higher fuel viscosity than specified
for DMA grade fuel.
● DFZ: A similar quality distillate fuel compared to DMZ category fuels but a presence of max.
7,0 % v/v of Fatty acid methyl ester (FAME) is allowed.
● DMB: A general purpose fuel which may contain trace amounts of residual fuel and is
intended for engines not specifically designed to burn residual fuels. It is generally designated
MDO (Marine Diesel Oil) in the marine field.
● DFB: A similar quality distillate fuel compared to DMB category fuels but a presence of max.
7,0 % v/v of Fatty acid methyl ester (FAME) is allowed.
For maximum fuel temperature before the engine, please refer to Engine Online Configurator.

Table 6-2 Distillate fuel specifications

Category ISO-F Test meth-

Lim-
Characteristics Unit od(s) and ref-
it DMX DMA DFA DMZ DFZ DMB DFB
erences
Max 5,500 6,000 6,000 11,00
Kinematic viscosity at 40 °C i) mm2/s a) ISO 3104
1,400
Min i) 2,000 3,000 2,000

kg/m³ Max ISO 3675 or

Density at 15 °C - 890,0 890,0 900,0
ISO 12185
Cetane index Min 45 40 40 35 ISO 4264
ISO 8754 or
Sulphur b, j) % m/m Max 0,50 0,50 0,50 0,50 ISO 14596,
ASTM D4294
43,0
Flash point °C Min k) 60,0 60,0 60,0 ISO 2719

Hydrogen sulfide mg/kg Max 2,00 2,00 2,00 2,00 IP 570

6-3
6. Fuel System Wärtsilä 31DF Product Guide

Table 6-2 Distillate fuel specifications (continued)

Category ISO-F Test meth-

Lim-
Characteristics Unit od(s) and ref-
it DMX DMA DFA DMZ DFZ DMB DFB
erences
mg
Acid number KOH/g Max 0,5 0,5 0,5 0,5 ASTM D664

Total sediment by hot filtration % m/m Max - - - 0,10 c) ISO 10307-1

Oxidation stability g/m³ Max 25 25 25 25 d) ISO 12205

% v/v Max ASTM D7963

Fatty acid methyl ester (FAME) e) - - 7,0 - 7,0 - 7,0
or IP 579
Carbon residue - Micro method % m/m Max 0,30 0,30 0,30 - ISO 10370
on 10% distillation residue

Carbon residue - Micro method % m/m Max - - - 0,30 ISO 10370

winter -16 Report Report -

Cloud point f) °C Max ISO 3015
summer -16 - - -

Cold filter plugging point winter - Report Report - IP 309 or IP

f) °C Max
summer - - - - 612

winter - -6 -6 0
Pour point f) °C Max ISO 3016
summer - 0 0 6

Appearance - Clear and bright g) c) -

ISO 3733 or
Water % v/v Max - - - 0,30 c) ASTM D6304-
C l)

Ash % m/m Max 0,010 0,010 0,010 0,010 ISO 6245

Lubricity, corr. wear scar diam. h) µm Max 520 520 520 520 d) ISO 12156-1

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Wärtsilä 31DF Product Guide 6. Fuel System

NOTE
a) 1 mm²/s = 1 cSt.
b) Notwithstanding the limits given, the purchaser shall define the maximum sulphur content
in accordance with relevant statutory limitations.
c) If the sample is not clear and bright, the total sediment by hot filtration and water tests shall
be required.
d) If the sample is not clear and bright, the Oxidation stability and Lubricity tests cannot be
undertaken and therefore, compliance with this limit cannot be shown.
e) See ISO 8217:2024(E) standard for details.
f) Pour point cannot guarantee operability for all ships in all climates. The purchaser should
confirm that the cold flow characteristics (pour point, cloud point, cold filter clogging point) are
suitable for ship’s design and intended voyage.
g) If the sample is dyed and not transparent, see ISO 8217:2024(E) standard for details related
to water analysis limits and test methods.
h) The requirement is applicable to fuels with sulphur content below 500 mg/kg (0,050 %
m/m).
Additional notes not included in the ISO 8217:2024(E) standard:
i) Low min. viscosity of 1,400 mm²/s can prevent the use ISO-F-DMX category fuels in Wärtsilä®
engines unless the fuel can be cooled down enough to meet the distillate fuel injection viscosity
limit of Wärtsilä 31DF which is 2,0 - 24 mm2/s.
j) There doesn’t exist any minimum sulphur content limit for Wärtsilä 31DF engines and also
the use of Ultra Low Sulphur Diesel (ULSD) is allowed provided that the fuel quality fulfils
other specified properties.
k) Low flash point (min. 43 °C) can prevent the use ISO-F-DMX category fuels in Wärtsilä®
engines in marine applications unless the ship’s fuel system is built according to special
requirements allowing the use or that the fuel supplier is able to guarantee that flash point of
the delivered fuel batch is above 60 °C being a requirement of SOLAS and classification
societies.
l) Alternative test method.

6.1.2.3 Operation on 0,10 % m/m residual sulphur fuels (ULSFO RM)

for SECA areas
Due to the tightened sulphur emission legislation being valid since 01.01.2015 in the specified
Sulphur Emission Control Areas (SECA) areas many new max. 0,10% m/m sulphur content
fuels have entered the market. Some of these fuels are not pure distillate fuels, but they contain
new refinery streams, like hydrocracker bottoms or are blends of distillate and residual fuels.
The new 0,10% m/m sulphur fuels are called as Ultra Low Sulphur Fuel Oils (ULSFO RM) or
sometimes also as “hybrid fuels”, since those can contain properties of both distillate and
residual fuels. In the existing ISO 8217:2024(E) standard the fuels are classed as RMA 10,
RMB 30 or RMD 80, etc., if not fulling the DM grade category requirements, though from their
properties point of view this is generally not an optimum approach. These fuels can be used
in back-up and diesel mode, but special attention shall be paid to optimum operating conditions.
The ULSFO RM category fuels are not allowed to be used as a pilot fuel, but only distillate fuel
qualities specified in chapter "Distillate fuel oil operation" are allowed. The table below shows
the RMA 10 – RMD 80 categories, to which the most of these fuels belong, though some may
also have higher viscosity.
See also Services Instruction WS02Q312.

6-5
6. Fuel System Wärtsilä 31DF Product Guide

Test method refer-

Characteristics Unit RMA 10 RMB 30 RMD 80
ence
Kinematic viscosity bef. injection pumps
c)
mm2/s a) 6,0 - 24 6,0 - 24 6,0 - 24 -

Kinematic viscosity at 50 °C, max. mm2/s a) 10,00 30,00 80,00 ISO 3104

kg/m3 ISO 3675 or ISO

Density at 15 °C, max. 920,0 960,0 975,0
12185
CCAI, max. e) - 850 860 860 ISO 8217, Annex F

% m/m ISO 8574 or ISO

Sulphur, max.b) 0,10 0,10 0,10
14596
Flash point, min. °C 60,0 60,0 60,0 ISO 2719

Hydrogen sulfide, max. mg/kg 2,00 2,00 2,00 IP 570

mg
Acid number, max. KOH/g 2,5 2,5 2,5 ASTM D664

Total sediment aged, max. % m/m 0,10 0,10 0,10 ISO 10307-2

Carbon residue, micro method, max. % m/m 2,50 10,00 14,00 ISO 10370

Asphaltenes, max. c) % m/m 1,5 6,0 8,0 ASTM D3279

Pour point (upper), max., winter quality

d) °C 0 0 30 ISO 3016

Pour point (upper), max., summer quality

d) °C 6 6 30 ISO 3016

ISO 3733 or
Water max. % v/v 0,30 0,50 0,50
ASTM D6304-C c)
ISO 3733 or
Water bef. engine, max. c) % v/v 0,30 0,30 0,30
ASTM D6304-C c)
ISO 6245 or
Ash, max. % m/m 0,040 0,070 0,070
LP1001 c, h)

mg/kg IP 501, IP 470 or

Vanadium, max. f) 50 150 150
ISO 14597

Sodium, max. f) mg/kg 50 100 100 IP 501 or IP 470

Sodium bef. engine, max. c, f) mg/kg 30 30 30 IP 501 or IP 470

mg/kg IP 501, IP 470 or

Aluminium + Silicon, max. 25 40 40
ISO 10478

mg/kg IP 501, IP 470 or

Aluminium + Silicon bef. engine, max.c) 15 15 15
ISO 10478

Used lubricating oil: g)

- Calcium, max. mg/kg 30 30 30 IP 501 or IP 470
- Zinc, max. mg/kg 15 15 15 IP 501 or IP 470
- Phosphorus, max. mg/kg 15 15 15 IP 501 or IP 500

6-6
Wärtsilä 31DF Product Guide 6. Fuel System

NOTICE
a) 1 mm²/s = 1 cSt.
b) The purchaser shall define the maximum sulphur content in accordance with relevant
statutory limitations.
c) Additional properties specified by the engine manufacturer, which are not included in the
ISO 8217:2024(E) standard.
d) Purchasers shall ensure that this pour point is suitable for the equipment on board / at the
plant, especially if the ship operates / plant is located in cold climates.
e) Straight run residues show CCAI values in the 770 to 840 range and are very good ignitors.
Cracked residues delivered as bunkers may range from 840 to – in exceptional cases – above
900. Most bunkers remain in the max. 850 to 870 range at the moment. CCAI value cannot
always be considered as an accurate tool to determine fuels’ ignition properties, especially
concerning fuels originating from modern and more complex refinery processes.
f) Sodium contributes to hot corrosion on exhaust valves when combined with high sulphur
and vanadium contents. Sodium also strongly contributes to fouling of the exhaust gas turbine
blading at high loads. The aggressiveness of the fuel depends on its proportions of sodium
and vanadium, but also on the total amount of ash. Hot corrosion and deposit formation are,
however, also influenced by other ash constituents. It is therefore difficult to set strict limits
based only on the sodium and vanadium content of the fuel. Also a fuel with lower sodium
and vanadium contents than specified above, can cause hot corrosion on engine components.
g) The fuel shall be free from used lubricating oil (ULO). A fuel shall be considered to contain
ULO when either one of the following conditions is met:
● Calcium > 30 mg/kg and zinc > 15 mg/kg OR
● Calcium > 30 mg/kg and phosphorus > 15 mg/kg
h) Ashing temperatures can vary when different test methods are used having an influence
on the test result.

6.1.2.4 Operation on 0,50 % m/m residual sulphur fuels (VLSFO RM)

In addition to the 0,10 % m/m sulphur ULSFOs also another new fuel category has entered the
marine market after the global fuel sulphur content limit of max. 0,50 % m/m became valid on
the 01.01.2020. These Very Low Sulphur Fuel Oils (VLSFO RM) have to be used outside of
SECA areas unless the engines are equipped with exhaust gas cleaning system (scrubber).
There doesn't exist own fuel categories for VLSFO RM products, but the existing RM categories
included in the ISO 8217:2024(E) standard are valid.
Properties of the VLSFO RM category products can vary significantly and only the max. 0,50
% m/m sulphur content is a common requirement for those. Some of the fuels are low viscosity
products like the ULSFO RM products described in chapter "Operation on 0,10 % m/m residual
sulphur fuels (ULSFO RM) for SECA areas" while some others are more viscous fuels which
shall anyway fulfil either the “HFO 1” or “HFO 2” quality requirements included in the chapter
“High sulphur residual operation”. These fuels can be used in the Wärtsilä DF engine types in
back-up and diesel mode, but special attention shall be paid to optimum operating conditions.
See also Services Instruction WS02Q312.

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6. Fuel System Wärtsilä 31DF Product Guide

6.1.2.5 High sulphur residual fuel operation:

The fuel specification “HFO 2” is based on the ISO 8217:2024(E) standard and covers the fuel
categories ISO-F-RMA 10 – RMK 700. Additionally, the engine manufacturer has specified the
fuel specification “HFO 1”. This tighter specification is an alternative and by using a fuel fulfilling
this specification, longer overhaul intervals of specific engine components are guaranteed (See
the Engine Manual of a specific engine type).
HFO is accepted only when operating the engines in back-up or diesel mode. Use of HFO as
a pilot fuel in gas mode is not possible. A LFO fuel fulfilling the distillate fuel specification
included in section Light fuel oil (LFO) operation has to be used.

Table 6-3 Heavy fuel oils

Limit Limit
Characteristics Unit Test method reference
HFO 1 HFO 2
Kinematic viscosity before main injection
mm2/s b) 20 ± 4 20 ± 4 -
pumps d)
Kinematic viscosity at 50 °C, max. mm2/s b) 700,0 700,0 ISO 3104

Density at 15 °C, max. 991,0 / 991,0 /

kg/m3 ISO 3675 or ISO 12185
1010,0 a) 1010,0 a)
CCAI, max. f) - 850 870 ISO 8217, Annex F
Sulphur, max. c, g) Statutory
% m/m requirements or ISO 8754 or
max. 3,50 % m/m c) ISO 14596

Flash point, min. °C 60,0 60,0 ISO 2719

Hydrogen sulfide, max. mg/kg 2,00 2,00 IP 570

Acid number, max. mg KOH/g 2,5 2,5 ASTM D664

Total sediment aged, max. % m/m 0,10 0,10 ISO 10307-2

Carbon residue, micro method, max. % m/m 15,00 20,00 ISO 10370

Asphaltenes, max. d) % m/m 8,0 14,0 ASTM D3279

Pour point (upper), max. e) °C 30 30 ISO 3016

Water, max. ISO 3733 or ASTM
% V/V 0,50 0,50
D6304-C d)
Water before engine, max. d) ISO 3733 or ASTM
% V/V 0,30 0,30
D6304-C d)
Ash, max. % m/m 0,050 0,150 ISO 6245 or LP1001 d, i)

Vanadium, max. g) mg/kg IP 501, IP 470 or ISO

100 450
14597
Sodium, max. g) mg/kg 50 100 IP 501 or IP 470

Sodium before engine, max. d, g) mg/kg 30 30 IP 501 or IP 470

Aluminium + Silicon, max. mg/kg IP 501, IP 470 or ISO

30 60
10478
Aluminium + Silicon before engine, max. IP 501, IP 470 or ISO
d)
mg/kg 15 15
10478

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Wärtsilä 31DF Product Guide 6. Fuel System

Table 6-3 Heavy fuel oils (continued)

Limit Limit
Characteristics Unit Test method reference
HFO 1 HFO 2
Used lubricating oil: h) mg/kg 30 30 IP 501 or IP 470
- Calcium, max. h)
mg/kg 15 15 IP 501 or IP 470
- Zinc, max. h)
mg/kg 15 15 IP 501 or IP 500
- Phosphorus, max. h)

NOTICE
a) Max. 1010 kg/m³ at 15 °C, provided the fuel treatment system can reduce water and solids
(sediment, sodium, aluminium, silicon) before engine to the specified levels.
b) 1 mm²/s = 1 cSt.
c) The purchaser shall define the maximum sulphur content in accordance with relevant
statutory limitations. The global sulphur content in marine applications is max. 0,50 % m/m
unless an exhaust gas scrubber is used.
d) Additional properties specified by the engine manufacturer, which are not included in the
ISO 8217:2024(E) standard. Injection viscosity of high sulphur fuels belonging to RMA 10 –
RMD 80 categories can be lower than specified in the table above, i.e. 6 – 16 cSt.
e) Purchasers shall ensure that this pour point is suitable for the equipment on board / at the
plant, especially if the ship operates / plant is located in cold climates.
f) Straight run residues show CCAI values in the 770 to 840 range and are very good ignitors.
Cracked residues delivered as bunkers may range from 840 to – in exceptional cases – above
900. Most bunkers remain in the max. 850 to 870 range at the moment. CCAI value cannot
always be considered as an accurate tool to determine fuels’ ignition properties, especially
concerning fuels originating from modern and more complex refinery processes.
g) Sodium contributes to hot corrosion on exhaust valves when combined with high sulphur
and vanadium contents. Sodium also strongly contributes to fouling of the exhaust gas turbine
blading at high loads. The aggressiveness of the fuel depends on the proportions of sodium
and vanadium, but also on the total amount of ash. Hot corrosion and deposit formation are,
however, also influenced by other ash constituents. It is therefore difficult to set strict limits
based only on the sodium and vanadium content of the fuel. Also a fuel with lower sodium
and vanadium contents than specified above, can cause hot corrosion on engine components.
h) The fuel shall be free from used lubricating oil (ULO). A fuel shall be considered to contain
ULO when either one of the following conditions is met:
● Calcium > 30 mg/kg and zinc > 15 mg/kg OR
● Calcium > 30 mg/kg and phosphorus > 15 mg/kg
i) The ashing temperatures can vary when different test methods are used having an influence
on the test result.

6.1.3 Biofuel oils

Liquid biofuel characteristics and specifications
The Wärtsilä engines are designed and developed for continuous operation on liquid biofuel
(LBF) qualities with the properties included in the Tables FAME B100, FAME Distillate fuel
blends, FAME Residual fuel blends and Paraffinic diesel fuels from synthesis and
hydrotreatment.

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6. Fuel System Wärtsilä 31DF Product Guide

NOTICE
Liquid biofuels included in the Tables FAME B100, have typically lower heating value (LHV)
than fossil fuels, while the capacity of fuel injection system influencing on guaranteed engine
output must be checked case by case. Concerning the use of biodiesel blends as outlined in
tables for FAME Distillate fuel blends, FAME Residual fuel blends, the influence of LHV on
engine output depends on the blending ratio. It is also important to check for any potential
restrictions in engine output.

NOTICE
Liquid biofuels included in the Table Paraffinic diesel fuels from synthesis and hydrotreatment
have a low density, while the capacity of fuel injection system influencing on guaranteed
engine output must be checked case by case. The flash point limit, based on specifications,
can be lower than the 60 °C required for marine applications by SOLAS and Classification
societies. Therefore, fuel suppliers must guarantee that the flash point of delivered fuel batches
complies with the authority requirements.

NOTICE
When a liquid biofuel is used as a pilot fuel in DF engine types, only products that meet the
specifications listed in the table FAME B100, FAME Distillate fuel blends, and table Paraffinic
diesel fuels from synthesis and hydrotreatment are permitted to use.

NOTICE
The use of liquid bio fuels qualities included in the table FAME B100, needs to be validated
by contacting Wärtsilä. Furthermore, if the FAME content in the blends specified in Tables
FAME Distillate fuel blends and FAME Residual fuel blends exceeds 20% v/v, please contact
Wärtsilä.

NOTICE
Since the fuel injection system is not yet validated for LBF qualities included in Table FAME
B100, FAME Distillate fuel blends, FAME Residual fuel blends , Wärtsilä must cover potential
warranty costs for fuel injection equipment (FIE) arising from fuel quality issues. Therefore,
a field follow-up and validation are required.

The acceptable storage period for liquid biofuels, excluding those categorized under Paraffinic
diesel fuels from synthesis and hydrotreatment, can be significantly shorter than storage period
specified for fossil fuels. Some biodiesel manufacturers recommend a maximum storage period
of only one to three months. If the acceptable storage period is exceeded, the fuel's acidity
increases, leading to a faster oxidation rate and, consequently, a higher risk of corrosion.

Blending of different fuel qualities:

Liquid biofuel qualities presented in the table FAME B100, and table Paraffinic diesel fuels
from synthesis and hydrotreatment can be mixed with fossil distillate fuel and residual fuel with
various ratios. Fossil fuel being used as a blending component has to fulfil Wärtsilä’s distillate
and residual fuel specification based on the ISO 8217:2024 (E) standard. Depending on the
bio component type its quality has to meet either the EN 14214:2012 standard included in the
table FAME B100, or the EN 15940:2023 standard included in the table Paraffinic diesel fuels
from synthesis and hydrotreatment.

Required fuel temperatures:

For fuel qualities included in the table FAME B100, FAME Distillate fuel blends, and Paraffinic
diesel fuels from synthesis and hydrotreatment, fuel temperature before fuel injection pumps
is limited to max. 45 °C. If residual fuel is used as a blending component together with HVO or

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Wärtsilä 31DF Product Guide 6. Fuel System

biodiesel, fuel injection viscosity and injection temperature requirements being valid for residual
fuels have to be followed.

NOTICE
W31DF with NextDF is not released for operation on FAME blends with fossil residual fuels.

6.1.3.1 Fatty acid methyl ester (FAME) / Biodiesel B100 and its blends
with fossil fuels
Renewable refined liquid biofuels which are manufactured by using transesterification processes,
can contain both vegetable and / or animal based feedstock and do normally show out very
good physical and chemical properties. This fuels type is commonly known as FAME or Biodiesel
and also with the abbreviation B100. The requirements for B100 are included in the table below.
International standards EN 14214:2012 (E) or ASTM D 6751-20 are used for specifying biodiesel
quality. Further, the ISO 8217:2024 (E) standard includes specification for distillate and residual
fuel blends containing FAME. The requirements for such blends are included in the Table FAME
Distillate fuel blends, FAME Residual fuel blends.

Table 6-4 Fatty acid methyl ester (FAME) / Biodiesel B100 specification based on the
EN 14214:2012(E) standard

Property Unit Limit Test method reference

mm2/s @ 40
Viscosity, min. - max. 3.5 - 5.0 EN ISO 3104
°C

Injection viscosity, min. mm2/s 2.0 1) EN ISO 3104

kg/m3 @ 15
Density, min. - max. 860 - 900 EN ISO 3675 / 12185
°C
Cetane number, min. - 51.0 EN ISO 5165

Sulphur content, max. mg/kg 10.0 2) EN ISO 20846 / 20884 / 13032

Sulphated ash content, max. % m/m 0.02 ISO 3987

Total contamination, max. mg/kg 24 EN 12662

Water content, max. mg/kg 500 EN ISO 12937

Phosphorus content, max. mg/kg 4.0 EN 14107

Group I metals (Na + K) content, max. mg/kg 5.0 EN 14108 / EN 14109 / 14538

Group II metals (Ca + Mg) content, max. mg/kg 5.0 EN 14538

Flash point, min. °C 101 EN ISO 2719A / 3679

Cold filter plugging point, max. (climate

°C -20 → +5 2,3) EN 116
dependent requirement)
Oxidation stability @ 110 °C, min. h 8.0 EN 14112
Copper strip corrosion (3 hrs @ 50 °C),
Rating Class 1 EN ISO 2160
max.

Acid value, max. mg KOH/g 0.50 EN 14104

Iodine value, max. g iodine/100 g 120 EN 14111 / 16300

FAME content, min. % m/m 96.5 EN 14103

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6. Fuel System Wärtsilä 31DF Product Guide

Table 6-4 Fatty acid methyl ester (FAME) / Biodiesel B100 specification based on the
EN 14214:2012(E) standard (continued)

Property Unit Limit Test method reference

Linolenic acid methyl ester, max. % m/m 12.0 EN 14103

Polyunsaturated ( ≥ 4 double bonds) % m/m 1.00 EN 15779

methyl esters, max.

Methanol content, max. % m/m 0.20 EN 14110

Monoglyceride content, max. % m/m 0.70 EN 14105

Diglyceride content, max. % m/m 0.20 EN 14105

Triglyceride content, max. % m/m 0.20 EN 14105

Free glycerol, max. % m/m 0.02 EN 14105 / EN 14106

Total glycerol, max. % m/m 0.25 EN 14105

Lower heating value 4) MJ/kg Report 5) ASTM D240

NOTICE
1) Min. limit at engine inlet in running conditions (mm²/s = cSt).
2) The ISO 8217:2024 (E) states additionally that FAME (B100) shall meet the EN 14214
standard requirements except the limit values specified for sulphur content, cloud point and
cold filter plugging point.
3) Cold flow properties of renewable biodiesel are varying in different geographical region.
The buyer should confirm that the cold flow characteristics are suitable for ship’s design and
intended voyage or for power plant’s geographical location. For arctic climates even lower
CFPP values down to -44 °C are specified.
4) When analysing the energy content (Higher and Lower Heating Value) of Biodiesel the
calculation method included in the ISO 8217:2024 (E) standard can’t be used, but the analysis
has to be made by following the ASTM D240 standard.
5) A limit value doesn’t exist, but the test result has to be reported.

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Wärtsilä 31DF Product Guide 6. Fuel System

6.1.3.2 Distillate fuel blends containing FAME

Doc. Name: Fuel characteristics - LBF

Characteristics Unit Limit Category ISO-F Test method(s) and
references
DMX DMA DFA DMZ DFZ DMB DFB

8217:2024(E) standard
Table 1.2.2. Specification for distillate fuel blends containing FAME and based on the ISO
Max 5,500 6,000 6,000 11,00
Kinematic viscosity at 40 °C 14) mm²/s 1) ISO 3104
Min 1,400 13) 2,000 3,000 2,000
Density at 15 °C kg/m³ Max - 890,0 890,0 900,0 ISO 3675 or ISO 12185
Cetane index Min 45,0 40,0 - 40,0 - 35,0 - ISO 4264
Cetane number Min. - - 40,0 - 40,0 - 35.0 ISO 5165, EN 15195, EN
16715 or EN 17155
Sulphur 2, 15) % m/m Max Statutory requirements or 1,00 Stat. req. or ISO 8754, ISO 14596,
1,50 ASTM D4294
Flash point °C Min 43,0 16) 60,0 60,0 60,0 ISO 2719
Hydrogen sulfide mg/kg Max 2,00 2,00 2,00 2,00 IP 570
Acid number mg KOH/g Max 0,5 0,5 0,5 0,5 ASTM D664
Existent total sediment content % m/m Max - - - 0,10 3) ISO 10307-1
g/m³ Max 25 25 - 25 - 25 4) - ISO 12205

Doc. ID: DMTA00067349

Oxidation stability
h Min - - 8,0 - 8,0 - 8,0 4) EN 15751
Fatty acid methyl ester (FAME) % v/v Max 5) 5) Rep. 6,11) 5) Rep. 6,11) 5) Rep.6,11) ASTM D7963 or EN 14078
Lower heating value 12) MJ/kg - - - 6,16) ort
Rep.11) - Rep 11) - Rep.11) ASTM D240
Carbon residue – Micro method % m/m Max 0,30 0,30 0,30 - ISO 10370
on 10% distillation residue
Carbon residue – Micro method % m/m Max - - - 0,30 ISO 10370
Max -16 Report 11) Report 11) 8) Rep 8,11)
Cloud point 7) °C ISO 3015
Cold filter plugging point 7) - Report 11) Report 11) 8) Rep.8,11)
°C Max EN 116 or EN 16329
Pour point 7) winter - -6 -6 0

Revision: b
°C Max ISO 3016
summer - 0 0 6
Appearance - Clear and bright 9) 3) -
Water % v/v Max - - - 0,30 3) ISO 3733, ASTM D6304-C 17)
Ash % m/m Max 0,010 0,010 0,010 0,010 ISO 6245

7 (11)
Lubricity, corr. wear scar diam. 10) m Max 520 520 520 520 4) ISO 12156-1

Fig 6-1 Specification for distillate fuel blends containing FAME and based on the
ISO 8217:2024 (E) standard

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6. Fuel System Wärtsilä 31DF Product Guide

NOTICE
1) 1 mm²/s = 1 cSt.
2) The buyer is expected to define the maximum sulphur content according to relevant statutory
limitations.
3) If the sample is not clear and bright, the existent total sediment and water tests shall be
required.
4) If the sample is not clear and bright, the Oxidation stability and Lubricity tests cannot be
undertaken and therefore, compliance with this limit cannot be shown.
5) Deminimis level amount of FAME means an amount not exceeding approximately 0,5 %
v/v.
6) The seller shall report the FAME content according to the test method given or as a blend
ratio (stating whether it is a mass or volume ratio).
7) Pour point cannot guarantee operability for all ships in all climates. The buyer should confirm
that the cold flow characteristics (pour point, cloud point, cold filter plugging point) are suitable
for ship’s design and intended voyage or for power plant’s geographical location.
8) For some products, it is possible that this test does not work due to appearance, therefore
other means to evaluate usability of the product should be considered.
9) If the sample is dyed and not transparent, see the ISO 8217:2024 (E) standard, clause
6.11 for details related to water analysis limits and test methods.
10) The requirement is applicable to fuels with a sulphur content below 500 mg/kg (0,050 %
m/m).
11) A limit value doesn’t exist, but the test result has to be reported.
12) When analysing the energy content (Higher and Lower Heating Value) of Biodiesel the
calculation method included in the ISO 8217:2024 (E) standard can’t be used, but the analysis
has to be made by following the ASTM D240 standard.
Additional notes not included in the ISO 8217:2024 (E) standard:
13) Low min. viscosity of 1,400 mm²/s limit specified for the ISO-F-DMX category fuels can
prevent the use of in Wärtsilä® 4-stroke engines unless a fuel can be cooled down enough
to meet the specified min. injection viscosity limit.
14) Min. kinematic viscosity limit at engine inlet in running conditions. If a liquid biofuel with
lower injection viscosity than 2,8 mm²/s is desired to be used in the engines equipped with
jerk pumps, Wärtsilä has to be contacted for further evaluation.
15) There doesn’t exist any minimum sulphur content limit for Wärtsilä® 4-stroke diesel engines
and also the use of Ultra Low Sulphur Diesel (ULSD) as a blending component is allowed
provided that the fuel quality fulfils other specified properties.
16) Low flash point of min. 43 °C can prevent the use of ISO-F-DMX category fuels as a
blending component in Wärtsilä® engines in marine applications unless the ship’s fuel system
is built according to special requirements allowing the use or that the fuel supplier is able to
guarantee that flash point of the delivered fuel batch is above 60 °C being a requirement of
SOLAS and classification societies.
17) Alternative test method

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Wärtsilä 31DF Product Guide 6. Fuel System

6.1.3.3 Residual fuel blends containing FAME

Doc. Name: Fuel characteristics - LBF

Characteristics Unit Limit Category ISO-F Test method(s) and
references
RF 20 RF 80 RF 180 RF 380 RF 500

8217:2024(E) standard
Table 1.2.3. Specification for residual fuel blends containing FAME and based on the ISO
Max 20,00 80,00 180,0 380,0 500,0
Kinematic viscosity at 50 °C mm²/s 1) ISO 3104
Min 2,000 20,00 80,00 120,0 380,0
Density at 15 °C kg/m³ Max 955,0 991,0 1010,0 ISO 3675 or ISO 12185
CCAI Max 860 870 ISO 8217
Sulphur 2) % m/m Max Statutory requirements or 3,50 ISO 8754, ISO 14596,
ASTM D4294
Flash point °C Min 60,0 ISO 2719
Hydrogen sulfide mg/kg Max 2,00 IP 570
Acid number mg KOH/g Max 2,5 ASTM D664
Potential total sediment content % m/m Max 0,10 3) ISO 10307-2 Proc. A
Accelerated total sediment content % m/m Max Report 4,7,9) ISO 10307-2 Proc. B
Existent total sediment content % m/m Max Report 4,7,9) ISO10307-1
Fatty acid methyl ester (FAME) % v/v Max Report 5,7) ASTM D7963

Doc. ID: DMTA00067349

Lower heating value 8) MJ/kg Report 7) ASTM D240
Carbon residue – Micro method % m/m Max 10,00 15,00 18,00 20,00 ISO 10370
Pour point 6) Max 6 30 ISO 3016
°C
Water % v/v Max 0,30 0,50 ISO 3733, ASTM D6304-C 10)
Ash % m/m Max 0,070 0,100 0,150 ISO 6245
Vanadium mg/kg Max 150 350 450 IP 501, IP 470 or ISO 14597
Sodium mg/kg Max 50 100 IP 501, IP 470
Aluminium plus silicon mg/kg Max 40 60 IP 501, IP 470 or ISO 10478

Revision: b
Unrefined used lubricating oil Max
- Calcium and zinc Calcium > 30 and zinc > 15 or
mg/kg IP 501, IP 470 or IP 500
- Calcium and Phosphorus Calcium > 30 and phosphorus > 15 11)

9 (11)
Fig 6-2 Specification for residual fuel blends containing FAME and based on the
ISO 8217:2024 (E) standard

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6. Fuel System Wärtsilä 31DF Product Guide

NOTICE
1) 1 mm²/s = 1 cSt.
2) The buyer is expected to define the maximum sulphur content according to relevant statutory
limitations.
3) This limit applies to 10 g of test specimens only.
4) The value shall be reported in accordance with the test method given.
5) The seller shall report the FAME content according to the test method given or as a blend
ratio (stating whether it is a mass or volume ratio).
6) The buyer should confirm that the pour point is suitable for the intended area of operation.
7) A limit value doesn’t exist, but the test result has to be reported.
8) When analysing the energy content (Higher and Lower Heating Value) of Biodiesel blend
the calculation method included in the ISO 8217:2024 (E) standard can’t be used, but the
analysis has to be made by following the ASTM D240 standard.
Additional notes not included in the ISO 8217:2024 (E) standard:
9) Though not specified in the ISO 8217:2024 (E) standard, max. 0,10 % m/m sediment
content should neither be exceeded if the ISO 10307-2 Proc. B or ISO 10307-1 test methods
are used.
10) Alternative test method.
11) Though not specified in the ISO 8217:2024 (E) standard, it is also important to pay attention
to Ca, P and Zn contents individually so that the max. limit values stated in the table are not
exceeded.

6.1.3.4 Paraffinic diesel fuels from synthesis (GTL, e-diesel) and

hydrotreatment (HVO)
Paraffinic renewable distillate fuels like Gas to liquids (GTL) and e-diesel originating from
synthesis or Hydrotreated Vegetable Oil (HVO) from hydrotreatment process are high quality
distillate fuels and their composition and physical & chemical properties do differ from
transesterified biodiesel. The quality of paraffinic renewable diesel shall meet the EN 15940:2023
standard requirements included in the Table below. For arctic or severe winter climates additional
or more stringent requirements are set concerning cold filter plugging point, cloud point, viscosity
and distillation properties.

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Wärtsilä 31DF Product Guide 6. Fuel System

Fig 6-3 Requirements for paraffinic diesel from synthesis or hydrotreatment based
on the EN 15940:2023 standard

NOTICE
1) Min. viscosity limit at engine inlet in running conditions. If a liquid biofuel with lower injection
viscosity than 2,8 mm²/s is desired to be used, Wärtsilä has to be contacted for further
evaluation.
2) Due to low density the guaranteed engine output of pure hydrotreated fuel / GTL / e-diesel
has to be confirmed case by case.
3) The use in marine applications is allowed provided that a fuel supplier can guarantee min.
flash point of 60 °C.
4) Cold flow properties of renewable diesel are varying in different geographical regions and.
The buyer should confirm that the cold flow characteristics are suitable for ship’s design and
intended voyage. For arctic climates even lower CFPP values down to -44 °C are specified.
If fuel quality specified for arctic conditions is used, minimum engine type specific injection
viscosity requirements are still valid.
Remark 1: When analysing the energy content (Higher and Lower Heating Value) of paraffinic
diesel the calculation method included in the ISO 8217:2024 (E) standard can’t be used, but
the analysis has to be made by following the ASTM D240 standard.

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6. Fuel System Wärtsilä 31DF Product Guide

6.2 Operating principles

Wärtsilä 31DF engines are usually installed for dual fuel operation meaning the engine can be
run either in gas or diesel operating mode. The operating mode can be changed while the
engine is running, within certain limits, without interruption of power generation. If the gas supply
would fail, the engine will automatically transfer to diesel mode operation (LFO).

6.2.1 Gas mode operation

In gas operating mode the main fuel is gas which is fed to the engine at a low pressure. The
gas is ignited by injecting a small amount of liquid pilot fuel (LFO). Gas and pilot fuel injection
are solenoid operated and electronically controlled common rail systems.

6.2.2 Diesel mode operation

In diesel operating mode the engine operates only on liquid fuel oil. MDF or HFO is used as
fuel with a common rail system / Electronic fuel injection rate optimized nozzle system. Pilot
fuel injection is active in order to avoid clogging of pilot nozzle.

6.3 Fuel gas system

6.3.1 External fuel gas system
6.3.1.1 Fuel gas system, with open type Gas Valve Unit (GVU)

POS. PART SUPPLIER

W20DF W25DF W31DF W34DF W46DF W46TS-DF

POS. PIPE CONNECTIONS
SIZE SIZE SIZE SIZE SIZE SIZE

Fig 6-4 Example of fuel gas operation with open type GVU (DAAF022750J)

POS. PIPE CONNECTIONS W31DF SIZE

108 GAS INLET DN80/ 125

708 GAS SYSTEM VENT OD60.3

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Wärtsilä 31DF Product Guide 6. Fuel System

(continued)
726 AIR INERT TO DOUBLE-WALL GAS SYSTEM OD88.9

6.3.1.2 Fuel gas system, with enclosed GVU

POS. PART SUPPLIER

W20DF W25DF W31DF W34DF W46DF W46TS-DF

POS. PIPE CONNECTIONS
SIZE SIZE SIZE SIZE SIZE SIZE

Fig 6-5 Example of fuel gas system with enclosed GVU (DAAF077105F)

POS. PIPE CONNECTIONS W31DF SIZE

108 GAS INLET DN80/ 125

708 GAS SYSTEM VENT OD60.3

726 AIR INLET TO DOUBLE-WALL GAS SYSTEM OD88.9

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6. Fuel System Wärtsilä 31DF Product Guide

The fuel gas can typically be contained as CNG, LNG at atmospheric pressure, or pressurized
LNG. The design of the external fuel gas feed system may vary, but every system should
provide natural gas with the correct temperature and pressure to each engine.

6.3.1.3 Double-wall gas piping and the ventilation of the piping

The annular space in double-wall piping is ventilated artificially by underpressure created by
ventilation fans. The first ventilation air inlet to the annular space is located at the engine
connection 726. The ventilation air is recommended to be taken from a location outside the
engine room, through dedicated piping. The second ventilation air inlet is located at the outside
of the tank connection space at the end of the double-wall piping. To balance the air intake of
the two air intakes a flow restrictor is required at the air inlet close to the tank connection space.
The ventilation air is taken from both inlets and lead through the annular space of the double-wall
pipe to the GVU room or to the enclosure of the gas valve unit. From the enclosure of the gas
valve unit a dedicated ventilation pipe is connected to the ventilation fans and from the fans
the pipe continues to the safe area. The 1,5 meter hazardous area will be formed at the
ventilation air inlet and outlet and is to be taken in consideration when the ventilation piping is
designed. According to classification societies minimum ventilation capacity has to be at least
30 air changes per hour. With enclosed GVU this 30 air changes per hour normally correspond
to -2 kPa (-20 mbar) inside the GVU enclosure according to experience from existing
installations. However, in some cases required pressure in the ventilation might be slightly
higher than -2 kPa (-20 mbar) and can be accepted based on case analysis and measurements.

Fig 6-6 Example arrangement drawing of ventilation in double wall piping system
with enclosed GVUs (DAAF500224)

6.3.1.4 Gas valve unit (10N05)

Before the gas is supplied to the engine it passes through a GVU. The GVU include a gas
pressure control valve and a series of block and bleed valves to ensure reliable and safe
operation on gas.

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Wärtsilä 31DF Product Guide 6. Fuel System

The unit includes a manual shut-off valve, inerting connection, filter, fuel gas pressure control
valve, shut-off valves, ventilating valves, pressure transmitters/gauges, a gas temperature
transmitter and control cabinets.
The filter is a full flow unit preventing impurities from entering the engine fuel gas system. The
fineness of the filter is 5 μm absolute mesh. The pressure drop over the filter is monitored and
an alarm is activated when pressure drop is above permitted value due to dirty filter.
The fuel gas pressure control valve adjusts the gas feed pressure to the engine according to
engine load. The pressure control valve is controlled by the engine control system. The system
is designed to get the correct fuel gas pressure to the engine common rail pipe at all times.
Readings from sensors on the GVU as well as opening and closing of valves on the gas valve
unit are electronically or electro-pneumatically controlled by the GVU control system. All readings
from sensors and valve statuses can be read from Local Display Unit (LDU). The LDU is
mounted below control cabinet of the GVU of enclosed design type. With GVU open design
LDU is delivered as loose supply.
The two shut-off valves together with gas ventilating valve (between the shut-off valves) form
a double-block-and-bleed function. The block valves in the double-block-and-bleed function
effectively close off gas supply to the engine on request. The solenoid operated venting valve
in the double-block-and-bleed function will relief the pressure trapped between the block valves
after closing of the block valves. The block valves V03 and V05 and inert gas valve V07 are
operated as fail-to-close, i.e. they will close on current failure. Venting valves V02 and V04 are
fail-to-open, they will open on current failure. There is a connection for inerting the fuel gas
pipe with nitrogen, see figure "Gas valve unit P&I diagram". The inerting of the fuel gas pipe
before double block and bleed valves in the GVU is done from gas storage system. Gas is
blown downstream the fuel gas pipe and out via vent valve V02 on the GVU when inerting from
gas storage system.
During a stop sequence of DF-engine gas operation (i.e. upon gas trip, pilot trip, stop, emergency
stop or shutdown in gas operating mode, or transfer to diesel operating mode) the GVU performs
a gas shut-off and ventilation sequence. Both block valves (V03 and V05) on the gas valve unit
are closed and ventilation valve V04 between block valves is opened. Additionally on emergency
stop ventilation valve V02 will open and on certain alarm situations both V07 and V14 will be
opened during the process of inerting the gas pipe between GVU and the engine using nitrogen.
The gas valve unit will perform a leak test procedure before engine starts operating on gas.
This is a safety precaution to ensure the tightness of valves and the proper function of
components.
One GVU is required for each engine. The GVU has to be located close to the engine to ensure
engine response to transient conditions. The maximum length of fuel gas pipe between the
GVU and the engine gas inlet is 30 m.
Inert gas and compressed air are to be dry and clean. Inert gas pressure max 1 MPa(g) (10
bar(g)). The requirements for compressed air quality are presented in Chapter Compressed
air system.

Maximum inert gas pressure mentioned above is for guidance only. For contracted
projects, please refer to Installation Planning Instructions (IPI).

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6. Fuel System Wärtsilä 31DF Product Guide

Fig 6-7 Main dimensions of the open GVU (DAAW010186B)

Fig 6-8 Gas valve unit P&I diagram, open type (DAAF085795A)

System components:

B01 Gas filter P05 Pressure transmitter V04 Vent valve

B02 Air filter with water drain P06 Pressure transmitter V05 Second block valve

B03 Inert gas filter Q01 Mass flow meter V06 Gas control valve

P01 Pressure transmitter T01 Temperature transmitter V07 Inerting valve

P02 Local pressure indicator V01 Manual shut off valve V08 Shut off valve

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Wärtsilä 31DF Product Guide 6. Fuel System

(continued)

System components:

P03 Pressure transmitter V02 Vent valve V09 Shut off valve

P04 Pressure transmitter V03 First block valve V10 Pressure regulator

Pipe connections

A1 Gas inlet

B1 Gas to engine

B1' Optional gas to engine

B2 Inert gas

D1 Gas venting

X1 Control air

Pipe DN50 DN80 DN100

size GVU GVU GVU

P1 DN50 DN80 DN100

P2 DN40 DN80 DN100

P3 N/A DN50 DN80

P4 DN40 DN50 DN80

P5 DN65 DN80 DN100

P6 OD18 OD28 OD42

P7 OD22 OD28 OD28

P8 10mm 10mm 10mm

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6. Fuel System Wärtsilä 31DF Product Guide

Fig 6-9 Main dimensions of the enclosed GVU (DAAF060741A)

6.3.1.5 Master fuel gas valve

IMO IGC code and IGF code requires a master gas fuel valve to be installed in the fuel gas
feed system. At least one master gas fuel valve is required, but it is recommended to apply
one valve for each engine compartment using fuel gas to enable independent operation.
It is always recommended to have one main shut-off valve directly outside the engine room
and valve room in any kind of installation.

6.3.1.6 Fuel gas venting

In certain situations during normal operation of a DF-engine, as well as due to possible faults,
there is a need to safely ventilate the fuel gas piping. During a stop sequence of a DF-engine
gas operation the GVU and DF-engine gas venting valves performs a ventilation sequence to
relieve pressure from gas piping. Additionally in emergency stop V02 will relief pressure from
gas piping upstream from the GVU.
This small amount of gas can be ventilated outside into the atmosphere, to a place where there
are no sources of ignition.
Alternatively to ventilating outside into the atmosphere, other means of disposal (e.g. a suitable
furnace) can also be considered. However, this kind of arrangement has to be accepted by
classification society on a case by case basis.

NOTICE
All breathing and ventilation pipes that may contain fuel gas must always be built sloping
upwards, so that there is no possibility of fuel gas accumulating inside the piping.

In case the DF-engine is stopped in gas operating mode, the ventilation valves will open
automatically and quickly reduce the gas pipe pressure to atmospheric pressure.
The pressure drop in the venting lines are to be kept at a minimum.

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Wärtsilä 31DF Product Guide 6. Fuel System

To prevent gas ventilation to another engine during maintenance vent lines from gas supply
or GVU of different engines cannot be interconnected. However, vent lines from the same
engine can be interconnected to a common header, which shall be lead to the atmosphere.
Connecting the engine or GVU venting lines to the LNGPac venting mast is not allowed, due
to risk for backflow of gas into the engine room when LNGPac gas is vented!

6.3.1.7 Purging by inert gas

Crankcase purging by inert gas
When crankcase covers are still on engine, crankcase is an enclosed space with limited
ventilation. Crankcase is not designed for entering and access in to is very limited. Crankcase
may still contain unhealthy atmosphere to be breathe, especially right after the engine shutdown
or nitrogen purging.
To flush the possible flammable gases out from crankcase, a suitable connection for manual
nitrogen purging is built in to the engine. Purging of the crankcase with inert gas is recommended
before maintenance interventions. Purging is not anyhow required, if engine has been running
in Diesel mode at least 15 minutes before shutting down the engine.
Handheld gas detector(s) are recommended to be used, for measuring the gas concentration
in the crankcase after the purging and before opening the crankcase covers. Measurement
can be done by example opening the oil filling plug, which is located in one of the crankcases
covers. If no gas is detected, it can be considered safe to open all crankcase covers. This
procedure can be done only for the engine which has been shut down.
After the crankcase has been purged with inert gas and covers are opened, they must be kept
open long enough to ensure breathable atmosphere before entering the crankcase. Nitrogen
or other gases which are harmful to breathe must be vented out from the crankcase before
entering in to it. Necessary air flow / ventilation for the crankcase needs to be arranged during
the maintenance activities.
Nitrogen requirements
Wärtsilä recommends nitrogen with the following properties as a medium for purging.

Table 6-5 Nitrogen properties as a medium for purging

Property Value Unit

Content of mixture out of N2 ≥ 95.0 %

Oxygen content ≤ 1.0 %

Dew point (atmospheric pressure) ≤ 40 °C

Pressure before purging valve, max 500/ 5 kPa/ Bar (g)

Flow rate, max 100 l/min/cylinder

Crankcase size is 0.9 m3/crank

NOTE
Exceeding a purging pressure of 500 kPa (5 bar) (g) can raise the crankcase pressure beyond
the capacity of the crankshaft V-ring sealing oil lock. If the crankcase pressure exceeds by
0.5 kPa (5 mbar), it can empty the oil lock (approximately 50 mm water column), increasing
the risk of leaks from the crankshaft V-ring seal. If the oil lock is emptied, it is recommended
to refill it manually.

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6. Fuel System Wärtsilä 31DF Product Guide

6.3.1.8 Gas feed pressure

The required fuel gas feed pressure depends on the expected minimum lower heating value
(LHV) of the fuel gas, as well as the pressure losses in the feed system to the engine. The LHV
of the fuel gas has to be above 28 MJ/m3 at 0°C and 101.3 kPa.
● The pressure losses in the gas feed system to engine has to be added to get the required
gas pressure.
● A pressure drop of 120 kPa over the GVU is a typical value that can be used as guidance.
● The required gas pressure to the engine depends on the engine load. This is regulated by
the GVU.
● Real-time product information including all technical data can be found by using Engine
Configurator available through Wärtsilä's website. Please check online for the most up to
date technical data.

6.4 External fuel oil system

The design of the external fuel system may vary from installation to installation but every system
shall be designed to provide the engine with fuel oil of correct flow, pressure, viscosity and
degree of purity. Temperature control is required to maintain stable and correct viscosity of the
fuel before the injection pumps (please refer to Engine Configurator available through Wärtsilä
website for details). Sufficient circulation through every engine connected to the same circuit
must be ensured in all operating conditions.
The fuel treatment system should comprise at least one settling tank and two separators.
Correct dimensioning of HFO separators is of greatest importance, and therefore the
recommendations of the separator manufacturer must be closely followed. Poorly centrifuged
fuel is harmful to the engine and a high content of water may also damage the fuel feed system.
The external fuel system must not contaminate the engine's fuel with zinc. For example,
galvanized surfaces or surfaces painted with paints containing zinc must not be in contact with
engine fuel. Zinc in the fuel system could lead to e.g. clogged injectors and operational problems.
The fuel pipes between the feed unit and the engine must be properly clamped to rigid structures.
The distance between the fixing points should be at close distance next to the engine. See
chapter Piping design, treatment and installation.
A connection for compressed air should be provided before the engine, together with a drain
from the fuel return line to the clean leakage fuel or overflow tank. With this arrangement it is
possible to blow out fuel from the engine prior to maintenance work, to avoid spilling.

NOTICE
In multiple engine installations, where several engines are connected to the same fuel feed
circuit, it must be possible to close the fuel supply and return lines connected to the engine
individually. This is a SOLAS requirement. It is further stipulated that the means of isolation
shall not affect the operation of the other engines, and it shall be possible to close the fuel
lines from a position that is not rendered inaccessible due to fire on any of the engines.

6.4.1 Definitions Filtration term used

● Beta value ßxx ISO 16889, and Efficiency εxx: scientific measurement of filter effectiveness.
Numerical result on a given filter variates, depending on test method used, and on dust size
distribution used during measurements.
● Beta value ßxx = YY : ISO name with ISO 16889 internationally standardised test method.
Scientific repeatability below 25 micron ßxx =75, but weaker repeatability for filter mesh
bigger than 25..45 microns. Example: ß20 = 75 means “multipass test, with standardised
dust (ISO MTD dust): every 75 particles 20 micron ISO dust sent, one passes.”

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Wärtsilä 31DF Product Guide 6. Fuel System

● Efficiency εxx = YY % : Old terminology, mathematically same meaning as Betavalue, but

not any ISO standardised test method, and not necessarily with ISO MTD dust. Hence
sometimes used for particles larger than 25..45 micron. Example: ε20 = 98,7% means
“undefined test method, undefined dust: every 75 particles 20 micron non-ISO dust sent,
one passes, which is 98,7% stopped.”
● mesh size: opening of the mesh (surface filtration), and often used as commercial name at
purchase. Only approximately related to Efficiency and Beta-value. Insufficient to compare two
filters from two suppliers. Good to compare two meshes of same filter model from same supplier.
Totally different than micron absolute, that is always much bigger size in micron.
e.g. a real example: 30 micron mesh size = approx. 50 micron ß50 = 75
● abs. mesh (sphere passing mesh): it is a more accurate mesh size definition than above.
It also specifies the measurement method (with spherical particles, passing /not passing
through). On a given filter, it can have a different micron value than the commercial “mesh size”
● XX micron, absolute: it defines the real grade of filtration only when it is followed by Betavalue
or Efficiency. Example: many suppliers intend it as ßxx = 75 ISO 16889 similar to old efficiency
εxx = 98,7%, or as ßxx = 200 ISO 16889 (was εxx = 99,9%), but some suppliers intend it as ßxx
= 2 ISO 16889 (was εxx = 50%)
● XX micron, nominal: commercial name of that mesh, at purchase. Not really related to
filtration capability, especially when comparing different suppliers. Typically, a totally different
value than XX micron, absolute e.g. a real example: 10 micron nominal (ε10 = 60%) = approx.
60 micron absolute ß60 = 75 ISO 16889

6.4.2 Fuel heating requirements HFO

Heating is required for:
● Bunker tanks, settling tanks, day tanks
● Pipes (trace heating)
● Separators
● Fuel feeder/booster units
To enable pumping the temperature of bunker tanks must always be maintained 5...10°C above
the pour point, typically at 40...50°C. The heating coils can be designed for a temperature of
60°C.
The tank heating capacity is determined by the heat loss from the bunker tank and the desired
temperature increase rate.

6-27
6. Fuel System Wärtsilä 31DF Product Guide

Fig 6-10 Fuel oil viscosity-temperature diagram for determining the pre-heating
temperatures of fuel oils (V92G0071B)

Example 1: A fuel oil with a viscosity of 380 cSt (A) at 50°C (B) or 80 cSt at 80°C (C) must be
pre-heated to 115 - 130°C (D-E) before the fuel high pressure pumps, to 98°C (F) at the
separator and to minimum 40°C (G) in the bunker tanks. The fuel oil may not be pumpable
below 36°C (H).
To obtain temperatures for intermediate viscosities, draw a line from the known
viscosity/temperature point in parallel to the nearest viscosity/temperature line in the diagram.
Example 2: Known viscosity 60 cSt at 50°C (K). The following can be read along the dotted
line: viscosity at 80°C = 20 cSt, temperature at fuel high pressure pumps 74 - 87°C, separating
temperature 86°C, minimum bunker tank temperature 28°C.

6.4.3 Fuel tanks

The fuel oil is initially transferred from the bunker tanks to settling tanks for the purpose of
separation of sludge and water. Following the centrifugation process, the refined fuel oil is then
transferred to the day tanks, which serve as the primary reservoir for supplying fuel to the
engines.

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Wärtsilä 31DF Product Guide 6. Fuel System

6.4.3.1 Settling tank, HFO (1T02) and LFO (1T10)

Separate settling tanks for HFO and LFO are recommended.
To ensure sufficient time for settling (water and sediment separation), the capacity of each tank
should be sufficient for min. 24 hours operation at maximum fuel consumption. The tanks should
be provided with internal baffles to achieve efficient settling and have a sloped bottom for proper
draining. The temperature in HFO settling tanks should be maintained between 50°C and 70°C,
which requires heating coils and insulation of the tank. Usually LFO settling tanks do not need
heating or insulation, but the tank temperature should be in the range 20...40°C.

6.4.3.2 Day tank, HFO (1T03) and LFO (1T06)

Two day tanks for HFO are to be provided, each with a capacity sufficient for at least 8 hours
operation at maximum fuel consumption. A separate tank is to be provided for LFO. The capacity
of the LFO tank should ensure fuel supply for 8 hours. Settling tanks may not be used instead
of day tanks.
The day tank must be designed so that accumulation of sludge near the suction pipe is prevented
and the bottom of the tank should be sloped to ensure efficient draining. HFO day tanks shall
be provided with heating coils and insulation. It is recommended that the viscosity is kept below
140 cSt in the day tanks. Due to risk of wax formation, fuels with a viscosity lower than 50 cSt
at 50°C must be kept at a temperature higher than the viscosity would require. Continuous
separation is nowadays common practice, which means that the HFO day tank temperature
normally remains above 90°C. The temperature in the LFO day tank should be in the range
20...40°C. The level of the tank must ensure a positive static pressure on the suction side of
the fuel/circulation pumps.

6.4.3.3 Leak fuel tank, clean fuel (1T04)

Clean leak fuel is drained by gravity from the engine. The fuel should be collected in a separate
clean leak fuel tank, from where it can be pumped to the day tank and reused without separation.
The pipes from the engine to the clean leak fuel tank should be arranged continuosly sloping.
The tank and the pipes must be heated and insulated, unless the installation is designed for
operation on LFO only.
In HFO installations the change over valve for leak fuel (1V13) is needed to avoid mixing of
the LFO and HFO clean leak fuel. When operating the engines in gas mode and LFO is
circulating in the system, the clean LFO leak fuel shall be directed to the LFO clean leak fuel
tank. Thereby the LFO can be pumped back to the LFO day tank (1T06).
When switching over from HFO to LFO the valve 1V13 shall direct the fuel to the HFO leak fuel
tank long time enough to ensure that no HFO is entering the LFO clean leak fuel tank.
Refer to section "Fuel feed system - HFO installations" for an example of the external HFO fuel
oil system.
The leak fuel piping should be fully closed to prevent dirt from entering the system.
The pipes should end in the tank below the liquid level or alternatively a U-trap to be arranged
in the piping. This is to prevent water vapour condensation within the engine fuel system.

6.4.3.4 Leak fuel tank, dirty fuel (1T07)

The Leak fuel tank, dirty fuel is a sludge tank meant to collect the leakage from the engine dirty
fuel connections.
In normal operation no fuel should leak out from the components of the fuel system. In
connection with maintenance, or due to unforeseen leaks, fuel or water may spill in the hot box
of the engine. The spilled liquids are collected and drained by gravity from the engine through
the dirty fuel connection.

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6. Fuel System Wärtsilä 31DF Product Guide

The tank and the pipes must be heated and insulated, unless the installation is designed for
operation exclusively on LFO.

6.4.4 Fuel treatment system

Fuel treatment (Fuel oil separator/Coalescing fuel treatment filter)
The fuel treatment has the function of extracting the solid particles and removing possible water
from the system. It has not the function of a dirt-stopper. All bunker fuel transferred to the day
tank must pass through the fuel treatment.
Fuel treatment is typically obtained with a fuel separator. For distillate fuels, a coalescing filter
can be used as a replacement for the separator, whenever cleanliness and water content limits
are fulfilled. For example, to verify the filtering and dewatering capabilities of the selected
coalescer.
Following table shows when a separator is mandatory and when an alternative treatment
method could be considered.

Table 6-6 External fuel treatment

Fuels Fuel treatment

HFO Fuel separator.
VLSFO-RM
ULSFO-RM (e.g. RMA 10, Fuel separator, alternative treatment only possible
RMB 30, RMD 80) if no catalyst is found in the fuel. 1)
LFO (ISO-F-DMB/DFB or bet- Fuel treatment, separator or alternatively an equi-
ter) valent coalescing filter. 2)
VLSFO-DM, ULSFO-DM,
ULSD
Liquid biofuels Fuel separator + additional equipment to be evalu-
ated case-by-case, if needed. 3)

NOTICE
1)In exceptional cases, alternative fuel treatment is possible instead of separator (coalescer,
coalescer + additional equipment). Achievable cleanliness and water extraction capability to
be checked.
2) If coalescing filter, achievable fuel cleanliness and water content extraction to be checked.
3) Please contact Wärtsilä for details.

When separating fuels with low viscosity and low density (e.g. distillates), it is recommended
to not heat the fuel unnecessarily high. For example, the separating temperature for DMA and
DMB fuels is typically in range 20…40 °C, but to be checked for the specific fuel with the
separator manufacturer.
To avoid free water formation in the process from the fuel tank to engine, it is recommended
to have a slight temperature increase from tank to engine while still staying within the low
viscosity and high temperature limits (not vice versa).
Additionally, the combination to first heat the fuel and then cool it should be avoided in the
process from tank to engine.
Separators must be installed before the day tank. Coalescing filters to be preferably installed
before the day tank, but it is possible to locate after circulation pump before main filter whenever
suitable according to the coalescer manufacturer and when having moderate pressure losses
that avoids opening of pump safety valve.

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Wärtsilä 31DF Product Guide 6. Fuel System

6.4.4.1 Separation
Heavy fuel (residual, and mixtures of residuals and distillates) must be cleaned in an efficient
centrifugal separator before it is transferred to the day tank.
Classification rules require the separator arrangement to be redundant so that required capacity
is maintained with any one unit out of operation.
All recommendations from the separator manufacturer must be closely followed.
Centrifugal disc stack separators are recommended also for installations operating on LFO
only, to remove water and possible contaminants. The capacity of LFO separators should be
sufficient to ensure the fuel supply at maximum fuel consumption. Would a centrifugal separator
be considered too expensive for a LFO installation, then it can be accepted to use coalescing
type filters instead. A coalescing filter is usually installed on the suction side of the circulation
pump in the fuel feed system. The filter must have a low pressure drop to avoid pump cavitation.

Separator mode of operation

The best separation efficiency is achieved when also the stand-by separator is in operation all
the time, and the throughput is reduced according to actual consumption.
Separators with monitoring of cleaned fuel (without gravity disc) operating on a continuous
basis can handle fuels with densities exceeding 991 kg/m3 at 15°C. In this case the main and
stand-by separators should be run in parallel.
When separators with gravity disc are used, then each stand-by separator should be operated
in series with another separator, so that the first separator acts as a purifier and the second as
clarifier. This arrangement can be used for fuels with a density of max. 991 kg/m3 at 15°C. The
separators must be of the same size.

Separation efficiency
The term Certified Flow Rate (CFR) has been introduced to express the performance of
separators according to a common standard. CFR is defined as the flow rate in l/h, 30 minutes
after sludge discharge, at which the separation efficiency of the separator is 85%, when using
defined test oils and test particles. CFR is defined for equivalent fuel oil viscosities of 380 cSt
and 700 cSt at 50°C. More information can be found in the CEN (European Committee for
Standardisation) document CWA 15375:2005 (E).
The separation efficiency is measure of the separator's capability to remove specified test
particles. The separation efficiency is defined as follows:

where:

n = separation efficiency [%]

Cout = number of test particles in cleaned test oil

Cin = number of test particles in test oil before separator

6.4.4.2 Separator unit (1N02/1N05)

Separators are usually supplied as pre-assembled units designed by the separator manufacturer.
Typically separator modules are equipped with:
● Suction strainer (1F02)
● Feed pump (1P02)

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6. Fuel System Wärtsilä 31DF Product Guide

● Pre-heater (1E01)
● Sludge tank (1T05)
● Separator (1S01/1S02)
● Sludge pump
● Control cabinets including motor starters and monitoring

Fig 6-11 Fuel transfer and separating system (V76F6626G)

6.4.4.3 Separator feed pumps (1P02)

Feed pumps should be dimensioned for the actual fuel quality and recommended throughput
of the separator. The pump should be protected by a suction strainer (mesh size approx. 0.5
mm)
An approved system for control of the fuel feed rate to the separator is required.

Design data: HFO LFO

Design pressure 0.5 MPa (5 bar) 0.5 MPa (5 bar)

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Wärtsilä 31DF Product Guide 6. Fuel System

(continued)
Design temperature 100°C 50°C

Viscosity for dimensioning electric motor 1000 cSt 100 cSt

6.4.4.4 Separator pre-heater (1E01)

The pre-heater is dimensioned according to the feed pump capacity and a given settling tank
temperature.
The surface temperature in the heater must not be too high in order to avoid cracking of the
fuel. The temperature control must be able to maintain the fuel temperature within ± 2°C.
Recommended fuel temperature after the heater depends on the viscosity, but it is typically
98°C for HFO and 20...40°C for LFO. The optimum operating temperature is defined by the
sperarator manufacturer.
The required minimum capacity of the heater is:

where:

P = heater capacity [kW]

Q = capacity of the separator feed pump [l/h]

ΔT = temperature rise in heater [°C]

For heavy fuels ΔT = 48°C can be used, i.e. a settling tank temperature of 50°C. Fuels having
a viscosity higher than 5 cSt at 50°C require pre-heating before the separator.
The heaters to be provided with safety valves and drain pipes to a leakage tank (so that the
possible leakage can be detected).

6.4.4.5 Separator (1S01/1S02)

Based on a separation time of 23 or 23.5 h/day, the service throughput Q [l/h] of the separator
can be estimated with the formula:

where:

P = max. continuous rating of the diesel engine(s) [kW]

b = specific fuel consumption + 15% safety margin [g/kWh]

ρ = density of the fuel [kg/m3]

t = daily separating time for self cleaning separator [h] (usually = 23 h or 23.5 h)

6-33
6. Fuel System Wärtsilä 31DF Product Guide

The flow rates recommended for the separator and the grade of fuel must not be exceeded.
The lower the flow rate the better the separation efficiency.
Sample valves must be placed before and after the separator.

6.4.4.6 LFO separator in HFO installations (1S02)

A separator for LFO is recommended also for installations operating primarily on HFO. The
LFO separator can be a smaller size dedicated LFO separator, or a stand-by HFO separator
used for LFO.

6.4.4.7 Sludge tank (1T05)

The sludge tank should be located directly beneath the separators, or as close as possible
below the separators, unless it is integrated in the separator unit. The sludge pipe must be
continuously falling.

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Wärtsilä 31DF Product Guide 6. Fuel System

6.4.5 1 Fuel feed

2 system
3 - LFO4 installations
5 6 7 8

A A

B B

C C

D D

E E

E 05 Dec 2023 FIA004 VHA011 1F13 replaced 1F05, updated day tank height Project name Created by Create date Language Object designation
Product Guide Wärtsilä 31/31DF Process Flow Diagram M. Dahlberg 23 Jun 2015 EN
D 25 Mar 2020 Dahlberg Halonen 1033>103, size for conn. 103 updated
F
C 13 Feb 2019 DahlbergFig 6-12
Halonen Title box updatedLFO fuel oil system with electric fuel circulation
Project id
Wärtsilä 31/31DF
pump, single
Fuel System, MDF Product id
J. Kalax
main engine1 / 1
16 Dec 2015 A3
Reviewed by Review date Sheet size Page F
B 20 Oct 2016
Rev. Date
Dahlberg
Created by Appr. by
(DAAF314554E)
Halonen Filter ***>1F05 & location updated
Revision text
Single Main Engine installation;
Based on document id Customer document id
V. Halonen 16 Mar 2016 DAAF314554
MDF with electric fuel circulation pump
Approved by Approval date Document Id: Rev.
E
1 2 3 4 5 6 7 8

6-35
6. Fuel System Wärtsilä 31DF Product Guide
1 2 3 4 5 6 7 8

A A

B B

C C

D D

E E

E 05 Dec 2023 FIA004 VHA011 System for Biofuel/MDF Project name Created by Create date Language Object designation
Process Flow Diagram
F D 25 Mar 2020 Dahlberg Fig
Halonen6-13
1033>103, size forLFO fuel oilProduct
conn. 103 updated system,
Project id
single main engine with
Guide Wärtsilä 31/31DF
Product id
engine driven
Fuel System, BIOFUEL/MDF
fuel feed pump
M. Dahlberg 23 Jun 2015 EN
Reviewed by Review date Sheet size Page F
C 13 Feb 2019 Dahlberg Halonen Qty of high press.pump & Title box updated Wärtsilä 31/31DF J. Kalax 16 Dec 2015 A3 1/1
B 20 Oct 2016 Dahlberg (DAAF301495E)
Halonen Filter **>1F05 & location updated Based on document id Customer document idSingle Main Engine installation; Approved by Approval date Document Id: Rev.
Rev. Date Created by Appr. by Revision text MDF with engine driven fuel feed pump V. Halonen 16 Mar 2016 DAAF301495 E
1 2 3 4 5 6 7 8

6-36
Wärtsilä 31DF Product Guide 6. Fuel System

1 2 3 4 5 6 7 8

A A

B B

C C

D D

E E

E 05 Dec 2023 FIA004 VHA011 1F13 replaced 1F05, updated day tank height Project name Created by Create date Language Object designation
Product Guide Wärtsilä 31/31DF Process Flow Diagram M. Dahlberg 23 Jun 2015 EN
D 20 Oct 2016 Dahlberg Halonen 1033>103, size for conn. 103 updated
F F
C
B
Fig 6-14
18 Feb 2019
20 Oct 2016
Dahlberg
Dahlberg
Halonen
Halonen
LFO fuel oil system, multiple
Pipe sizes updated engines (DAAF301496E)
Wärtsilä 31/31DF
Filter ***>1F05 & location updated
Project id Product id

Multiple Engine installation

Based on document id Customer document id
Fuel System, MDF Reviewed by
J. Kalax
Approved by
Review date
16 Dec 2015
Approval date
Sheet size
A3
Document Id:
Page
1 /1
Rev.
Rev. Date Created by Appr. by Revision text V. Halonen 16 Mar 2016 DAAF301496 E
1 2 3 4 5 6 7 8

6-37
6. Fuel System Wärtsilä 31DF Product Guide

If the engines are to be operated on LFO only, heating of the fuel is normally not necessary.
In such case it is sufficient to install the equipment listed below. Some of the equipment listed
below is also to be installed in the LFO part of a HFO fuel oil system.

6.4.5.1 Circulation pump, LFO (1P03)

The circulation pump maintains the pressure at the high pressure pumps and circulates the
fuel in the system. It is recommended to use a screw pump as circulation pump. A suction
strainer with a fineness of 0.5 mm should be installed before each pump. There must be a
positive static pressure of about 30 kPa on the suction side of the pump.
Dimensioning of the circulation pump depends on the total system design.

Design data:

Capacity without circulation pumps please refer to Engine Configurator available through Wärtsilä
(1P12) website
Capacity with circulation pumps (1P12) 15% more than total capacity of all 1P12 circulation pumps

Design pressure 1.6 MPa (16 bar)

Max. total pressure (safety valve) 1.2 MPa (12 bar)

Nominal pressure please refer to Engine Configurator available through Wärtsilä

website
Design temperature 50°C

Viscosity for dimensioning of electric 90 cSt

motor

6.4.5.2 Circulation pump (1P12)

The purpose of the circulation pump is to ensure equal circulation through all engines. With a
common circulation pump for several engines, the fuel flow will be divided according to the
pressure distribution in the system (which also tends to change over time) and the control valve
on the engine has a very flat pressure versus flow curve.
In installations where LFO is fed directly from the LFO tank (1T06) to the circulation pump, a
suction strainer (1F07) with a fineness of 0.5 mm shall be installed to protect the circulation
pump. The suction strainer can be common for all circulation pumps.

Design data:
Design pressure 1.6 MPa (16 bar)
Max. total pressure (safety valve) 1.2 MPa (12 bar)
Design temperature 150°C
Pressure for dimensioning of electric motor (ΔP): If LFO is fed directly from day tank: 0.12 MPa (1.2 bar)
If all fuel is fed through feeder/booster unit: 0.6 MPa (6 bar)

Viscosity for dimensioning of electric motor 500 cSt

6.4.5.3 Flow meter, LFO (1I03)

If necessary, one or more flow meters are used to monitor fuel consumption. The total resistance
of the flow meter and the suction strainer must be small enough to ensure a positive static
pressure of approx. 30 kPa on the suction side of the circulation pump. There should be a
bypass line around the consumption meter, which opens automatically in case of excessive
pressure drop.

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Wärtsilä 31DF Product Guide 6. Fuel System

6.4.5.4 Automatic filter (1F04)

It is recommended to use automatic filter as main filter, for one or multiple engines, through
which only fuel consumption flow. For redundancy, it's recommended to have stand-by filter,
especially when one main automatic filter is used for multiple engines. The coarser stand-by
filter is only intended for temporary use, while the automatic filter is maintained. External fuel
oil system must be made so that it's not possible to feed engine(s) with only 25-34 μm absolute
mesh filtration for longer than 24 hours. In case stand-by filter is used for long time operation,
the filtration must be β17 = 75, β6 = 2 according to ISO16889 and system control shall monitor
how long time engines have been operated with inadequate fuel filtration.

Design data:

Fuel viscosity According to fuel specification

Design temperature 50°C

Design flow Equal to feed pump capacity

Design pressure 1.6 MPa (16 bar)

Fineness:
6 μm (absolute mesh size)
- automatic filter
(ß17 = 75, ß6 = 2, ISO16889)
25 - 34 μm (absolute mesh size)
- stand-by filter
(ß25 - 34 = 2, ß40 - 50 = 75, ISO16889)

Maximum permitted pressure drops at 14 cSt:

- clean filter 20 kPa (0.2 bar)

- alarm 80 kPa (0.8 bar)

NOTE
If LFO is the only fuel then it's recommended to have 25 μm filtration, minimum is 34 μm
filtration.

NOTE
In multiple installations it is recommended that each engine has its own feed pump and
automatic filter and check filtration.

6.4.5.5 Safety filter, LFO (1F13)

The fuel oil safety filter is a full flow duplex type filter with steel net. It must be installed as near
the engine as possible. The diameter of the pipe between the safety filter and the engine should
be the same as the diameter before the filters.
External fuel oil system must be made so that it's not possible to operate with only safety filter
for longer than 24 hours, and system control shall monitor how long time engines have been
operated with inadequate fuel filtration.

Design data:

Fuel viscosity according to fuel specifications

Design temperature 50°C

6-39
6. Fuel System Wärtsilä 31DF Product Guide

(continued)
Design flow Larger than feed/circulation pump capacity

Design pressure 1.6 MPa (16 bar)

Fineness 10 - 34 μm (absolute mesh size)

(ß10 - 34 = 2, ß25 - 50 = 75, ISO16889)

Maximum permitted pressure drops at 14 cSt:

- clean filter 20 kPa (0.2 bar)

- alarm 80 kPa (0.8 bar)

NOTICE
If LFO is the only fuel then it's recommended to have 10 μm filtration, minimum is 34 μm
filtration.

6.4.5.6 LFO cooler (1E04)

The fuel viscosity may not drop below the minimum value stated in Engine Configurator available
through Wärtsilä website. When operating on LFO, the practical consequence is that the fuel
oil inlet temperature must be kept below 45°C. Very light fuel grades may require even lower
temperature.
Sustained operation on LFO usually requires a fuel oil cooler. The cooler is to be installed in
the return line after the engine(s). LT-water is normally used as cooling medium.
If LFO viscosity in day tank drops below stated minimum viscosity limit then it is recommended
to install a LFO cooler into the engine fuel supply line in order to have reliable viscosity control.

Design data:

Heat to be dissipated 30 kW per engine

Max. pressure drop, fuel oil 80 kPa (0.8 bar)

Max. pressure drop, water 60 kPa (0.6 bar)

Margin (heat rate, fouling) min. 15%

Design temperature LFO/HFO installation 50/150°C

6.4.5.7 Black out start

Diesel generators serving as the main source of electrical power must be able to resume their
operation in a black out situation by means of stored energy. Depending on system design and
classification regulations, it may in some cases be permissible to use the emergency generator.
Engines without engine driven fuel feed pump can reach sufficient fuel pressure to enable black
out start by means of:
● A pneumatically driven fuel feed pump (1P11)
● An electrically driven fuel feed pump (1P11) powered by an emergency power source

6-40
Wärtsilä 31DF Product Guide 6. Fuel System

6.4.6 Fuel feed system - HFO installations

1 2 3 4 5 6 7 8

A A

B B

C C

D D

E E

E 05 Dec 2023 FIA004 VHA011 Updated title block Project name Created by Create date Language Object designation
Product Guide Wärtsilä 31/31DF Process Flow Diagram M. Dahlberg 24 Jun 2015 EN
D 20 Oct 2016 Dahlberg Halonen 1033>103, size for conn. 103 updated
F F
C
B
Fig 6-15
18 Feb 2019
20 Oct 2016
Dahlberg
Dahlberg
Halonen
Halonen
HFO fuel oil system, single main engine installation (DAAF301497E)
Pipe sizes updated
Project id

Filter ***>1F03 & location updated, ** added Based on document id

Product id
Wärtsilä 31/31DF
Fuel System, HFO/MDF Reviewed by
J. Kalax
Review date
16 Dec 2015
Sheet size
A3
Page
1 /1
Customer document id Single Main Engine installation Approved by Approval date Document Id: Rev.
Rev. Date Created by Appr. by Revision text V. Halonen 16 Mar 2016 DAAF301497 E
1 2 3 4 5 6 7 8

6-41
6. Fuel System Wärtsilä 31DF Product Guide
1 2 3 4 5 6 7 8 9 10 11 12

A A

B B

C C

D D

E E

F F

G G

H E 05 Dec 2023 FIA004 VHA011 Updated title block Project name

Process Flow Diagram
Created by Create date Language Object designation H
D 20 Oct 2016 Dahlberg Halonen 1033>103, size for conn. 103 updated Product Guide Wärtsilä 31/31DF M. Dahlberg 24 Jun 2015 EN

Fig 6-16 HFO fuel oil system, multiple engine installation (DAAF301498E)
Project id Product id Fuel System, HFO/MDF Reviewed by Review date Sheet size Page
C 18 Feb 2019 Dahlberg Halonen One HP pump removed; 3-way valves added; Pipe sizes updated. Wärtsilä 31/31DF J. Kalax 16 Dec 2015 A2 1 /1
B 20 Oct 2016 Dahlberg Halonen Filter ***>1F03 & location updated, ** added Based on document id Customer document id Multiple Engine installation Approved by Approval date Document Id: Rev.
Rev. Date Created by Appr. by Revision text V. Halonen 16 Mar 2016 DAAF301498 E

6-42
Wärtsilä 31DF Product Guide 6. Fuel System

HFO pipes shall be properly insulated. If the viscosity of the fuel is 180 cSt/50°C or higher, the
pipes must be equipped with trace heating. It shall be possible to shut off the heating of the
pipes when operating on LFO (trace heating to be grouped logically).

6.4.6.1 Starting and stopping

In diesel mode operation, the engine can be started and stopped on HFO provided that the
engine and the fuel system are pre-heated to operating temperature. The fuel must be
continuously circulated also through a stopped engine in order to maintain the operating
temperature. Changeover to LFO for start and stop is not required.
Prior to overhaul or shutdown of the external system the engine fuel system shall be flushed
and filled with LFO.

6.4.6.2 Changeover from HFO to LFO

The control sequence and the equipment for changing fuel during operation must ensure a
smooth change in fuel temperature and viscosity. When LFO is fed through the HFO
feeder/booster unit, the volume in the system is sufficient to ensure a reasonably smooth
transfer.
When there are separate circulating pumps for LFO, then the fuel change should be performed
with the HFO feeder/booster unit before switching over to the LFO circulating pumps. As
mentioned earlier, sustained operation on LFO usually requires a fuel oil cooler. The viscosity
at the engine shall not drop below the minimum limit stated in Engine Configurator available
through Wärtsilä website.

6.4.6.3 Feeder/booster unit (1N01)

A completely assembled feeder/booster unit can be supplied. This unit comprises the following
equipment:
● Two suction strainers
● Two fuel feed pumps of screw type, equipped with built-on safety valves and electric motors
● One pressure control/overflow valve
● One pressurized de-aeration tank, equipped with a level switch operated vent valve
● Two circulating pumps, same type as the fuel feed pumps
● Two heaters, steam, electric or thermal oil (one heater in operation, the other as spare)
● One automatic back-flushing filter with stand-by filter
● One viscosimeter for control of the heaters
● One control valve for steam or thermal oil heaters, a control cabinet for electric heaters
● One temperature sensor for emergency control of the heaters
● One control cabinet including starters for pumps
● One alarm panel
The above equipment is built on a steel frame, which can be welded or bolted to its foundation
in the ship. The unit has all internal wiring and piping fully assembled. All HFO pipes are insulated
and provided with trace heating.

Fuel feed pump, booster unit (1P04)

The feed pump maintains the pressure in the fuel feed system. It is recommended to use a
screw pump as feed pump. The capacity of the feed pump must be sufficient to prevent pressure
drop during flushing of the automatic filter.
A suction strainer with a fineness of 0.5 mm should be installed before each pump. There must
be a positive static pressure of approx. 30 kPa on the suction side of the pump.

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6. Fuel System Wärtsilä 31DF Product Guide

Design data:
Total consumption of the connected engines added with
Capacity the flush quantity of the automatic filter (1F08) and 15%
margin.
Design pressure 1.6 MPa (16 bar)

Max. total pressure (safety valve) 0.7 MPa (7 bar)

Design temperature 100°C

Viscosity for dimensioning of electric motor 1000 cSt

Pressure control valve, booster unit (1V03)

The pressure control valve in the feeder/booster unit maintains the pressure in the de-aeration
tank by directing the surplus flow to the suction side of the feed pump.

Design data:

Capacity Equal to feed pump

Design pressure 1.6 MPa (16 bar)

Design temperature 100°C

Set-point 0.3...0.5 MPa (3...5 bar)

Automatic filter, booster unit (1F08)

It is recommended to use automatic filter as main filter, for one or multiple engines, through
which only fuel consumption flow. The automatic filter must be installed before the heater,
between feed pump and the de-aeration tank and, it should be equipped with a heating jacket.
Overheating (temperature exceeding 100°C), however, is to be prevented, and it must be
possible to switch off heating for LFO operation. For redundancy, it's recommended to have
stand-by filter, especially when one main automatic filter is used for multiple engines. The
coarser stand-by filter is only intended for temporary use, while the automatic filter is maintained.
External fuel oil system must be made so that it's not possible to feed engine(s) with only 25-34
µm absolute mesh filtration for longer than 24 hours. In case stand-by filter is used for long
time operation, the filtration must be β17 = 75, β6 = 2 according to ISO16889 and system control
shall monitor how long time engines have been operated with inadequate fuel filtration.

Design data:

Fuel viscosity According to fuel specification

Design temperature 100°C

Preheating If fuel viscosity is higher than 25 cSt/100°C

Design flow Equal to feed pump capacity

Design pressure 1.6 MPa (16 bar)

Fineness:
ß17 = 75, ß6 = 2, ISO16889 (typically reached with 6 µm
- automatic filter absolute mesh size, β value is to be used for filter selec-
tion)

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Wärtsilä 31DF Product Guide 6. Fuel System

(continued)
25 - 34 μm (absolute mesh size)
- stand-by filter
(ß25 - 34 = 2, ß40 - 50 = 75, ISO16889)

Maximum permitted pressure drops at 14 cSt:

- clean filter 20 kPa (0.2 bar)

- alarm 80 kPa (0.8 bar)

NOTE
If LFO is the only fuel then it's recommended to have 25 μm filtration, minimum is 34 μm
filtration.

NOTE
In multiple engine installations it is recommended to have each engine has its own feed pump
and automatic filter.

Flow meter, booster unit (1I01)

If fuel consumption meters are required, they should be installed between the feed pumps and
the de-aeration tank. When it is desired to monitor the fuel consumption of individual engines
in a multiple engine installation, two flow meters per engine are to be installed: one in the feed
line and one in the return line of each engine.
There should be a bypass line around the consumption meter, which opens automatically in
case of excessive pressure drop.
If the consumption meter is provided with a prefilter, an alarm for high pressure difference
across the filter is recommended.

De-aeration tank, booster unit (1T08)

It shall be equipped with a low level alarm switch and a vent valve. The vent pipe should, if
possible, be led downwards, e.g. to the overflow tank. The tank must be insulated and equipped
with a heating coil. The volume of the tank should be at least 100 l.

Circulation pump, booster unit (1P06)

The purpose of this pump is to circulate the fuel in the system and to maintain the required
pressure at the high pressure pumps (please refer to Engine Online Configurator available
through Wärtsilä's website for technical details). By circulating the fuel in the system it also
maintains correct viscosity, and keeps the piping and the high pressure pumps at operating
temperature.
Dimensioning of the circulation pump depends on the total system design. In the multi engine
installation, individual circulation pump 1P12 is used, the circulation pump 1P06 capacity needs
to be approx. 10% higher than total capacity of all 1P12 circulation pumps in the system. The
nominal capacity for the specific engine can be found by accessing Engine Online Configurator
available through Wärtsilä's website

Heater, booster unit (1E02)

The heater must be able to maintain a fuel viscosity of 14 cSt at maximum fuel consumption,
with fuel of the specified grade and a given day tank temperature (required viscosity at high
pressure pumps stated in Technical data, which could be found by accessing Engine Online
Configurator available through Wärtsilä's website). When operating on high viscosity fuels, the
fuel temperature at the engine inlet may not exceed 135°C however.

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6. Fuel System Wärtsilä 31DF Product Guide

The power of the heater is to be controlled by a viscosimeter. The set-point of the viscosimeter
shall be somewhat lower than the required viscosity at the high pressure pumps to compensate
for heat losses in the pipes. A thermostat should be fitted as a backup to the viscosity control.
To avoid cracking of the fuel the surface temperature in the heater must not be too high. The
heat transfer rate in relation to the surface area must not exceed 1.5 W/cm2.
The required heater capacity can be estimated with the following formula:

where:

P = heater capacity (kW)

Q = total fuel consumption at full output + 15% margin [l/h]

ΔT = temperature rise in heater [°C]

Viscosimeter, booster unit (1I02)

The heater is to be controlled by a viscosimeter. The viscosimeter should be of a design that
can withstand the pressure peaks caused by the high pressure pumps of the diesel engine.

Design data:

Operating range 0...50 cSt

Design temperature 180°C

Design pressure 4 MPa (40 bar)

6.4.6.4 Safety filter, HFO (1F03)

The safety filter is a full flow duplex type filter with steel net. The filter should be equipped with
a heating jacket. The safety filter or a pump and filter unit shall be installed as near the engine
as possible.
External fuel oil system must be made so that it's not possible to operate with only safety filter
for longer than 24 hours, and system control shall monitor how long time engines have been
operated with inadequate fuel filtration.
Consider to have a filter with 25 - 34 μm absolute mesh size (approx. β25 - 34 = 2, β40 - 50 = 75
according to ISO16889) for pre-filtration before main filter β17 = 75, β6 = 2 according to
ISO16889.

Design data:

Fuel viscosity According to fuel specification

Design temperature 150°C

Design flow Equal to circulation pump capacity

Design pressure 1.6 MPa (16 bar)

25 - 34 μm (absolute mesh size)
Filter fineness
(ß25 - 34 = 2, ß40 - 50 = 75, ISO16889)

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Wärtsilä 31DF Product Guide 6. Fuel System

(continued)
Maximum permitted pressure drops at 14 cSt: Clean filter: 20 kPa (0.2 bar)
Alarm: 80 kPa (0.8 bar)

6.4.6.5 Overflow valve, HFO (1V05)

When several engines are connected to the same feeder/booster unit an overflow valve is
needed between the feed line and the return line. The overflow valve limits the maximum
pressure in the feed line, when the fuel lines to a parallel engine are closed for maintenance
purposes.
The overflow valve should be dimensioned to secure a stable pressure over the whole operating
range.

Design data:

Capacity Equal to circulation pump (1P06)

Design pressure 1.6 MPa (16 bar)

Design temperature 150°C

6-47
6. Fuel System Wärtsilä 31DF Product Guide

6.4.7 Flushing
The external piping system must be thoroughly flushed before the engines are connected and
fuel is circulated through the engines. The piping system must have provisions for installation
of a temporary flushing filter.
The fuel pipes at the engine (connections 101 and 102) are disconnected and the supply and
return lines are connected with a temporary pipe or hose on the installation side. All filter inserts
are removed, except in the flushing filter of course. The automatic filter and the viscosimeter
should be bypassed to prevent damage.
The fineness of the flushing filter should be 6 μm or finer.

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Wärtsilä 31DF Product Guide 7. Lubricating Oil System

7. Lubricating Oil System

7.1 Lubricating oil requirements

7.1.1 Engine lubricating oil
7.1.1.1 Continuous operation in gas mode
The lubricating oil must be of viscosity class SAE 40 and have a viscosity index (VI) of at least
95. If it can be guaranteed that the engine will be operated on natural gas only, low ash gas
engine oils (GEO) with Alkalinity (Base Number or BN) of ~ 4 - 7 mg KOH/g should be used.
Sulphated ash level
Sulphated ash content of gas engine oil is a very important property. Too high ash content
increases the risk of deposit formation, preignition and knocking, while too low ash content can
lead to increased exhaust valve / valve seat wear. Low ash lubricating oils have typically
sulphated ash content of max. 0,6 % m/m while BN 10 – 20 lubricating oils have typically
sulphated ash content of 1,2 – 2,5 % m/m.
Additives
The oils shall contain additives that give good oxidation stability, corrosion protection, load
carrying capacity, neutralisation of acid combustion and oxidation residues and should prevent
deposit formation on internal engine parts.
Foaming characteristics
Fresh lubricating oil shall meet the following limits for foaming tendency and stability, according
to the ASTM D 892-18 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.
Condemning limits for used low ash gas engine oil on gaseous fuel operation
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 mm²/s at 40 °C max. 25% decrease ASTM D 445

max. 50% increase
Viscosity mm²/s at 100 °C max. 20% decrease ASTM D 445
max. 25% increase
Water % v/v or % m/m max. 0,30 ASTM D 95 or D 6304C

Base Number mg KOH/g max. 50% depletion ASTM D 2896

Total Acid Number mg KOH/g max. 2,5 mg KOH/g ASTM D 664

increase
Insolubles % m/m in n-Pentane max. 1,0 ASTM D 893b

7-1
7. Lubricating Oil System Wärtsilä 31DF Product Guide

(continued)
Property Unit Limit Test method

Flash point, PMCC °C min. 170 ASTM D 93

Flash point, COC °C min. 190 ASTM D 92
Oxidation Abs/cm max. 25 IR

Nitration Abs/cm max. 20 IR

Validated lubricating oil qualities

In addition to continuous natural gas operation, the below mentioned lubricating oils can also
be used during short operating periods on alternate natural gas/ distillate fuel operation.
There exists experience that lubricating oils manufactured from American Petroleum Institute
(API) Group II or IV base oils are able to offer better cleanliness of exhaust gas boiler/
economizer compared to lubricating oils manufactured from API Group I base oils and are thus
recommended in the first place for such applications. In some cases also longer oil change
intervals may be achieved by using API Gp II or IV based products offering better resistance
against thermal oxidation.
Validated SAE 40 gas engine oils based on API Gp II and IV base oils:

SUPPLIER BRAND NAME BN SULPH. ASH

(% m/m)

Shell Mysella S5 N 40 4,5 0,48

Mysella S4 N 40 5,7 0,50
Addinol Lube Oil GmbH Gas Engine Oil NG 40 5,6 0,54

Aegean Marine Fuels & Lubricants Aegean Alfagas SAE 40 5,8 0,51
FZE
Bharat Petroleum Corp. Ltd. MAK GES XLA 40 5,3 0,48

Castrol Duratec LD 7,3 0,50

Duratec G 5,8 0,50
Chevron (Texaco + Caltex) HDAX 5200 Low Ash Gas Engine Oil 4,2 0,50
SAE 40
CPC Corporation, Taiwan Gas Engine Oil N 405 LA 5,4 0,50

ENI S.p.A. ENI Geum NG 40 5,4 0,50

Exol Lubricants Limited Taurus GEO G240 5,5 0,49

ExxonMobil Pegasus 805 Ultra 6,2 0,49

Pegasus 1005 5,0 0,50
Pegasus 1 6,5 0,49
Fuchs Petrolub SE Titan Ganymet Pro LA 5,5 0,50

Gazpromneft Lubricants Ltd. G-Profi PSN 40 5,4 0,50

Gulf Marine / Sealub Alliance GulfSea Power LA 5,4 0,50

Idemitsu Kosan Co. Ltd. Apolloil GHP 40L 4,7 0,45

Indian Oil Corporation Limited Servo Green Edge 6,0 0,60

Kuwait Petroleum Q8 Mahler G5 SAE 40 6,0 0,50

Lenol Lenol 7 GEO 40 Ultra 7,0 0,50

Lukoil Efforce XDI 4004 5,1 0,48

7-2
Wärtsilä 31DF Product Guide 7. Lubricating Oil System

(continued)
SUPPLIER BRAND NAME BN SULPH. ASH
(% m/m)

MOL-LUB Ltd. MOL GMO Longlife 40 6,6 0,50

Motul Gasma SAE 40 5,5 0,50

Ori-Tech Oils Private Limited Ori-Tech GEO 40 C 5,2 0,52

Pakelo Motor Oil S.r.l. Geoterm LA 4 6,6 0,50

Pertamina NG Lube 40 5,1 0,53

Petrobras Lubrax GAS LA PRO 40 5,4 0,50

Petro-Canada Lubricants Sentron LD 5000 4,9 0,57

Petrogal Galp Power Gas NGB 40 5,7 0,51

Petronas GEO S 40 5,6 0,46

GEO NG 40 5,4 0,48
Phillips 66 El Mar LA4 EXD GEO 5,5 0,50

Puma Energy Lubricants Natural Gas Engine Oil 40 5,4 0,50

Repsol Generator Long Life Gas WE 4005 5,9 0,50

Generator Extra Long Life Gas 4005 7,5 0,50
Super Long Life Gas 4005 5,7 0,50
Sasol Gas Engine Oil LA 40 5,5 0,50

TotalEnergies / Lubmarine Nateria MX 40 7,2 0,51

Nateria MWX 40 7,3 0,54
YPF Vectis G 640 5,6 0,50

Validated SAE 40 gas engine oils based on API Gp I base oils:

SUPPLIER BRAND NAME BN SULPH. ASH

(% m/m)

Shell Mysella S3 N 40 5,0 0,45

Castrol Duratec L 4,5 0,45

ExxonMobil Pegasus 705 5,3 0,49

Pegasus 805 6,2 0,50
Lukoil Efforce 4004 5,56 0,49

Petrogal Galp GN 4005 5,2 0,45

7.1.1.2 Continuous operation in diesel mode or alternating operation

in gas mode and diesel mode when operating on gaseous fuels,
distillate fuel or liquid biofuels
Viscosity & Viscosity Index (VI)
Viscosity class SAE 40 and VI of at least 95
Alkalinity (Base Number, BN)

7-3
7. Lubricating Oil System Wärtsilä 31DF Product Guide

Liquid fuels do contain sulphur and, because of that, lubricating oils with higher BN compared
to natural gas operation are required. The required lubricating oil alkalinity in distillate fuel
operation is tied to the fuel quality as stated in the table hereafter.

Table 7-1 Fuel standards and lubricating oil requirements

Fuel S content, [% m/
Category Fuel standard Lubricating oil BN
m]

A GRADE 1-D, 2-D, 4-D 10...15 < 0,10

ASTM D 975-17
ISO-F-DMX -> DMB 10...15 1) 0,11 – 0,40
B ISO 8217:2024 (E)
DFA -> DFB 20 0,41 – 1,50

F LIQUID BIO FUEL (LBF) HVO 2), Biodiesel (FAME) 3) 10 - 15 <= 0,05

1) Due to low lubricating oil consumption BN 10 – 15 lubricating oils can cause shortened oil
changed intervals resulting from BN depletion if operating takes place on > 0,40 % m/m sulphur
distillate fuels. On the other hand use of BN 10 – 15 lubricating oils can have a positive influence
on deposit formation on combustion chamber and turbocharger component surfaces and reduce
the risk of preignition.
2) Hydrotreated Vegetable Oil (HVO)
3) Fatty Acid Methyl Ester (FAME).
If the engine is equipped with either a Selective Catalytic Reduction (SCR) or oxidation catalyst,
lubricating oil with lower BN decreases the risk of fouling and may result in longer maintenance
intervals of the catalyst.
Additives
The oils shall contain additives that give good oxidation stability, corrosion protection, load
carrying capacity, neutralisation 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 shall meet the following limits for foaming tendency and stability, according
to the ASTM D 892-18 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.
Condemning limits for used BN 10 – 20 lubricating oil on alternate natural gas / distillate
fuel operation
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 mm²/s at 40 °C max. 25% decrease ASTM D 445

max. 45% increase
Viscosity mm²/s at 100 °C max. 20% decrease ASTM D 445
max. 25% increase
Water % v/v or % m/m max. 0,30 ASTM D 95 or D 6304C

7-4
Wärtsilä 31DF Product Guide 7. Lubricating Oil System

(continued)
Property Unit Limit Test method

Base Number mg KOH/g max. 50% depletion ASTM D 2896

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

Validated lubricating oil qualities

If in addition to natural gas also distillate fuel or liquid biofuel (LBF) is used either continuously
or in turn with natural gas as main fuel, lubricating oils with a BN of 10 – 15 shall be used. Only
when fuel sulphur content is high (> 0,40 % m/m), selection of lubricating oil with BN of 20 is
worth to consider. If only short periods at a time on distillate fuel or liquid biofuel are operated,
low ash gas engine oils can be used. The allowed operating periods are detailed below.
Validated SAE 40 & BN 10 – 15 lubricating oils for distillate fuel or liquid biofuel and alternate
natural gas/ distillate fuel or natural gas/ liquid biofuel operation:

SUPPLIER BRAND NAME BN DIST.

FUEL
CATEG.
Shell Gadinia S3 40 12 A,B,F
Gadinia S4 40 15 A,B,F
ADNOC Distribution Voyager Marine 410 10 A,B,F
Voyager Marine 412 12 A,B,F
Voyager Marine 415 15 A,B,F
Voyager Mallah 410 10 A,B,F
Voyager Mallah 412 12 A,B,F
Voyager Mallah 415 15 A,B,F
Aegean Marine Fuels & Lubricants FZE Alfagen 414 14 A,B,F

Castrol MHP 1-40 12 A,B,F

HLX 40 12 A,B,F
MHP 154 15 A,B,F
Seamax Extra 40 15 A,B,F
Chevron (Texaco + Caltex) Delo 1000 Marine 40 12 A,B,F
Taro 12 XP 40 12 A,B,F
Taro 12 XP 40 (2) 12 A,B,F
ENI S.p.A. Cladium 140 S 14 A,B,F

ENOC Strata LSF 412 12 A,B,F

Strata LSF 415 15 A,B,F
EPPCO Bahri LSF 412 12 A,B,F
EPPCO Bahri LSF 415 15 A,B,F
ExxonMobil Delvac 1640 12 A,B,F
Mobilgard ADL 40 12 A,B,F
Mobilgard 412 15 A,B,F
Mobilgard 1 SHC 15 A,B,F
Fuchs Petrolub SE Titan MarWay 1040 10,6 A,B,F

Gulf Oil Marine / Sealub Alliance GulfSea Power MDO 4012 12 A,B,F
GulfSea Power MDO 4015 15 A,B,F
Indian Oil Corporation Servo Marine 1040 10 A,B,F
Servo Marine 1540 15 A,B,F

7-5
7. Lubricating Oil System Wärtsilä 31DF Product Guide

(continued)
SUPPLIER BRAND NAME BN DIST.
FUEL
CATEG.
Irving Blending & Packaging Irving Marine MTX 1540 15 A,B,F

Petrobras Marbrax CCD-410-AP 12 A,B,F

Marbrax CCD-415 15 A,B,F
TotalEnergies / Lubmarine Disola M 4012 12 A,B,F
Disola M 4015 14 A,B,F
Caprano M 40 14 A,B,F

Validated SAE 40 & BN 20 lubricating oils which can be used on high sulphur (> 0,40 % m/m)
distillate fuel operation and on alternate natural gas and high sulphur distillate fuel operation:

SUPPLIER BRAND NAME BN DIST.

FUEL
CATEG.
ADNOC Distribution Voyager Marine 420 20 B
Voyager Mallah 420 20 B
Castrol TLX Plus 204 20 B

Chevron (Texaco + Caltex) Taro 20 DP 40 20 B

Taro 20 DP 40X 20 B
ENOC Strata MSDO 420 20 B
EPPCO Bahri MSDO 420 20 B
Gulf Oil Marine / Sealub Alliance GulfSea Power MDO 4020 20 B

Indian Oil Corporation Servo Marine 2040 20 B

Irving Blending & Packaging Irving Marine MTX 2040 20 B

Petrobras Marbrax CCD-420 20 B

TotalEnergies / Lubmarine Aurelia TI 4020 20 B

Allowed running hours for engines lubricated with low ash gas engine oils and using
distillate fuel or liquid biofuel in turn with natural gas as a main fuel
It is allowed to operate the engines in some extent on distillate fuel or liquid biofuel when still
using low ash gas engine oils.
The allowed operating periods are depending on total monthly accumulated operating hours
as well as on the sulphur content of distillate fuel/ LBF quality.

Table 7-2 Fuel type along with specified total monthly service hours (%)

Recommended BN Gaseous fuels ISO-F-DM category ISO-F-DM category

level fuels fuels
with max. 0,10 % m/m with max. 0,11 – 0,50 %
sulphur m/m sulphur

~4–7 ≥ 70 1) or ≥ 90 2) ≤ 30 ≤ 10

10 - 15 < 70 1) or < 90 2) > 30 > 10

7-6
Wärtsilä 31DF Product Guide 7. Lubricating Oil System

1) Distillate fuel qualities fulfilling ISO 8217:2024 (E) ISO-F-DMX, DMA, DMZ, DMB, DFA, DFZ
or DFB standard and having sulphur content of max. 0,10 % m/m as well as LBF having sulphur
content of max. 0,05 % m/m:
• Max. operating hours per month: 30% of total monthly operating hours
2) Distillate fuel qualities fulfilling ISO 8217:2024 (E) ISO-F-DMX, DMA, DMZ, DMB, DFA, DFZ
or DFB standard and having sulphur content of 0,11 – 0,50 % m/m:
• Max. operating hours per month: 10% of total monthly operating hours
Additionally, it is allowed to use Low Ash Gas Engine Oils during the sea trials taking place on
ULSD fulfilling the EN 590 standard requirements provided that after the sea trials the monthly
service hour limits stated above can be fulfilled.

7.1.1.3 Continuous operation in diesel mode or alternating operation

in gas mode and diesel mode when operating on gaseous fuels,
distillate fuel, residual fuel or liquid biofuels
When operating the W31DF engine in turn on two or three fuel qualities including residual fuel
and when only one lubricating oil quality is used, that has to be chosen based on the residual
fuel operation requirements. However, if the length of operation periods on natural gas and
residual fuel are known and are longer than one month or 500 operating hours each, the
optimum choice is to drain and flush the engine’s lubricating oil system in the connection of
each fuel type switch and fill it with a proper lubricating oil: Low ash gas engine oil for gas
operation and BN 30 or higher oil for residual fuel operation. Validated products for continuous
residual fuel operation or for an alternate operation including residual fuel are listed in the table
below.
Viscosity & Viscosity Index (VI)
Viscosity class SAE 40 and VI of min. 95
Alkalinity (Base Number, BN)
The required lubricating oil alkalinity on residual fuel operation is tied to the fuel specified for
the engine, which is shown in the table hereafter.

Table 7-3 Fuel standards and lubricating oil requirements

Cat- Fuel standard Lube oil BN Fuel S content [%

egory m/m]

C ASTM D 975-17, GRADE NO. 4-D 30 - 55 0,51 – 4,50

ASTM D 396-17, GRADE NO. 5-6
ISO 8217:2024 (E) RMA 10-RMK 700
D ISO 8217:2024 (E) RMA 10-RMK 700 (VLSFO 20 - 30 1) less than or equal
RM) 2) to 0,50
E ISO 8217:2024 (E) RMA 10-RMK 700 (ULSFO 20 less than or equal
RM) 3) to 0,10

1) Use of BN 20 lubricating oils is allowed provided that the operating conditions meet the
requirements stated in chapter 3.4.
2) VLSFO RM = Very low sulphur fuel oil with max. sulphur content of 0,50 % m/m belonging
to residual fuel category.
3) ULSFO RM = Ultra low sulphur fuel oil with max. sulphur content of 0,10 % m/m belonging
to residual fuel category.

7-7
7. Lubricating Oil System Wärtsilä 31DF Product Guide

On alternate natural gas/ distillate fuel/ liquid biofuel/ VLSFO operation BN 30 oils shall be used
unless operating conditions meet the criteria stated below for the usage of BN 20 oils. It’s the
responsibility of the operator to follow the used lubricating oil condition, especially alkali reserve
(BN) and to ensure that a chosen lubricating oil brand suits from BN level point of view to the
operating conditions resulting from the fuel qualities being used.
If the engine operation takes continuously place on residual fuel, BN 50/55 lubricating oils will
offer the longest oil change intervals from BN depletion point of view as well as a better engine
cleanliness. By continuous residual fuel operation it is meant that natural gas operation cannot
be anticipated, that only residual fuel is available or that the engine is specified so that only the
use of residual fuel is possible.
On the other hand BN 50/55 lubricating oils do contain more ash which is influencing on the
deposit formation e.g. to the surfaces of turbocharger, exhaust valves and cylinder head flame
plate. Thus in the selection of an optimum BN lubricating oil both above mentioned aspects
are worth to take into account and the use of BN 30 or 40 oil can be a better alternative if
experience shows that the lubricating oil BN equilibrium remains at an acceptable level.
The optimum BN level of fresh lubricating oil depends on sulphur content of each fuel being
used, operating periods on each fuel as well as on lubricating oil consumption of the engine in
question.
Further, on residual fuelled engines BN 30 lubricants have eventually 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 availability of the
installation provided that the maintenance intervals of the SCR catalyst can be increased.
An example of BN depletion curve with different BN lubricating oils is shown hereafter.

Fig 7-1

Additives:
The oils shall contain additives that give good oxidation stability, corrosion protection, load
carrying capacity, neutralisation 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

7-8
Wärtsilä 31DF Product Guide 7. Lubricating Oil System

Fresh lubricating oil shall meet the following limits for foaming tendency and stability, according
to the ASTM D 892-18 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.
Condemning limits for used BN 20 – 55 lubricating oil on residual fuel operation
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 mm²/s at 40 °C max. 25% decrease ASTM D 445

max. 45% increase
Viscosity mm²/s at 100 °C max. 20% decrease ASTM D 445
max. 25% increase
Water % v/v or % m/m max. 0,30 ASTM D 95 or D 6304C

Base Number mg KOH/g BN 30 – 55 oils: min. 20 ASTM D 2896

BN 20 oils: min. 15
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

Validated lubricating oil qualities

In case of Very Low Sulphur Fuel Oil (max. 0,50 % m/m S VLSFO RM) as a main fuel is used
in turn with natural gas (NG) and distillate fuel, BN 30 lubricating oils listed in the table hereafter
shall be used except if the operating conditions specified in chapter 3.4 are fulfilled. In such
cases also the use of BN 20 lubricating oils included in chapter 3.4 is allowed. Due to the
deposit formation risk on combustion chamber and turbocharger component surfaces and
reduce the risk of preignition the use of BN 40 shall be avoided if only ULSFO and / or VLSFO
are used in turn with natural gas. BN 40 lubricating oils can be an alternative for BN 30 lubricating
oils in case fuel sulphur content is > 0,50 % m/m. BN 50 and 55 lubricating oils are recommended
only to the engines operated continuously on residual fuel and suffering about fast BN depletion
rate.
Validated SAE 40 & BN 30 – 55 lubricating oils for VLSFO RM and high sulphur residual fuel
and alternate natural gas/ distillate fuel/ residual fuel operation:

SUPPLIER BRAND NAME BN HFO

FUEL
CATEG.
Shell Argina S3 40 30 C,D
Argina S4 40 40 C
Argina S4 X 40 50 C
Argina S5 40 55 C

7-9
7. Lubricating Oil System Wärtsilä 31DF Product Guide

(continued)
SUPPLIER BRAND NAME BN HFO
FUEL
CATEG.
ADNOC Distribution Voyager Marine 430 30 C,D
Voyager Marine 440 40 C
Voyager Marine 450 50 C
Voyager Marine 455 55 C
Voyager Mallah 430 30 C,D
Voyager Mallah 440 40 C
Voyager Mallah 450 50 C
Voyager Mallah 455 55 C
Aegean Marine Fuels & Lubricants FZE Alfamar 430 30 C,D
Alfamar 440 40 C
Alfamar 450 50 C
Alfamar 455 55 C
Alfamar GII 430 30 C,D
Alfamar GII 440 40 C
Alfamar GII 450 50 C
Alfamar GII 455 55 C
Avin Oil S.A. Avin Argo S 30 SAE 40 30 C,D
Avin Argo S 40 SAE 40 40 C
Avin Argo S 50 SAE 40 50 C
Avin Argo S 55 SAE 40 55 C
Castrol TLX 3-40 30 C,D
TLX 4-40 40 C
TLX 5-40 53 C
TLX Plus 304 30 C,D
TLX Plus 404 40 C
TLX Plus 504 50 C
TLX Plus 554 55 C
TLX Xtra 304 30 C,D
TLX Xtra 404 40 C
TLX Xtra 504 50 C
TLX Xtra 554 55 C
Cepsa Troncoil 3040 PLUS 30 C,D
Troncoil 4040 PLUS 40 C
Troncoil 5040 PLUS 50 C
Larus 3040 30 C,D
Larus 4040 40 C
Larus 5040 50 C
Chevron (Texaco + Caltex) Taro 30 DP 40 30 C,D
Taro 40 XL 40 40 C
Taro 50 XL 40 50 C
Taro 55 XL 40 55 C
Taro 30 DP 40X 30 C,D
Taro 40 XL 40X 40 C
Taro 50 XL 40X 50 C
CPC Corporation, Taiwan Marilube TPEO 4030 30 C,D
Marilube Oil SL-304 30 C,D
Marilube TPEO 4040 40 C
Marilube Oil SL-40 40 C
Marilube TPEO 4050 50 C
ENEOS Corporation Marine T 304 30 C,D
Marine T 404 40 C
Marine T 504 50 C

7-10
Wärtsilä 31DF Product Guide 7. Lubricating Oil System

(continued)
SUPPLIER BRAND NAME BN HFO
FUEL
CATEG.
ENI S.p.A. Cladium 300 S 30 C,D
Cladium 400 S 40 C
Cladium 500 S 50 C
Cladium 550 S 55 C
ENOC Strata MSD 430 30 C,D
Strata MSD 440 40 C
Strata MSD 450 50 C
Strata MSD 455 55 C
Strata MSDO 430 30 C,D
Strata MSDO 440 40 C
Strata MSDO 450 50 C
Strata MSDO 455 55 C
EPPCO Bahri MSD 430 30 C,D
EPPCO Bahri MSD 440 40 C
EPPCO Bahri MSD 450 50 C
EPPCO Bahri MSD 455 55 C
ExxonMobil Mobilgard M 430 30 C,D
Mobilgard M 440 40 C
Mobilgard M50 50 C
Fuchs Petrolub SE Titan PSW 30 SAE 40 30 C,D
Titan PSW 40 SAE 40 40 C
Titan PSW 55 SAE 40 55 C
Gazpromneft Lubricants Ltd. Gazpromneft Ocean TPL 3040 30 C,D
Gazpromneft Ocean TPL 4040 40 C
Gazpromneft Ocean TPL 5040 HSF 50 C
Gulf Oil International Gulfgen Supreme 430 30 C,D
Gulfgen Supreme 440 40 C
Gulfgen Supreme 455 55 C
Gulfgen Supreme Plus 430 30 C,D
Gulfgen Supreme Plus 440 40 C
Gulfgen Supreme Plus 455 55 C
Gulf Oil Marine / Sealub Alliance GulfSea Power 4030 30 C,D
GulfSea Power 4040 40 C
GulfSea Power 4055 55 C
GulfSea Power II 4030 30 C,D
GulfSea Power II 4040 40 C
GulfSea Power II 4055 55 C
GulfSea Power 4030S 30 C
GulfSea Power 4040S 40 C
GulfSea Power 4055S 55 C
Indian Oil Corporation Servo Marine K-3040 30 C,D
Servo Marine K-4040 40 C
Servo Marine K-5040 50 C
Servo Marine K-5540 55 C
Irving Blending & Packaging Irving Marine MTX 3040 30 C,D
Irving Marine MTX 4040 40 C
Irving Marine MTX 5040 50 C
Kuwait Petroleum Q8 Mozart TM 30 SAE 40 30 C,D
Q8 Mozart TM 40 SAE 40 40 C
Q8 Mozart TM 55 SAE 40 55 C

7-11
7. Lubricating Oil System Wärtsilä 31DF Product Guide

(continued)
SUPPLIER BRAND NAME BN HFO
FUEL
CATEG.
Lenol Lenol 30 TP 40 30 C,D
Lenol 40 TP 40 40 C
Lenol 50 TP 40 50 C
Lenol 55 TP 40 55 C
LPC S.A. Cyclon Poseidon HT 4030 30 C,D
Cyclon Poseidon HT 4040 40 C
Cyclon Poseidon HT 4050 50 C
Cyclon Poseidon HT 4055 55 C
Lukoil Navigo TPEO 30/40 30 C,D
Navigo TPEO 40/40 40 C
50 C
Navigo TPEO 50/40
55 C
Navigo TPEO 55/40

Morris Lubricants Aquamor 130MD 30 C,D

Aquamor 140MD 40 C
Aquamor 150MD 50 C
Motor Oil (Hellas) Emo Argo S 30 SAE 40 30 C,D
Emo Argo S 40 SAE 40 40 C
Emo Argo S 50 SAE 40 50 C
Emo Argo S 55 SAE 40 55 C
Pertamina Medripal 430 30 C,D
Medripal 440 40 C
Medripal 450 50 C
Salyx 430 30 C,D
Salyx 440 40 C
Salyx 450 50 C
Petro Gulf Oil Manufacturing LLC Marine TPEO 4030 30 C,D
Marine TPEO 4040 40 C
Marine TPEO 4050 50 C
Marine TPEO 4055 55 C
Petrobras Marbrax CCD-430 30 C,D
Marbrax CCD-440 40 C
Marbrax CCD-450 50 C
Petromin Lubricants Petromin Petropower Plus 2-40 30 C,D
Petromin Petropower Plus 3-40 40 C
Petromin Petropower Plus 4-40 50 C
Petromin Petropower Plus 5-40 55 C
Petromin Petropower 2-40 30 C,D
Petromin Petropower 3-40 40 C
Petromin Petropower 4-40 55 C
Petromin Petroshield 2-40 30 C,D
Petromin Petroshield 3-40 40 C
Petromin Petroshield 4-40 55 C
Petron Petromar HF 3040 30 C,D
Petromar HF 4040 40 C
Petromar HF 5040 50 C
Petromar HF 5540 55 C

7-12
Wärtsilä 31DF Product Guide 7. Lubricating Oil System

(continued)
SUPPLIER BRAND NAME BN HFO
FUEL
CATEG.
Petronas Lubricants International Disrol P 30 MS 40 30 C,D
Disrol P 40 MS 40 40 C
Disrol P 50 MS 40 50 C
Disrol P 55 MS 40 55 C
Disrol 300 SAE 40 30 C,D
Disrol 400 SAE 40 40 C
Disrol 500 SAE 40 50 C
MAEO 4040 40 C
MAEO 4050 50 C
Puma Energy Lubricants Marine Advanced TPEO 40/30 30 C,D
Marine Advanced TPEO 40/40 40 C
50 C
Marine Advanced TPEO 40/50
55 C
Marine Advanced TPEO 40/55

Repsol Neptuno W NT 4000 SAE 40 40 C,D

Neptuno W NT 5500 SAE 40 55 C
Sinopec TPEO 4030 30 C,D
TPEO 4040 40 C
TPEO 4050 50 C
SK Lubricants Supermar 30TP40 30 C,D
Supermar 40TP40 40 C
Supermar 50TP40 50 C
TotalEnergies/ Lubmarine Aurelia TI 4030 30 C,D
Aurelia TI 4040 40 C
Aurelia TI 4055 55 C
Valvoline HFO 4030 30 C,D
HFO 4040 40 C
HFO 4050 50 C
HFO 4055 55 C

Allowed operating hours for engines lubricated with bn 20 lubricating oils and using
residual fuel in turn with natural gas as a main fuel
When operating the DF engines mainly on natural gas, the use of too high BN lubricating oils
is worth to avoid since that is increasing the risk of deposit formation on combustion chamber
components, like exhaust valve sealing surfaces and turbocharger.
In order to minimize the risk, it is allowed to operate the W31DF engine in some extent on
residual fuel when using BN 20 lubricating oils listed hereafter.
The allowed operating periods are depending on total monthly accumulated operating hours
as well as on the sulphur content of residual fuel quality. If longer periods, than specified below,
are operated on residual fuel, the lubricating oil qualities mentioned above must be used.
Residual fuel qualities fulfilling ISO 8217:2024 (E) ISO-F-RMA 10 – RMK 700 standard and
having sulphur content of max. 0,50 % m/m including also VLSFO RM (max. S 0,50 % m/m):
• Max. operating hours per month: 25% of total monthly operating hours
Residual fuel qualities fulfilling ISO 8217:2024 (E) ISO-F-RMA 10 – RMK 700 standard and
having sulphur content of 0,51 - 2,5 % m/m:
• Max. operating hours per month: 5% of total monthly operating hours

7-13
7. Lubricating Oil System Wärtsilä 31DF Product Guide

BN 20 oils can be used also in continuous operation on Ultra Low Sulphur Fuel Oil (max. 0,10
% m/m S ULSFO RM) classed as residual fuel.
Additionally, it is allowed to use BN 20 lubricating oils included on the below table during the
sea trials taking place on VLSFO RM (max. sulphur content 0,50 % m/m) provided that the sea
trial length on VLSFO RM is max. 100 service hours and after the sea trials the monthly service
hour limits stated above can be fulfilled.
In case the length of sea trials will be more than 100 hours a BN 30 oil shall be chosen. If it
can be ensured that residual fuel will not be used after the sea trials it’s strongly recommended
to change lubricating oil to a lower BN product.
Validated SAE 40 & BN 20 lubricating oils for restricted alternate natural gas/ distillate fuel/
residual fuel operation and continuous operation on ULSFO RM:

SUPPLIER BRAND NAME BN HFO

FUEL
CATEG.
1)

Shell Argina S2 40 20 D,E

Castrol TLX 2-40 20 D,E

TLX Plus 204 20 D,E
TLX Xtra 204 20 D,E
Cepsa Larus 2040 20 D,E

Chevron (Texaco + Caltex) Taro 20 DP 40 20 D,E

Taro 20 DP 40X 20 D,E
CPC Corporation, Taiwan CPC Marilube TPEO 4020 20 D,E
CPC Super Duty Marilube Oil HB-40 20 D,E
ENEOS Corporation Marine T204 20 D,E

ENOC Strata MSDO 420 20 D,E

EPPCO Bahri MSDO 420 20 D,E
ExxonMobil Mobilgard M 420 20 D,E

Gulf Oil Marine / Sealub Alliance GulfSea Power MDO 4020 20 D,E
GulfSea Power MDO 4020S 20 D,E
Irving Blending & Packaging Irving Marine MTX 2040 20 D,E

Lenol Lenol 20 TP 40 20 D,E

Lukoil Navigo TPEO 20/40 20 D,E

Petrobras Marbrax CCD-420 20 D,E

Petronas International Lubricants Disrol P 20 MS 40 20 D,E

Puma Energy Lubricants Marine Advanced TPEO 40/20 20 D,E

TotalEnergies / Lubmarine Aurelia TI 4020 20 D,E

1) Use of BN 20 lubricating oils on VLSFO RM (max. sulphur 0,50 % m/m) operation is allowed
provided that the operating conditions meet the requirements stated above.

7.1.1.4 Additional requirements and recommendations

LUBRICATING OIL LEVEL:
The intervals between lubricating oil changes may be extended by adding fresh oil frequently
(even daily) to keep the oil level constantly close to the maximum level.

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Wärtsilä 31DF Product Guide 7. Lubricating Oil System

CHANGE OF LUBRICATING OIL BRAND:

Topping up with a different lubricating oil brand than the one already in the system is not allowed,
except if both lubricating oils originate from the same manufacturer. For example, if Company
A’s BN 30 oil is filled into the oil system and topping up with the same Company A’s BN 40 oil
is desired, that can be done provided that both products are based on the same base oils and
identical additive technology. Otherwise the lubricating oil system has to be drained and then
filled with another brand by following the procedure described here below.
If the main fuel type is changed from natural gas to distillate fuel or residual fuel, or vice versa,
choose the proper lubricating oil from the tables mentioned above.
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
• Flush and clean the lubricating oil system in case there exists 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.
USE OF NON-VALIDATED LUBRICATING OILS:
Before using a lubricating oil being not listed in the tables of this document, the engine
manufacturer must be contacted. Lubricating oils that are not validated have to be tested
according to Wärtsilä procedure.
If non-validated lubricating oils will be used during the engine warranty period and there exists
no agreement with Wärtsilä about testing, the engine guarantee will not be valid.
Lubricating oil companies listed in this document along with other possible manufacturers and
distributors undertake all responsibility for the performance of their validated lubricating oils in
service to the exclusion of any liability of any Wärtsilä company belonging to Wärtsilä group.
Further, they shall indemnify, compensate and hold harmless Wärtsilä and companies belonging
to Wärtsilä group from and against any claims, damages and losses caused by the lubricating
oils in question.

7.1.1.5 Lubricating oils for engine turning device

Based on the turning device manufacturer’s instructions EP-gear oils *) having viscosity of 414
- 506 mm²/s (cSt) at 40 °C = ISO VG 460 **) are normally considered as suitable lubricating
oils for turning device. The following products are fulfilling the requirements:
*) EP = Extreme pressure
**) ISO VG = Viscosity Grade categorisation specified by International Organization for
Standardization
Allowed lubricating oils for turning device:

Table 7-4 Lubricating oils for engine turning device

SUPPLIER BRAND NAME VISCOSITY VISCOSITY VISCOSITY

mm²/s at 40 mm²/s at INDEX (VI)
°C 100 °C
Shell Omala S2 GX 460 460 30,8 97

Castrol Alpha SP 460 460 30,5 95

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7. Lubricating Oil System Wärtsilä 31DF Product Guide

Table 7-4 Lubricating oils for engine turning device (continued)

SUPPLIER BRAND NAME VISCOSITY VISCOSITY VISCOSITY

mm²/s at 40 mm²/s at INDEX (VI)
°C 100 °C
Chevron (Texaco + Caltex) Meropa 460 460 31,2 97

ENI S.p.A. Blasia 320 300 23,0 95

ExxonMobil Mobilgear 600 XP 460 460 30,6 96

Fuchs Petrolub SE Renolin CLP 460 460 30,4 95

Petro-Canada Lubricants Enduratex EP 460 452 30,4 97

Petronas International Lubricants Gear MEP 460 460 29,9 93

Repsol Super Tauro 460 460 30,0 92

RN-Lubricants Rosneft Redutec CLP 460 429 27,7 89

TotalEnergies / Lubmarine Carter EP 460 470 30,3 93

Different oil brands may not be blended, unless it is approved by the oil suppliers. Blending of
different oils must also be validated by Wärtsilä, if the engine is still under warranty.
An updated list of validated lubricating oils is supplied for every installation.

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Wärtsilä 31DF Product Guide 7. Lubricating Oil System

7.2 External lubricating oil system

Fig 7-2 Lubricating oil system, single main engine (DAAF301499B)

System components:

2E02 Heater (separator unit) 2P03 Separator pump (separator unit)

2F01 Suction strainer (main lubricating oil pump) 2P04 Stand-by pump

2F03 Suction filter (separator unit) 2S01 Separator

2F04 Suction strainer (Prelubricating oil pump) 2S02 Condensate trap

2F06 Suction strainer (stand-by pump) 2T01 System oil tank

2N01 Separator unit 2T06 Sludge tank

2P02 Pre lube oil pump 2V03 Pressure control valve

Pipe connections: 8V - 10V 12V - 16V

*202 Lubricating oil outlet DN200 DN250

*203 Lubricating oil to engine driven pump DN200 DN250

206 Lubricating oil from priming pump DN80 DN80

208 Lubricating oil from electric driven pump DN125 DN125

701 Crankcase air vent DN125 DN150

**723 Inert gas inlet DN50 DN50

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7. Lubricating Oil System Wärtsilä 31DF Product Guide

Fig 7-3 Lubricating oil system, single main engine LFO (DAAF301501C)

System components:

2E02 Heater (separator unit) 2S02 Condensate trap

2F03 Suction filter (separator unit) 2T03 New oil tank

2N01 Separator unit 2T04 Renovating oil tank

2P03 Separator pump (separator unit) 2T05 Renovated oil tank

2P04 Stand-by pump 2T06 Sludge tank

2S01 Separator 2V03 Pressure control valve

Pipe connections: 8V - 10V 12V - 16V

**207 Lube oil to el. driven pump DN200 / DN250

208 Lube oil from el. driven pump DN125 DN125

213 Lubricating oil from separator and filling DN40 DN40

214 Lubricating oil to separator and drain DN40 DN40

217 Lube oil to generator bearing DN40 DN40

218 Lube oil from generator bearing DN40 DN40

701 Crankcase air vent DN125 DN150

***723 Inert gas inlet DN50 DN50

7-18
Wärtsilä 31DF Product Guide 7. Lubricating Oil System

Fig 7-4 Lubricating oil system (LFO), multiple engine (DAAF301500B)

System components:

2E02 Heater (separator unit) 2S02 Condensate trap

2F03 Suction filter (separator unit) 2T03 New oil tank

2N01 Separator unit 2T04 Renovating oil tank

2P03 Separator pump (separator unit) 2T05 Renovated oil tank

2S01 Separator 2T06 Sludge tank

Pipe connections: 8V - 10V 12V - 16V

213 Lubricating oil from separator and filling DN40 DN40

214 Lubricating oil to separator and drain DN40 DN40

217 Lube oil to generator bearing DN40 DN40

218 Lube oil from generator bearing DN40 DN40

701 Crankcase air vent DN125 DN150

**723 Inert gas inlet DN50 DN50

External system requirements

When engine is preheated (jacket water), the lubricating oil can be kept warmer by running
pre-lubrication oil pump in intervals or continuously (depending on application). Recommended
oil temperature before engine start-up is min. 40 °C.
When lubricating oil separator installed, oil can also be warmed up with the separator unit
heater.

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7. Lubricating Oil System Wärtsilä 31DF Product Guide

7.2.1 Lubricating oil bypass circuit, treatment system

7.2.1.1 Bypass treatment device (2N01) for filtration and separation in
the upstream lubricating oil system
For engines that can operate on liquid fuels (Diesel, DF), an external lube oil by-pass treatment
device (e.g. separator, filter/coalescer type) is required to remove dirt, particles and possible
water from the engine oil.
A lube oil separator is required, as an oil by-pass treatment device, for engines running on
fuels classified worse than ISO-F-DMB/DFB.
For fuels equal or better/cleaner than ISO-F-DMB/DFB, an alternative as oil by-pass treatment
is allowed as long as the oil quality and cleanliness can be maintained, as per Wärtsilä
requirements.
It is recommended to install minimum one lube oil separator per vessel/per engine room for
intermittent usage according to need. Piping/valves to be arranged so the separator usage rate
(separator process hours vs engine running hours) can be split evenly between the engines,
and the mixing between engine oil systems is minimal.
If a bypass filter is used with limited water removal capability (only absorption in filter element),
Wärtsilä suggest to consider whether install also a water remover.
General bypass treatment unit (separator, filter coalescer type) requirements:
● The bypass treatment unit should be dimensioned for continuous operation
● Each lubricating oil system should have its own individual bypass treatment unit
● Rate of circulation of the entire volume per 24h: min 5 times
When separator (mandatory for HFO):
● Centrifuging temperature approx. 95°C
● It may also be equipped with an intermediate sludge tank and a sludge pump, which offers
flexibility in placement of the separator since it is not necessary to have a sludge tank directly
beneath the separator
● It shall be considered that, while the engine is stopped in stand-by mode without LT water
circulation, the separator unit may be heating up the total amount of lubricating oil in the oil
tank to a value higher than the nominal one required at engine inlet, after lube oil cooler
(see “Temperature before engine, nom.” in the table hereunder). Higher oil temperatures
at engine inlet than the nominal, may be creating higher component wear and in worst
conditions damages to the equipment and generate alarm signal at engine start, or even a
load reduction request to PMS
Water-in-oil monitoring
It’s recommended water in oil monitoring, externally mounted, engine-dedicated.
Sufficient lube oil temperature for starting the engine to be ensured by using a heater installed
together with the lube oil by-pass treatment. If the lube oil by-pass treatment does not include
a heater, specific conditions for oil temperature during starting must be considered.
Separators are usually supplied as pre-assembled units.

Typically lubricating oil separator units are equipped with:

● Feed pump with suction strainer and safety valve
● Preheater
● Separator
● Control cabinet

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Wärtsilä 31DF Product Guide 7. Lubricating Oil System

The lubricating oil separator unit may also be equipped with an intermediate sludge tank and
a sludge pump, which offers flexibility in placement of the separator since it is not necessary
to have a sludge tank directly beneath the separator.

Separator feed pump (2P03)

The feed pump must be selected to match the recommended throughput of the separator.
Normally the pump is supplied and matched to the separator by the separator manufacturer.
The lowest foreseen temperature in the system oil tank (after a long stop) must be taken into
account when dimensioning the electric motor.

Separator preheater (2E02)

The preheater is to be dimensioned according to the feed pump capacity and the temperature
in the system oil tank. When the engine is running, the temperature in the system oil tank
located in the ship's bottom is normally 65...75°C. To enable separation with a stopped engine
the heater capacity must be sufficient to maintain the required temperature without heat supply
from the engine.
Recommended oil temperature after the heater is 95°C.
It shall be considered that, while the engine is stopped in stand-by mode without LT water
circulation, the separator unit may be heating up the total amount of lubricating oil in the oil
tank to a value higher than the nominal one required at engine inlet, after lubricating oil cooler
(please refer to Engine Configurator available through Wärtsilä website). Higher oil temperatures
at engine inlet than the nominal, may be creating higher component wear and in worst conditions
damages to the equipment and generate alarm signal at engine start, or even a load reduction
request to PMS.
The surface temperature of the heater must not exceed 150°C in order to avoid cooking of the
oil.
The heaters should be provided with safety valves and drain pipes to a leakage tank (so that
possible leakage can be detected).

Separator (2S01)
The separators should preferably be of a type with controlled discharge of the bowl to minimize
the lubricating oil losses.
The service throughput Q [l/h] of the separator can be estimated with the formula:

where:

Q = volume flow [l/h]

P = engine output [kW]

n = 5 for HFO, 4 for LFO

t = operating time [h/day]: 24 for continuous separator operation, 23 for normal dimensioning

Sludge tank (2T06)

The sludge tank should be located directly beneath the separators, or as close as possible
below the separators, unless it is integrated in the separator unit. The sludge pipe must be
continuously falling.

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7. Lubricating Oil System Wärtsilä 31DF Product Guide

7.2.2 System oil tank (2T01)

Recommended oil tank volume is stated in Engine Configurator available through Wärtsilä
website.
The system oil tank is usually located beneath the engine foundation. The tank must not protrude
under the reduction gear or generator, and it must also be symmetrical in transverse direction
under the engine. The location must further be such that the lubricating oil is not cooled down
below normal operating temperature. Suction height is especially important with engine driven
lubricating oil pump. Losses in strainers etc. add to the geometric suction height. Maximum
suction ability of the pump is stated in Engine Configurator available through Wärtsilä website.
The pipe connection between the engine oil sump and the system oil tank must be flexible to
prevent damages due to thermal expansion. The return pipes from the engine oil sump must
end beneath the minimum oil level in the tank. Further on the return pipes must not be located
in the same corner of the tank as the suction pipe of the pump.
The suction pipe of the pump should have a trumpet shaped or conical inlet to minimise the
pressure loss. For the same reason the suction pipe shall be as short and straight as possible
and have a sufficient diameter. A pressure gauge shall be installed close to the inlet of the
lubricating oil pump. The suction pipe shall further be equipped with a non-return valve of flap
type without spring. The non-return valve is particularly important with engine driven pump and
it must be installed in such a position that self-closing is ensured.
Suction and return pipes of the separator must not be located close to each other in the tank.
The ventilation pipe from the system oil tank may not be combined with crankcase ventilation
pipes.
It must be possible to raise the oil temperature in the tank after a long stop. In cold conditions
it can be necessary to have heating coils in the oil tank in order to ensure pumpability. The
separator heater can normally be used to raise the oil temperature once the oil is pumpable.
Further heat can be transferred to the oil from the preheated engine, provided that the oil
viscosity and thus the power consumption of the pre-lubricating oil pump does not exceed the
capacity of the electric motor.
1 2 3 4 5 6 7 8

A A

B B

C C

D D

E E

Fig 7-5 Example of system oil tank arrangement (DAAE007020i)

Project name Created by Create date Language Object designation

F Project id Product id Reviewed by Review date Sheet size Page F

Based on document id Customer document id Approved by Approval date Document Id: Rev.
Rev. Date Created by Appr. by Revision text

1 2 3 4 5 6 7 8

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Wärtsilä 31DF Product Guide 7. Lubricating Oil System

7.2.3 Suction strainers (2F01, 2F04, 2F06)

It is recommended to install a suction strainer before each pump to protect the pump from
damage. The suction strainer and the suction pipe must be amply dimensioned to minimize
pressure losses. The suction strainer should always be equipped with an alarm for high
differential pressure.

Design data:

Fineness 0.5...1.0 mm

7.2.4 Pre-lubricating oil pump (2P02)

The pre-lubricating oil pump is a scew or gear pump, which is to be equipped with a safety
valve.
The installation of a pre-lubricating pump is mandatory. An electrically driven main pump or
standby pump (with full pressure) may not be used instead of a dedicated pre-lubricating pump,
as the maximum permitted pressure is 200 kPa (2 bar) to avoid leakage through the labyrinth
seal in the turbocharger (not a problem when the engine is running). A two speed electric motor
for a main or standby pump is not accepted.
The piping shall be arranged so that the pre-lubricating oil pump fills the main oil pump, when
the main pump is engine driven.
The pre-lubricating pump should always be running, when the engine is stopped.
Depending on the foreseen oil temperature after a long stop, the suction ability of the pump
and the geometric suction height must be specially considered with regards to high viscosity.
The pump is to be equipped with a pressure regulating valve or then an external valve outside
pump bypassing oil back to pump suction. If pressure regulating valve is integrated into pump
it is to be confirmed with supplier that pump can manage about 50% recirculation.

Design data:

Capacity please refer to technical data, which could be found by access-

ing Engine Configurator available through Wärtsilä's website
Max. pressure (safety valve) 200 kPa (2 bar)

Design temperature 100°C

Viscosity for dimensioning of the electric 500 cSt

motor

7.2.5 Pressure control valve (2V03)

Design data:

Design pressure 1.0 MPa (10 bar)

Capacity Difference between pump capacity and oil flow through engine

Design temperature 100 °C

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7. Lubricating Oil System Wärtsilä 31DF Product Guide

7.2.6 Lubricating oil pump, stand-by (2P04)

An externally installed stand-by pump, driven by an electric motor, will be equipped with a
pressure control valve and safety valve. Additionally, a non-return valve will be installed in the
stand-by delivery pipe to the engine. This setup is intended for exceptional or intermittent use.
The stand-by lubricating oil pump is normally of the screw type and should be equipped with
an safety valve.

Design data:

Capacity please refer to Engine Configurator

available through Wärtsilä website
Design pressure, max 0.8 MPa (8 bar)

Design temperature, max. 100°C

Lubricating oil viscosity SAE 40

Viscosity for dimensioning the electric 500 mm2/s (cSt)

motor

7.3 Crankcase ventilation system

The purpose of the crankcase ventilation is to evacuate gases from the crankcase in order to
keep the pressure in the crankcase within acceptable limits.
Each engine must have its own vent pipe into open air. The crankcase ventilation pipes may
not be combined with other ventilation pipes, e.g. vent pipes from the system oil tank.
The diameter of the pipe must be large enough to avoid excessive back pressure. Other possible
equipment in the piping must also be designed and dimensioned to avoid excessive flow
resistance.
A condensate trap and a drain must be provided for the vent pipe near the engine.
The connection between engine and pipe is to be flexible. It is very important that the crankcase
ventilation pipe is properly fixed to a support rigid in all directions directly after the flexible hose
from crankcase ventilation outlet, extra mass on the oil mist detector must be avoided. There
should be a fixing point on both sides of the pipe at the support. Absolutely rigid mounting
between the pipe and the support is recommended. The supporting must allow thermal
expansion and ship’s structural deflections.

Design data:

Flow please refer to Engine Configurator available through Wärtsilä

website
Crankcase pressure, max. please refer to Engine Configurator available through Wärtsilä
website
Temperature 80°C

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Wärtsilä 31DF Product Guide 7. Lubricating Oil System

The size of the ventilation pipe (D2) out

from the condensate trap should be big-
ger than the ventilation pipe (D) coming
from the engine.
For more information about ventilation
pipe (D) size, see the external lubricating
oil system drawing.

The max. back-pressure must also be

considered when selecting the ventilation
pipe size.

Fig 7-6 Condensate trap (DAAF369903)

All Wärtsilä dual fuel engines are equipped with oil mist detector (QU700) and crankcase
pressure monitoring sensor (PT700). According to the latest classification rules, crankcase
pressure must be measured by a separate sensor and not integrated to oil mist detector. High
crankcase pressure leads to alarm. Some classification societies may also require engine
shutdown due to high crankcase pressure. If high crankcase pressure alarm is triggered during
gas operation, engine trips to diesel mode.
All breathing and ventilation pipes that may contain fuel gas must always be built sloping
upwards to avoid fuel gas accumulating inside the piping. The free end of the ventilation pipes
is to be protected by a flame arrester (usu. provided by yard) and it must be positioned so that
winds do not prevent free ventilation.
In installations without constant crankcase gas concentration monitoring, crankcase gas
concentration sampling point for manual measurement from running engine should be arranged
into the crankcase ventilation piping outside of engine. Usually this is to be built by yard.

NOTICE
Purging of the crankcase with inert gas is recommended before maintenance interventions.
Purging is not required, if engine has been running in diesel mode for at least 15 minutes
before shutting down.

7.3.1 Closed loop crankcase ventilation

A closed crankcase ventilation system can be installed to reduce emissions. It captures and
recirculates gases produced in the engine's crankcase, thereby preventing their release into
the atmosphere and minimizing the engine's environmental impact. Please contact Wärtsilä
for further details.

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7. Lubricating Oil System Wärtsilä 31DF Product Guide

7.4 Flushing instructions

Flushing instructions in this Product Guide are for guidance only. For contracted projects, please
refer to Installation Planning Instructions (IPI) for the fineness of the flushing filter and other
project specific instructions.

7.4.1 Piping and equipment built on the engine

Flushing of the piping and equipment built on the engine is not required and flushing oil shall
not be pumped through the lubricating oil system (which is flushed and clean from the factory).
Cleanliness of the external system shall be verified after flushing is completed and is acceptable
when the cleanliness has reached a level in accordance with ISO 4406 © 21/19/15, or NAS
1638 code 10. All pipes connected to the engine, the engine wet sump or to the external engine
wise oil tank shall be flushed. Oil used for filling shall have a cleanliness of ISO 4406 © 21/19/15,
or NAS 1638 code 10.

NOTICE
The engine must not be connected during flushing.

7.4.2 External oil system

Refer to the system diagram(s) in section External lubricating oil system for location/description
of the components mentioned below.
If the engine is equipped with a wet oil sump the external oil tanks, new oil tank (2T03),
renovating oil tank (2T04) and renovated oil tank (2T05) shall be verified to be clean before
bunkering oil. Especially pipes leading from the separator unit (2N01) directly to the engine
shall be ensured to be clean for instance by disconnecting from engine and blowing with
compressed air.
If the engine is equipped with a dry oil sump the external oil tanks, new oil tank and the system
oil tank (2T01) shall be verified to be clean before bunkering oil.
Operate the separator unit continuously during the flushing (not less than 24 hours). Leave the
separator running also after the flushing procedure, this to ensure that any remaining
contaminants are removed.
If an electric motor driven stand-by pump (2P04) is installed then piping shall be flushed running
the pump circulating engine oil through a temporary external oil filter (recommended mesh 34
microns) into the engine oil sump through a hose and a crankcase door. The pump shall be
protected by a suction strainer (2F06).
Whenever possible the separator unit shall be in operation during the flushing to remove dirt.
The separator unit is to be left running also after the flushing procedure, this to ensure that any
remaining contaminants are removed.

7.4.3 Type of flushing oil

7.4.3.1 Viscosity
In order for the flushing oil to be able to remove dirt and transport it with the flow, ideal viscosity
is 10...50 cSt. The correct viscosity can be achieved by heating engine oil to approx. 85°C or
by using a separate flushing oil which has an ideal viscosity in ambient temperature.

7.4.3.2 Flushing with lubricating oil

The ideal is to use lubricating oil for flushing. This requires a heater or that the separator unit
is in operation to heat the oil. Lubricating oil used for flushing can be reused as lubricating oil
provided that no debris or other contamination is present in the oil at the end of flushing.

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Wärtsilä 31DF Product Guide 7. Lubricating Oil System

7.4.3.3 Flushing with low viscosity flushing oil

If no separator heating is available during the flushing procedure it is possible to use a low
viscosity flushing oil instead of lubricating oil. In such a case the low viscosity flushing oil must
be disposed of after flushing is completed. Great care must be taken to drain all flushing oil
from pockets and bottom of tanks so that flushing oil remaining in the system will not compromise
the viscosity of the actual lubricating oil.

7.4.3.4 Lubricating oil sample

To verify the cleanliness a LO sample shall be taken by the shipyard after the flushing is
completed. The properties to be analyzed are Viscosity, BN, AN, Insolubles, Fe and Particle
Count.
Commissioning procedures shall in the meantime be continued without interruption unless the
commissioning engineer believes the oil is contaminated.

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Wärtsilä 31DF Product Guide 8. Compressed Air System

8. Compressed Air System

Compressed air is used to start the engines (starting air connection 301) as well as to provide
actuating energy for safety and control devices (Instrument air, connection 320).
To ensure the functionality of the components in the compressed air system, the compressed
air has to be free from solid particles and oil.

8.1 Instrument air

The quality of instrument air, from the ships instrument air system, for safety and control devices
must fulfill the following requirements.

Table 8-1 Instrument air specification

Dew point temperature +3°C

Max. oil content 1 mg/m3

Max. particle size 3 µm

Instrument air quality at engine connection ISO 8573-1:2010 [5:5:3]

Table 8-2 Instrument air inlet pressure

Inlet connection 320 Pressure [kPa (g)]

Max. 800

Min. 600

Alarm 600

8.2 Starting air

The design of the starting air system is partly determined by classification regulations. Most
classification societies require that the total capacity is divided into two equally sized starting
air receivers and starting air compressors. The requirements concerning multiple engine
installations can be subject to special consideration by the classification society.
The use of starting air for other purposes is limited by the classification regulations.
The starting air pipes should always be slightly inclined and equipped with manual or automatic
draining at the lowest points.
Instrument air to safety and control devices must be treated in an air dryer.

NOTICE
To ensure a fast and reliable start of the engine an excessive pressure drop in the starting
air piping should be avoided. This should be considered during the design of the system. For
more details please contact Wärtsilä.

8-1
8. Compressed Air System Wärtsilä 31DF Product Guide

Fig 8-1 External starting air system (DAAF301502A)

8.2.1 Starting air compressor unit (3N02)

At least two starting air compressors must be installed. It is recommended that the compressors
are capable of filling the starting air vessel from minimum (1.8 MPa) to maximum pressure in
15...30 minutes. For exact determination of the minimum capacity, the rules of the classification
societies must be followed.

8.2.2 Oil and water separator (3S01)

An oil and water separator should always be installed in the pipe between the compressor and
the air vessel. Depending on the operation conditions of the installation, an oil and water
separator may be needed in the pipe between the air vessel and the engine.

8.2.3 Starting air vessel (3T01)

The starting air vessels should be designed for a nominal pressure of 3000 kPa (g).
The number and the capacity of the air vessels for propulsion engines depend on the
requirements of the classification societies and the type of installation.
It is recommended to use a minimum air pressure of 1.8 MPa, when calculating the required
volume of the vessels.
The starting air vessels are to be equipped with at least a manual valve for condensate drain.
If the air vessels are mounted horizontally, there must be an inclination of 3...5° towards the
drain valve to ensure efficient draining.

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Wärtsilä 31DF Product Guide 8. Compressed Air System

1) Dimensions are approximate.

Fig 8-2 Starting air vessel

The starting air consumption stated in Engine Configurator (available through Wärtsilä website)
is for a successful start. During start the main starting valve is kept open until the engine starts,
or until the max. time for the starting attempt has elapsed. A failed start can take twice the air
consumption of a successful start. If the ship has a class notation for unattended machinery
spaces, then the starts are to be demonstrated.
The required total starting air vessel volume can be calculated using the formula:

where:

VR = total starting air vessel volume [m3]

pE = normal barometric pressure (NTP condition) = 0.1 MPa

VE = air consumption per start [Nm3] please refer to Engine Configurator available through Wärtsilä
website
n = required number of starts according to the classification society

pRmax = maximum pressure at starting air inlet = 3 MPa (please refer to Engine Configurator for con-
firmation)
pRmin = minimum pressure at starting air inlet = 1.8 MPa (please refer to Engine Configurator for
confirmation)

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8. Compressed Air System Wärtsilä 31DF Product Guide

NOTICE
The total vessel volume shall be divided into at least two equally sized starting air vessels.

NOTICE
The nominal starting air supply pressure of 3 MPa is reduced to internal starting air pressure
of 0.8 – 1 MPa with the pressure regulator mounted on the engine.

8.2.4 Air filter, starting air inlet (3F02)

Condense formation after the water separator (between starting air compressor and starting
air vessels) create and loosen abrasive rust from the piping, fittings and receivers. Therefore
it is recommended to install a starting air filter in front of the engine to prevent condensation
and particles from entering the starting air equipment.

8-4
Wärtsilä 31DF Product Guide 9. Cooling Water System

9. Cooling Water System

To achieve proper fuel combustion at all loads, maintaining optimum process temperatures is
essential. At high loads, the temperature must be kept low to limit thermal load and prevent
hot corrosion in the combustion chamber. Conversely, at low loads, the temperature should
be higher to ensure complete combustion and prevent cold corrosion. A well-designed cooling
water system is crucial for maintaining the required temperature range and ensuring efficient
and reliable engine operation.

9.1 Water quality

Raw water quality to be used in the closed cooling water circuits of engines has to meet the
following specification.

Property .................................... Unit Limits for chemical use

pH 1) .......................................... - 6,5 – 8,5

Hardness ................................... °dH max. 10

Chlorides as Cl 1) ...................... mg/l max. 80

Sulphates as SO4 .................... mg/l max. 150

Silica as SiO2 ........................... mg/l max. 100

Use of raw water produced with an evaporator as well as a good quality tap water will normally
ensure that an acceptable raw water quality requirement is fulfilled, but e.g. untreated sea water
and rain water are unsuitable raw water qualities.
If a Reverse Osmosis (RO) process is used, min. limit for pH is 6,0 based on the RO process
operational principle. The use of water originating from RO process further presumes that a
max. content of 80 mg/l for chloride content is achieved.

9.1.1 Corrosion inhibitors

The use of validated cooling water additives is mandatory to maintain the engine warranty.
Failure to comply with this requirement will void the warranty. A list of validated products, along
with dosage and instructions, is provided for each installation.

9.1.2 Validated cooling water additives

Manufacturer Additive name Additive type

Alm International S.A. Diaprosim RD11 (RD11M) Sodium nitrite + borate

S.A. Arteco N.V. Havoline XLI Organic Acid Technology

Drew Marine Liquidewt Sodium nitrite + borate

Maxigard Sodium nitrite + borate
Chevron (Texaco + Caltex) Delo XLI Corrosion Inhibitor Organic Acid Technology
Concentrate (supersedes Hav- Organic Acid Technology
oline
XLI)
XL Corrosion Inhibitor
Concentrate

9-1
9. Cooling Water System Wärtsilä 31DF Product Guide

(continued)
Manufacturer Additive name Additive type

Korves Oy Pekar J Organic Acid Technology

Kuwait Petroleum (Danmark) AS Q8 Corrosion Inhibitor Long-Life Organic Acid Technology

Marine Care B.V. Caretreat 2 Diesel Sodium nitrite + borate

Maritech AB Marisol CW Sodium nitrite + borate

Motul HD Cool Power Ultra Organic Acid Technology

Nalco Chemical Company TRAC102 Sodium nitrite + borate

TRAC118 Sodium nitrite + borate
Nalcool 2000 Sodium nitrite + borate
Shell Shipcare Cooling Water Treat Sodium nitrite + borate

Solenis Drewgard 4109 Sodium nitrite + borate

Suez Water Technologies & CorrShield NT4293 CorrShield NT4293

Solutions CorrShield NT4200 CorrShield NT4200
Total WT Supra Organic Acid Technology

Vecom Marine Alliance B.V. Cool Treat NCLT Sodium nitrite + borate

Wilhelmsen Chemicals AS Dieselguard NB Sodium nitrite + borate

Rocor NB liquid Sodium nitrite + borate
Cooltreat AL Organic Acid Technology
Engine Water Treatment 9-108 Sodium nitrite + borate
Nalfleet 2000 Sodium nitrite + borate

In order to prevent corrosion in the cooling water system, the instructions of right dosage and
concentration of active corrosion inhibitors should always be followed. Please contact Wärtsilä
for details.

9.1.3 Glycol
If a freezing risk exists, glycol needs to be added to cooling water. However, in case there is
no freezing risk, the use of glycol in cooling water shall be avoided due to its detrimental effect
on heat transfer. Since glycol alone does not protect the engine and cooling water system
against corrosion, additionally a validated cooling water additive must always be used. All
validated cooling water additives are compatible with glycol.
Ready-to-use mixtures of commercial coolant brands containing both glycol and corrosion
inhibitors are not allowed. Those are typically designed to be used as strong (~ 30 –) 50% / 50
(~ 70) % mixtures. However, in Wärtsilä engines normally a much lower glycol amount is
adequate to protect the cooling water system against freezing. The outcome of decreasing the
glycol amount is that simultaneously also the concentration of corrosion inhibitors will decrease
to too low level resulting in an increased risk of corrosion.
The amount of glycol in closed cooling water system shall always be minimized since heat
transfer of water containing glycol has deteriorated significantly. The engine may therefore be
subject to additional output derating when using glycol in the cooling water, please contact
Wärtsilä for details.
Instead of ready-to-use glycol-corrosion inhibitor mixtures a pure commercially available
monopropylene glycol (MPG) or monoethyleneglycol (MEG) has to be used when a freezing
risk exists. So called industrial quality of both glycol types is allowed to use, but MPG is
considered to be a more environmentally friendly alternative.

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Wärtsilä 31DF Product Guide 9. Cooling Water System

NOTICE
If glycol is used, de-rating may be required. Please contact Wärtsila for details.

9.1.4 Wärtsilä Water Conditioner Unit (WWCU)

As an alternative to the validated cooling water additives, Wärtsilä Water Conditioner Unit
(WWCU) can also be used to treat cooling water of engines’ closed water circuits. WWCU is
based on the Enwamatic EMM cooling water treatment system, but it includes a number of
new features based on Wärtsilä design. The WWCU protects an engine from corrosion without
a need to use any chemicals. It acts as a side stream filtration and water treatment unit and
includes the following functions:
● corrosion protection
● scale control
● filtration
● control of bacterial growth and air separation
The WWCU can be a sensible alternative for the installations in which environmentally friendly
solutions are appreciated or even required by authorities.
The WWCU cannot be used if simultaneously ready-to-use mixtures of commercial coolant
brands containing both glycol and corrosion inhibitors are used in the cooling water system. If
protection against freezing is needed, the equipment can on the other hand be used together
with pure monopropylene glycol (MPG) or monoethylene glycol (MEG). The WWCU must be
installed so that the cooling water inlet temperature to the unit does not exceed 109 °C and
that the inlet pressure does not exceed 1000 kPa (10 bar) (abs.).
Due to a severe corrosion risk WWCU can´t be used in the cooling water systems containing
aluminium or aluminium alloys as a construction material. The reason for the above mentioned
ban is that in the cooling water systems equipped with the WWCU pH of cooling water can be
above 9 and at that pH range corrosion rate of aluminium / aluminium alloys starts to increase
significantly.
One WWCU unit has to be installed to each separate cooling water circuit and the right type
must be chosen according to the water volume of each cooling water system.
The WWCU must be backflushed regularly in order to remove deposits from the bottom of the
unit. In case of new installation even daily backflushing is needed, but the backflush interval
can be extended when a stable situation in the cooling water system is achieved.
A typical backflush interval in a stabilized cooling water system is estimated to be from one
week to one month depending on water quality and added make-up water amount. Further, it
is important to follow continuously functioning of the WWCU. Frequent operation of an engine
will intensify the circulation rate of cooling water through the WWCU.
If WWCU is installed to the engines having already been in service and in which chemical
cooling water treatment has been used, the cooling water system has to be drained and possible
deposits (grease, rust, other impurities) need to be removed from the system prior to the start
of using WWCU. If flushing of the cooling water system does not result in an adequate
cleanliness, additionally a chemical cleaning has to be done. Major cooling water additive
suppliers are able to offer suitable cleaning chemicals.
If an engine will not be in service for longer periods, water circulation in the closed cooling
water circuit will be slow and a special attention has to be paid to that corrosion of the system
will not occur.
The list of the WWCU types along with the specified cooling water system volumes are included
in the table below.

WWCU type Specified water system volume (m³)

WWCU F1 0-7

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9. Cooling Water System Wärtsilä 31DF Product Guide

(continued)
WWCU F2 0 - 20

WWCU F3 0 - 40

The use of pipes having galvanized inner surfaces is not allowed in the cooling water system.

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Wärtsilä 31DF Product Guide 9. Cooling Water System

9.2 External cooling water system

It is recommended to divide the engines into several circuits in multi-engine installations. One
reason is of course redundancy, but it is also easier to tune the individual flows in a smaller
system. Malfunction due to entrained gases, or loss of cooling water in case of large leaks can
also be limited. In some installations it can be desirable to separate the HT circuit from the LT
circuit with a heat exchanger.
The external system should be designed to maintain flows, pressures, and temperatures close
to the nominal values according to the Technical Data. For detailed technical information, please
refer to the Engine Configurator available on Wärtsilä's website. Additionally, proper de-aeration
of the cooling water should be ensured. A well-designed external cooling water system minimizes
kinetic energy losses and pressure drops, resulting in efficient and effective engine cooling.
Pipes with galvanized inner surfaces are not allowed in the fresh water cooling system. Some
cooling water additives react with zinc, forming harmful sludge. Zinc also becomes nobler than
iron at elevated temperatures, which causes severe corrosion of engine components.
Temperature control valves and temperature control requirements
Basic actuated LT water/receiver air, HT water and lubricating oil temperature controls to be
in Wärtsilä scope of supply. More complex controls for e.g. heat recovery systems to be agreed
and sold separately.
If for some reason deviation is required, it is only the HT water temperature control that is
allowed to be handled by the customer/shipyard, and then the following principles to be fulfilled
and control to be capable of fulfilling (these apply also for Wärtsilä controls):
● No triggering of temperature alarms in any transients.
● Steady state conditions HT water outlet fluctuation to be maximum +/- 1 °C at jacket water
outlet (sensors TE402, TE403).
● In transients with a warmed-up engine (loading, de-loading), temperature deviation maximum
within a 10 °C window, i.e. +/-5 °C.
For achieving a well-functioning control for all valves, the following to be considered:
● Deadband of actuated valves to be set at a maximum 1%.
● Heat transfer paste is utilized as needed to fill up the temperature sensor pocket for faster
reaction.
● The speed of the electric actuated valve selected to be full stroke from end to end within a
maximum of 65 seconds.
● Flow curve, characteristic to be available for the selected actuated valves. This to be able
to compensate (if required) for a non-linear behaviour of the valve and to leave out possible
dead areas in end positions by limiting the control signal.
● The location of the temperature control valves should be as close to the engine as possible
to minimize system response time.
● The temperature control valves selected for the auxiliary is recommended to be of low/no
leakage type. Allowed leakage of maximum 0.5% of the circuit volumetric flow through the
closed port/connection of the valve. This is important especially for the LT water/receiver
air temperature control valve (4V09) and for the other valves in cases when certain amount
of heat recovery is promised as a contractual matter.

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9. Cooling Water System Wärtsilä 31DF Product Guide

Fig 9-1 Single main engine with heat recovery (DAAF301503C)

Fig 9-2 Multiple main engines with heat recovery (DAAF301505C)

9-6
Wärtsilä 31DF Product Guide 9. Cooling Water System

Fig 9-3 Cooling water system, single main engine arctic solution without heat
recovery (DAAF320499C)

9-7
9. Cooling Water System Wärtsilä 31DF Product Guide

Fig 9-4 Cooling water system, multiple engines arctic solution with heat recovery
(DAAF320500C)

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Wärtsilä 31DF Product Guide 9. Cooling Water System

9.2.1 Cooling water system for arctic conditions

At low engine loads, the combustion air can be below zero degrees Celsius after the compressor
stage, cooling down the cooling water and the engine instead of releasing heat to the cooling
water in the charge air cooler. If the combustion air temperature reaching the cylinders is too
cold, it can cause uneven burning of the fuel in the cylinder and possible misfires. Additionally
overcooling the engine jacket can cause cold corrosion of the cylinder liners or even a stuck
piston.
Thus maintaining nominal charge air receiver and HT-water inlet temperature are important
factors, when designing the cooling water system for arctic conditions. Proper receiver
temperatures must be ensured at all ambient temperatures. If needed, LT circuit heaters can
be used.

9.2.1.1 The arctic sea water cooling system

In arctic conditions, the hot sea water from the central cooler outlet is typically returned back
to the sea chest in order to prevent ice slush from blocking the sea water filters. An example
flow diagram of the arctic sea water system is shown below.

Fig 9-5 Example flow diagram of arctic sea water system

Ships (with ice class) designed for cold sea-water should have provisions for recirculation back
to the sea chest from the central cooler:
● For melting of ice and slush, to avoid clogging of the sea water strainer
● To enhance the temperature control of the LT water, by increasing the seawater temperature

9.2.2 Stand-by circulation pumps (4P03, 4P05)

Stand-by pumps should be of centrifugal type and electrically driven. Required capacities and
delivery pressures can be found in Engine Configurator available through Wärtsilä website .

9.2.3 Sea water pump (4P11)

The sea water pumps are always separate from the engine and electrically driven.
The capacity of the pumps is determined by the type of coolers and the amount of heat to be
dissipated.
Significant energy savings can be achieved in most installations with frequency control of the
sea water pumps. Minimum flow velocity (fouling) and maximum sea water temperature (salt
deposits) are however issues to consider.

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9. Cooling Water System Wärtsilä 31DF Product Guide

9.2.4 Temperature control valve for central cooler (4V08)

When external equipment (e.g. a reduction gear, generator or LFO cooler) are installed in the
same cooling water circuit, there must be a common LT temperature control valve and separate
pump 4P15 in the external system. The common LT temperature control valve is installed after
the central cooler and controls the temperature of the water before the engine and the external
equipment, by partly bypassing the central cooler. The valve can be either direct acting or
electrically actuated. The maximum inlet water temperature for those equipment is generally
38 ºC. The set-point of the temperature control valve 4V08 can be up to 45 ºC for the engine.

9.2.5 Charge air temperature control valve (4V09)

The temperature of the charge air is maintained on desired level with an electrically actuated
temperature control valve in the external LT circuit. The control valve regulates the water flow
through the LT-stage of the charge air cooler according to the measured temperature in the
charge air receiver.
The charge air temperature is controlled according to engine load and fuel mode.

9.2.6 Temperature control valve for heat recovery (4V02)

The temperature control valve after the heat recovery controls the maximum temperature of
the water that is mixed with HT water from the engine outlet before the HT pump. The control
valve can be either self-actuated or electrically actuated.
Especially in installations with dynamic positioning (DP) feature, installation of valve 4V02 is
strongly recommended in order to avoid HT temperature fluctuations during low load operation.
The set-point is usually up to 75 ºC.

9.2.7 Coolers for other equipment and LFO coolers

The engine driven LT circulating pump can supply cooling water to one or two small coolers
installed in parallel to the engine, for example a LFO cooler or a reduction gear cooler. This is
only possible for engines operating on LFO, because the LT temperature control valve cannot
be built on the engine to control the temperature after the engine. Separate circulating pumps
are required for larger flows.
Design guidelines for the LFO cooler are given in chapter Fuel system.

9.2.8 Fresh water central cooler (4E08)

The flow to the fresh water cooler must be calculated case by case based on how the circuit
is designed.
In case the fresh water central cooler is used for combined LT and HT water flows in a parallel
system the total flow can be calculated with the following formula:

where:

q = total fresh water flow [m³/h]

qLT = nominal LT pump capacity[m³/h]

Φ = heat dissipated to HT water [kW]

Tout = HT water temperature after engine ( 96°C)

Tin = HT water temperature after cooler (38°C)

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Wärtsilä 31DF Product Guide 9. Cooling Water System

Design data:

Fresh water flow please refer to Engine Configurator available through Wärtsilä
website
Heat to be dissipated please refer to Engine Configurator available through Wärtsilä
website
Pressure drop on fresh water side max. 60 kPa (0.6 bar)

Sea-water flow acc. to cooler manufacturer, normally 1.2 - 1.5 x the fresh
water flow
Pressure drop on sea-water side, norm. acc. to pump head, normally 80 - 140 kPa (0.8 - 1.4 bar)

Fresh water temperature after LT cooler max. 38 °C

Fresh water temperature after HT cooler max. 83 °C

Margin (heat rate, fouling) 15%

As an alternative to central coolers of plate or tube type, a box cooler can be installed. The
principle of box cooling is very simple. Cooling water is forced through a U-tube-bundle, which
is placed in a sea-chest having inlet- and outlet-grids. Cooling effect is reached by natural
circulation of the surrounding water. The outboard water is warmed up and rises by its lower
density, thus causing a natural upward circulation flow which removes the heat.
Box cooling has the advantage that no raw water system is needed, and box coolers are less
sensitive for fouling and therefor well suited for shallow or muddy waters.

9.2.9 Waste heat recovery

The waste heat in the HT cooling water can be used for hot water consumers, absorption
chillers, potable water production, AC system heating, stand-by engines preheating and
generating electricity through e.g., an ORC (Organic Rankine Cycle). The system should in
such case be provided with a temperature control valve to avoid unnecessary cooling, as shown
in the example diagrams. With this arrangement the HT water flow through the heat recovery
can be increased.
The heat available from HT cooling water is affected by ambient conditions. It should also be
taken into account that the recoverable heat is reduced by circulation to the expansion tank,
radiation from piping and leakages in temperature control valves.
To maximize heat recovery and functionality, it is recommended for all valves installed on the
LT and HT line, to have max 0.5% volumetric leakage. For electrical actuated valves, full stroke
speed must be max. 65 seconds and dead band max. 1%.

9.2.9.1 SMART HR
The Wärtsilä SMART Heat Recovery optional system is designed to further optimize waste
heat from the engine HT water circuit for maximum heat recovery in order to increase overall
vessel energy efficiency. By utilizing waste heat from engine(s) the need of auxiliary boiler(s)
or other type of heat generation can be minimized or reduced, thereby save fuel, reduce
emissions and increase vessel overall energy efficiency. The Wärtsilä SMART Heat Recovery
is engineered to optimize heat recovery while maintaining high engine efficiency independent
on engine load. The SMART system is dynamically controlled by the engine automation and
control system.

9.2.10 Air venting

Air may be entrained in the system after an overhaul, or a leak may continuously add air or
gas into the system. The engine is equipped with vent pipes to evacuate air from the cooling

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9. Cooling Water System Wärtsilä 31DF Product Guide

water circuits. The vent pipes should be drawn separately to the expansion tank from each
connection on the engine, except for the vent pipes from the charge air cooler on V-engines,
which may be connected to the corresponding line on the opposite cylinder bank.
Venting pipes to the expansion tank are to be installed at all high points in the piping system,
where air or gas can accumulate.
The vent pipes must be continuously rising.

9.2.11 Expansion tank (4T05)

The expansion tank compensates for thermal expansion of the coolant, serves for venting of
the circuits, and provides sufficient static pressure for the circulating pumps.

Design data:

Volume min. 10% of the total system volume

NOTICE
The maximum pressure at the engine must not be exceeded in case an electrically driven
pump is installed significantly higher than the engine.

Concerning the water volume in the engine, please refer to Engine Configurator available
through Wärtsilä website.
The expansion tank should be equipped with an inspection hatch, a level gauge, a low level
alarm and necessary means for dosing of cooling water additives.
The vent pipes should enter the tank below the water level. The vent pipes must be drawn
separately to the tank (see air venting) and the pipes should be provided with labels at the
expansion tank.
Small amounts of fuel gas may enter the DF-engine cooling water system. The gas (just like
air) is separated in the cooling water system and will finally be released in the cooling water
expansion tank. Therefore, the cooling water expansion tank has to be of closed-top type, to
prevent release of gas into open air.
For proper deaeration the expansion vessel low level anyhow to be clearly the cooling water
systems highest point. Static connection from vessel to pipe before engine pump inlet
recommended DN50 size.
The DF-engine cooling water expansion tank breathing has to be treated similarly to the gas
pipe ventilation. Openings into open air from the cooling water expansion tank other than the
breather pipe have to be normally either closed or of type that does not allow fuel gas to exit
the tank (e.g. overflow pipe arrangement with water lock). The cooling water expansion tank
breathing pipes of engines located in same engine room can be combined.
The structure and arrangement of cooling water expansion tank may need to be approved by
Classification Society project-specifically.
The balance pipe down from the expansion tank must be dimensioned for a flow velocity not
exceeding 1.0...1.5 m/s in order to ensure the required pressure at the pump inlet with engines
running. The flow through the pipe depends on the number of vent pipes to the tank and the
size of the orifices in the vent pipes. The table below can be used for guidance.

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Wärtsilä 31DF Product Guide 9. Cooling Water System

Table 9-1 Minimum diameter of balance pipe

Nominal pipe size Max. flow velocity (m/s) Max. number of vent pipes
with ø 5 mm orifice

DN 32 1.1 3

DN 40 1.2 6

DN 50 1.3 10

DN 65 1.4 17

9.2.12 Drain tank (4T04)

It is recommended to collect the cooling water with additives in a drain tank, when the system
has to be drained for maintenance work. A pump should be provided so that the cooling water
can be pumped back into the system and reused.
Concerning the water volume in the engine, please refer to Engine Configurator available
through Wärtsilä website. The water volume in the LT circuit of the engine is small.

9.2.13 HT preheating
The cooling water circulating through the cylinders must be preheated to at least 50 ºC,
preferably 70 ºC.
This is an absolute requirement for installations that are designed to operate on heavy fuel,
but strongly recommended also for engines that operate exclusively on marine diesel fuel.
The energy required for preheating of the HT cooling water can be supplied by a separate
source or by a running engine, often a combination of both. In all cases a separate circulating
pump must be used. It is common to use the heat from running auxiliary engines for preheating
of main engines. In installations with several main engines the capacity of the separate heat
source can be dimensioned for preheating of two engines, provided that this is acceptable for
the operation of the ship. If the cooling water circuits are separated from each other, the energy
is transferred over a heat exchanger.

9.2.13.1 HT heater (4E05)

The energy source of the heater can be electric power, steam or thermal oil.
It is recommended to heat the HT water to a temperature near the normal operating temperature.
The heating power determines the required time to heat up the engine from cold condition.
The minimum required heating power to warm up the engine from 20 ºC to 60...70 ºC in 10-15
hours and to keep a hot engine warm vary depending on the engine type. Please refer to the
design data shown below for specific heating power requirements and conditions.

Design data:

Preheating temperature min. 50°C for starts at LFO or gas;

min 70°C for startings at HFO

Required heating power 5 kW/cyl

Heating power to keep hot engine warm 2 kW/cyl

Required heating power to heat up the engine, see formula below:

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9. Cooling Water System Wärtsilä 31DF Product Guide

where:
P = Preheater output [kW]
T1 = Preheating temperature = 60...70 °C

T0 = Ambient temperature [°C]

meng = Engine weight [tonne]

VLO = Lubricating oil volume [m3] (wet sump engines only)

VFW = HT water volume [m3]

t = Preheating time [h]

keng = Engine specific coefficient = 1 kW

ncyl = Number of cylinders

9.2.13.2 Circulation pump for HT preheater (4P04)

Design data:

Delivery pressure 80...100 kPa (0.8...1.0 bar)

9.2.13.3 Preheating unit (4N01)

A complete preheating unit can be supplied. The unit comprises:
● Electric or steam heaters
● Circulating pump
● Control cabinet for heaters and pump
● Set of thermometers
● Non-return valve
● Safety valve

Fig 9-6 Preheating unit, electric (V60L0562C)

Heater capacity Pump capacity Weight Pipe conn. Dimensions [mm]

[kW] [m³/h] [kg]

50 Hz 60 HZ In/outlet A B C D E

18 11 13 95 DN40 1250 900 660 240 460

22.5 11 13 100 DN40 1050 720 700 290 480

27 12 13 103 DN40 1250 900 700 290 480

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Wärtsilä 31DF Product Guide 9. Cooling Water System

(continued)

Heater capacity Pump capacity Weight Pipe conn. Dimensions [mm]

[kW] [m³/h] [kg]

50 Hz 60 HZ In/outlet A B C D E

30 12 13 105 DN40 1050 720 700 290 480

36 12 13 125 DN40 1250 900 700 290 480

45 12 13 145 DN40 1250 720 755 350 510

54 12 13 150 DN40 1250 900 755 350 510

72 12 13 187 DN40 1260 900 805 400 550

81 12 13 190 DN40 1260 900 805 400 550

108 12 13 215 DN40 1260 900 855 450 575

9.2.14 Throttles
Throttles (orifices) are to be installed in all by-pass lines to ensure balanced operating conditions
for temperature control valves. Throttles must also be installed wherever it is necessary to
balance the waterflow between alternate flow paths.

9.2.15 Thermometers and pressure gauges

Local thermometers should be installed wherever there is a temperature change, i.e. before
and after heat exchangers etc. in external system.
Local pressure gauges should be installed on the suction and discharge side of each pump.

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Wärtsilä 31DF Product Guide 10. Combustion Air System and Engine Room Ventilation

10. Combustion Air System and Engine Room

Ventilation
To maintain acceptable operating conditions for the engines and the engine room crew as well
as to ensure trouble free operation of all equipment and save on operating costs, attention shall
be paid to the engine room ventilation and the supply of combustion air.

10.1 Engine room ventilation

The air intakes to the engine room must be located and designed so that water spray, rain
water, dust and exhaust gases cannot enter the ventilation ducts and the engine room. For the
minimum requirements concerning the engine room ventilation and more details, see applicable
standards.
It is recommended to have air in the engine room filtrated through an air filter having a minimum
filtrating class corresponding to ISO Coarse 90% (ISO 16890:2016). Wärtsilä can assist in the
selection of high quality charge air filters.
The dimensioning of blowers and extractors should ensure that an overpressure of about 50
Pa is maintained in the engine room in all running conditions.
The amount of air required for ventilation is calculated from the total heat emission Φ to evacuate.
To determine Φ, all heat sources shall be considered, e.g.:
● Main and auxiliary diesel engines
● Exhaust gas piping
● Generators
● Electric appliances and lighting
● Boilers
● Steam and condensate piping
● Tanks
It is recommended to consider an outside air temperature of no less than 35°C and a temperature
rise of 11°C for the ventilation air.
The amount of air required for ventilation (note also that the earlier mentioned demand on 30
air exchanges/hour has to be fulfilled) is then calculated using the formula:

where:

qv = air flow [m³/s]

Φ = total heat emission to be evacuated [kW]
ρ = air density 1.13 kg/m³
c = specific heat capacity of the ventilation air 1.01 kJ/kgK
ΔT = temperature rise in the engine room [°C]
The heat emitted by the engine is listed in Engine Configurator available through Wärtsilä
website.
The engine room ventilation air has to be provided by separate ventilation fans. These fans
should preferably have two-speed electric motors (or variable speed). The ventilation can then

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10. Combustion Air System and Engine Room Ventilation Wärtsilä 31DF Product Guide

be reduced according to outside air temperature and heat generation in the engine room, for
example during overhaul of the main engine when it is not preheated (and therefore not heating
the room).
The ventilation air is to be equally distributed in the engine room considering air flows from
points of delivery towards the exits. This is usually done so that the funnel serves as exit for
most of the air. To avoid stagnant air, extractors can be used.
It is good practice to provide areas with significant heat sources, such as separator rooms with
their own air supply and extractors.
Under-cooling of the engine room should be avoided during all conditions (service conditions,
slow steaming and in port). Cold draft in the engine room should also be avoided, especially
in areas of frequent maintenance activities. For very cold conditions a pre-heater in the system
should be considered. Suitable media could be thermal oil or water/glycol to avoid the risk for
freezing. If steam is specified as heating medium for the ship, the pre-heater should be in a
secondary circuit.

Fig 10-1 Engine room ventilation, turbocharger with air filter (DAAF391752A)

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Wärtsilä 31DF Product Guide 10. Combustion Air System and Engine Room Ventilation

Fig 10-2 Engine room ventilation, air duct connected to the turbocharger
(DAAF391711B)

10.2 Combustion air system design

It is important that the combustion air is free from sea water, dust, fumes a well as other
contaminants.
Usually, the combustion air is taken from the engine room through the so called marine Air
Filter Silencer (AFS) placed on the turbocharger. This layout reduces the risk for too low
temperatures and contamination of the combustion air, however it is to be noted that the AFS
main function is for suction air noise silencing, not filtration.
For the required amount of combustion air, please refer to Engine Configurator available through
Wärtsilä website.
The combustion air shall be supplied by dedicated combustion air fans, with a capacity slightly
higher than the maximum air consumption. The combustion air mass flow stated in Engine
Configurator available through Wärtsilä website is defined for an ambient air temperature of
25°C. Calculate with an air density corresponding to 30°C or more when translating the mass
flow into volume flow. The expression below can be used to calculate the volume flow.

where:

qc = combustion air volume flow [m³/s]

m' = combustion air mass flow [kg/s]

ρ = air density 1.15 kg/m³

The fans should preferably have two-speed electric motors (or variable speed) for enhanced
flexibility. In addition to manual control, the fan speed can be controlled by engine load.

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10. Combustion Air System and Engine Room Ventilation Wärtsilä 31DF Product Guide

In multi-engine installations each main engine should preferably have its own combustion air
fan. Thus the air flow can be adapted to the number of engines in operation.
The combustion air should be delivered through a dedicated duct close to the turbocharger,
directed towards the turbocharger air intake. The outlet of the duct should be equipped with a
flap for controlling the direction and amount of air. Also other combustion air consumers, for
example other engines, gas turbines and boilers shall be served by dedicated combustion air
ducts.
If necessary, the combustion air duct can be connected directly to the turbocharger with a
flexible connection piece. With this arrangement an external filter must be installed in the duct
to protect the turbocharger and prevent fouling of the charge air cooler. The permissible total
pressure drop in the duct is max. 1.5 kPa. The duct should be provided with a step-less
change-over flap to take the air from the engine room or from outside depending on engine
load and air temperature.
The highest permissible dust concentration at the turbocharger inlet after filtration is max. 0.5
mg/Nm3 with particles above 5 µm.
For very cold conditions arctic setup is to be used. The combustion air fan is stopped during
start of the engine and the necessary combustion air is drawn from the engine room. After start
either the ventilation air supply, or the combustion air supply, or both in combination must be
able to maintain the minimum required combustion air temperature. The air supply from the
combustion air fan is to be directed away from the engine, when the intake air is cold, so that
the air is allowed to heat up in the engine room.

10.2.1 Charge air shut-off valve (optional)

In installations where it is possible that the combustion air includes combustible gas or vapour
the engines can be equipped with charge air shut-off valve. This is regulated mandatory where
ingestion of flammable gas or fume is possible.

10.2.2 Condensation in charge air coolers

Air humidity may condense in the charge air cooler. For this reason, the engine is equipped
with small drainpipes from the charge air cooler and receiver to drain any possible condensed
water.
Especially in tropical conditions the amount of condensed water may increase significantly. To
minimize condensation in the charge air coolers and the charge air receiver in such conditions
the engine can be equipped with an active dewpoint control by raising the LT-cooling water
temperature based on ambient humidity and charge air pressure. These installations require
active LT water temperature control. The humidity sensor is also mounted in external system.

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Wärtsilä 31DF Product Guide 11. Exhaust Gas System

11. Exhaust Gas System

11.1 Exhaust gas outlet

TC location
Engine
Free end Driving end

W 8V31DF
0º, 45º, 90º 0º, 45º, 90º
W 10V31DF

Fig 11-1 Exhaust pipe connections, W8V31 &

W10V31 (DAAF343596A)

TC location
Engine
Free end Driving end

W 12V31DF

W 14V31DF 0º, 45º 0º, 45º

W 16V31DF

Fig 11-2 Exhaust pipe connections, W12V -

W16V31 (DAAF343596A)

NOTE
Pipe Connection 501 Exhaust Gas Outlet DIN86044, PN 6

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11. Exhaust Gas System Wärtsilä 31DF Product Guide

Engine A [mm] ØB [mm]

W 8V31DF DN550 700

W 10V31DF DN550 800

Fig 11-3 Exhaust pipe, diameters and support

(DAAF351047)

Engine A [mm] ØB [mm]

W 12V31DF DN450 800

W 14V31DF DN450 900

W 16V31DF DN450 900

Fig 11-4 Exhaust pipe, diameters and support

(DAAF351275A, DAAF351507A)

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Wärtsilä 31DF Product Guide 11. Exhaust Gas System

11.2 External exhaust gas system

Each engine should have its own exhaust pipe leading to open air. Backpressure, thermal
expansion and supporting are some of the decisive design factors.
Flexible bellows must be installed directly on the turbocharger outlet, to compensate for thermal
expansion and prevent damages to the turbocharger due to vibrations.

1 Engine

2 Exhaust gas bellows

3 Transitions piece

4 Exhaust gas ventilation unit

Connection for measurement of
5
back pressure
Drain with water trap, continuosuly
6
open
7 Bilge

8 Rupture disc
Selective Catalytic Reduction
9
(SCR)
10 Urea injection unit (SCR)

Fig 11-5 External exhaust gas system 11a Silencer with spark arrestor
(DAAF391527) 11b CSS silencer element

11.2.1 System design - safety aspects

Natural gas may enter the exhaust system if a malfunction occurs during gas operation. The
gas may accumulate in the exhaust piping and it could be ignited in case a source of ignition
(such as a spark) appears in the system. The external exhaust system must therefore be
designed so that the pressure build-up in case of an explosion does not exceed the maximum
permissible pressure for any of the components in the system. Other components in the system
might have a lower maximum pressure limit. The consequences of a possible gas explosion
can be minimized with proper design of the exhaust system; the engine will not be damaged
and the explosion gases will be safely directed through predefined routes. The following
guidelines should be observed, when designing the external exhaust system:
● The piping and all other components in the exhaust system should have a constant upward
slope to prevent gas from accumulating in the system. If horizontal pipe sections cannot be
completely avoided, their length should be kept to a minimum. The length of a single
horizontal pipe section should not exceed five times the diameter of the pipe. Silencers and
exhaust boilers etc. must be designed so that gas cannot accumulate inside.
● The exhaust system must be equipped with explosion relief devices, such as rupture discs,
in order to ensure safe discharge of explosion pressure. The outlets from explosion relief
devices must be in locations where the pressure can be safely released.
In addition the control and automation systems include the following safety functions:
● Before start the engine is automatically ventilated, i.e. rotated without injecting any fuel.

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11. Exhaust Gas System Wärtsilä 31DF Product Guide

● During the start sequence, before activating the gas admission to the engine, an automatic
combustion check is performed to ensure that the pilot fuel injection system is working
correctly.
● The combustion process in all cylinders is continuously monitored. If a disturbance is isolated
to a single cylinder, the engine will switch to diesel mode for that specific cylinder only, in
accordance with the operating principles previously described. However, if the recovery
attempts for the cylinder that switched to diesel operation are unsuccessful, or if the
disturbance affects multiple cylinders, the engine will automatically trip to diesel mode
operation.
● The exhaust gas system is ventilated by a fan after the engine has stopped, if the engine
was operating in gas mode prior to the stop.

11.2.2 Exhaust gas ventilation unit (5N01)

An exhaust gas ventilation system is required to purge the exhaust piping after the engine has
been stopped in gas mode. The exhaust gas ventilation system is a class requirement. The
ventilation unit is to consist of a centrifugal fan, a flow switch and a butterfly valve with position
feedback. The butterfly valve has to be of gas-tight design and able to withstand the maximum
temperature of the exhaust system at the location of installation.
The fan can be located inside or outside the engine room, as close to the turbocharger as
possible. The exhaust gas ventilation sequence is automatically controlled by the GVU.

Fig 11-6 Exhaust gas ventilation arrangement (DAAF315146A)

11.2.3 Relief devices - rupture discs

Explosion relief devices such as rupture discs are to be installed in the exhaust system. Outlets
are to discharge to a safe place remote from any source of ignition. The number and location
of explosion relief devices shall be such that the pressure rise caused by a possible explosion
cannot cause any damage to the structure of the exhaust system.

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Wärtsilä 31DF Product Guide 11. Exhaust Gas System

This has to be verified with calculation or simulation. Explosion relief devices that are located
indoors must have ducted outlets from the machinery space to a location where the pressure
can be safely released. The ducts shall be at least the same size as the rupture disc. The ducts
shall be as straight as possible to minimize the back-pressure in case of an explosion.
For under-deck installation the rupture disc outlets may discharge into the exhaust casing,
provided that the location of the outlets and the volume of the casing are suitable for handling
the explosion pressure pulse safely. The outlets shall be positioned so that personnel are not
present during normal operation, and the proximity of the outlet should be clearly marked as
a hazardous area.

11.2.4 Piping
The piping should be as short and straight as possible. Pipe bends and expansions should be
smooth to minimise the backpressure. The diameter of the exhaust pipe should be increased
directly after the bellows on the turbocharger. Pipe bends should be made with the largest
possible bending radius; the bending radius should not be smaller than 1.5 x D.
The recommended flow velocity in the pipe is maximum 35…40 m/s at full output. If there are
many resistance factors in the piping, or the pipe is very long, then the flow velocity needs to
be lower. The exhaust gas mass flow given in Engine Configurator available through Wärtsilä
website can be translated to velocity using the formula:

where:

v = gas velocity [m/s]

m' = exhaust gas mass flow [kg/s]

T = exhaust gas temperature [°C]

D = exhaust gas pipe diameter [m]

The exhaust pipe must be insulated with insulation material approved for concerned operation
conditions, minimum thickness 30 mm considering the shape of engine mounted insulation.
Insulation has to be continuous and protected by a covering plate or similar to keep the insulation
intact.
Closest to the turbocharger the insulation should consist of a hook on padding to facilitate
maintenance. It is especially important to prevent the airstream to the turbocharger from
detaching insulation, which will clog the filters.
After the insulation work has been finished, it has to be verified that it fulfils SOLAS-regulations.
Surface temperatures must be below 220°C on whole engine operating range.

11.2.5 Supporting
It is very important that the exhaust pipe is properly fixed to a support that is rigid in all directions
directly after the bellows on the turbocharger. There should be a fixing point on both sides of
the pipe at the support. The bellows on the turbocharger may not be used to absorb thermal
expansion from the exhaust pipe. The first fixing point must direct the thermal expansion away
from the engine. The following support must prevent the pipe from pivoting around the first
fixing point.
Absolutely rigid mounting between the pipe and the support is recommended at the first fixing
point after the turbocharger. Resilient mounts can be accepted for resiliently mounted engines

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11. Exhaust Gas System Wärtsilä 31DF Product Guide

with “double” variant bellows (bellow capable of handling the additional movement), provided
that the mounts are self-captive; maximum deflection at total failure being less than 2 mm radial
and 4 mm axial with regards to the bellows. The natural frequencies of the mounting should
be on a safe distance from the running speed, the firing frequency of the engine and the blade
passing frequency of the propeller. The resilient mounts can be rubber mounts of conical type,
or high damping stainless steel wire pads. Adequate thermal insulation must be provided to
protect rubber mounts from high temperatures. When using resilient mounting, the alignment
of the exhaust bellows must be checked on a regular basis and corrected when necessary.
After the first fixing point resilient mounts are recommended. The mounting supports should
be positioned at stiffened locations within the ship’s structure, e.g. deck levels, frame webs or
specially constructed supports.
The supporting must allow thermal expansion and ship’s structural deflections.

11.2.6 Back pressure

The maximum permissible exhaust gas back pressure is stated in Engine Configurator available
through Wärtsilä website. The back pressure in the system must be calculated by the shipyard
based on the actual piping design and the resistance of the components in the exhaust system.
The exhaust gas mass flow and temperature given in Engine Configurator available through
Wärtsilä website may be used for the calculation.
Each exhaust pipe should be provided with a connection for measurement of the back pressure.
The back pressure must be measured by the shipyard during the sea trial.

11.2.7 Exhaust gas bellows (5H01, 5H03)

Bellows must be used in the exhaust gas piping where thermal expansion or ship’s structural
deflections have to be segregated. The flexible bellows mounted directly on the turbocharger
outlet serves to minimise the external forces on the turbocharger and thus prevent excessive
vibrations and possible damage. All exhaust gas bellows must be of an approved type.

11.2.8 SCR-unit (11N14)

The SCR-unit requires special arrangement on the engine in order to keep the exhaust gas
temperature and backpressure into SCR-unit working range. The exhaust gas piping must be
straight at least 3...5 meters in front of the SCR unit. If both an exhaust gas boiler and a SCR
unit will be installed, then the exhaust gas boiler shall be installed after the SCR. Arrangements
must be made to ensure that water cannot spill down into the SCR, when the exhaust boiler is
cleaned with water.

NOTICE
SCR operation restrictions in low load and idling are to be observed i.e. exhaust gas
temperature must be maintained within a temperature window (between minimum and
maximum temperature threshold) and that the minimum load and its operating duration need
to be checked and agreed with Wärtsilä.

11.2.9 Exhaust gas boiler

If exhaust gas boilers are installed, each engine should have a separate exhaust gas boiler.
Alternatively, a common boiler with separate gas sections for each engine is acceptable.
For dimensioning the boiler, the exhaust gas quantities and temperatures given in Engine
Configurator available through Wärtsilä website.

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Wärtsilä 31DF Product Guide 11. Exhaust Gas System

11.2.10 Exhaust gas silencers

The exhaust gas silencing can be accomplished either by the patented Compact Silencer
System (CSS) technology or by the conventional exhaust gas silencer.

11.2.10.1 Exhaust noise

The unattenuated exhaust noise is typically measured in the exhaust duct. The in-duct
measurement is transformed into free field sound power through a number of correction factors.
The spectrum of the required attenuation in the exhaust system is achieved when the free field
sound power (A) is transferred into sound pressure (B) at a certain point and compared with
the allowable sound pressure level (C).

Fig 11-7 Exhaust noise, source power corrections

The conventional silencer is able to reduce the sound level in a certain area of the frequency
spectrum. CSS is designed to cover the whole frequency spectrum.

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11. Exhaust Gas System Wärtsilä 31DF Product Guide

11.2.10.2 Silencer system comparison

With a conventional silencer system, the design of the noise reduction system usually starts
from the engine. With the CSS, the design is reversed, meaning that the noise level acceptability
at a certain distance from the ship's exhaust gas pipe outlet, is used to dimension the noise
reduction system.

Fig 11-8 Silencer system comparison

11.2.10.3 Compact silencer system (5N02)

The CSS system is optimized for each installation as a complete exhaust gas system. The
optimization is made according to the engine characteristics, to the sound level requirements
and to other equipment installed in the exhaust gas system, like SCR, exhaust gas boiler or
scrubbers.
The CSS system is built up of three different CSS elements; resistive, reactive and composite
elements. The combination-, amount- and length of the elements are always installation specific.
The diameter of the CSS element is 1.4 times the exhaust gas pipe diameter.
The noise attenuation is valid up to a exhaust gas flow velocity of max 40 m/s. The pressure
drop of a CSS element is lower compared to a conventional exhaust gas silencer (5R02).

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Wärtsilä 31DF Product Guide 11. Exhaust Gas System

11.2.10.4 Conventional exhaust gas silencer (5R02)

Yard/designer should take into account that unfavourable layout of the exhaust system (length
of straight parts in the exhaust system) might cause amplification of the exhaust noise between
engine outlet and the silencer. Hence the attenuation of the silencer does not give any absolute
guarantee for the noise level after the silencer.
When included in the scope of supply, the standard silencer is of the absorption type, equipped
with a spark arrester. It is also provided with a soot collector and a condense drain, but it comes
without mounting brackets and insulation. The silencer can be mounted either horizontally or
vertically.
The noise attenuation of the standard silencer is either 25 or 35 dB(A). This attenuation is valid
up to a flow velocity of max. 40 m/s.

Fig 11-9 Exhaust gas silencer

Table 11-1 Typical dimensions of exhaust gas silencers

NS D A B Attenuation: Weight [kg]

35 dB(A)
L
700 1600 745 270 7260 2370

800 1800 840 280 7540 2995

900 1900 950 285 8060 3560

1000 2000 970 330 8310 4300

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Wärtsilä 31DF Product Guide 12. Turbocharger Cleaning

12. Turbocharger Cleaning

Regular water cleaning of the turbine and the compressor reduces the formation of deposits
and extends the time between overhauls. Fresh water is injected into the turbocharger during
operation. Additives, solvents or salt water must not be used and the cleaning instructions, as
outlined in the Engine Operation & Maintenance Manual, must be carefully followed.
Regular cleaning of the turbine is not necessary when operating on gas.

12.1 Turbine cleaning system

The engine can be equipped with either a manual or an automatic turbine cleaning system.

Water supply:
Fresh water
Min. pressure 0.6 MPa (6 bar)
Max. pressure 0.8 MPa (8 bar)
Max. temperature 80 °C
Flow 15-30 l/min (depending on cylinder configuration)

12.1.1 Automatic Turbine cleaning system

The automatic cleaning system comprises a valve unit mounted in the engine room close to
the turbocharger and a common control unit for up to four engines. Cleaning is started from
the control panel on the control unit and the cleaning sequence is then controlled automatically.
A dosing unit consisting of a flow meter and an adjustable throttle valve are supplied for
adjustment of the water flow. The dosing unit is installed in the engine room and connected to
the engine with a detachable rubber hose. The rubber hose is connected with quick couplings
and the length of the hose is normally 10 m. One dosing unit can be used for several engines.

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12. Turbocharger Cleaning Wärtsilä 31DF Product Guide
1 2 3 4 5 6 7 8 9 10 11 12

A A

B B

C C

D D

E E

F F

TURBOCHARGER CLEANING DEVICE (5Z03)

G G

H H
I
H
G
Fig 12-1
16 Jan 2025
20 Nov 2024
10 May 2024
FIA
FIA
FIA
VHA
VHA
VHA
Turbocharger cleaning system for installations with automatic turbocharger
Changed TC cleaning device, updated tables and removed conn. 614LP and constant flow valves
Updated titleblock
Updated table and code names
Project name
Product Guide Wärtsilä 31 and IPI
Project id Product id
Process Flow Diagram
Turbocharger Cleaning System
Created by
MDA
Reviewed by
Create date
23 Aug 2016 EN
Review date
Language

Sheet size
Object designation

Page
/ Wärtsilä 31 Automatic cleaning device JKA 23 Sep 2016 A2 1 1
F 13 Mar 2023
Rev. Date
NTO
Created by
VHA
Appr. by Revision text cleaning (DAAF347567i)
TC washing unit control cabinet for 4 engines.
DAAF347567
Based on document id Customer document id
CONFIDENTIAL
Approved by
VHA
Approval date
26 Sep 2016
Document Id: Rev.
I

12.1.2 Manual Turbine cleaning system

If automatic turbine cleaning system is not installed a dosing unit consisting of a flow meter
and an adjustable throttle valve is delivered for each installation. The dosing unit is installed in
the engine room and connected to the engine with a detachable rubber hose. The rubber hose
is connected with quick couplings and the length of the hose is normally 10 m. One dosing unit
can be used for several engines.
1 2 3 4 5 6 7 8

A A
POS. PART DRAWING ARTICLE

ENGINE WATER

B B

POS. ENGINE PIPE CONNECTIONS

C C

D D

E E

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PROCESS FLOW DIAGRAM FIA 20 Nov 2024 EN -
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- Turbocharger cleaning system
Wärtsilä 31
for installations with manual
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FIA
turbocharger
20 Nov 2024 A3
Product id
1/1
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cleaning (DAAF651869-)
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20 Nov 2024 DAAF651869 CONFIDENTIAL
Approved by Approval date Document Id: Rev.
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1 2 3 4 5 6 7 8

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Wärtsilä 31DF Product Guide 12. Turbocharger Cleaning

12.2 Compressor cleaning

The compressor side of the turbocharger is cleaned with the same equipment as the turbine.

NOTE
The engine can be equipped with either a manual or automatic cleaning unit. In case of
automatic cleaning device, there is one cleaning device per engine.

12.3 Purge air for turbine cleaning nozzles

For installations with automatic turbo charger cleaning system, the nozzles of the turbine
cleaning module have to be connected permanently to purge air in between the cleaning cycles.
Purge air will be taken from the air receiver at higher engine loads, a purge air flow of 0,1-0,2%
of compressor air flow is used. On low load below 35% instrumentation air is used. This is to
prevent exhaust gas flow into the cleaning system
Instrument air consumption is 120 l/min per engine wash unit for purging below 35% load.

NOTE
For cleaning interval, washing instruction of turbocharger, please refer to Engine Operation
& Maintenance Manual.

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Wärtsilä 31DF Product Guide 13. Exhaust Emissions

13. Exhaust Emissions

Exhaust emissions from the dual fuel engine mainly consist of nitrogen, carbon dioxide (CO2)
and water vapour with smaller quantities of carbon monoxide (CO), sulphur oxides (SOx) and
nitrogen oxides (NOx), partially reacted and non-combusted hydrocarbons and particulates.

13.1 Dual fuel engine exhaust components

Due to the high efficiency and the clean fuel used in a dual fuel engine in gas mode, the exhaust
gas emissions when running on gas are extremely low. In a dual fuel engine, the air-fuel ratio
is very high, and uniform throughout the cylinders. Maximum temperatures and subsequent
NOx formation are therefore low, since the same specific heat quantity released to combustion
is used to heat up a large mass of air. Benefitting from this unique feature of the lean-burn
principle, the NOx emissions from the Wärtsilä DF engine is very low, complying with most
existing legislation. In gas mode most stringent emissions of IMO and SECA are met, while in
diesel mode the dual fuel engine is a normal diesel engine.
To reach low emissions in gas operation, it is essential that the amount of injected diesel fuel
is very small. Thus the emissions of SOx from the dual fuel engine are negligable. When the
engine is in diesel operating mode, the emissions are in the same range as for any ordinary
diesel engine, and the engine will be delivered with an EIAPP certificate to show compliance
with the MARPOL Annex VI.

13.2 Marine exhaust emissions legislation

13.2.1 International Maritime Organization (IMO)
The increasing concern over the air pollution has resulted in the introduction of exhaust emission
controls to the marine industry. To avoid the growth of uncoordinated regulations, the IMO
(International Maritime Organization) has developed the Annex VI of MARPOL 73/78, which
represents the first set of regulations on the marine exhaust emissions.
The IMO Tier 3 NOx emission standard came into force from year 2016. It applies for new
marine diesel engines that:
● Over 130 kW output power
● Installed in ships which keel laying date is 1.1.2016 or later
● Operating inside the North American ECA and the US Caribbean Sea ECA
From 1.1.2021 onwards Baltic sea and North sea will be included in to IMO Tier 3 NOx
requirements.

13.2.2 Other Legislations

There are also other local legislations in force in particular regions.

13.3 Methods to reduce exhaust emissions

All standard Wärtsilä engines meet the NOx emission level set by the IMO (International Maritime
Organisation) and most of the local emission levels without any modifications. Wärtsilä has
also developed solutions to significantly reduce NOx emissions when this is required.
Diesel engine exhaust emissions can be reduced either with primary or secondary methods.
The primary methods limit the formation of specific emissions during the combustion process.
The secondary methods reduce emission components after formation as they pass through
the exhaust gas system.

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13. Exhaust Emissions Wärtsilä 31DF Product Guide

For dual fuel engines same methods as mentioned above can be used to reduce exhaust
emissions when running in diesel mode. In gas mode there is no need for scrubber or SCR.

13-2
Wärtsilä 31DF Product Guide 14. Automation System

14. Automation System

Wärtsilä Unified Controls - UNIC is a fully embedded and distributed engine management
system, which handles all control functions on the engine.
The distributed modules communicate over an internal communication bus.
The power supply to each module is physically doubled on the engine for full redundancy.
Control signals to/from external systems are hardwired to the terminals in the main cabinet on
the engine. Process data for alarm and monitoring are communicated over a Modbus TCP
connection to external systems.

14.1 Technical data and system overview

14.1.1 Ingress protection
The ingress protection class of the system is IP54.

14.1.2 Ambient temp for automation system

The automation system on the engine is designed to operate in ambient engine room
temperatures up to 55°C.
Single components such as electronic modules have a temperature rating not less than 70°C.

Fig 14-1 Architecture of UNIC

Short explanation of the modules used in the system:

COM Communication Module. Handles strategic control functions (such as start/stop sequen-
cing and speed/load control, i.e. "speed governing") of the engine.
The communication modules handle engine internal and external communication, as
well as hardwired external interfaces.
LOP The LOP (local operator panel) shows all engine measurements (e.g. temperatures and
pressures) and provides various engine status indications as well as an event history.

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14. Automation System Wärtsilä 31DF Product Guide

(continued)
IOM Input/Output Module handles measurements and limited control functions in a specific
area on the engine.
CCM Cylinder Control Module handles fuel injection control and local measurements for the
cylinders.
ESM Engine Safety Module handles fundamental engine safety, for example shutdown due
to overspeed or low lubricating oil pressure.

The above equipment and instrumentation are prewired on the engine.

14.1.3 Local operator panel

The Local operator panel (LOP) consist of a display unit (LDU) with touch screen as well as
an emergency stop button built on the engine.
The local operator panel shows all engine measurements (e.g. temperatures and pressures)
and provides various engine status indications as well as an event history
The following control functions are available:
- Local/remote control selection
- Local start & stop
- Trip & Shutdown reset
- Local emergency speed setting (mechanical propulsion)
- Local emergency stop

Fig 14-2 Local operator panel

14.1.4 Engine safety system

The engine safety module handles fundamental safety functions, for example overspeed
protection.

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Wärtsilä 31DF Product Guide 14. Automation System

Main features:
● Redundant design for power supply, speed inputs and stop solenoid control
● Fault detection on sensors, solenoids and wires
● Led indication of status and detected faults
● Digital status outputs
● Shutdown latching and reset
● Shutdown pre-warning
● Shutdown override (configuration depending on application)

14.1.5 Power unit

A power unit is delivered with each engine. The power unit supplies DC power to the automation
system on the engine and provides isolation from other DC systems onboard. A firewall/ router
for communication between engine and ship automation system is integrated in the power unit.
The cabinet is designed for bulkhead mounting, protection degree IP44, max. ambient
temperature 50°C.
The power unit contains redundant power converters, each converter dimensioned for 100%
load. At least one of the two incoming supplies must be connected to a UPS. The power unit
supplies the automation system on the engine with necessary DC voltages.
Power supply from ship's system:
● Supply 1: 230 VAC / abt. 750 W
● Supply 2: 230 VAC / abt. 750 W

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14. Automation System Wärtsilä 31DF Product Guide

14.1.6 Cabling and system overview

Fig 14-3 UNIC overview

Table 14-1 Typical amount of cables

Cable From <=> To Cable types (typical)

A Engine <=> Power Unit 2 x 4 mm2 (power supply) *

2 x 4 mm2 (power supply) *
2 x 4 mm2 (power supply) *
2 x 4 mm2 (power supply) *
2 x 4 mm2 (power supply) *
2 x 4 mm2 (power supply) *
2 x 4 mm2 (power supply) *
2 x 4 mm2 (power supply) *
C Engine <=> Propulsion Control System 1 x 2 x 0.75 mm2
Engine <=> Power Management System / Main Switch- 1 x 2 x 0.75 mm2
board 1 x 2 x 0.75 mm2
24 x 0.75 mm2
24 x 0.75 mm2
D Power unit <=> Integrated Automation System 2 x 0.75 mm2

E Engine <=> Integrated Automation System 3 x 2 x 0.75 mm2

F Engine => Power Unit 1 x Ethernet CAT 5

G Power Unit => Integrated automation system 1 x Ethernet CAT 5

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Wärtsilä 31DF Product Guide 14. Automation System

Table 14-1 Typical amount of cables (continued)

Cable From <=> To Cable types (typical)

H Engine => Pre-lubrication pump starter 2 x 0.75 mm2

I Gas Valve Unit <=> Integrated Automation System 2 x 2 x 0.75 mm2

1 x Ethernet CAT5
I Engine <=> Gas Valve Unit 4 x 2 x 0.75 mm2
2 x 2 x 0.75 mm2
3 x 2 x 0.75 mm2
I Gas Valve Unit <=> Fuel gas supply system 4 x 2 x 0.75 mm2

I Gas Valve Unit <=> Gas detection system 1 x 2 x 0.75 mm2

I Power unit <=> Gas Valve Unit 2 x 4 mm2 (power supply) *

2 x 4 mm2 (power supply) *
3 x 2 x 0.75 mm2
I Gas Valve Unit <=> Exhaust gas fan and pre-lube starter 3 x 2 x 0.75 mm2
2 x 5 x 0.75 mm2
I Exhaust gas fan and pre-lube starter <=> Exhaust gas 4 x 2 x 0.75 mm2
ventilation unit 3 x 2.5 x 2.5 mm2

NOTICE
Cable types and grouping of signals in different cables will differ depending on installation.
* Dimension of the power supply cables depends on the cable length.

Power supply requirements are specified in section Power unit.

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14. Automation System Wärtsilä 31DF Product Guide

Fig 14-4 Typical signal overview (Main engine)

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Wärtsilä 31DF Product Guide 14. Automation System

Fig 14-5 Typical signal overview (Generating set)

14.2 Functions
14.2.1 Engine operating modes
The operator can select two different fuel operating modes:
● Gas operating mode (gas fuel + pilot fuel injection)
● Diesel operating mode (conventional diesel fuel injection + pilot fuel injection)
Below a certain load limit the engine can be transferred from diesel- into gas operating mode.
The engine will automatically trip from gas- into diesel operating mode (gas trip) in several
alarm situations. In addition, the blackout detection system can force the engine to start in
diesel operating mode.

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14. Automation System Wärtsilä 31DF Product Guide

Fig 14-6 Principle of engine operating modes

14.2.2 Start
The engine is started by injecting compressed air directly into the cylinders.
The engine can be started locally, or remotely if applicable for the installation e.g. from the
power management system or control room. In an emergency situation it is also possible to
operate the starting air valve manually.
Starting is blocked both pneumatically and electrically when the turning gear is engaged.
The engine is equipped with a slow turning system, which rotates the engine without fuel
injection for a few turns before start. Slow turning is performed automatically at predefined
intervals, if the engine has been selected as stand-by.
For generating sets, possible need for hydrostatic lifting device (jack-up pump) should be
checked with generator maker.

14.2.2.1 Start blocking

Starting is inhibited by the following functions:
● Turning device engaged
● Pre-lubricating pressure low (override if black-out input is high and within last 30 minutes
after the pressure has dropped below the set point)
● Stop signal to engine active (safety shut-down, emergency stop, normal stop)
● External start blocking active
● Exhaust gas ventilation not performed

14.2.2.2 Start in gas operating mode

If the engine is ready to start in gas operating mode the output signals "engine ready for gas
operation" (no gas trips are active) and "engine ready for start" (no start blockings are active)
are activated. In gas operating mode the following tasks are performed automatically:
● The starting air is activated
● A combustion check using liquid fuel only (verify that all cylinders are firing)
● A GVU gas leakage test
● Gas admission has started, with gas now serving as the main fuel, ignited by pilot fuel in its
liquid phase.

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Wärtsilä 31DF Product Guide 14. Automation System

The start mode is interrupted in case of abnormalities during the start sequence. The start
sequence takes about 1.5 minutes to complete.

14.2.2.3 Start in diesel operating mode

When starting an engine in diesel operating mode the GVU check is omitted. The combustion
check is performed to ensure correct functioning of the pilot fuel injection in order to enable
later transfer into gas operating mode. The start sequence takes about one minute to complete.

14.2.2.4 Start in blackout mode

When the blackout signal is active, the engine will be started by using the diesel fuel only. The
start is performed similarly to a diesel engine, i.e. after receiving start signal the engine will
start and ramp up to speed setpoint using only the diesel fuel system. The blackout signal
disables some of the start blocks to get the engine running as quickly as possible.

If engine is quipped with slow-turning device, the slow-turning sequence is by-passed

during blackout start.

14.2.3 Gas/diesel transfer control

14.2.3.1 Transfer from gas- to diesel-operating mode
The engine will transfer from gas to diesel operating mode at any load within 1s. This can be
initiated in three different ways: manually, by the engine control system or by the gas safety
system (gas operation mode blocked).

14.2.3.2 Transfer from diesel- to gas-operating mode

The engine can be transferred to gas mode at engine load below 80%.
Fuel transfers to gas usually takes about 2 minutes to complete, in order to minimize
disturbances to the gas fuel supply systems.
A leakage test for the GVU is automatically done before each gas transfer. GVU leakage test
takes about 1 minute before the actual engine fuel mode transfer taking place

NOTE
Transfer sequence from liquid to gas mode passes through LFO operation to ensure back-up
fuel system is flushed clean of HFO. HFO to LFO transfer time is depend on the design of
external fuel system and HFO viscosity. Usually HFO to LFO transfer takes about 30 minutes.

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14. Automation System Wärtsilä 31DF Product Guide

Fig 14-7 Operating modes are load dependent

14.2.3.3 Points for consideration when selecting fuels

When selecting the fuel operating mode for the engine, or before transferring between operating
modes, the operator should consider the following:
● To prevent an overload of the gas supply system, transfer one engine at a time to gas
operating mode
● Before a transfer command to gas operating mode is given to an engine, the PMS or operator
must ensure that the other engines have enough ‘spinning reserve’ during the transfers.
This because the engine may need to be unloaded below the upper transfer limit before
transferring
● If engine load is within the transfer window, the engine will be able to switch fuels without
unloading
● Whilst an engine is transferring, the starting and stopping of heavy electric consumers should
be avoided

14.2.4 Stop, shutdown and emergency stop

14.2.4.1 Stop mode
Before stopping the engine, the control system shall first unload the engine slowly (if the engine
is loaded), and after that open the generator breaker and send a stop signal to the engine.
Immediately after the engine stop signal is activated in gas operating mode, the GVU performs
gas shut-off and ventilation. The pilot injection is active during the first part of the deceleration
in order to ensure that all gas remaining in engine is burned.
In case the engine has been running on gas within two minutes prior to the stop the exhaust
gas system is ventilated to discharge any unburned gas.

14.2.4.2 Shutdown mode

Shutdown mode is initiated automatically as a response to abnormal measurement signals.
In shutdown mode the clutch/generator breaker is opened immediately without unloading. The
actions following a shutdown are similar to normal engine stop.
Shutdown mode must be reset by the operator and the reason for shutdown must be investigated
and corrected before re-start.

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Wärtsilä 31DF Product Guide 14. Automation System

14.2.4.3 Emergency stop mode

The sequence of engine stopping in emergency stop mode is similar to shutdown mode, except
that also the pilot fuel injection is de-activated immediately upon stop signal.
Emergency stop is the fastest way of manually shutting down the engine. In case the emergency
stop push-button is pressed, the button is automatically locked in pressed position.
To return to normal operation the push button must be pulled out and alarms acknowledged
by pushing reset either locally or remotely.

14.2.5 Speed control

14.2.5.1 Main engines (mechanical propulsion)
The electronic speed control is integrated in the engine automation system.
The remote speed setting from the propulsion control is an analogue 4-20 mA signal. It is also
possible to select an operating mode in which the speed reference can be adjusted with
increase/decrease signals.
The electronic speed control handles load sharing between parallel engines, fuel limiters, and
various other control functions (e.g. ready to open/close clutch, speed filtering). Overload
protection and control of the load increase rate must however be included in the propulsion
control.

14.2.5.2 Generating sets

The electronic speed control is integrated in the engine automation system.
The load sharing can be based on traditional speed droop, or handled independently by the
speed control units without speed droop. The later load sharing principle is commonly referred
to as isochronous load sharing. With isochronous load sharing there is no need for load
balancing, frequency adjustment, or generator loading/unloading control in the external control
system.
In a speed droop system each individual speed control unit decreases its internal speed
reference when it senses increased load on the generator. Decreased network frequency with
higher system load causes all generators to take on a proportional share of the increased total
load. Engines with the same speed droop and speed reference will share load equally. Loading
and unloading of a generator is accomplished by adjusting the speed reference of the individual
speed control unit. The speed droop is typically 4%, which means that the difference in frequency
between zero load and maximum load is 4%.
In isochronous mode the speed reference remains constant regardless of load level. Both
isochronous load sharing and traditional speed droop are standard features in the speed control
and either mode can be easily selected. If the ship has several switchboard sections with tie
breakers between the different sections, then the status of each tie breaker is required for
control of the load sharing in isochronous mode.

14.3 Alarm and monitoring signals

Regarding sensors on the engine, the actual configuration of signals and the alarm levels are
found in the project specific documentation supplied for all contracted projects.

14.4 Electrical consumers

14.4.1 Motor starters and operation of electrically driven pumps
Motor starters are not part of the control system supplied with the engine, but available as loose
supplied items.

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14. Automation System Wärtsilä 31DF Product Guide

14.4.1.1 Engine turning device (9N15)

The crankshaft can be slowly rotated with the turning device for maintenance purposes and
for engine slowturning. The engine turning device is controlled with an electric motor via a
frequency converter. The frequency converter is to be mounted on the external system. The
electric motor ratings are listed in the table below.

Table 14-2 Electric motor ratings for engine turning device

Engine type Voltage [V] Frequency [Hz] Power [kW] Current [A]

Wärtsilä 31DF 3 x 380 - 690 50/ 60 4 - 7.5 8.9 - 15.6

14.4.1.2 Pre-lubricating oil pump

The pre-lubricating oil pump must always be running when the engine is stopped. The engine
control system handles start/stop of the pump automatically via a motor starter.
It is recommended to arrange a back-up power supply from an emergency power source. Diesel
generators serving as the main source of electrical power must be able to resume their operation
in a black out situation by means of stored energy. Depending on system design and
classification regulations, it may be permissible to use the emergency generator.
Electric motor ratings are listed in the table below.

Table 14-3 Electric motor ratings for pre-lubricating oil pump

Engine type Voltage [V] Frequency [Hz] Power [kW] Current [A]

Wärtsilä 31DF 3 x 460 - 480 50 / 60 15.0 22.4 - 23.4

14.4.1.3 Exhaust gas ventilation unit

The exhaust gas ventilating unit is engine specific and includes an electric driven fan, flow
switch and closing valve. For further information, see chapter Exhaust gas system.

14.4.1.4 Stand-by pump, lubricating oil (if applicable) (2P04)

The engine control system starts the pump automatically via a motor starter, if the lubricating
oil pressure drops below a preset level when the engine is running.
The pump must not be running when the engine is stopped, nor may it be used for pre-lubricating
purposes. Neither should it be operated in parallel with the main pump, when the main pump
is in order.

14.4.1.5 Stand-by pump, HT cooling water (if applicable) (4P03)

The engine control system starts the pump automatically via a motor starter, if the cooling water
pressure drops below a preset level when the engine is running.

14.4.1.6 Stand-by pump, LT cooling water (if applicable) (4P05)

The engine control system starts the pump automatically via a motor starter, if the cooling water
pressure drops below a preset level when the engine is running.

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Wärtsilä 31DF Product Guide 14. Automation System

14.4.1.7 Circulating pump for preheater (4P04)

The preheater pump shall start when the engine stops (to ensure water circulation through the
hot engine) and stop when the engine starts. The engine control system handles start/stop of
the pump automatically.

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14. Automation System Wärtsilä 31DF Product Guide

14.5 System requirements and guidelines for diesel-electric

propulsion
Typical features to be incorporated in the propulsion control and power management systems
in a diesel-electric ship:
1. The load increase program must limit the load increase rate during ship acceleration and
load transfer between gensets according to the curves in chapter Loading Capacity.
If the control system has only one load increase ramp, then the ramp for a preheated engine
is to be used.
The load increase rate of a recently connected generator is the sum of the load transfer
performed by the power management system and the load increase performed by the propulsion
control.
2. Rapid loading according to the “emergency" curve in chapter Loading Capacity may only
be possible by activating an emergency function, which generates visual and audible alarms
in the control room and on the bridge.
3. The propulsion control should be able to control the propulsion power according to the load
increase rate at the gensets. Controlled load increase with different number of generators
connected and in different operating conditions is difficult to achieve with only time ramps for
the propeller speed.
4. The load reduction rate should also be limited in normal operation. Crash stop can be
recognised by for example a large lever movement from ahead to astern.
5. Some propulsion systems can generate power back into the network. The gensets can
absorb max. 5% reverse power.
6. The power management system performs loading and unloading of generators in a speed
droop system, and it usually also corrects the system frequency to compensate for the droop
offset, by adjusting the speed setting of the individual speed control units. The speed reference
is adjusted by sending an increase/decrease pulse of a certain length to the speed control unit.
The power management should determine the length of the increase/decrease pulse based
on the size of the desired correction and then wait for 30 seconds or more before performing
a new correction, in particular when performing small corrections.
The relation between duration of increase/decrease signal and change in speed reference is
usually 0.1 Hz per second. The actual speed and/or load will change at a slower rate.
7. In speed droop mode all generators take an equal share of increased system load, regardless
of any difference in initial load. The control system (Power Management System) should monitor
the generator load and reduce the system load, if the generator load exceeds 100%.
8. The system should monitor the network frequency and reduce the load, if the network
frequency tends to drop excessively.

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Wärtsilä 31DF Product Guide 15. Foundation

15. Foundation
Engines can be either rigidly mounted on chocks, or resiliently mounted on rubber elements.
If resilient mounting is considered, Wärtsilä must be informed about existing excitations such
as propeller blade passing frequency. Dynamic forces caused by the engine are listed in the
chapter Vibration and noise.

15.1 Steel structure design

The system oil tank may not extend under the reduction gear, if the engine is of dry sump type
and the oil tank is located beneath the engine foundation. Neither should the tank extend under
the support bearing, in case there is a PTO arrangement in the free end. The oil tank must also
be symmetrically located in transverse direction under the engine.
The foundation and the double bottom should be as stiff as possible in all directions to absorb
the dynamic forces caused by the engine, reduction gear and thrust bearing. The foundation
should be dimensioned and designed so that harmful deformations are avoided.
The foundation of the driven equipment must be integrated with the engine foundation.

15.2 Mounting of main engines

15.2.1 Rigid mounting
Main engines can be rigidly mounted to the foundation either on adjustable steel chocks or
resin chocks.
The holding down bolts are through-bolts with a nut at each end. Two of the holding down bolts
are fitted bolts and the rest are clearance bolts. The two Ø37n6 fitted bolts are located closest
to the flywheel, one on each side of the engine.
A distance sleeve should be used together with the fitted bolts. The distance sleeve must be
mounted between the seating top plate and the lower nut in order to provide a sufficient guiding
length for the fitted bolt in the seating top plate. The guiding length in the seating top plate
should be at least equal to the bolt diameter.
The design of the holding down bolts is shown in the foundation drawings. It is recommended
that the bolts are made from a high-strength steel, e.g. 42CrMo4 or similar. A high strength
material makes it possible to use a higher bolt tension, which results in a larger bolt elongation
(strain). A large bolt elongation improves the safety against loosening of the nuts.
In order to avoid bending stress in the bolts and to ensure proper fastening, the contact face
of the nut underneath the seating top plate should be counterbored.
Lateral supports must be installed for all engines. One pair of supports should be located close
to free end of engine, and one pair near the middle of the engine (for engines larger than 12
cylinders). The lateral supports are to be welded to the seating top plate before fitting the
chocks. The wedges in the supports are to be installed without clearance, when the engine
has reached normal operating temperature. The wedges are then to be secured in position
with welds. An acceptable contact surface must be obtained on the wedges of the supports.

15.2.1.1 Resin chocks

The recommended dimensions of resin chocks are 250 x 415 mm or 250 x 630mm (depending
on engine feet). The total surface pressure on the resin must not exceed the maximum
permissible value, which is determined by the type of resin and the requirements of the
classification society. It is recommended to select a resin type that is approved by the relevant
classification society for a total surface pressure of 5N/mm2. (A typical conservative value is
Ptot 3.5 N/mm2).

15-1
15. Foundation Wärtsilä 31DF Product Guide

During normal conditions, the support face of the engine feet has a maximum temperature of
about 75°C, which should be considered when selecting the type of resin.
The bolts must be made as tensile bolts with a reduced shank diameter to ensure a sufficient
elongation since the bolt force is limited by the permissible surface pressure on the resin. For
a given bolt diameter the permissible bolt tension is limited either by the strength of the bolt
material (max. stress 80% of the yield strength), or by the maximum permissible surface pressure
on the resin.

Fig 15-1 Fixed mounting with resin chocks (DAAF464160B-1)

15-2
Wärtsilä 31DF Product Guide 15. Foundation

Fig 15-2 Fixed mounting with resin chocks (DAAF464160B-2)

15.2.1.2 Steel chocks with adjustable height

As an alternative to resin chocks, it is also permitted to install the engine on adjustable steel
chocks. The chock height is adjustable between 55 mm and 67 mm for the approved type of
chock. There must be a chock of adequate size at the position of each holding down bolt.

15-3
15. Foundation Wärtsilä 31DF Product Guide

Fig 15-3 Fixed mounting with adjustable steel chocks (DAAF448433B)

15-4
Wärtsilä 31DF Product Guide 15. Foundation

15.2.2 Resilient mounting

In order to reduce vibrations and structure borne noise, main engines can be resiliently mounted
on rubber elements. The transmission of forces emitted by the engine is 10-20% when using
resilient mounting. For resiliently mounted engines a speed range of 500-750 rpm is generally
available.

Fig 15-4 Principle of resilient mounting (DAAF409395A)

15-5
15. Foundation Wärtsilä 31DF Product Guide

15.3 Mounting of generating sets

15.3.1 Resilient mounting
Generating sets, comprising engine and generator mounted on a common base frame, are
usually installed on resilient mounts on the foundation in the ship.
The resilient mounts reduce the structure borne noise transmitted to the ship and also serve
to protect the generating set bearings from possible fretting caused by hull vibration.
The number of mounts and their location is calculated to avoid resonance with excitations from
the generating set engine, the main engine and the propeller.

NOTICE
To avoid induced oscillation of the generating set, the following data must be sent by the
shipyard to Wärtsilä at the design stage:

● main engine speed [RPM] and number of cylinders

● propeller shaft speed [RPM] and number of propeller blades
The selected number of mounts and their final position is shown in the generating set drawing.

Fig 15-5 Recommended design of the generating set seating, V engines

(DAAE020067C)

15.3.1.1 Rubber mounts

The generating set is mounted on conical resilient mounts, which are designed to withstand
both compression and shear loads. In addition the mounts are equipped with an internal buffer
to limit the movements of the generating set due to ship motions. Hence, no additional side or
end buffers are required.
The rubber in the mounts is natural rubber and it must therefore be protected from oil, oily water
and fuel.
The mounts should be evenly loaded, when the generating set is resting on the mounts. The
maximum permissible variation in compression between mounts is 2.0 mm. If necessary, chocks
or shims should be used to compensate for local tolerances. Only one shim is permitted under
each mount.
The transmission of forces emitted by the engine is 10 -20% when using conical mounts. For
the foundation design, see drawing V46L0294.

15-6
Wärtsilä 31DF Product Guide 15. Foundation

Fig 15-6 Rubber mount, (DAAE018766C)

15.4 Flexible pipe connections

When the engine or generating set is resiliently installed, all connections must be flexible and
no grating nor ladders may be fixed to the engine or generating set. When installing the flexible
pipe connections, unnecessary bending or stretching should be avoided. The external pipe
must be precisely aligned to the fitting or flange on the engine. It is very important that the pipe
clamps for the pipe outside the flexible connection must be very rigid and welded to the steel
structure of the foundation to prevent vibrations, which could damage the flexible connection.

15-7
This page intentionally left blank
Wärtsilä 31DF Product Guide 16. Vibration and Noise

16. Vibration and Noise

Generating sets comply with vibration levels according to ISO 8528-9. Main engines comply
with vibration levels according to ISO 10816-6 Class 5.

16.1 External forces, couples & torque variations

Some cylinder configurations produce external forces and couples. These are listed in the
tables below.
The ship designer should avoid natural frequencies of decks, bulkheads and superstructures
close to the excitation frequencies. The double bottom should be stiff enough to avoid
resonances especially with the rolling frequencies.

Fig 16-1 External forces, couples and torque variations

Table 16-1 External forces

Speed Freq. Fy Fz Freq. Fy Fz Freq. Fy Fz

Engine
[RPM] [Hz] [kN] [kN] [Hz] [kN] [kN] [Hz] [kN] [kN]
720 24 --- --- 48 2 1 --- --- ---
8V31DF
750 25 --- --- 50 2 1 --- --- ---
720 --- --- --- --- --- --- --- --- ---
10V31DF
750 --- --- --- --- --- --- --- --- ---
720 --- --- --- --- --- --- --- --- ---
12V31DF
750 --- --- --- --- --- --- --- --- ---
720 --- --- --- --- --- --- --- --- ---
14V31DF
750 --- --- --- --- --- --- --- --- ---
720 48 4 2 --- --- --- --- --- ---
16V31DF
750 50 5 2 --- --- --- --- --- ---

16-1
16. Vibration and Noise Wärtsilä 31DF Product Guide

--- forces = zero or insignificant.

Table 16-2 External couples

Speed Freq. My Mz Freq. My Mz Freq. My Mz

Engine
[RPM] [Hz] [kNm] [kNm] [Hz] [kNm] [kNm] [Hz] [kNm] [kNm]
720 --- --- --- --- --- --- --- --- ---
8V31DF
750 --- --- --- --- --- --- --- --- ---
720 12 38 38 24 --- --- 48 --- 0.2
10V31DF
750 12.5 41 41 25 --- --- 50 --- 0.2
720 --- --- --- --- --- --- --- --- ---
12V31DF
750 --- --- --- --- --- --- --- --- ---
720 12 22 22 24 36 20 48 1 3
14V31DF
750 12.5 24 24 25 39 21 50 1 4
720 --- --- --- --- --- --- --- --- ---
16V31DF
750 --- --- --- --- --- --- --- --- ---

--- couples = zero or insignificant.

Table 16-3 Torque variations (at 100% load)

Speed Freq. Mx Freq. Mx Freq. Mx Freq. Mx

Engine
[RPM] [Hz] [kNm] [Hz] [kNm] [Hz] [kNm] [Hz] [kNm]
720 24 16 48 11 72 24 96 11
8V31DF
750 25 15 50 11 75 24 100 11
720 24 25 30 73 60 31 90 17
10V31DF
750 25 27 31 73 63 31 94 17
720 36 18 72 35 108 9 --- ---
12V31DF
750 37.5 17 75 35 112.5 9 --- ---
720 42 7 84 30 --- --- --- ---
14V31DF
750 44 7 88 30 --- --- --- ---
720 48 22 96 22 --- --- --- ---
16V31DF
750 50 22 100 22 --- --- --- ---

--- torque variations = zero or insignificant.

Table 16-4 Torque variations (at 0% load)

Speed Freq. Mx Freq. Mx Freq. Mx Freq. Mx

Engine
[RPM] [Hz] [kNm] [Hz] [kNm] [Hz] [kNm] [Hz] [kNm]
720 24 74 48 2 72 6 96 2
8V31DF
750 25 81 50 2 75 6 96 2
720 24 25 30 18 60 8 90 4
10V31DF
750 25 27 31 18 63 8 94 4
720 36 18 72 9 108 2 --- ---
12V31DF
750 37.5 20 75 9 112.5 2 --- ---
720 42 2 84 7 --- --- --- ---
14V31DF
750 44 2 88 7 --- --- --- ---

16-2
Wärtsilä 31DF Product Guide 16. Vibration and Noise

Table 16-4 Torque variations (at 0% load) (continued)

Speed Freq. Mx Freq. Mx Freq. Mx Freq. Mx

Engine
[RPM] [Hz] [kNm] [Hz] [kNm] [Hz] [kNm] [Hz] [kNm]
720 48 4 96 5 --- --- --- ---
16V31DF
750 50 4 100 5 --- --- --- ---

--- torque variations = zero or insignificant.

16.2 Mass moments of inertia

The mass-moments of inertia of the main engines (including flywheel) are typically as follows:

Engine J [kg m2]

8V31 640–740
10V31 720–820
12V31 800–900
14V31 890–990
16V31 980–1080

16.3 Air borne noise

The airborne noise of the engines is measured as sound power level based on ISO 9614. The
results represent typical engine A-weighted sound power level at full load and nominal speed.

Engine A-weighted Sound Power Level in Octave Band [dB, ref. 1pW] - Diesel Mode

[Hz] 125 250 500 1000 2000 4000 8000 Total

8V 100 111 116 121 119 116 114 125

10V 101 108 117 120 121 118 114 126

12V 101 106 113 113 113 110 103 119

14V 95 99 113 114 116 114 114 121

16V 102 107 115 116 117 119 116 124

Engine A-weighted Sound Power Level in Octave Band [dB, ref. 1pW] - Gas Mode

[Hz] 125 250 500 1000 2000 4000 8000 Total

8V 104 113 117 120 116 108 99 123

10V 105 111 117 119 115 111 110 123

12V 106 112 118 120 116 112 111 124

14V 100 98 114 116 117 113 104 122

16V 108 111 116 117 119 117 114 124

16.4 Exhaust noise

The results represent typical exhaust sound power level measured after turbocharger outlet
before exhaust silencer in duct line with cell-dependent diameter and exhaust temperature

16-3
16. Vibration and Noise Wärtsilä 31DF Product Guide

approximately 300 Celsius for gas and 250 Celsius for diesel at engine full load and nominal
speed. Measurements were performed according to internal guideline. Influence of pipeline
resonances is minimized.

W31 Exhaust Gas Linear Sound Power Level in Octave Band [dB, ref. 1pW]

[Hz] 32 63 125 250 500 1000 2000 4000 Total

8V 146 148 134 129 124 121 120 115 150

10V 149 140 134 131 127 124 115 111 150

12V 138 135 126 126 118 112 104 101 140

14V 138 136 129 126 125 121 109 102 141

16V 135 132 133 128 128 129 125 118 140

16.5 Air Inlet Noise

The results represent typical unsilenced air inlet A-weighted sound power level at turbocharger
inlet at engine full load and nominal speed. Measurements were performed according to internal
guideline.

A-weighted Air Inlet Sound Power Level in Octave Band [dB, ref. 1pW]

[Hz] 63 125 250 500 1000 2000 4000 8000 Total

8V 73 85 93 104 111 121 147 139 147

10V 85 99 104 116 122 132 149 142 150

12V 74 86 96 105 112 130 149 143 150

14V 74 86 96 107 112 130 150 143 150

16V 82 93 103 116 121 129 150 143 151

A-weighted Air Inlet Sound Power Level in Octave Band [dB, ref. 1pW] - Gas Mode

[Hz] 63 125 250 500 1000 2000 4000 8000 Total

10V 75 89 98 105 111 134 145 141 147

14V 72 86 95 108 113 128 148 144 150

16V 83 96 104 117 121 126 145 139 146

16-4
Wärtsilä 31DF Product Guide 17. Power Transmission

17. Power Transmission

17.1 Flexible coupling

The power transmission of propulsion engines is accomplished through a flexible coupling or
a combined flexible coupling and clutch mounted on the flywheel. The crankshaft is equipped
with an additional main bearing at the flywheel end. Therefore also a rather heavy coupling
can be mounted on the flywheel without intermediate bearings.
The type of flexible coupling to be used has to be decided separately in each case on the basis
of the torsional vibration calculations.
In case of two bearing type generator installations a flexible coupling between the engine and
the generator is required.

17.2 Torque flange

In mechanical propulsion applications, as well as when there is a PTO shaft, a torque meter
must be installed in each output shaft to measure the torque the engine delivers. The torque
flange is installed after the flexible coupling.

17.3 Clutch
In many installations the propeller shaft can be separated from the engine using a clutch. The
use of multiple plate hydraulically actuated clutches built into the reduction gear is recommended.
A clutch is required when two or more engines are connected to the same driven machinery
such as a reduction gear.
To permit maintenance of a stopped engine clutches must be installed in twin screw vessels
which can operate on one shaft line only.

17.4 Shaft locking device

A shaft locking device should be fitted to be able to secure the propeller shaft in position so
that wind milling is avoided. This is necessary because even an open hydraulic clutch can
transmit some torque. Wind milling at a low propeller speed (<10 rpm) can due to poor lubrication
cause excessive wear of the bearings.
The shaft locking device can be either a bracket and key or an easier to use brake disc with
calipers. In both cases a stiff and strong support to the ship's construction must be provided.

17-1
17. Power Transmission Wärtsilä 31DF Product Guide

Fig 17-1 Shaft locking device and brake disc with calipers

17.5 Input data for Torsional Vibration Calculation

The torsional vibration calculation (TVC) is performed for each installation according to
classification society requirements. For this purpose, the following project specific exact data
of all components included in the shaft system are required.
General and operational data
● Classification society (leading class, in case of dual class)
● Class notations (especially in case of Ice, Polar, Redundant Propulsion)
● List of all operating modes (including for navigation in ice, if applicable)
● Power distribution between the different consumers for every operating mode
● Power Vs Speed curve for every consumer
● GA drawing or layout illustrating propulsion machinery arrangements
Gearbox
● Mass elastic diagram showing:
○ All clutching possibilities (especially in case of multiple clutches)
○ Dimensions of all shafts
○ Mass moment of inertia of all rotating parts including shafts and flanges
○ Torsional stiffness of shafts between rotating masses
○ Gear ratios
○ Drawing number (including revision)
● GA drawing or other type of drawing showing:
○ Input and output interface details (type/dimensions details, material and yield strength,
surface roughness)
○ In case of cylindrical shaft interface: fillet radius at step diameter and keyway standard
○ Material of shafts including minimum tensile strength
○ Drawing number (including revision)
Propeller and shafting
● Mass-elastic diagram or propeller shaft drawing showing:

17-2
Wärtsilä 31DF Product Guide 17. Power Transmission

○ Mass moment of inertia of all rotating parts including the rotating part of the OD-box,
SKF couplings and rotating parts of the bearings
○ Mass moment of inertia of the propeller in water for all operating modes (as minimum
full/zero pitch)
○ Torsional stiffness or dimensions of the shafts
○ Drawing number (including revision)
● Drawing or data sheet with:
○ Propeller power consumption for all operating modes (as minimum full/zero pitch)
○ Number of propeller blades
○ Material of the shafts including minimum tensile strength
○ In case of Ice class notation: propeller outer diameter, outer diameter of the propeller
hub, propeller pitch at bollard pull condition
○ In case of cardan shafts: joint inclination angle and mass moment of inertia of every
single part (joints and shaft)
○ Drawing number (including revision)
Shaft generator or main generator
● Technical data sheet with at least:
○ Nominal power and speed
○ Information if variable or constant speed operation
○ In case of variable speed, Power Vs Speed curve
○ Number of pole pairs
○ Bearing external load capabilities (axial and radial)
● Outline drawing with:
○ input interface details (type/dimensions details, material and yield strength, surface
roughness)
○ In case of cylindrical shaft interface: fillet radius at step diameter and keyway standard
○ Bearing axial clearance (minimum and maximum values)
○ Drawing number (including revision)
● Mass-elastic diagram or the generator shaft drawing showing:
○ Mass moment of inertia of all rotating parts and total inertia value of the rotor, including
the shaft
○ Torsional stiffness or dimensions of the shaft
○ Material of the shaft including minimum tensile strength
○ Drawing number of the diagram or drawing
● For shaft generator (connected to gearbox)
○ In case of PTI function, Power Vs Speed curve
○ In case of booster function, Power Vs Speed curve
● For main generator (connected to engine)
○ Electrical data: reactances and time constants
Flexible coupling/clutch
● Customer preferred coupling brand, if any
● Brand selection restrictions due to possible international export regulations

17-3
17. Power Transmission Wärtsilä 31DF Product Guide

● Specific dimensional requirements (for example length)

● If coupling is in customer scope of supply, the following data of it must be informed:
○ Mass moment of inertia of all parts of the coupling
○ Number of flexible elements
○ Torsional stiffness per element
○ Dynamic magnification or relative damping
○ Nominal torque, permissible vibratory torque and permissible power loss
○ Drawing of the coupling showing interface details, maker, type and drawing number
Other components:
● In case of electric motor
○ Nominal power and speed
○ Power Vs Speed curve
○ Outline drawing with:
○ input interface details (type/dimensions details, material and yield strength, surface
roughness)
○ In case of cylindrical shaft interface: fillet radius at step diameter and keyway
standard
○ Drawing number (including revision)
○ Mass-elastic diagram or the motor shaft drawing showing:
○ Mass moment of inertia of all rotating parts and total inertia value of the rotor, including
the shaft
○ Torsional stiffness or dimensions of the shaft
○ Material of the shaft including minimum tensile strength
○ Drawing number of the diagram or drawing
● In case of pump:
○ Nominal power and speed
○ Power Vs Speed curve
○ Information if variable or constant speed operation
○ Outline drawing with:
○ input interface details (type/dimensions details, material and yield strength, surface
roughness)
○ In case of cylindrical shaft interface: fillet radius at step diameter and keyway
standard
○ Drawing number (including revision)
○ Mass-elastic diagram or the impeller shaft drawing showing:
○ Mass moment of inertia of all rotating parts and total inertia value of the impeller,
including the shaft
○ Torsional stiffness or dimensions of the shaft
○ Material of the shaft including minimum tensile strength
○ Drawing number of the diagram or drawing
○ Number of impeller blades
○ Torsional excitations (especially in case of dredging pump)

17-4
Wärtsilä 31DF Product Guide 17. Power Transmission

17.6 Turning gear

The engine is equipped with an electrical driven turning gear, capable of turning the flywheel
and crankshaft.

17.7 Power take out (PTO)

At the free end a shaft connection as a power take out (PTO) can be provided. Please contact
Wärtsilä for further information.

17-5
This page intentionally left blank
Wärtsilä 31DF Product Guide 18. Engine Room Layout

18. Engine Room Layout

18.1 Crankshaft distances

Minimum crankshaft distances have to be followed in order to provide sufficient space between
engines for maintenance and operation.

18.1.1 Main engines

Fig 18-1 Engines with twin-in single-out gearbox (DAAF560952)

All dimensions in mm.

18-1
18. Engine Room Layout Wärtsilä 31DF Product Guide

18.1.2 Generating sets

Fig 18-2 Engine room arrangement - Generating sets (DAAF363645 - 8V and 10V)

Fig 18-3 Engine room arrangement - Generating sets (DAAF363645 - 12V to 16V)

18-2
Wärtsilä 31DF Product Guide 18. Engine Room Layout

All dimensions in mm.

18-3
18. Engine Room Layout Wärtsilä 31DF Product Guide

18.2 Space requirements for maintenance

18.2.1 Working space around the engine
The required working space around the engine is mainly determined by the dismounting
dimensions of engine components, and space requirement of some special tools. It is especially
important that no obstructive structures are built next to engine driven pumps, as well as
camshaft and crankcase doors.
However, even at locations where no space is required for dismounting engine parts, a minimum
of 1000 mm free space is recommended for maintenance operations around the engine.

18.2.2 Engine room height and lifting equipment

The required engine room height is determined by the transportation routes for engine parts.
If there is sufficient space in transverse and longitudinal direction, there is no need to transport
engine parts over the engine and in such case the necessary height is minimized. Separate
lifting arrangements are usually required for overhaul of the turbocharger since the crane travel
is limited by the exhaust pipe. A chain block on a rail located over the turbocharger axis is
recommended.

18.2.3 Maintenance platforms

In order to enable efficient maintenance work on the engine, it is advised to build the
maintenance platforms on recommended elevations. The width of the platforms should be at
least 800 mm to allow adequate working space. The surface of maintenance platforms should
be of non-slippery material (grating or chequer plate).

NOTICE
Working Platforms should be designed and positioned to prevent personnel slipping, tripping
or falling on or between the walkways and the engine.

18.3 Transportation and storage of spare parts and tools

Transportation arrangement from the engine room to storage and workshop must be prepared
for heavy engine components. This can be done with several chain blocks on rails or alternatively
utilising pallet truck or trolley. If transportation must be carried out using several lifting equipment,
coverage areas of adjacent cranes should be as close as possible to each other.
Engine room maintenance hatch has to be large enough to allow transportation of main
components to/from engine room.
It is recommended to store heavy engine components on slightly elevated adaptable surface
e.g. wooden pallets. All engine spare parts should be protected from corrosion and excessive
vibration.
On single main engine installations it is important to store heavy engine parts close to the
engine to make overhaul as quick as possible in an emergency situation.

18.4 Required deck area for service work

During engine overhaul, some deck area is required for cleaning and storing dismantled
components. Size of the service area is dependent of the overhauling strategy chosen, e.g.
one cylinder at time, one bank at time or the whole engine at time. Service area should be plain
steel deck dimensioned to carry the weight of engine parts.

18-4
Wärtsilä 31DF Product Guide 18. Engine Room Layout

18.4.1 Service space requirement

18.4.1.1 Service space requirement, main engine

Fig 18-4 Service space requirement, main engine W8V31 & W10V31 (DAAF443904C
- 1)

18-5
18. Engine Room Layout Wärtsilä 31DF Product Guide

Fig 18-5 Service space requirement, main engine W8V31 & W10V31 (DAAF443904C
- 2)

NOTE
Please refer to DAAF336984 for Turbocharger and Cooler (Lubricating oil cooler, Charge air
cooler) spare part dimensions and weights, both LP and HP stage.

18-6
Wärtsilä 31DF Product Guide 18. Engine Room Layout

Fig 18-6 Service space requirement, main engine W12V31, W14V31 & W16V31
(DAAF438352B)

NOTE
Please refer to DAAF410568 for Turbocharger and Cooler (Lubricating oil cooler, Charge air
cooler) spare part dimensions and weights, both LP and HP stage.

18-7
This page intentionally left blank
Wärtsilä 31DF Product Guide 19. Transport Dimensions and Weights

19. Transport Dimensions and Weights

19.1 Lifting of main engines

Fig 19-1 Lifting of main engines (DAAF336773E)

All dimensions in mm.

Engine Sump H1

Wet
W8V31 8135
Dry
02.06.2016 dkl004 Klemets
02.06.2016 mtu009 Södö
Wet
W10V31 8135
Dry

Wet 8250
W12V31
Dry 8135
Wet 8250
W14V31
Dry 8135
Wet 8250
W16V31
Dry 8135

19-1
19. Transport Dimensions and Weights Wärtsilä 31DF Product Guide

19.2 Lifting of generating sets

Fig 19-2 Lifting of generating sets (DAAF341224)

19-2
Wärtsilä 31DF Product Guide 19. Transport Dimensions and Weights

19.3 Engine components

Fig 19-3 Turbocharger and cooler inserts (DAAF336984A for 8V, 10V)

Fig 19-4 Turbocharger and cooler inserts (DAAF410568A for 12,14,16V)

19-3
19. Transport Dimensions and Weights Wärtsilä 31DF Product Guide

Fig 19-5 Major spare parts (DAAF337022)

Table 19-1 Weights

Item Description Weight [kg] Item Description Weight [kg]

no No
1 Connecting rod 192 9 Starting valve 7.6

2 Piston 72.4 10 Main bearing shell 4.7

3 Cylinder liner 307 11 Split gear wheel 94.7

4 Cylinder head 400 12 Small intermediate gear 21.6

5 Inlet valve 5.2 13 Large intermediate gear 60.6

6 Exhaust valve 3.3 14 Camshaft drive gear 61.8

7 HP fuel pump 134 Piston ring set 1.5

15
8 Injection valve 27 Piston ring 0.5

19-4
Wärtsilä 31DF Product Guide 20. Accessing Product Guide and Engine Drawings

20. Accessing Product Guide and Engine Drawings

All product guides, including this one, can be conveniently accessed online at www.wartsila.com.
These guides are readily available in both web and PDF formats, ensuring easy accessibility
for users. In addition to 2D drawings in PDF and DXF formats, we are pleased to inform you
that 3D models of engine outline drawings are also available online. This enhancement allows
for a more comprehensive understanding of the product. For further details and comprehensive
information, we recommend reaching out to your dedicated sales contact at Wärtsilä. Please
note that engine outline drawings are exclusively available in digital formats and are not included
in the printed version of this product guide.

20-1
This page intentionally left blank
Wärtsilä 31DF Product Guide 21. ANNEX

21. ANNEX

21.1 Unit conversion tables

The tables below will help you to convert units used in this product guide to other units. Where
the conversion factor is not accurate a suitable number of decimals have been used.

Length conversion factors Mass conversion factors

Convert from To Multiply by Convert from To Multiply by
mm in 0.0394 kg lb 2.205
mm ft 0.00328 kg oz 35.274

Pressure conversion factors Volume conversion factors

Convert from To Multiply by Convert from To Multiply by
kPa psi (lbf/in2) 0.145 m3 in3 61023.744

kPa lbf/ft2 20.885 m3 ft3 35.315

kPa inch H2O 4.015 m3 Imperial gallon 219.969

kPa foot H2O 0.335 m3 US gallon 264.172

kPa mm H2O 101.972 m3 l (litre) 1000

kPa bar 0.01

Power conversion Moment of inertia and torque conversion factors

Convert from To Multiply by Convert from To Multiply by
kW hp (metric) 1.360 kgm2 lbft2 23.730

kW US hp 1.341 kNm lbf ft 737.562

Fuel consumption conversion factors Flow conversion factors

Convert from To Multiply by Convert from To Multiply by
g/kWh g/hph 0.736 m3/h (liquid) US gallon/min 4.403

g/kWh lb/hph 0.00162 m3/h (gas) ft3/min 0.586

Temperature conversion factors Density conversion factors

Convert from To Multiply by Convert from To Multiply by
°C F F = 9/5 *C + 32 kg/m3 lb/US gallon 0.00834

°C K K = C + 273.15 kg/m3 lb/Imperial gallon 0.01002

kg/m3 lb/ft3 0.0624

21.1.1 Prefix
Table 21-1 The most common prefix multipliers

Name Symbol Factor Name Symbol Factor Name Symbol Factor

tera T 1012 kilo k 103 nano n 10-9

giga G 109 milli m 10-3

mega M 106 micro μ 10-6

21-1
21. ANNEX Wärtsilä 31DF Product Guide

21.2 Collection of drawing symbols used in drawings

INTERNATIONAL STANDARD INTERNATIONAL STANDARD INTERNATIONAL STANDARD

ISO 10628 and ISO 14617 ISO 10628 and ISO 14617 ISO 10628 and ISO 14617

POS POS POS

SYMBOL DESCRIPTION Reg. No. SYMBOL DESCRIPTION SYMBOL DESCRIPTION
Reg. No. Reg. No.

1 10 Check valve globe type 17 Control valve with electric

Valve (general)
2101 X2113 X2131 motor actuator

2 11 Swing check valve (Form 1) 18 Two-way valve with solenoid

Valve, globe type
X8068 X8078 X2103 actuator

Two-way valve with

3 12 Swing check valve (Form 2)
Valve, ball type 19 double-acting cylinder actuator
X8071 X8165
(pneumatic)

4 13 Safety valve, spring loaded, 20 Two-way valve with electric

Valve, gate type globe type
X8074 X2124 X2104 motor actuator

5 14 Manual operation of valve 21 Two-way valve with diaphragm

Valve, butterfly type (Form 1)
X8075 X1021 X2101 actuator (pneumatic)

Weight-loaded safety valve

6 15 detained in open position after Two-way control valve with
Valve, butterfly type (Form 2) 22
X8075 X2001 operation diaphragm actuator (pneumatic)

Spring-loaded safety two-way

7 16 Float-operated control valve 23
Valve, needle type valve with automatic return
X8076 X2134 X2002 after operation

8 Valve, control type,

X8087 continuously operated

Check valve (general), (Two-way

9 non-return valve; flow from
X8077
left to right)

Fig 21-1 List of symbols (DAAF406507A - 1)

INTERNATIONAL STANDARD INTERNATIONAL STANDARD INTERNATIONAL STANDARD

ISO 10628 and ISO 14617 ISO 10628 and ISO 14617 ISO 10628 and ISO 14617

POS POS POS

Reg. No. SYMBOL DESCRIPTION Reg. No. SYMBOL DESCRIPTION Reg. No. SYMBOL DESCRIPTION

33 Three-way control valve with

24 Manually operated control valve Valve, three way globe type 40
X8070 diaphragm actuator

Combinated non-return valve Self-operating pressure

25 and manually actuated stop 34 Valve, three way ball type 41 reducing three-way control
X2112 valve. Flow from left to right X8073
valve

Spring-loaded non-return valve. Three-way control valve with Self-operating thermostatic

26 Flow from left to right 35 42 three-way control valve
electrical motor actuator

27 Self-operating pressure 36 Three-way valve with solenoid

reducing control valve 43 Self-contained thermostat valve
X2133 X2103 actuator

Three-way valve with

Pressure control valve (spring 37 double-acting cylinder actuator 44
28 Valve, angle type (general)
loaded) X2107 (pneumatic) 2102

Pressure control valve (remote Three-way valve with electric 45

29 38 Valve, angle globe type
pressure sensing) motor actuator X8069

Pneumatically actuated valve, 39 Three-way valve with diaphragm

30 apring-loaded cylinder actuator X2102 actuator

31 Quick-closing valve

32 Valve, three way type (general)

2103

Fig 21-2 List of symbols (DAAF406507A - 2)

21-2
Wärtsilä 31DF Product Guide 21. ANNEX

INTERNATIONAL STANDARD INTERNATIONAL STANDARD INTERNATIONAL STANDARD

ISO 10628 and ISO 14617 ISO 10628 and ISO 14617 ISO 10628 and ISO 14617

POS POS POS

Reg. No. SYMBOL DESCRIPTION Reg. No. SYMBOL DESCRIPTION Reg. No. SYMBOL DESCRIPTION

46 Valve, angle ball type 55 Orifice plate 3

62 Valve 2 Pneum/Pneum
X8072 772

47 Safety valve, spring loaded, 56 Shuttle valve with 3

63 Valve 2 Pneum/Spring
X2125 globe angle type X2182 "AND-function"

Weight loaded angled valve

detained in open position after 2 Valve 3 Solenoid/Spring
48 57 Valve 2 Pneum/Pneum 64 2
operation

Spring-loaded safety angled

valve with automatic return Valve 2 Pneum/Spring Valve 3 Lever/Spring
49 58 2 65 2
after operation

Non-return angled two-way 2 3

50 59 Valve 2 Solenoid/Spring 66 Valve 2 Manual/Spring
valve. Flow from left to right

Non-return angled two-way

valve hand operating. Flow from Valve 2 Lever/Spring 4
51 60 2 67 Valve 2 Pneum/Pneum
left to right

52 Self-operating release valve 2

61 Valve 2 Manual/Spring
2181 (steam trap)

53 Adjustable restrictor (valve)

X2212

54
Restrictor
2031

Fig 21-3 List of symbols (DAAF406507A - 3)

INTERNATIONAL STANDARD INTERNATIONAL STANDARD INTERNATIONAL STANDARD

ISO 10628 and ISO 14617 ISO 10628 and ISO 14617 ISO 10628 and ISO 14617

POS POS POS

Reg. No. SYMBOL DESCRIPTION Reg. No. SYMBOL DESCRIPTION Reg. No. SYMBOL DESCRIPTION

Valve 4 Pneum/Spring Electrically driven compressor 84 Heat exchanger (general),

68 2 77
X8079 condenser

4 78 Compressor, vacuum pump 85

69 Valve 2 Solenoid/Spring Pneumatic-air lubricator
2302 (general) X2674

4 79 86 Cooling tower, dry with induced

70 Valve 2 Lever/Spring Pump, liquid type (general)
2301 X8111 draught

Valve 4 Manual/Spring 80 Hydraulic pump 87 Cooling tower (general)

71 2
2401 2521 (Deaerator)

Turbogenerator Manual hydraulic pump 88

72 81 Funnel
2040

Turbogenerator with gear 82 Boiler feedwater vessel with Trough or drip tray with drain
73 89
transmission X2071 deaerator funnel

Turbocharger 83 Heating or cooling coil

74
2501

75 Electric motor (general)

C0082

76 Electrically driven pump

Fig 21-4 List of symbols (DAAF406507A - 4)

21-3
21. ANNEX Wärtsilä 31DF Product Guide

INTERNATIONAL STANDARD INTERNATIONAL STANDARD INTERNATIONAL STANDARD

ISO 10628 and ISO 14617 ISO 10628 and ISO 14617 ISO 10628 and ISO 14617

POS POS POS

Reg. No. SYMBOL DESCRIPTION Reg. No. SYMBOL DESCRIPTION Reg. No. SYMBOL DESCRIPTION

90 Flanged dummy cover (Blind 99 Quick-release coupling element

of female type 106 Air vent + flame arrestor
517 flange pair) 564

91 100 Quick-release coupling element 107

Flanged connection Flame arrestor
511 563 of male type 2036

92 End cap 101 108 Pipeline with thermal insulation

Hose
518 X411 X322

93 Screwed joint 102 Expansion sleeve 109 Piping, heated or cooled and
514 532 X8174 insulated

94 103 110 High speed centrifuge

Reducer Compensator (Expansion bellows)
516 533 X2619 (Separator)

Joint with change of pipe Centrifuge with perforated shell

104 Siphon 111
95 dimension, pipe reducer (Centrifugal filter)
2038 X2614
eccentric

Quick-release coupling element

96 105 Vent (outlet to the atmosphere
which fits into another coupling
565 element of the same type 2039 for steam/gas)

Quick-release coupling element

97 of female type with automatic
567 closing when decoupled

Quick-release coupling element

98 of male type with automatic
566 closing when decoupled

Fig 21-5 List of symbols (DAAF406507A - 5)

INTERNATIONAL STANDARD INTERNATIONAL STANDARD INTERNATIONAL STANDARD

ISO 10628 and ISO 14617 ISO 10628 and ISO 14617 ISO 10628 and ISO 14617

POS POS POS

Reg. No. SYMBOL DESCRIPTION Reg. No. SYMBOL DESCRIPTION Reg. No. SYMBOL DESCRIPTION

112 121 Screening device, sieve, 128 Vessel with dished ends and
Liquid filter (general)
X8116 X8123 strainer, general X2069 heating / cooling jacket

113 Liquid filter, bag, candle or 122 Gravity separator, settling 129
cartridge type Silencer
X8117 X8031 chamber 2033

123 Separator, cyclone type 130 Viewing glass

Automatic filter with by-pass
114 X2618 2034
filter

124 Receiver, pulse damper

Strainer 131
115 X8090
Suction filter
X8019

Indicating measuring instrument

125 Pressure vessel with diaphragm, P = Pressure 1066

Liquid rotary filter, drum or for example expansion vessel 132 T = Temperature 1070
116 2073 V = Viscosity 1072
X8119 disc type F = Flow rate 1056

126
Pressure or vacuum vessel 133 Local instrument
Duplex filter 2062
117

127 Tank, vessel

Candle filter with rotaing drum 301
118 with by-pass

119 Gas filter (general)

X8122

120 Gas filter, bag, candle or

X8022 cartridge type

Fig 21-6 List of symbols (DAAF406507A - 6)

21-4
Wärtsilä 31DF Product Guide 21. ANNEX

INTERNATIONAL STANDARD INTERNATIONAL STANDARD INTERNATIONAL STANDARD

ISO 10628 and ISO 14617 ISO 10628 and ISO 14617 ISO 10628 and ISO 14617

POS POS POS

SYMBOL DESCRIPTION Reg. No. SYMBOL DESCRIPTION SYMBOL DESCRIPTION
Reg. No. Reg. No.

Automatic operation of valve Pilot-operated non-return valve,

141 148
134 Local panel with two stable positions open opened by pilot pressure
X1032 X2233 against return spring
and close

142 149
135 Signal to control board Bearing Single-stage pressure-relief valve
2006 X2192

TI = Temperature indicator
TE = Temperature sensor 143 Rupture disc 150 Pressure-reducing valve
TEZ = Temperature sensor X8080 X2199
shut-down
PI = Pressure indicator
PS = Pressure switch
PT = Pressure transmitter 144 Clamped flange coupling 151
136 PSZ = Pressure switch 513 Shuttle valve with OR-function 1
X2180
shut-down
PDIS = Differential pressure
indicator and alarm
LS = Level switch 145 Coupling 152 Shuttle valve with OR-function 2
QS = Flow switch C0100 X2180
TSZ = Temperature switch

137 146
Overflow safety valve Spring-loaded non-return valve
X2122 X2231

138 147 Pilot-operated non-return valve,

Flow rate indication X2232 closed by pilot pressure
X1048

139 Recording of flow rate with

X1056 summation of volume

Automatic operation of valve

140 with infinite number of stable
X1036 positions

Fig 21-7 List of symbols (DAAF406507A - 7)

INTERNATIONAL STANDARD INTERNATIONAL STANDARD INTERNATIONAL STANDARD

ISO 10628 and ISO 14617 ISO 10628 and ISO 14617 ISO 10628 and ISO 14617

POS POS POS

SYMBOL DESCRIPTION Reg. No. SYMBOL DESCRIPTION SYMBOL DESCRIPTION
Reg. No. Reg. No.

Angled, globe-type,
162 spring-loaded vacuum valve
153 Valve disc or butterfly type 169 P<

L-bore in a three-way valve

2126 operating
2113 X2125
when pressure p lower than set
value
Angled, globe-type,
163 spring-loaded vacuum valve
154 Swing-type non-return valve
P>
T-bore in a three-way valve
X2114 170 operating
2114
when pressure p higher than
set value

155 164 Spring-loaded ball-type 171

Four-way valve Valve Plug type
2104 X2115 non-return valve 2123

four-way valve Spring-loaded globe-type Manual operation of Three-way

156 165 172
globe type non-return valve valve

four-way valve Safety valve which opens when

166 P>

157 pressure p higher than set

ball type X2121
value

Pipe break valve which closes

167 q>

158 L-bore in a four-way valve when flow rate q is higher

X2121
than set value

Globe type spring-loaded safety

168 P>
valve operating when
159 T-bore in a four-way valve
X2124 pressure p higher than set
value

160 Double L-bore in a four-way

2115 valve

161 Piston type; plunger type

2127

Fig 21-8 List of symbols (DAAF406507A - 8)

21-5
21. ANNEX Wärtsilä 31DF Product Guide

INTERNATIONAL STANDARD INTERNATIONAL STANDARD INTERNATIONAL STANDARD

ISO 10628 and ISO 14617 ISO 10628 and ISO 14617 ISO 10628 and ISO 14617

POS POS POS

Reg. No. SYMBOL DESCRIPTION Reg. No. SYMBOL DESCRIPTION Reg. No. SYMBOL DESCRIPTION

Valve body 2 position 2-3-4

173 182 3-2 Valve 1 189 4-3 Valve open 2
port

174 Valve body 2 position 5 port 183 3-2 Valve 2 190 4-3 Valve empty 1

Valve body 3 position 2-3-4

175 184 4-2 Valve 1 191 4-3 Valve empty 2
port

176 Valve body 3 position 5 port 185 4-2 Valve 2 192 5-3 Valve open 1

Valve body 4 position 2-3-4

177 186 5-2 Valve 1 193 5-3 Valve open 2
port

178 Valve body 4 position 5 port 187 5-2 Valve 2 194 5-3 Valve empty 1

179 2-2 Valve arrow up 188 4-3 Valve open 1 195 5-3 Valve empty 2

180 2-2 Valve arrow down

181 2-2 Valve both arrows

Fig 21-9 List of symbols (DAAF406507A - 9)

INTERNATIONAL STANDARD INTERNATIONAL STANDARD INTERNATIONAL STANDARD

ISO 10628 and ISO 14617 ISO 10628 and ISO 14617 ISO 10628 and ISO 14617

POS POS POS

Reg. No. SYMBOL DESCRIPTION Reg. No. SYMBOL DESCRIPTION Reg. No. SYMBOL DESCRIPTION

196 2-port closed 205 4-port crossed 212 5-port closed

2-port single arrow 4-port tandem single arrow 5-port arrows same
197 206 213
direction

2-port double arrow 4-port tandem double arrow 5-port arrows opposite
198 207 214
direction

199 3-port single arrow 208 4-port crossover single arrow 215 5-port crossover arrows same

3-port double arrow 4-port crossover double arrow 5-port crossover opposite
200 209 216
arrows

3-port crossover single 5-port crossover arrows same

201 210 4-port open 217
arrow up

202 3-port crossover double arrow 211 4-port semi-connected

203 4-port

204 4-port closed

Fig 21-10 List of symbols (DAAF406507A - 10)

21-6
Wärtsilä 31DF Product Guide 21. ANNEX

INTERNATIONAL STANDARD INTERNATIONAL STANDARD INTERNATIONAL STANDARD

ISO 10628 and ISO 14617 ISO 10628 and ISO 14617 ISO 10628 and ISO 14617

POS POS POS

Reg. No. SYMBOL DESCRIPTION Reg. No. SYMBOL DESCRIPTION Reg. No. SYMBOL DESCRIPTION

Single acting cylinder with

218 Spring for valve 227 Pedal for valve 234 spring (1)

Single acting cylinder with

219 Spring for valve variable 228 Electrical actuation for valve 235 spring (2)

220 Plunger for valve Electrical actuation for valve 236 Double acting cylinder
229
711 variable 724

221 Plunger for valve variable 230 Pilot operation for valve

222 Roller for valve 231 Exhaust port for valve

232 Single acting cylinder

223 Roller for valve variable
723

224 Manual override for valve 233 Double ended cylinder

225 Pull / push button for valve

226 Lever for valve

Fig 21-11 List of symbols (DAAF406507A - 11)

Wärtsilä specific symbols for P&I diagrams Wärtsilä specific symbols for P&I diagrams Wärtsilä specific symbols for P&I diagrams

POS POS POS

Reg. No. SYMBOL DESCRIPTION Reg. No. SYMBOL DESCRIPTION Reg. No. SYMBOL DESCRIPTION

238 Cam profile 1 247 Water tank 254 Bearing upper and lower

Flywheel Description arrow for L-engine

239 248 255
flow in one direction

Description arrow for flow in V-engine

240 Gear wheel 249 256
both directions

241 Spray nozzle 250 Line jump 257

square heat exchanger

Starting air valve for cylinder

242 Leak collector 251 Arrow for flow 258
head

243 Oil sump 252 Starting air distributor 259 XXX External connection

244 Dipstick 1 253 Starting air distributor 2 260 Automatic filter

245 Dipstick 2

246 Cylinder

Fig 21-12 List of symbols (DAAF406507A - 12)

21-7
21. ANNEX Wärtsilä 31DF Product Guide

Wärtsilä specific symbols for P&I diagrams Wärtsilä specific symbols for P&I diagrams Wärtsilä specific symbols for P&I diagrams

POS POS POS

Reg. No. SYMBOL DESCRIPTION Reg. No. SYMBOL DESCRIPTION Reg. No. SYMBOL DESCRIPTION

261 Separator 270 Booster for valve mechanism 277

262 Separator with filter 271 278

263 Filter 272 279

264 Flexible double wall pipe 273 280

265 Cartridge valve with spring 274 281

266 Cartridge valve 275 282

267 - Revision mark 276

268 PT sensor with gauge valve

269 Hydraulic wastegate valve

GT
XXX

Fig 21-13 List of symbols (DAAF406507A - 13)

21-8
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and energy markets. By emphasising sustainable innovation, total efficiency and data analytics,
Wärtsilä maximises the environmental and economic performance of the vessels and power plants
of its customers. Wärtsilä is listed on the NASDAQ OMX Helsinki, Finland.

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